6 7L POWERSTROKE BREAK DOWN AND INSPECTION

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Archoil: archoil.powers...
THE VIDEO THAT YALL HAVE BEEN BUGGING ME FOR FOR 3 YEARS. We take a apart a 6.7L PowerStroke Ford Diesel engine that was removed from a running truck with a skip in it.

[@mattwallace1170]

Just bought a 2018 6.7L F250 and that thing is an absolute monster. Ford has done their homework on this engine.

[@coachbobkapustka4803]

Same here. I agree. its a complete beast.

[@justinmyslive4108]

Aside from the ceramic ball barrings in the turbo

[@matman7546]

Bearing keys are used exclusively to locate the bearing. Bearing crush is what prevents rotation. Around 0.002-0.003" of bearing crush is typically employed.

[@DanielJaegerFilms]

Wow that's crazy how the airflow through the engine is reversed, very interesting design.

[@darthvader4hire]

very old Cadillac V8's also exhausted out the middle valley

[@williamfields2622]

It works too damn good, as me !

[@alanbare8319]

Ford-Cosworth V-8's used in Indy Cars and F-1 cars had their exhaust in the engine valley and intake on the outside of the cylinder heads. What's old is new again!

[@1crazynordlander]

About the rod bearing key. My Farm Diesel instructor back in the late 70's who has since passed away must came back as a Ford Engineer on the 6.7 project. He swore that it is only Bearing Crush that holds the bearing from spinning (It was in our John Deere Fundamentals of Service manual, it was a question on our test) The Key as you call it is only a locator.

[@Cervan]

He would be exactly right. The tang only aligns the bearings to make sure they are sitting properly in the rod ends. The actual holding force is the bearings themselves being crushed by the two parts mating together around them. When the bearings are put together inside the rod they form a circle slightly larger than the inner diameter of the connecting rod large bore causing a "crushing" effect that not only holds the bearings in place tightly against the rod but also keeps the bearings true to eachother even if the rod ends are not while making sure oil loss between the halves is kept to a minimum. That little tang has never stopped a bearing from spinning, Dowels on the other hand are a different story.

[@heavyhaultrucker]

2012 F250 I average 10000kms a month 300hrs got 103000kms on it so far only issue I had was DEF related frozen fluid...Very happy with the engine and transmission waiting to order a 2015 as a personal truck as well Thanks Bill for taking the time to do these videos

[@daye3371]

Mario Slipac just wondering how many miles you have on your truck now ? 5 years laters comment on a comment 😂 thanks

[@mbreckwoldt9813]

Good to see they finally made a decent oil pan.

[@DoRC]

Good video. One thing, the tab in a bearing is only there to keep it in place during assembly. Once the cap is torqued down a slight crush on the bearing is what keeps it from spinning.

[@FordTaurusSHO93]

I love this guy's videos. Even though I don't own a Ford Truck, or a any truck, I always learn somuch from him. Keep it up!

[@8LLRoadranger]

Ford is off to a good start considering they have not produced a diesel engine in their pick-ups until the 6.7. Give it a few years and this will be a nicely refined engine. Gotta' give Ford props for making their own diesel in-house.

[@0tube0user]

Hi Bill ... 96 Ford E350 460ci gasoline stealth camper, 200k and still strong... looking replace with another E350 2008-12. Was considering a power stroke engine, but thank god for your videos!! Not going near them! LOL... thinking to either rebuild or purchase a performance replacement. In the past 2 days have watch over 12-15 of your videos and have enjoyed each one. This particular video about the newer purpose built was a superb analysis. Thank you for your efforts and energies. Even for us gasoline guys there is a wealth of tips and problem solving tactics. Good luck to you and yours

[@BigShiggy]

Thanks Bill, forwarded this to my friend who just bought a 2012 F350 with 10K miles.

[@SledgeHammer43]

Cummins has been using Aluminum on the 5.9 for 17 years that I know of. I use to work for a machining company that produced heads and front covers.

