Troll, yeah the name calling starts when we don't like to hear something.
I've been here for years not some newby or troll. And I will never call anyone that, and refrain from name calling of members on sites.
I like to stick to the topic instead.
Enough of that.

Okay example number 1, A non located, or keyed timing gear to the crankshaft. That has a history of slipping. There is no true engineer back in say the 1970's that would ever consider that.

Some one said I should start my own manufacturing etc. cool all I need is the $, and with no powerball winnings that aint gona happen.

 

The internet can be a scary place for some...

You were asked to elaborate but chose to stay scarce instead... Like stated, any brand of any engine can be picked apart as none are perfect...

And for what it's worth, I've been called "names" in the past but what some random dude who I'll never meet nor have any effect on my life calls me an internet forum, okay have at it, my day continues... but to each their own.

It's also very hard to convey "context" through the written word... or sarcasm. That's what this is for.

 

That's fair, that is a silly design, however, the bean counters controlling the engineer's salary are more likely the culprit there than anything else. The engineer was asked if the keyway was 100% necessary, because that added X amount of cost over however many millions of units and instead a press fit was chosen. The bean counters did the bean counting and determined the eligible warranty repairs will cost less than the extra manufacturing costs associated with a more positive keyway location. On that note, if I am not mistaken Ford isn't the only manufacture that depends solely on pressed fit engine components.

The bean counters nor the engineers for that matter care what happens to the engine post warranty as it is no longer their responsibility. Besides, you have to plan some obsolescence into the components otherwise they'd last forever and there wouldn't be any need to go buy a new truck and costs would skyrocket beyond what they already are.

Of those that end up with a spun crank gear, how many had their trucks tuned in some way or were using them for something other than their designed purpose? Eliminate those folks since they were misusing the equipment and asking it to do something beyond its design threshold. Of those remaining, how many were still under warranty? Of the millions of units sold I will guess it is a very small percentage.

Point being, engineers will design something to meet the parameters given by the person that signs their paycheck. If the failure rate remains lower than what the bean counters forecast the product is pushed to market. Complain all you want about it, but that is the way of the world and every single manufacture out there makes these same calculations.

If you want to crank up the power and use a truck meant to tow/haul things from point A to point B for purposes other than intended there is a risk involved that you must be willing to accept. That was true in the 70s and it is today.

 

I don't usually stay away from these sites, its more of just forgetting and having to do other things, yall know the honey do stuff etc.

I could also list some very good features about this engine too. I have a wish list of what they should have done correct, yeah I suppose there are the bean counters, but you'd think someone at those meetings would say, "and what about the beans of recalls, and total engine replacements" caused by this dumb stuff we are doing?

#2 Broken crankshaft issues.

 

As stated above, if the cost of replacement and warranty repairs is less than that of changing the tooling and how they're manufactured, they'll stick with what costs less.

We could do this all day on many engines and other automotive components.

Why did Ford use nylon timing gears in the 70s on their 335 and 385 series truck engines that were prone to failure?

Why didn't they strengthen the valleys of the 80s-90s 5.0 liter blocks so they didn't split down the middle after some performance mods. Why couldn't they figure out how to keep 3rd gear from going out on the T5 trans?

Why is it that arguably one the most popular powerplants ever, the SBC, had a head design that commonly resulted in heads cracking since two exhaust ports are right next to each other?

There isn't an engine, transmission, drivetrain component, etc out there, that if given enough time we could rip it completely apart due to some flaw or issue.

Again, when selling millions of units of something, as long as a majority of the units survive their warranty period, it's considered mission success as far as engineers and bean counters are concerned. There will always be some compromise or known issue that is a roll of the dice. And the "perfect" machine doesn't exist, if it did we'd have perpetual motion machines.

Another point, if these manufacturing flaws didn't exist, there would be no need for the aftermarket industry as we know it, nor would we have platforms such as this where we can discuss the potential problems and the possible solutions.

Cheers!

 

What spins the gear is either tuning, trying to put more power out than it is engineered to, or a broken CP4 that seizes. Millions of these engines are built, and I can recall 2 spun gears from broken CP4. What led to broken cranks? There is always something that led to a crank breaking, they don't break on their own. Hydro lock comes to mind, flooded cylinder from a bad injector, blown head gasket, etc. Something always leads to major damage. On the lifters issue, I tend to agree, they can be better made and not use needle bearings for the rollers, The CP4 is a good pump when cared for, majority of failures is due to poor lubricity or def/water damage. The fact Ford didn't separate the crankcase from the pumps, thats on Ford and a bad design that thankfully aftermarket resolved.

Overall there is not one thing wrong with the 6.7 that makes it any worse than the other two, they have their own issues too.

 

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Nylon timing gears so it is a bit more quiet.

Never heard about sbc heads cracking and never seen one done lots of them.

 

Crank breaking?
Inclusions, finish problems, heat treat issues, overall design, bad damper, machining errors, leaving high stress areas, lack of design for over loading.

#3 Lube system

 

Did you see the video Dave did on a 2017 6.7 truck that is used for RV transport that went 922k miles with the original CP4? It turned out to be a lifter problem IIRC...

It seems you have lightened up some which is cool. But watching videos on YouTube on engines that have had issues without knowing the complete picture on the owner, miles, stock or not, maintenance, etc... is not a way to judge an engine.

Smarter and more knowledgeable guys than I have pointed out the obvious that any engine can be picked apart, have issues and problems and be made better than factory. The 6.7 is no exception. But it doesn't mean that it's a bad engine.

 

Build me the best engine in the world, I can break it.