'Blown' engine/failure cause
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Mountain Pass
Joined: Sep 2021
Posts: 104
Likes: 56
'Blown' engine/failure cause
There have been a few threads lately from owners having "blown" engines. Some say there is a backlog of more than 300 engines. In the scheme of things probably a very low percentage but still interesting as to why it is happening. Lots of responses about wait time, bad Ford support, etc. However, I have not seen much discussion about the cause of the bad engines. If we can let go of the customer service element, has anyone determined the cause of any of these failures or if there is a common thread (year, build period, etc.)? I have purchased many brands of new cars and have never come across such a discussion about engine failures with other brands. I know they happen but just curious if there is something going on with Ford. Again, if we can stick to "cause" and not support.....
Logistics Pro
Joined: May 2022
Posts: 4,291
Likes: 2,416
From: Everywhere and nowhere
One big issue for not finding the true cause is the Techs not opening the engine up after a failure is determined. It seems like they see metal in the oil or loss of compression and just order a reman without an actual diagnosis. A couple of RV/C&C trucks with 7.3 failures never got fully diagnosed just engine died or lost compression on 1 or 2 cylinders and a reman was ordered and engine replaced.
One 7.3L hotshot has had 2 engines with loss of compression on #7 about 43k miles each time. Would be nice if there was an actual diagnosis but Ford will probably do that somewhere and never let anyone in on the true cause.
One 7.3L hotshot has had 2 engines with loss of compression on #7 about 43k miles each time. Would be nice if there was an actual diagnosis but Ford will probably do that somewhere and never let anyone in on the true cause.
Cargo Master
Joined: Apr 2018
Posts: 2,412
Likes: 1,124
Earlier this year, 2019 6.7 C&C was losing coolant, should say disappearing.
Wasn't leaking, no bubbles, etc.
EGR cooler failed, took out engine. Down time was about 2 months.
My fleet has/had about 55 6.7's, quite a few million miles collectively, no failed CP4, turbos (until this week, turbo) or anything fail except those listed above.
on the gas side, both of our RVs had the V-10's replaced before 30,000 miles. One because road debris (Hurricane duty) took out oil filter and the other one dropped the valve. No 7.3's in out fleet.
Wasn't leaking, no bubbles, etc.
EGR cooler failed, took out engine. Down time was about 2 months.
My fleet has/had about 55 6.7's, quite a few million miles collectively, no failed CP4, turbos (until this week, turbo) or anything fail except those listed above.
on the gas side, both of our RVs had the V-10's replaced before 30,000 miles. One because road debris (Hurricane duty) took out oil filter and the other one dropped the valve. No 7.3's in out fleet.
Tuned
Joined: Jan 2018
Posts: 281
Likes: 148
I've seen more talk about engine failures but not sure I've seen any more than a "normal" amount of failures, maybe a little more, hard to say. The chances of this thread going down the *****ter is statistically higher than the chances of an engine failure that's for sure.
Logistics Pro
Joined: May 2021
Posts: 4,024
Likes: 2,339
I've seen more talk about engine failures but not sure I've seen any more than a "normal" amount of failures, maybe a little more, hard to say. The chances of this thread going down the *****ter is statistically higher than the chances of an engine failure that's for sure.
Fleet Mechanic
Joined: Dec 2021
Posts: 1,735
Likes: 1,116
Engines that come into a shop with actual internal failures causing a no start condition don't get a full diagnostic because of cost. As mentioned by OBS460, a compression test, check the oil for metal, order remanufactured engine is the routine. The failed engine is just pulled out and sent back as a core for rebuild. The dealer tech and customer never get word of what actually failed.
The guys that actually rebuild the engines are the ones who see the failure point. Find one of them and they can fill you in on what seems to be failing at least parts wise but doubt even they would go as far as an actual diagnostic to know if it stemmed from an overheat, lack of lubrication, or other initial fault.
The guys that actually rebuild the engines are the ones who see the failure point. Find one of them and they can fill you in on what seems to be failing at least parts wise but doubt even they would go as far as an actual diagnostic to know if it stemmed from an overheat, lack of lubrication, or other initial fault.
Laughing Gas
Joined: Apr 2003
Posts: 793
Likes: 232
new engine replacements.
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Cargo Master
Joined: Jul 2003
Posts: 3,358
Likes: 250
To bad that guy that has the you tube channel about tearing down blown motors can't get ahold of a failed 7.3 or 6.7.
