These are the WORST ENGINES EVER MADE
Some honorable mentions I want to throw in here include the Mopar 2.2L for being a turd, the Land Rover 4.0L for slipping cylinder liners, and the 5.7L HEMI because they do nothing but knock their entire life. Seriously though, there are a lot of bad engines out there, but a lot of it is subjective
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What engines would you add? 🤔
I bet the Stella's Hurricane will make its mark soon enough
No 6.4 powerstroke? I mean, I like the 6.0 but I acknowledge it's problems. But wouldn't you say the 6.4 is worse and deserves a spot here? I find some people like myself find some saving grace with the 6.0 if you give them a lot of tender love and care. I don't see many people saying that about the 6.4. But I am newer to the diesel world so perhaps I am full of it. Loved the video!
6.4 Powerstroke takes 1st place
@@zyonicvoid1443 I didn’t include the 6.4L Powerstroke because at its core, it’s also a 6.0L Powerstroke.
@@Dustrunnersauto i feel like international messed up the 6.4 on purpose so they dont have to deal with ford
The 6.0 Powerstroke is the best diesel engine in the world....... To use as a boat anchor
6.4: hold my beer
Yea i was going to say, the 6.0 isn't a bad engine, if you take care of it and are not an ignorant owner. You need to take it to a 6.0 specialist mechanic. It's like a bmw, you don't take it to canadian tire to have engine work done.
But the 6.4, there's no saving that motor. It will however run for about 200k before you'll end up replacing the whole engine. Most 6.0 trucks are still running the original block and heads
@@80KG_Costco_Chicken Big hard fact
5.9: move over yall
We cannot rag on the northstar without mentioning where those absolute genius engineers decided to put the starter motor....
Have you seen the starter though? It's stupidly overbuilt. They did that on purpose knowing it's a bitch to replace and maintenance stats show that they almost never fail.
I had to do this back when I was a teenager with a Haynes manual. I think equally frustrating was the water pump and it’s special tool….. busted some knuckles when it slipped off
Have you seen Mercedes-Benz A150 starter location?
I had a 2005 sts. I wish i had to do the starter on a northstar. The 3.6 starter was a bitch
Toyota also put their starter in the same spot in their V8s, specifically the one I have, 2UZ-FE.
The one engine that must be added was the Chevy Vega 140 cid 4 cylinder. The idea for that engine had to of been a “Here hold my beer” moment at GM!
Yup! Check the gas, fill the oil!
They were junk from the day they rolled off the assembly line
In the end they perfected the silicon-aluminum bore alloy and reduced oil burning to a minimum. Millions of people use lawn mowers, snow blowers, pumps, generators, and cement mixers with plain aluminum cylinders.
I worked as a fleet mechanic for Amerco aka Uhaul and dealt with the Triton v10s and trying to send spark plugs into orbit is one of many issues! It wasn’t uncommon for them to completely fail around 60k miles, The exhaust manifolds/ donut gaskets leaking were so common that we changed them almost as often as the oil and you were guaranteed on having half the studs break, no matter how carefully you attempted to remove them! I got so good at welding nuts onto studs that had broken off down in the block, I actually passed the welding test for company I’m with now as a welder 🤣 I’d only had basic experience prior to uhaul! Sometimes bad things can turn into something good!
Oddly enough, the 3V 5.4 Triton engines actually brought a whole new spark plug issue with extended reach spark plug tips that frequently seize in place and break inside the cylinder head, requiring a special tool that breaks what's left and pulls it out. It remains the only engine-specific tool that the auto parts store I manage keeps on the wall behind the counter, because it's not a question of "if." 🤣
That's why should run Autolite plugs not Motorcraft on these engines.
As someone that works at autozone i can confirm we have plenty in stock😂
I actually have a way to remove those with no issues. Have 8 cups with brake fluid marvel and kroil mixed in said cups run engine to normal temp shut down pull coils pour mixture in each cylinder wait 20 min remove plugs.
Oreilly. I'd drop the part number but I can only remember the line code. REN
You can make a whole list for ford alone
The Triumph V8 from the Stag deserves a video all its own. Old, but still notorious.
The Oldsmobile diesel was pretty terrible from the factory but they can be built into a pretty awesome engine as long as you pick the right parts. The later DX block with the early pencil injector heads, studded and O-ringed with copper head gaskets, splayed bolt main caps, Speed pro 108M main bearings, King AM-series rod bearings, marine 10 quart oil pan and high volume oil pump. Also converted to internal balance. This combination can max out the stock injection pump at 240 HP with a roughly S366 size turbo. With the head and rotor of the 6.5 peninsular marine engine it can output about 320-350 hp. Internally balanced, they can turn up to 5900 rpm while keeping piston speed at 17 m/s or below. One example of a similar build, although limited to 2600 rpm due to the application is in, a John Deere model A tractor and can be found on KZhead. 240 hp at 2600 rpm.
Or in could buy a junkyard cummins with 300k that makes more power...
The later Northstars were pretty decent. My in-laws had a Deville from the early 2000s and it was flawless. Really comfy car to drive.
Gm did correct the overheating issues with the later model 4.6 and perfect fuel mileage
I wish that was true of this 03' deville I have. Reservoir cap failed, overheated, blew both head gaskets. Now the only way it will run is if you drain the cooling system then it will start otherwise the cylinders inhale so much coolant it hydrolocks. I hate it, I'm about to scrap it.