[@farmerdave286]

We need you to move your shop, employees, family, ect to Texas. There are more Ford trucks than you can shake a stick at.

[@robbielangley8523]

Great video, Bill! Have been wanting to see the 6.7 up close. Up to now, had only seen a couple of videos from JoeDiesel187 and they were in utility trucks that had destroyed cylinder heads on them. Looks like a very dependable power plant..

[@matbob7249]

You Sir are a Genius the way you explain in human language!

[@briant333]

That thing is a monster! Wish they sold those trucks in the UK :(

[@eddieb7171]

Cummins V style engines often use exhaust ports in the valley and the intake is where the exhaust usually is. It's cool to see ford doing this as well.

[@johnjuanpaulpablo]

Best channel on youtube , most educated mechanic ever ,excuse me for kissing ass, if you wouldn't mind posting fluids or maybe upgrades for the 6.7 more videos , I watch all the videos even though I only had a 6.7 and 6.4

[@brainklean]

Dang Bill I must say Ford did their home work on this thing. I'm impressed with the design of this engine. Overall design shows prospect of reliability. Navistar dropped the ball the last couple of years. It never was a Ford issue just simply Navistar. If you haven't heard Navistar built an 11 and 13 liter Maxxforce engine and its bankrupting them on warranty costs. Glad ford has something now. Its been overdue for them. I hope Navistar comes out of it though. Love working on Internationals.

[@nedrudt21]

Bill, can you do a video on 6.7 fuel economy and longevity. Thanks for your videos, we've all learned a lot.

[@Blackneck1994]

I agree 100% with the turbo problems. My buddy has a 6.7 Super Duty that he uses to tow his race car and he's on turbo number three. Ford does not want to issue a recall and there is no current TSB either. Thankfully it seems like his problems were only limited to the turbo (so far) and have not effected any parts of the engine. Other than that he said it's a fantastic truck. Drawbacks plague any brand and it is a bit soon to speculate, but for the most part these new 6.7s are doing very well. Truck quality is there like always with a Ford and the 6R140 behind it stole the spotlight from Allison if you ask me. Great video Bill!

[@TheMightyMatt67]

what year is his truck?

[@Blackneck1994]

TheMightyMatt67 2012

[@35057]

awesome!!! Been waiting for a 6.7 teardown! Nice work as always Mr Bill!

[@jjdieselman]

I gotta hand it to ford to build a motor that is damn near bullet proof. Hopefully they get the turbo issue figured out soon for this motor. Great video bill and keep up the great work.

[@Erichhh]

12:59 The key or tang of the bearing only serves to axially center the bearing in the rod. The installed crush (all bearings are made with a slightly larger OD than the ID of the clamped journal & are therefore ever-so-slightly interference-fit "crushed" into place when the cap is torqued) is what keeps the bearing from spinning. This is why bearings spin if rod bolts are not fully tightened, even with keys. Ford uses automated assembly or fixturing to center the bearings, hence no need for tangs. The mains are also tangless on this engine.

[@darthvader4hire]

So true, the tang myth about it holding the bearing shells are rampant and people actually believe that! ive tried to explain it but people wont listen.

[@jonathanw4942]

A valve cover leaking would allow the oil to leak into the intake port and if it got enough on top the piston that could have bent it.

[@Midnight_Rider96]

Jonathan W not enough oil goes up there to gush into the port like that. The heads have drains in the bottom so it won't pool up while sitting. While running, it would burn up way before hydrolock. Most likely is a bad injector dumped fuel in

[@wihayaqacik]

hello, I like the way to look at the Ford. I am looking at buying a diesel truck and I'm new at diesel. I watched other channels but you one of the only guys talk about the truck, and the engine. Thank you.

