To be fair, Navistar might have had something to do with the problems in "the beginning" .................

I agree, Ford owns the re-builds.

 

Those are not warped out of spec. They are cupped, but my swag is that is the natural stress of the casting. My one head shows signs it was previously machined but mapping of the surface shows it has the same profile of the other CBN machined head from the factory. So there's a good chance is that where they move to. Do we really think the particular head in that video was machined that way as a new part? It's more likely it stress moved that way afterwards. Clamping over the thinker rings of the gaskets around the cylinders doesn't help and can promote the issue as well.

The Ford engineers I worked with were sharp and would research parts to no end. With in their own department of get Ford's Scientific Research Group to do so. Considering they changed the spec from what the motor manufacturer stated in it's manuals for head flatness tells me they most likely investigated what was happening more then International ever did on their own.

 

Mark, I'm not sure Ford owns the rebuilds entirely. CAT did the diesels, my reman tag shows International, and Ford may be getting the part then through International. But I have no problem hitting on Ford for not going after the issue. It's sold to their customers, the dealer and then to the Dealers customer, in this case me.

 

I've not seen anything where there are studs from a Ford supplied reman. Some dealers are willing to do that when they replace HG though.

 

I hear you .... but since Ford had (or has) free will to choose the repair facility, then they should own the repair process (again, just my opinion). Afterall, the 6.0L issues are quite well known and it is Ford's reputation at stake. Even if it is by inspection and quality control audits of the supplier. One could argue that this was the case when new also, but everyone was learning then. In the beginning, when contracts/agreements/data were in their infancy, my opinion is that the original engine manufacturer (Navistar) owned the issues at that time.

I realize it is complicated though .................

 

I'm not really challenging one thought or another. I know for us as an example on the Superduty 99-04, we were the supplier of the brake pads to Akebono, Akebono the supplier of the pads and caliper to Ford. But if any problems with pads, it was Ford in our plants. Same for the following years when TRW supplied the calipers. Not first tier. But first tier with the Motorcraft parts. Who's on first.

Warranty cost get eaten by the base supplier, if it was a pad issue, the total burden was on us. The reman situation is a god only knows situation on how the contracts were written. My approach in the video will be it's on Ford.

Went to the store and got Afrin for tomorrow am to see how my voice will be so I can close this up.. The afternoon will be like having a spike in the middle of my forehead.

 

 

 

 

Also studs are not a cure all.
It's the prep that counts the most.
Do a crap prep job and I don't care what type of stud you use it will likely fail.

 

I'm sure KDD makes a quality reman, but I don't have $6200 in the budget for a new long block. At this point, my options are essentially to buy the truck and take my chances with the heads/block being salvageable, and if not, then try to find a donor engine for it, or pass on the truck and keep looking. I'd rather not pass on it, because $2500 for an '06 with under 100k and exactly the style I'm looking for is a pretty sweet deal.