@@donnycummings491 That was your fault. '03 Northstars are excellent engines. You overheated it and ruined it. Your fault. Radiator caps fail sometimes regardless of your engine - I've replaced many on vehicles when they started to go.
Those were very well made cars, and the engine was solid. It was the pre-2000 Northstars that gave GM a bad name. Your car does have the 4T80E transmission with a known TCC issue though. Should you run into that just ignore it. It doesn't affect reliability.
@@donnycummings491 you still got it? Ill buy it off ya
The 2.2 liter Mopar is a great engine. The only problem with them is the factory turbo head gaskets. Replace the head bolts and gasket with the Mopar Performance parts and they are bulletproof. The bottom end is reminiscent of the Mopar RB engines. I have run over double the factory boost through multiple 2.2 engines and they keep on going.
I believe the 2.2 MOPAR engines are used in some racing series, so they can't be that bad.
We had a 2.2 in a '86 Plymouth Reliant. Drove it 175k miles with absolutely no issues. Would have kept it except we needed a bigger vehicle for kids
They leaked and burned oil like no tomorrow
Ya this guy is Baked to say a 2.2 is a crap engine. They are durable as hell. I agree with most of what's he's said, but he's way off the mark about the 2.2 L Chrysler.
@@oldironguy I agree. Of course, tons of people bought 2.2 powered cars because they were inexpensive. Inexpensive vehicles aren't typically maintained like one would maintain a BMW. When a vehicle has been neglected or beat on and it has issues, it's easy to blame the car instead of yourself. I think that is why 2.2 turbo cars have a bad rap.
I work on a lot of Triton motors . Little tip. If it throws a spark plug , it likely has a vaccum leak somewhere likely at the PCV tube . That vaccum leak causes pinging on hard accelerations which is when they spit the plug. If you spit a plug , smoke test your intake system.
I'm today days old, that I found out an engine can "spit a plug"...that's just, not right, but badass as the same time.
Is that true for a 98 2 valve triton.I have one that has a little missing. Thanks
As someone that has worked on a few engines over the past 20 years. Shitting sparkplugs was not a thing under any condition ever prior to Ford, a true moment in engineering history
The 3VZE Toyota had massive head gasket failures with the very small sealing area at the rear of the block . If there was a half an inch of sealing area between the cylinder and the coolant passage. I have owned and machine shop for over 30 years. We did tons of things for the Toyota dealers, decking the heads and the blocks, but still nothing worked. The paper gasket would be soaking up the coolant in the small half inch area, and would separate from the steel fire ring, and thus, a consistent failure. The real issue is head shift, just like on the 6.0L Ford diesel. The 6.0 just did not have enough clamping load for the high compression, and if you messed with a tuner, your heads were instantly warped .007" I cut hundreds of these heads and never had one warped worse than .010" . The Toyota heads were also moving and that movement was accelerating the deterioration of the paper gasket in that small area. Toyota finally went to FelPro and asked them if they could come up with a possible solution. They created the MLS gasket. Sealant on the head side to adhere to the aluminum, sealant on the block side to adhere to the cast block, and a plate in the middle that allowed for head shift yet continued to seal, since there was no paper to weaken and tear. We were told all of this at a Fel Pro seminar back in the 90's.
you're right about the 5.4 Triton, I would add the 4.0 ford to your list. What a pain to work on with a cam chain in the back of the engine...
I enjoyed the video. Every auto manufacturer always has they’re fair share of failures. Surprised the Cadillac 4.1 didn’t make it on the list. You should do a part 2
I have my Dads 83 Eldorado. It has the notorious HT 4100. At 40 years old now, and 167.000 miles, its never had any issues . Granted its recieved excellent care, 4000 mile oil changes or every 6 months, which is the norm, and coolant changes every 2 years with the coolant tabs that are mandatory. They truly are beautiful cars, and ride and drive so nice.
@@johnfranklin5277 thats awesome you have yourself a unicorn of a 4100. Keep giving it the same care. Makes me wonder how many 4100s failed due to not keeping up with maintenance and yes they are great looking cars. They sure ride better than new Cadillacs too
@@johnfranklin5277 I have a 83 coupe deville that was laid up in 2000 when the 4.1l seized. It now has a 305 out of a 91 c1500 in it. Runs fantastic! Rides so smooth and comfy
NEVER had 1 problem with my '96 Deville Northstar whatsoever But when I learned that the starter was below the intake manifold I was exstatic that I sold it at 126k miles.
I remember that piece of junk
You should definitely make a part 2 with the 6.4 Powerstroke
That is a nightmare from the factory. But if you bullet proof it, it is amazing. Unfortunately, not many know what that is and how to do it. Work has one. It seemed it was dying really early, before 150 thousand miles. One of the day shift mechanics did what he called a bullet proofing on it. It was like a new truck. Today, it has 388,000 miles on it and still hauling large loads in big trailers. After the bullet proofing, all we have done to it are valve cover gaskets, a starter about five years ago, and a ECM wiring harness last year.