[@BM-vr5jv]

I have to say it is nice to finally see someone that knows what they are talking about. If you can find a solution for the Navigation issue for my 2015 with 37" tires when you start driving the nav gets further off. Yes we programmed the tire size with a SCT. Still off! thanks

[@tylersolt2639]

the lifter keepers break and the lifters twists in the bore on these and chew up the cam. when it comes to lifting the engine as a technician, ford specific tools has a plate that bolts to where the turbo bolts. also you do have to remove the lower oil pan to replace the oil cooler it has a nut inside the pan. it's a press fit bearing and the key does not keep a bearing from spinning. if the bearing wants to spin it will. the key is just for location.

[@hunterstanfield7100]

Gosh i love bill. I really admire the way he expains things. "Balls turn to dust and granade the turbo" "they stole that design from duramax, i mean flat snatched from them" HAHA when traveling from brimingham alabama back to Nc i was very tempted to take the buford exit just to talk to him.

[@bkranz-1283]

Finally ford has a reliable and relatively easy to work on Diesel engine. I swear ford trucks as a whole got 100x better in 2011.

[@MagnusFeirenbacher]

have keys in the bearings doens't do much to stop them from spinning. The spread and crush of the bearing stop them from rotating in the connecting rods. when the rod caps are tightened down on the bearing, a huge force is exerted in all directions from the bearing. Therefore locking it in place by use of friction.

[@that6.7guy30]

THANK YOU sir for making this!! ive been wanting to see the improvements that ford made with the 6.7 scorpion! in all honesty i cant find anything bad about them! ive seen a few with 200k miles with only turbo problems. all of them had the deletes on them so i have NO clue if emissions will mess stuff up. but seriously thank you alot!! ohh and thanks for all your video's they have helped a lot!!!

[@1066gonzo]

A good engineer will not only learn from the failures of the engines he disigned, He will also learn from the success or failure of other engines build by other manufacturers.

[@5FaLlEn5]

I've seen a lot of rod bearings spinning in the 6.7 just as you stated the only big problem I've experienced; wish ford would make an update.

[@duncansport]

Great video! See a lot of 90's M-B technology here. Crush bearings ( no tab ) have been used for a long time. Not sure of their benefit though..

[@iwanaGoFast2010]

I just got a 2019 6.7 lariat. I noticed a hanger under the dash and I couldnt figure out what it was until a while ago. It's to hang the 10 extra inches you get driving this beast!!

[@michaelovitch]

I have a volvo 240 diesel with a aluminum head. It's a 1976 design. It's very common here in Europe,i even think it's the only thing avaible. Engines are smaller however even if the pressures are the same.

[@lehuaanakoni763]

They use aluminum because It's cheaper than cast iron.

[@mkeoniw5920]

No, I'm pretty sure they use Aluminum because it's significantly lighter than Steel and Diesel Motors in HD pups can reach 1K Pounds. Looks to me like you see things with the Glass Half Empty

[@nwchrista]

There is no reason to go with AL when weight is usually just not an issue with a Diesel truck. What does it add...150 lbs? The truck might be pulling 30,000 lbs. Are they serious? AL is cheap and saves a big OEM, like Ford, huge costs in manufacture and shipping costs. It 'might' help them to gain some 0.05 mpg which 'could' help them meet Bravo Sierra federal guidelines. Emissions requirements are a wash...no gain no significant loss (except for the 'slight' gain in mpg achieved). Someone posted an interesting comment about that engine being carefully designed with puny connecting rods for a purpose. That being the connecting rods would bend before the HP demands got so great that it risked blowing a head gasket or a head altogether (a very expensive fix). The bent rod won't cost anything but an engine teardown and a new rod. To further verify that this is what Ford did, they also decided NOT to key the rod on the shaft. They'd rather it 'spun' on the shaft than blow that expensive head. Thus, the 6.7L Ford Diesel was given (3) three major design flaws from the drawing board. An AL head, puny connecting rods, and unkeyed connecting rods...all done, in a cascading fashion (AL head to save weight and cost, followed by weak unkeyed connecting rods to prevent damage to the weak AL head), to satisfy some stupid federal emissions guidelines. The drivers will pay the price for this in the same way that we've ALL paid the price since the 6.0L and the 6.4L Diesel twin debacles. When will the federal government come clean on their crimes against the people of this country? My 6.4L has cost me nearly $8,000 in teardowns and overhauls in the 5 years I've had it. When will we be reimbursed on our costs for their criminal mandates?

