When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Gas engines aren't de-rated in C&C trucks like the diesels are. C&C trucks are rated at different RPM's making the power output look like less. Check out the RPM's that the C&C truck is measured at vs. the F350 pickup.
F550 C&C:
F350 Pickup:
The C&C trucks, vans and Class 8 trucks redline lower than the 250&350 trucks. So, no, they aren't technically de-rated they are cast-rated. They kneecap the engine so it can't spin as many RPMs and those RPM just happen to me where peak HP & TQ fell.
I emailed the Montrose Ford Service Manager asking about these ~ 70 Super Dutys w/ lifter issues (7.3L).
Here is his response.
"Good morning. I am not sure where you are getting your information, but we don’t have any 7.3 super duties here. We sell very few 7.3 liter trucks. Most of our heavy duty trucks that we sell and service in this area are 6.7l power strokes. People love their diesels in this area. That being said, of the few 7.3L that we have serviced here they have been good trucks."
Edit:
Oops, I thought I had the dealer that was supposed to have 70 7.3L trucks waiting for repairs.... Sorry RidgwaySD.
I should of been getting that info from FishOnOne.
RidgwaySD is the one reported about these 70 trucks.
Not to get off topic..but wanted to let you know the 5.0L Coyote does in fact have phasers.
Each of the four cams (Intake, x2 & Exhaust, x2) has a phasor..
5.4L 3V only though. Hardly any 4.6L 3V or 4V Phaser failures and the rest of the OHC V8 and V10 engines beside the 6.2L and 5.0L never even had camshaft phasers.
Ford has a very good history with their OHC gasoline engines, and their newest pushrod seems to be doing well so far.
If you can name an issue and someone can recite the motor associated I would say thats a known issue.
Will you accept: A 2 piece spark plug that blows out the head often times requiring a new head?
I am not a ford or modern engine expert.. But.. wouldn't most of the gas V8's in Super Duties during that period be overhead cam engines.. I think.. they don't have lifters// so it would be doubtful your cousin saw many issues with lifters. Or flux capacitors.
The Triton engines have valve lash adjustors which is essentially a lifter.
If you can name an issue and someone can recite the motor associated I would say thats a known issue.
Will you accept: A 2 piece spark plug that blows out the head often times requiring a new head?
The 2 piece spark plugs did not blow out of the head due to a lack of threads in the heads. They typically would break when removing them due to carbon build up. Having said that the early Triton engines heads that spark plugs blew out could be repaired.
Not to get off topic..but wanted to let you know the 5.0L Coyote does in fact have phasers.
Each of the four cams (Intake, x2 & Exhaust, x2) has a phasor..
You definitely misread my post, I indeed mentioned both the OHC 6.2l and 5.0l have camshaft phasers.
5.4L 3V only though. Hardly any 4.6L 3V or 4V Phaser failures and the rest of the OHC V8 and V10 engines beside the 6.2L and 5.0L never even had camshaft phasers.
Ford has a very good history with their OHC gasoline engines, and their newest pushrod seems to be doing well so far.
Ford has a terrible reputation for cam phasers in the 3.5 EB engines.
If you can name an issue and someone can recite the motor associated I would say thats a known issue.
Will you accept: A 2 piece spark plug that blows out the head often times requiring a new head?
You have the 3V and 2V engines mixed up. The 2 piece plugs were on the 3V engine cracking upon removal. The 2V had the low thread count in the head allowing the plug to back out if not torqued to spec. I was a bit late to the 2V spark plug issue but it was mainly do to not properly torquing them down from the factory. I was able to retorque some original 2V engines that came through my shop and the majority I just replaced plugs torquing them down properly and noone ever came back with a loose one 60k miles later when they were do for replacement.
You have the 3V and 2V engines mixed up. The 2 piece plugs were on the 3V engine cracking upon removal. The 2V had the low thread count in the head allowing the plug to back out if not torqued to spec. I was a bit late to the 2V spark plug issue but it was mainly do to not properly torquing them down from the factory. I was able to retorque some original 2V engines that came through my shop and the majority I just replaced plugs torquing them down properly and noone ever came back with a loose one 60k miles later when they were do for replacement.
4 threads in the head and I'm not an ASE mechanic but this guy is and he said he's done hundreds on 4.6s, 5.4s and 6.8s where the plug ejected from the head.
https://youtu.be/j0Zb4vhyr5k
4 threads in the head and I'm not an ASE mechanic but this guy is and he said he's done hundreds on 4.6s, 5.4s and 6.8s where the plug ejected from the head.
Properly torqued down following the Ford procedure they were not an issue. The problem was from the factory they were not properly set on a large enough number of engines. It was a problem and Ford ended up redesigning the heads because techs were not following the proper torque procedure either. Probably 60-70 2V engines came through my shop since 2006 when I started taking on fleet contracts. None ever came back with a loose plug after my employee did the plugs properly. The majority of those engines came back 2-3 more times in 60k intervals for routine plug changes.
Properly torqued down following the Ford procedure they were not an issue. The problem was from the factory they were not properly set on a large enough number of engines. It was a problem and Ford ended up redesigning the heads because techs were not following the proper torque procedure. Probably 60-70 2V engines came through my shop since 2006 when I started taking on fleet contracts. None ever came back with a loose plug after my employee did the plugs properly. The majority of those engines came back 2-3 more times in 60k intervals for routine plug changes.
So it WAS an issue. How many average consumers do you think went and torqued their spark plugs down before the recommended 100k mile change interval? Maintaining a fleet is different cause you see the same vehicles all the time. A dealership or a self employed mechanic might see some of the same vehicles regularly but they also get all the random problems and the not so random problems. A lot of them see the same issues over and over whereas your fleet of however many vehicles is just the same vehicles all the time.
So it WAS an issue. How many average consumers do you think went and torqued their spark plugs down before the recommended 100k mile change interval? Maintaining a fleet is different cause you see the same vehicles all the time. A dealership or a self employed mechanic might see some of the same vehicles regularly but they also get all the random problems and the not so random problems. A lot of them see the same issues over and over whereas your fleet of however many vehicles is just the same vehicles all the time.
Im just pointing out that it was not in fact a design issue but instead not following the proper torque procedure. I would imagine overall 3/4 of the 2V engines never had a problem with their spark plugs. The 3V engine yes it had actual design flaws that led to some significant problems.
The change interval on the 2V is also 60k and not 100k. Gotta get your facts straight if you want to prove a point.
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Slideshow: Called the Fortress, the 850-horsepower pickup combines Raptor underpinnings with military-inspired features, survival equipment, and a starting price of $285,000.