@@indridcold8433 Yeah you can bulletproof it but I mean stock they are not very good. You can also bulletproof a 6.0 Powerstroke
@@terrificspokesman7416 Stock, the 6.0 is slightly worse than the 6.4, but not by much. It is amazing how trucks so close to dying get the bullet proofing and they revive like new. The issue is, after bulletpfoofing, some regions will not pass them after inspection. Here, we are lucky. There is no regional inspection.
It’s the emissions, not the engines that make the 6.0 and 6.4 shit.
@@indridcold8433 I’m sorry to be so ignorant, I have a 1986 Firebird with original 305 with carburetor, what do you mean by “bulletproofing an engine?”
I had a Chrysler turbo 2.2 that had over 200,000 miles when I got rid of it and it was still on the original clutch. Change the oil when recommended and change filter every change and that car was dead reliable and quite fast for the time. My pick for the worse engine would be the aluminum block aluminum head 4 cylinder in the early Vegas. Many were already burning a quart of oil before 50,000 miles. Unlike most alum block engines the pistons road against the block and not steel liners. On the highway the smell of burning oil told you a Vega was up ahead.
Vega had iron head.
Yep...great little eng. Ran mine to 178k. Replace the clutch once.
The PRV 2.8L V6 (Pugeut Renault Volvo joint venture) put in premium volvos in the 1980's and ended up in the DeLorean. Cooling system and lubrication problems. When they blew up under warranty voivo asked the customer if they could replace it with the excellent Volvo 2.1L turbo 4 cylinder it had better performance and was dead reliable.
Oh.. so many design flaw problems with the PRV! Rotting valley pans in the V. The incredibly stupid decision to run quite a lot of them on CIS mechanical injection, more correctly known as a Fuel Abortion. Horrendous quality build materials (crap metal, dissimilar metals, pot metal fasteners etc). Serviceability design flaws (fitted into far too many radically different vehicle configurations; all of them a nightmare to perform basic maintenance. Never ending electrical & sensor faults. Severely underdeveloped electronic engine management that's mostly banged together from off the shelf components (lamba computer, idle speed computer, CIS augmentation that didn't work). Heads that warp if you even say the word "heat". The list goes on and on.
The 6.0 and 6.4 ford engines keep me employed at the reman shop. Next would be the 13L Navistar when we do those you can't mill it because there is no extra room to do so for the timing chain and also the aluminum cam caps on the cast iron block is also another brilliant design.
Blame MAN for the Navistar 13 Liter. As far as I can recall, that's a rebadged MAN D2676LF engine which I have heard has a lot of issues from where I live. Further models have actually shifted to the Scania DC13 which so far on feedback, is a bit more reliable than MAN since Scania, MAN, and Navistar are currently under the TRATON group.
There are many engines that cannot remain reliable at above factory power and that does not make them bad engines, just not hotrod engines. The 6.0 might be a bad engine for other reasons, but no hotrodding is not by itself a legitimate reason to classify an engine as bad.
I've a van with the 6.0 and it was a catastrophe. Sold it after the second engine. I needed something reliable, not something I wasn't sure if it would needed to be towed to the client house.
The Chevy Vega engine with an aluminum block (with siliconized bore) and an overhead cam cast iron head. Poor cooling system led to blown headgaskets and warped blocks.
A well respected engine builder who destroked & hot rodded Vega engines told me he had never seen a warped block Vega engine packing the correct strength antifreeze. We now know today that proper coolant strength is critical in ALL aluminum engines.
@@wymple09 The main issue was that they would CRACK THE HEAD most of the time around 50,000 miles. NOT warped blocks or head gasket issues. GM called it the "50,000 mile engine" and it lived DOWN to that name. Mine didn't even make it to 50,000 (head crack around 47,000) - and yes, I DID keep the antifreeze at correct strength.
We have a winner!
@@wymple09 Type of coolant is irrelevant!! Keeping it in the engine IS! Cylinders sinking down & losing the HG's seal because of that, was the main problem IIRC.
@@alro2434 I didn't mention the TYPE of coolant, only the strength.
My old 01 f150 spat 3 plugs in its life. The first time it happened I was horrified. After number 2 I had the repair done in a half hour. By number 3 I just kept a kit in the glove box and retorqued them every so often. I found it would usually give you a fair amount of warning before it happened. It would tick / putt in a way that made you think it had a manifold leak (which they were also known for), after learning that I never lost another 😂
The 2.2 Liter Mopar engine was a good eng. I ran my 1982 Dodge Rampage up to about 180k miles and I beat the hell out of it. This guy is FOS!
I started as a mechanic in 1990 and 2.2 Chryslers were a dime a dozen. They were a good engine, not very powerful but they would chuck the occasional timing belt or blow a head gasket but were super easy to work on. You need an engineering degree to work on this new stuff which is why i'm a truck driver now. LOL
Glad I went into the generator field after dealing with cars and trucks for a few years. Haha we didn't start using cats till 2012 🤣
Keep that shiny side up, friend.
Worked at toyota dealer in late 90's. The 3.0 had a recall on headgasket. Often the recall replaced entire top end and a few complete engines. Based on what remember back then it was a headgasket specific issue that led to destruction of other parts when left unchecked.
I have a 90 4runner that recall got done on, it's at 286,000 with the 3.0
528K miles on a 1996 3.0 V6 Camry. Never heard of this nor was this repair needed with 528K miles!