[@mkeoniw5920]

TaxTheFed I agree and disagree. The combination probably has to do with cost but ultimately, these are heavy pkups and Ford clearly is aiming for efficiency across the entire lineup. It's a progression of more Aluminum to be introduced in the next revamp of Superduty. Yes, it's not a significant weight but everything add's up so inevitably they could save as much as 700-1K pounds once everything comes together with no ill effect on capacity? In other words, when the pkup is unladen or laden for that matter, it'll perform better, handle better and save at the pump. Companies are becoming ever more interested in fuel cost than they were in the past. With light duty 1/2 ton pkups now able to meet the demands of most business consumers today, the need for the HD's to follow suit.

[@mkeoniw5920]

TaxTheFed GM has been the guinea pig for alloy heads on a HD applicatinon in the US for some time now, and it's work'd for them. I don't see any problems with a motor lasting a long time if properly designed with alloy heads. As far as the rods, they've been pushed by H&S to nearly 900hp on Stock Block and Rods and no failure. Like I said, depending on the type of Metal, Yes the bigger girth is important, but if you implement special metals like Ford is doing, you can reduce the size with no impact on strength?

[@shaneharrison9609]

Been waiting along time for this video. Can't wait to see some high milage and grenaded ones to start coming in. Should be soon considering all those factory warrentys should be starting to run out.

[@hadenmills2222]

the tang doesnt keep the bearing from spinning it aligns the bearing. bearing crush is what keeps it from spinning

[@333Buick]

Thank you Bill, Great video; waited a long time for this video and look forward to more.

[@cjk247]

bill is the man. learned alot from watching his videos.

[@johnleshko1668]

I got a 19 f250 super cab xlt 4wd gas eng .I'm impressed with this truck.6 speed trans .it drives and shifts perfect.quiet cab .I'm happy with it.4000 mi.test drive a gasser

[@seanburrill8714]

I am greatly appreciative of your research and feel great about my purchase of my 2017 F250 Super Duty. Thank you

[@Midnight_Rider96]

The register keys on bearings are only for assembly. What actually holds the bearing in place is compression force when the cap is torqued on. You may notice that bearings have a larger OD than the rod ID for this reason

[@reboureyn139]

Hey Bill, i don't own a diesel i am a tacoma driver. You [along with diesel mud trucks] have made me want my own diesel!!! some day I hope to build, or modify a sick powerstroke. I havent decided on ford, chevy, or dodge yet...

[@jaymase3735]

2020 looks like they got all the bugs out. Super Duty is looking pretty good Ford! A lot of progress

[@mjc250]

luckily for the 2015 model year they are replacing and upgrading the turbo... should fix it..

[@StoneysWorkshop]

They are changing the turbo for 2015 models So I guess they know lol

[@dekonfrost7]

Thats why I waited and bought the Goldie locks 2016.

[@Midnight_Rider96]

That bearing key is only for assembly alignment, the crush from bolting the rod together squeezes the bearings and locks them in place

[@PhilBourgeois]

Great vid I appreciate your expertise and knowledge that you share thx

[@PaulJersey]

Ceramic ball bearings in the turbos? What was Ford thinking? Very informative video! Thank you Bill.

[@evantugby]

Bill, please make a video on the differences between the three generations of 6.7L powerstrokes and the changes Ford made.

[@0riginalxx0utlaw]

Very informative video, I love learning about new engine technology!

[@Mebob2001]

as he said with the fuel system stealing it from the duramax, the oil coolers in the same spot, the small inspection oil pain, ect... Gm and ford have bin sharing technoligy for a while in my eyes. but AWSOME vid bill EVERYONE who watchs this better hit like! im sure thes engines cost bill ALOT of money and i do mean ALOT if fuel system was the problem and they transfered that to the new engine and the problem keeps going! Gm has bin using alum cylinder head since day one of the duramax, they have NOT had any major issues, yes some cracking but nothing crazy. glow plugs getting seized in there is a different story...