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Lead Driver
Joined: Nov 2005
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The thing is that nobody is paying to find the cause.
Once they've determined the engine is bad enough to need replacement, that is where the work on the damaged engine ends, because that is when the tech/shop stops getting paid for any further diagnosis.
Once they've determined the engine is bad enough to need replacement, that is where the work on the damaged engine ends, because that is when the tech/shop stops getting paid for any further diagnosis.
Laughing Gas
Joined: Jun 2023
Posts: 1,156
Likes: 648
From: McKinney, TX
Correct. The last thing a dealer shop wants is a disassembled motor and a dead vehicle sucking up revenue space in a repair bay... waiting for someone to come look at it for approval.
Mountain Pass
Joined: May 2015
Posts: 123
Likes: 21
From: Or
Earlier this year, 2019 6.7 C&C was losing coolant, should say disappearing.
Wasn't leaking, no bubbles, etc.
EGR cooler failed, took out engine. Down time was about 2 months.
My fleet has/had about 55 6.7's, quite a few million miles collectively, no failed CP4, turbos (until this week, turbo) or anything fail except those listed above.
on the gas side, both of our RVs had the V-10's replaced before 30,000 miles. One because road debris (Hurricane duty) took out oil filter and the other one dropped the valve. No 7.3's in out fleet.
Wasn't leaking, no bubbles, etc.
EGR cooler failed, took out engine. Down time was about 2 months.
My fleet has/had about 55 6.7's, quite a few million miles collectively, no failed CP4, turbos (until this week, turbo) or anything fail except those listed above.
on the gas side, both of our RVs had the V-10's replaced before 30,000 miles. One because road debris (Hurricane duty) took out oil filter and the other one dropped the valve. No 7.3's in out fleet.
Hotshot
Joined: Jul 2013
Posts: 14,298
Likes: 2,197
My theory is oil diluted with fuel compounded by the need to run the oil to extreme miles intervals..with out understand severe duty and idle time.
for example…you start out with 5w40 and as the oil gets diluted with fuel what happens..5w40 becomes 4w32, then 3w24, then 2w16, then snap…spun bearings .
The thinner your cold oil to start with the less buffet factor for long drain gamblers.
And forget about the oil monitor unless you went in the utility and set it for severe duty.
most of us are severe duty operators and should not be following the standard mai t schedule.
for example…you start out with 5w40 and as the oil gets diluted with fuel what happens..5w40 becomes 4w32, then 3w24, then 2w16, then snap…spun bearings .
The thinner your cold oil to start with the less buffet factor for long drain gamblers.
And forget about the oil monitor unless you went in the utility and set it for severe duty.
most of us are severe duty operators and should not be following the standard mai t schedule.
Cargo Master
Joined: Apr 2021
Posts: 2,588
Likes: 1,669
From: NW Wyoming USA
Who cares what the cause is, that’s Ford’s problem.
I would want either a brand new truck or minimum a brand new engine.
I wouldn’t want a rebuilt engine with unknown history, rebuilt by some unknown shop.
I would want either a brand new truck or minimum a brand new engine.
I wouldn’t want a rebuilt engine with unknown history, rebuilt by some unknown shop.
FTE Leadership Emeritus
Joined: Sep 2000
Posts: 23,174
Likes: 1,678
From: Stephensville WI
Dealerships don’t rebuild engines anymore, as a rule anyway. They only tear them down far enough to see if they can easily be repaired. They don’t get paid to perform a forensic disassembly of an engine. So, you get the generic “ engine blown” diagnosis if anything internal fails under warranty.
More Turbo
Joined: Feb 2011
Posts: 717
Likes: 188
My theory is oil diluted with fuel compounded by the need to run the oil to extreme miles intervals..with out understand severe duty and idle time.
for example…you start out with 5w40 and as the oil gets diluted with fuel what happens..5w40 becomes 4w32, then 3w24, then 2w16, then snap…spun bearings .
The thinner your cold oil to start with the less buffet factor for long drain gamblers.
And forget about the oil monitor unless you went in the utility and set it for severe duty.
most of us are severe duty operators and should not be following the standard mai t schedule.
for example…you start out with 5w40 and as the oil gets diluted with fuel what happens..5w40 becomes 4w32, then 3w24, then 2w16, then snap…spun bearings .
The thinner your cold oil to start with the less buffet factor for long drain gamblers.
And forget about the oil monitor unless you went in the utility and set it for severe duty.
most of us are severe duty operators and should not be following the standard mai t schedule.