@@TB-lv2rh your car doesn't have the 3vze it's a different engine
I have a 1995 4runner, 3.0, Having various issues now. Is there any way to find out if the recall could possibly still apply , or, what would you suggest , short of the junkyard ??
@@tismit417 3.4 swap is usually the way to go when your 3.0 is on its way out
Quad 4 early 90’s. Common in the Pontiac Grand Am. My wife bought one brand new in 1990. Whooops. Favorite quote from Car Talk on how to repair a quad 4. “Drive it to the top of a mountain, put it in neutral and push it off the cliff. Then buy a good car”
PowerStroke 6.4L.
Bulletproof it or dispose of it. I do not comprehend how crippling an engine is going to save the environment. The energy it takes to make these engines is wasted when they engines are junked early. Strip all the emission garbage off it and the engine runs great and is not junked. Thus, it would make more sense economically, environmentally, and practically, to not put the garbage emission junk on it to begin. It takes far more energy to melt down your old vehicle and make a new one than the old guzzler vehicle could have ver used in a service life.
Chevy Vega 2.3L incessant head gasket issues every 30k
In 1986 I was a newly licensed 16 year old driver. On a family trip I drove my uncle’s Cadillac which was equipped with cylinder deactivation. It noticeably surged and slowed as the cylinders kicked in and out. When my uncle took the wheel and it continued to happen my mother expressed surprise that it was the car doing it. She just thought I was a bad driver.
I wonder why this is supposedly a good idea. The engine still has to produce the same amount of power to overcome its internal drag, only it's doing it with less cylinders. What's the big deal if the car needs 50hp (say) to drive at a steady 50, whether that 50hp is being produced by 8 or 4 cylinders?
I do know one man that made excellent use of the Oldsmobile V8 diesel. He is a farmer that converted a tractor pulling tractor back into a field use tractor by replacing the souped up Chevy small block with one of these Olds engines and used it to pull a hay baler. The job only demanded about 50 hp. well in the range of this engine. The set up also sipped diesel fuel which the farmer enjoyed. Not the typical use of this engine, but one it excelled at.
7:15, my truck also has cylinder deactivation, it’s a trick that it learned all by itself.
Cadillac Northstars have you beat, the first 7 cylinder v8
Hahahaha spark plugs hitting the hood.
I appreciate your comprehensive approach toward the good, bad, and ugly. Flaws in the design are the bean counters' lack of concern. What makes the matter worse is installing these concepts transversely.
Sometimes the Engineers just flat drop the ball and design turds. I'm a Ford man to the bone but the 5.4: Triton was a sparky spitting mistake. And they had an issue with tiny oil passages that had clogging problems and ruined heads on the regular. But some fellas that took good care of them got ridiculous milage out of them. Just use clean oil and change it on time.
Bean counters are the cause of alot of business problems
The 3VZ-E had bad head gaskets because the exhaust setup cooked the rear cylinders, also some other problems like poor sensors and lack of power were present
5.7 Hemi. In years past I was a test driver In Colorado. We tested Dodge/Ram trucks towing 10,000 lb trailers over Vail Pass and Eisenhower/Johnson Tunnels. Hot summer day, eastbound on the west side of Vail pass, those trucks were hard pressed to maintain 20 mph.. You could watch the gauges climb. Back at base, the mechanics would work hard to get the trucks ready for the next day.
I mean yeah, but lack of cooling issues aren't really the engines fault. More the fault of dodge/ram to build an adequate vehicle around the engine, which has been and still is still a huge ongoing issue...
Probably wasnt meant to haul that much. Thats what the 2500s are for. My 20 year old Ram 1500 still hauls over 1000lbs of gravel at highway speed. I completly dissagree with this analysis.
One pound more and you'd need a class A license for that 10,000 pound trailer. Can you say "tractor trailer"?
@@trevorhogen7761 , 1,000 lbs of gravel? So basically like hauling a Harley in the bed. That's not alot of weight. Basically like hauling around 4 people that weigh 250 lbs.
@@raymondellis5720 , actually you can get by up to 24,000 lbs on a standard driver license.
I have to call you out on calling the 2.2 liter Chrysler a Turd! You probably weren't even born till after they stopped production. The engine and the K car literally saved Chrysler Corporation! The biggest issue they had wasn't even uncommon in that time period for 4 cylinder American and Japanese Engines! Ask any decent mechanic from the era and they will tell you summer was known as head gasket season! It was very common for Toyota head gaskets to pop as well! Roll came out with a better 2.2 head gasket. Those that raced them would O ring them! They would put so much boost to them the head bolts would stretch! That gets to another issue many and I mean many Mustangs, Camaro's and even Grand Nationals lost to the little 2.2 Turbo. I drove a 2.2 liter K car as a cab. I was a major doubter of them and heard the head gasket complaints before driving one. The Company absolutely loved them and would run them past 350,000 miles. Cheap to buy, cheap to repair, easy to find parts for then and all of us drivers loved them! Great fuel mileage compared to the Ex cop cars! Much better turning radius and surprisingly comfortable to spend a 12 hour shift in!
As a shop owner of 25 years i have lost count of 07 and up ls afm engine failure. This has also resulted in class action.
Worked at a towing company in late eighties. Ford escort 4 bangers, cracked heads after timing belt snapped. Way to common. Getting a call from a tow “ ford escort engine stalled won’t start.” Tow driver “another one.”