[@KevinButler35]

Damn, learn to spell. Kevin's know better.

[@MrJason880]

They really did take a lot off the 6.6l Strip the intake valve covers off and you have a duramax

[@Eric_Broome]

Cyl identification did change, it is now numbered like other ford engines, pass side front to back 1 thru 4, drivers side 5 thur 8. And we have been seeing spun bearing and cracked valves all the time. I work at a dealer here in Alaska

[@jessemas27]

Spun bearings are scary to me. Are y'all running the thinner oil up there? From Texas here, so same stuff all year.

[@SkyKid8492]

You sir have my respect and I have learned a lot from this video thank you !!

[@JOSHUAK71]

“More cooling holes to back of the heads”. Hmmm? Looks like somebody at FORD has been watching your Big Dogg heads videos. Get that coolant running thru that engine EVERYWHERE!!

[@DDescalchuk57]

The bare block looks so much like a duramax both good engines

[@kevingamoe9375]

The 6.7 main bearings will spin had it happen, also it was due to a turbo seal failure which vacuumed the oil out and dumped it in front of the dpf , no oil pressure drop and no low oil warning light

[@akaixl83]

jesus, after watching all your videos I'm buying a damn gasser, too much shit to go wrong on a damn diesel nowadays and expensive, what's opinions on the 6.2 in a f250 crew cab 4×4 4.30 rear end???? anyone??

[@cccodfish]

Have you seen many of these 2 piece glow plugs failing? I have 995000 now and read I should change them before they fail and wipe out my motor.

[@bluecolarboy]

Good thing in 2015 Ford is putting a different turbo and injectors in the 6.7. They are actually using a derivative of the Garrett Powermax that we 6.0 owners use and love. They say that they will be surpassing Ram in HP and TQ, though no numbers have been released, maybe we'll be seeing 900-1000 lb-ft from the factory!!!

[@dorsetengineering]

Be very interested to see this alongside the 4l ish ford/range rover v8 diesel we have here in Europe. Bet there are some common design elements inside. It certainly looks 'ford' with the external oil cooler etc. Similar to a 2.0/2.4/3.2 puma zsd engine

[@mysock351C]

For what its worth the lift points are on pretty much all GMs as well. My 305, 2.0L, 3.5L, and 3.6L all have those two lift brackets for installing the motor.

[@liammallan3974]

I have been waiting for this video!!!!

[@bighunterman77]

Awesome...just awesome...still not as strong as an old 12 valve but it looks much better than the navistar crap

[@bighunterman77]

bruh...how many 1500 hp 7.3's in pro stock diesels are there? cuz i know of many, many 12 valves

[@allewis4083]

Wow, ford used a few design ques from the old 4.0 SOHC that they put in Rangers. The oil spraybar they used in the 4.0s along with the two piece oil pan.

[@chad41799]

upper pan does come off in vehicle, not too bad, done a few front covers for coolant leaks.

[@daviddallas1109]

I'm not saying Ford doesn't make a good engine I'm not saying Duramax don't make a good engine but the day I buy a Powerstroke or Duramax it will have to be the day I see them in school buses army tanks coach buses boats agricultural farm equipment Ram pickup trucks and everything else they put a Cummins engine in yes the Duramax and the Powerstroke are more advanced in design but nothing beats Good Old Faithful Iron Block & head Cummins engineering and that's a Snapple fact!

[@chrisdidomizio4958]

I mentioned the same thing on another video. I work on heavy equipment and you don't see Powerstroke's or Duramax's in anything(One roll-off truck has a 7.3). Everything is Cummins, Kubota, Deutz or in house manufacturing/designing i.e. Cat, John Deere, Volvo, etc. There is a reason manufactures don't put Powerstroke's or Duramax's engines in anything that sees medium to severe duty and running at rated engine speed(2000-3500rpm) constantly.