I used to share the common belief about Northstar=BAD. I've now owned two of them and, goddam, they have been some of the best engines I've ever owned. Zero problems, zero oil consumption, great fuel efficiency, etc. I think they got their bad rep in the early 90s and never outgrew it. Those made from 2004 onwards are EXCELLENT engines. Those made pre-2000 are good to stay away from. The ones in-between I'd also buy without hesitation, though they occasionally have some issues.
Yep....this guy is FOS....he's here just for Clicks.
The originals had The head bolts threaded into aluminum instead of steel inserts. Insanity. Be gentle with it and take good care of it
What about any and all newer Kia/Hyundai 4 cylinders 😂 they shit out bottom ends like no tomorrow
At 30,000 miles no less
Bad engines are opportunities for people that repair cars. I bought a 98 Olds Aurora with 100,000 miles and a blown head gasket for $500. It was a PIA but I repaired the head bolts threads and head gasket. My family drove it for another 150,000 miles before it was scrapped. Ditto with the 5.4 3 valve, I picked up a 2004 F150 supercab lariat for $500 because it "needed an engine" at 140,000 miles. I repaired that motor and disabled VCT and it's running great for my son atm.
I had a 6.8 V10 in a 2001 Excursion. It was problem free, ran great. The gas mileage was horrible, but no problems.
There are still an awful lot of Cadillacs running around with Northstars in them from way back in the 90's and over a quarter of a million miles on them. A buddy of mine has 2. They aren't burning oil. either. YMMV. Also, the 4-6-8 engine was a fine engine mechanically. It oinly cost about 100 bucks back then to bypass the cylinder deactivation & then you had a great car.
Now, adjust the timing on the 8-6-4 v8 to Oldsmobile timing. 23 degrees BTDC. No ping, no knock, no unstable idle, just power. Now, it runs great. The only other thing to do is wire up the solenoids to shut down 4 cylinders to a single switch. Screw the computer. Do it manually. Avoid v6 mode.
The Northstar with all of the aftermarket fixes, such as screw in head studs, actually make it a very reliable motor.
....with all it's aftermarket fixes....that you have to buy...and pay to have installed....
As a retired engine machinist I will argue with you on that!!! Norstar sucked that bad.
i have a 93 boy has a 98...run great,,,run the hard an change the anti freeze
@@1mikewalsh You would be hard pressed to find a Northstar that didn't leak oil as well. LOL
He also has it's release date wrong.
The Triton V10 gets a lot of hate, but I’ve had 3 of them. They fixed the spark plug issue in 2002 and up 2V. They will run for 400k miles only doing oil changes. And if you spend the money to have them geared down to 4.88 or 5.13, they will pull anything. I love my V10’s.
We've have 350.000 on ours, 2001 Excursion runs like a clock. I agree with you.
I got one in a 02 F-250 love it!
But the dodge v10 was eons better, right out of the box.
Absolutely agree. The basic engineering on the 6.8 is pretty good. Towing capacity is excellent. I don't think that they should be or need to be modified. They just need to be properly maintained.
Agree, I have 3 of them myself all floating around 200-300 thousand miles, never any real issues. Love the v10👍🏻
I liked your triton V10 story. The truth is that even if 3 of your spark plugs blow out, you can still drive fine just will a bit less power and a small fire hazard.
Wow, this sparkplug issue is not something I was aware of. Thanks for chiming in.
As long as it’s just a “small” fire hazard…🤣🤣
Great video until the very end when you called the 2.2 liter Mopar an absolute turd. I had one in my 1988 Plymouth Horizon back in the day. It felt quite peppy compared to other small cars of the day, got 35 mpg and lasted 280,000 miles. The transaxle and clutch on that car were weaker components than the engine.
Head gaskets and timing belts were easy fixes. Bang for the buck....they were great!
The olds diesels are awesome blocks. Most of that added weight went into the blocks for extra webbing. If you wanted to build a hot rod 350 olds those are the best blocks.
The engine otherwise was a looser
Bull Shit!
Higher nickel content in the block casting.
Nah, the NASCAR Olds small blocks were the best ones to use..
Glad there are still some of us that remember. The Olds 5.7 diesel was an absolute beast, if you converted it back to a gas engine. HotRod had many great articles detailing exactly how to do it. Wish my wife's '84 98 had one rather than MY vote for the worst engine: the Olds 307.
How is the 5.7 Hemi mentioned and not the 2.7 V6 from Chrysler? You are aware there are millions of 1st batch gen 3 hemis still out there running right?
For sure the 2.7 is so bad reman companies say ya you can't polish a turd
I mean I understand with the first ones dropping valves but they fixed that quick, my 5.7 is at 582000km never been apart, original tranny too. Maybe I just got a Wednesday truck….
My mechanic said any dodge that ends in .7 will drop the valves. 3.7 Cherokee dumped a valve at 164,000.
I have a story to share from an old timer who since passed away. When he was a younger man in the 70s he went to California to do some work because there was little to be found here in Arkansas. When he had "had enough of it" his words not mine... he got an old clunker car to drive back ad he had rode with a friend to get there and the friend wanted to stay. The car was a dodge and had a 225 slant six.... that was running on five out of six cylinders. He proceeded to take the rod and piston out of the offending cylinder, drive a tight fitting chunk of wood into the open cylinder bore hole and drove that car from California to Arkansas!!!! He said it sounded awful but got him home without a minute of trouble. That old man had been there and done that, he is sorely missed. Anyway hope his story can live on here.
The 6.0 Powerstroke had some redemption. No such programs for the 350 Olds. I had a 2V 5.4. Was actually pretty reliable. Never had any spark plug issues. I know some people who did but they got fixed.
I've had a couple of 2 valve, and maintenance is everything and they will pass 250,000 miles.
Northstar V8s weakness lie in the smaller than optimal spec head stud bolts. Upon running out of optimal operating range and overheating, the bolts would pull out of the block, leading to head gasket seating issues. I have a 94 STS that has been retrofitted with the kit through Northstar Perfomance. Tapping out new threads and installing much larger diameter bolts make this engine damn near bulletproof. My 94 currently has about 263K on the clock, and the engine's retrofit was done roughly 70k miles ago.
The new junk Bronco engine with a plastic oil pain, plastic valve cover, plastic timing cover and over worked with a trubo may be in the running for the worse.
Yes , engine and plastic equal no good happenings.
@@attilakohbor3360 When it was time to trade in my vehicle back in 2000, I looked at what was available and decided to hold on to my old vehicle just a but longer to see if vehicles got better. I kept doing this every four years. Now I wish I would have traded my vehicle back in 2000. There is absolutely nothing I would want today, save a Mustang or a Challenger. But they can not function all year where I reside. They would only be usable for summer and the early part of autumn. Now I have had my vehicle 27 years. There is no parting with her now. I quit looking in 2012. We have grown old together. Now she has a name, a duty for every season of the year, and she feels like a friend. I know all the routines and how to maintain and repair her. Only I have ever done any maintenence and repair to her. I can not buy a status quo, ugly, lackluster, appliance with no character and personality. It looks like I will have my Stargazer another 27 years.
in some cases plastic is superior to metal ..lol ferrari uses it .maserati etc.
@@kurtjammer9568 Does simply that Ferrari and Maserati use something make it good -- I can think of a number of examples showing that can be problematic. They get away with such because their owners are able to spend lots on them and don't need to drive them very often.
Triumph stag V8, literally welded two 4 cylinder engines together and you can predict the rest. Also the Vega 4 cylinder
Oh yeah the Triumph 3.0 V8
Any worst motor list that doesn't include the Mopar 3.6 v6 is incomplete.
I have a 03 F250 5.4 what engine would you recommend to replace it with?
I would have given the early ranger/ explorer 4.0sohc an honorable mention for their timing chain problems. The early ones had issues and the engine has 3 or 4 timing chains depending on if it has a balance shaft or not. One of them is on the rear of the engine, which makes serving that timing chain… difficult.
Also the 3.0 v6 are head cracking turds and the is a single overhead cam 2.9 4cyl from Ford that is shit too. GM had the 4cyl "blockhead " and the 2.2 and the 3.1 v6, saw a bunch of those in the reman shop back in the day when we worked on them
@@ryanmiller167 The old pre-1996 Vulcan 3.0 was as sturdy as an anchor and reliable as the sun. The problem was everything else in the 95 Taurus I had. Most notably the transmission. Engine was running fine at 190k when the 2nd transmission started going (think it was solenoids). I would have gotten it repaired but then pieces of the A/C system started literally falling off, it needed a new p/s pump, it had a parasitic battery drain ( I think it needed a new starter). It was the death of a thousand cuts.
I don't see what the big deal is with the 4.0.. the aftermarket sets gave it a bad rap. Subarus were get timing sets and head gaskets every 100k miles if lucky and didn't get blown up by not paying attention..Costs just mutch if not more. Girlfriends explorer tossed a chunk of the timing set through the valve cover on the freeway. Drove it to my shop. It had like 150k on it and was bought second hand from someone who didn't maintain it. I replaced cover and all the front timing stuff except the balance chain. The drive was destroyed on it. Put it all back together and ran great up to about 200k before the rear tensioner plastic wore away. Replaced the motor with a 80k motor i had in a wrecked truck. If anyone made it this far and says you need that chain on that balance shaft, well you have done no research as to its purpose in 4wd applications and it being completely unnecessary. You can not remove the shaft it must stay in place due to it being fed oil pressure.
Not honorable mention,number 1.remove engine to service timing,all associated bolts torque to yield.what a fucking joke.doing one now...monte
I had a 2003 Ranger with the little 3.0 push rod V6! Surprisingly, I had no problems with mine. My biggest issue was just changing the 3rd plug on the right side! You need a Socket with a U-Joint for that one!
After looking at maintenance costs for 5.4 and 6.8, I found out it is cheaper in the long run to get a 7.3 Powerstroke! To do coils on a V10, I can do injectors on a 7.3!
If you are burning up your coils you might try changing your plugs within the recommended mileages.
@@stephenwest798 I’m just hearing from other people.
Working the rv industry since the late 90s, and I found that Triton V10 is the absolute most bulletproof heavy towing gas burner you can get by a Lang shot. Only time will tell on the new 7.3 gas, so far so good.
The Toyota 3vzE… you forgot it’s sibling the 3vz-FE from the Camry that was DOHC, and had head gasket problems. It was also hell to work on in that body vs it’s successor the 1MZ-FE, which brought slugging oil and a class action law suit.