[@Vercus100]

@@chrisdidomizio4958 Actually the VT365 that was used in buses for years without issue was simply the 6.0L Powerstroke by another name. The only difference was as a medium duty platform, it wasn't required to have the emissions controls the light trucks had. It performed faultlessly for many years and miles. It was emissions that really killed the 6.0L and 6.4L engines.

[@jessemas27]

I want one even more now.

[@scowell]

The videos flmmaz (PBUH) has show a 'carb plate' type of motor pull hook... it bolts in place of the turbo. Flmmaz also shows a 6.7 with spun mains... evidently this is only a problem with the cab-chassis trucks... WTF is up with the C-C trucks, Frod? Bastard step-children? Anyway, loving the PSH content, keep it up!

[@tylersolt2639]

The duramax has been running aluminum heads for 16-17 years now.

[@zach4321]

+Tyler Solt Aluminum heads, 22 head studs/bolts since 2001 and injectors outside of the valve covers since 2004.5. It's unfortunate Ford took this long to get the PS where it is but it is still a great thing.

[@tylersolt2639]

For sure, I'm a chevy fan but a Ford tech. I get a lot of crap for it.

[@codysett1]

Tyler Solt That's because a ford tech hardly has to worry about not having any work!

[@josephshrewsbury5728]

Speaking of Duramax.. why did they have problems with the injectors??

[@patrickstevens5457]

yet Chevy wanted to give shit about using aluminum in the body. oh yeah now chevy is switching to aluminum also. lol

[@greggapowell67]

Excellent overview - thanks!

[@lukereinhart5387]

Awesome video, super informative, thanks Bill

[@hairfarmer07]

I just have to say hi and great work I love your vids man. Thank you very much. Awesome

[@tylersolt2639]

Some of these engine also have porous heads leading to coolant entering the combustion chamber, this could be what happened here.

[@jbree84]

as always your videos are invaluable to all of us

[@dekonfrost7]

Ford guys I know at the parts counter tell me they never see anyone come in needing newer 6.7 parts. Said they can’t keep t.0 parts on the shelves

[@hanratty450]

A long time coming

[@waynesmith9997]

I noticed that u were worried about aluminum heads on a diesel engine. Deutz built air cooled diesel engines back in the day and they had aluminum heads and cast iron blocks and they were really good engines most of them now are 40 plus years old now with thousands of hours on them now with little to no issues

[@Ratkill9000]

If I recall I think from day one all Duramax heads were aluminum and they have been out since 01. The 6.7L seems to have the same great reputation that the 7.3L had, but its still too early to call it. I'd love to own a 6.7L, if I had the money to shell out to buy the truck.

[@yo6488]

My uncle the early 24v 5.9 cummins valvetrain engineer likes the valve train design

[@mkeoniw5920]

I think I know what you mean but? Could you re-word your sentence?

[@modelmaster79]

Cylinder heads with the valve heads braking off the stems. Seen 4 trucks with the same issue in 2 weeks. 2015 will have a single turbo setup.

[@trplpwr1038]

Great videos. I always learn something.

[@codyhenry3926]

That's not fords first reverse flow engine. They put one in the GT40. FE block I believe... They called the header the bundle of snakes.

[@garypeatling7927]

Aluminium heads on landrover 200 and 300 TDI give almost no trouble as long as you keep water in it

[@ericbattlefield1371]

So is the take-home message that the 6.7 is a well-designed and easily serviceable motor that I should immediately replace the turbo on? After that should I have a reliable motor? I have a '99 7.3 with 300k that I love, but am scared what to get next because diesel repairs are expensive and I have 3 kids (aka on a tight budget).

[@Rfs830bb]

Bill, have you heard about all the problems people are having with the HPFP? Its looking like its a good idea to get a fuel separator/filter for it.

[@Midnight_Rider96]

I'm curious how the new steel pistons will turn out. The aftermarket uses them for high power stuff, only downside I've heard of is that any failure will ruin the cylinders.