I feel like he missed one by not mentioning the iron duke engine from GM. I owned a 1987 buick century, and I hated trying to merge into traffic, especially on the interstate because the engine didn't have the power to merge confidently. Even worse, it would shut off (without warning of course) for reasons unknown, and I remember my headers glowed red when I tried to drive up an incline. It was the only car that I abandoned and never gave it a second thought when the city towed it away for good.
The iron duke was slow but reliable.
@@jefferyepstein9210 Maybe your experience was different. However, I never heard anyone ever say, "Man, I'm gonna take my chevy citation, and drive it from coast to coast!" Know why it was never said...because it was a shitty car with a shitty "iron duke" engine! They weren't reliable whatsoever! Get lost troll
Sounds like a plugged cat converter , I had the same issue.
Actually, the legit iron Duke motors were from 1979 to 1984, then they were aluminum blocks that some were junk in 1985 and newer.
I loved the Iron duke - coupled to a Borg-Warner 5 speed it could be made to move, ran 200k+, never used a drop of oil.
I had a '76 Lincoln Mark IV with a 460. That was an interference engine, the timing chain jumped, and that was that. I also had a 1980 Coupe deDiesel, and that's all I have to say about that.
The first gen 5.4 was actually a good motor. The problem with the spark plugs blowing out of the cylinder head was caused by too low of factory torque specs in the plugs. Increase the torque 10 ft lbs and there wasn’t an issue
Had oil pump problems too
@@Toolaholic7 Oil pump problems? I've never heard of that before. I've driven hundreds of thousands miles in and never had any oil problems in those motors
@ceetwarrior Yes,we had one in with a seized up 5.4 in a 2003 F150.Figured out it was the oil pump was bad that had bad oil pressure.Had oil in it
@@Toolaholic7 Right, on that same note 350 chevys have weak pistons because my friend had one that broke a piston.
@@venialgaming4295 350 Chevys do not have weak pistons
Olds had their first generation V-8 out in 1949 and discontinued it at the end of '64. The Diesel mentioned in this video was based on the 2nd generation V-8
Take a look at Detroit Diesel's first 4 smoke engine, the 8.2L Fuel Squeezer. Free standing liners and 14mm head bolts. Many recalls for head gasket failures. Finally came out with a kit to drill and tap the block for 15mm head bolts to get more clamping. That did not fix it. Had a bunch that broke the upper pushrod cup in the adjuster. Those that broke had a shiny wear ring around the top, indicating the ball end was a bigger diameter than the cup. Foreman thought I was full of road apples. On top of this, setting injector balance was very tricky to get right on the racks. Designed for 5 ton delivery trucks, they did not stick around long. If I could find one, I would get a machine shop to make a plate to fit the tops of the decks to stabilize the liners to the out block walls. That would fix the head gaskets. For the pushrods, select parts for compatability. Still leaves finicky tuneup, but the head gaskets and pushrods were the reliability issue.
My grandpa had a 2004 f250 super duty with a 6.0 power stroke. Thing was a workhorse. He pulled his big boat and 26' 11k lb trailer up and down the east coast. Gave out earlier this year with 260k miles on it with 12k in repairs needed. He said goodbye to it.
My 06 F350 with the 6.0 is running strong at 290k miles. The most expensive repair I've done is the AC compressor after I bulletproofed the engine more than a decade ago
I've been reading about numerous problems the VW/Audi 2.0 Turbo I4 engines have been having in their short lifespan. Could also be an engine to avoid. Though that might also fall under the same category as the N54, as they can make great power, but longevity seems to be an issue.
These got better with each update. Today they are really good.
The EA888 nowadays is basically flawless. Plus the main issue was timing chain stuff and honestly the entire job isn't that difficult to do even if it pops
@@TheOldMachines the wife's 2014 Jetta with the 1.8 gen 3 is still a turd , stupid water pump setup is the worst design ever. Not to mention having to replace that turd on my own dime. That car is such a turd over what it replaced which was a 2004 Passat TDI. If some asshat didn't wreck into it, I'm sure it would still be trucking along.
@@MrTheHillfolkshould've gotten the Jetta with the 07k.... Tank of an engine.......
@@MiguelGarcia-vj7oo like I had a choice
3vze was head gasket material issue from the manufacturer which was corrected, but current issue number 6 cylinder getting hot from the crossover exhaust portion causing head gasket failure around # 6 cylinder, still continuing issue, and the same issue with the 3.4 gasket on number 6 cylinder overheating due to crossover exhaust causing too much heat near the number six cylinder.
GM's odd firing 231 was absolutely horrendous.
Toyota also had problems with the head gasket on the 1990s landcruiser (80 series) apparently 30% had failures while under warranty and by 200k miles the failure rate was 100 % Mine went @ 150k in spectacular fashion - a blast of steam out the tailpipe.
I'm surprised the Olds diesel 5.7 made 120 hp. I expected more like 90 hp for an improvised diesel from back then
My dad’s olds diesel seemed fine to me until a Mercedes 300sd walked off and left it. Yes it had a turbo but it was only 3 liters and that big s class had to be heavier
But, those blocks were awesome for hi-po gas engines.
Was it the engine or just lack of water filter from the diesel tank. I do think the filter would made it useful..... some how!