[@ironDsteele]

Excellent video, I learned a lot.

[@yaellara6702]

Thanks for all the info!

[@kclm7]

So I've watched your videos and they are great. The videos always leave me thinking one thing, "Why in the world would I even want to buy a new Diesel truck anymore?" It seems to me that you're paying a $8-10k premium for an engine that will give you nothing but problems. On top of that, the fuel cost is higher than gas. Not like the good ole days when diesel was cheaper. OK, so the fuel economy of a diesel is slightly better than the 6.2 gas but when you factor in the extra cost and headaches of the diesel (especially with all this DPF shit now), why would anyone buy one??? Thanks!

[@kclm7]

You could do it just fine with a F-250 powered by the 6.2 gas engine!

[@brandyngould5412]

kclm7 when you delete the emissions fuel economy goes up and so does the longevity of the motor

[@mathieulevasseur4082]

Because if you are towing really heavy loads, diesel sorta makes sense.

[@joel387ktm]

yea let's start putting 6.2 gassers in kenworths they pull so good😂😂

[@rockylewismwd]

Hi folks, Bill. Just bought the 2015 F250 Lariat with the 6.7. Only issue so far is that it sounds like a dang 18 wheeler taking off. All I hear is fan up until the turbo spools up then it settles down some. If im in a position where I need to pass someone and I nail it, it just sits on its ass and all I hear is fan and high rpm's. I would love for someone to comment as to this possible issue as I havent gone to any ford threads or dealer yet. Thanks!

[@arcounited]

You should of went to a forum before plopping down 65K. Im seeing alot of peps say spun bearing is an issue.Also when the turbos fail you have a 50/50 chance of crap getting in the oil galleys and taking out main barrings.The valve issue has been well documented seems to be mainly in the 2011/2012 models.All I can say is GOOD LUCK

[@timothygrable2099]

Ya it was caused by fuel, some nut putting that dude above 600 hp or towing on street race mode from H&S or something like it. Keep up the good work Bill. What do you think a few years later now?

[@compactc9]

Seems the people who were paying attention finally got to design an engine.

[@re49991]

Detroit made 2 cycle all aluminum diesels years ago!

[@jimmylanders2693]

they put the old fuel system on the new motor....that means it probably blew up already do to hydro-locking!

[@zxtenn]

You know Bill I truly wonder if all aspects of the engine meaning the turbo were thoroughly tested because if the ceramic bearings disintegrate then that should have been discovered through testing. Myself I wonder why someone would even consider a diesel with all the possible problems unless they truly need the torque for towing, watching your videos brings me back to the days of the GM diesels, of course in that engine it was nothing more than a gas block and it wasn't strong enough so most failures had to do with block damage. Back then most people replaced with a gas engine as I had a friend with a beautiful pick-up and the diesel failed so he installed a gas, if GM had done any REAL testing they would have quickly discovered the block failures.

[@buffalodiesel1809]

+jim dandy The 6.2L and 6.5L WERE NEVER GASOLINE ENGINES...... This B.S. just keeps coming up again and again. I have had both and never any head gasket or block or valve or injector problems. My latest 6.5L is 200K and still towing just fine with original injection pump and lift pump and injectors and even original glow plugs and turbo. Try that reliability with a 7.3 . As one mechanic told me " Ford 7.3 diesels have paid for very my comfortable standard of living." Also it seems just about every Ford owner still does not realize that the 7.3 was an International Harvest engine...never made by Ford.

[@richardprice7107]

Nicely explained...thank you.

[@champkind88]

The 6.7 PSD is by far the best engine Ford has incorporated into their trucks. Yes the 7.3 was good, but it also had 100+ fewer HP than the newer engines lol and less emissions BS. The power the 6.7s offer in stock form cannot be compared in any way shape or form to the previous Int./Navistar engines. The 6.4 rods WERE NOT an issue, I don't know where anyone got that information from. 4 years into the 6.7 and I can guarantee you there are FAR less warranty claims than before.