@@rvarsigfusson6163never had water issues at all in my 5.7L
That 120 was at the output engine shaft, when new. At the wheel, after a couple of years, it was like 60hp.
I used to work on a 911 ambulance in the Denver area. The rig was a Type-1 Ford F-350 Super Duty with the 6.0 Power Stroke. During one shift a few years ago, we were toned out emergent on a cardiac arrest. The rig started out fine and we were hauling ass. All of a sudden, the engine just seemed to quit on us. We went from zooming past other cars to creeping along in limp mode. It would have been funny if the stakes weren't so high. As the rig slowed down, a minivan that we passed about half a mile back slowly drove past us, even with our lights and sirens on, and the occupants of the minivan just kind of stared at us like "WTF?"
I was waiting for the subaru head gasket nightmare. Oh well!
That was very short lived and only on a few years of a 4cylinder. Way over hyped! I've ran the piss out of my 2007 3.0 6cyl and still runs like new after 160,000. Subbies tend to run a bit hotter than most engines. A well maintained cooling system is a must. In fact, all aluminum heads on all brands can easily warp when driven while overheating. The greater problem there is the operator not pulling over and shutting it off when they have an overheating issue.
@@ltwig476 My Subaru 3.0 H6 Sedan is running on original head-gaskets after 20 years/280,00 miles.
Ford 300 i6, the king of gas engines for durability and work With the slant and amc 258 being close seconds but timing chain for the amc and small for the 170-200-225 slants
The slants don't die.
It's a real shock to learn about the spark plug issue on the 5.4 triton. My dad has a 2005 E350 with the 5.4 and it's given us no trouble at all. We've hauled lots of lumber, several cars, and a decently heavy trailer with it, its handled 18 years of intermittent use. When does the sparkplug issue come up?
I think the Econolines motor is slightly different than the F series. I have a 06 e250 and same as you,it’s been great!
The early engines suffered the issue. The later designed they added more spark plug threads. They could still spit out plugs though if they weren't tightened during a tune up
@@reweydewy must be real fun to do. I had to ask my mechanic to change them on three separate trips in through its oil changes until I finally pretty much demanded it haha.
@@reweydewy 👍
I remember my dad got a T100 with a 3VFE, and it had the most doughheaded design I've seen on an exhaust yet. The passenger side manifold output I to a catalytic converter, that the fed back I to the rear of the driver's side manifold before all of the exhaust exited out the driver's manifold between the rear two cylinders. So stuffing exhaust gases superheated by the cat (which was stuffed between the engine and the firewall) back into the driver side manifold and pushing it through/past the rear exhaust port. Can you guess which cylinder cooked the head gasket?
I had a 6.0Ford Diesel F-250 that was flawless from 2004 to 2012 and 80,000 miles. I used Stanadyne fuel additive with every fill up and Hot Shot Secret at 30k, 45k, and 60k miles. It never failed and only blew a turbo hose off once at 75k mile on a designed downshift towing a 10,000 pound enclosed car trailer. It was NEVER reprogramed and I used a BulltDog monitor to keep an eye on engine functions when towing.
I had a 1985 GM 454 that consumed 1 quart of oil for every 16 gallons of gasoline. This was a brand new truck from the dealer. It did not smoke or leak anywhere. No spillage. It was a carbureted engine. Ran great but you better have a case of oil with you when going somewhere. The dealer, naturally, wouldn't rectify the problem. I also had a 1981 Ford 1 ton 460 which would consume 44 gallons of gas going 208 miles. Would pull a house down but a gas guzzler. It didn't last long either. Neither one of those engines were modified in any way but straight from the factory.
The 2.2L was a good little engine and when equipped with a turbo was known to beat 5.0 Mustangs so not a dog. I don't really know what one expects out of an engine developed for the Kcar anyway.
I embarrassed many 5.0s in my Shelby Charger. When I converted it to turbo 2, I moved up to LS1s. I know of a few 2.2 turbo cars running low 10s. Mine was low 12s. Pretty good for an economy car engine with the exhaust and intake on the same side of the cylinder head.
My father has a 2012 Expedition with 280k miles. He bought it new and changes the oil ever 3k miles. I bought a 2012 Expedition King Ranch last year with 39k miles and I've been changing the oil ever 3k miles.
When you were on the Triton you forgot to mention how the exhaust manifolds would ALWAYS warp & break the steel bolts off in the aluminum heads. My work shop's lot truck has 27,000 mi... it's been 'fixed' 3 times under warranty. Bye the way if you let that annoying loud leak at header persist your valves will flake away whilst the engine cools down... loosing a little more compression each time you drive it.
The worst engine I've had to deal with was the 2.3L 140 CID four cylinder in the Vega. It was a aluminum alloy cylinder block with cast-iron cylinder head and single overhead camshaft. The block was open-deck with siamesed cylinder bores. Terrible design. The engine frequently blew head gasket and you ended up with milk shake in the crankcase and 99% of the time, failed bottom end.
It was the iron cylinder head and the silicon bore surfaces that caused all of the problems. Open deck blocks with siamesed cylinders are an absolute thing these days.
@@silicon212 Interesting, never understood what the Silicon did except reduce friction. I figured it was excessive heat caused by the siamesed bores. Learn something new everyday
@@Barry718Johnson They used the silicon in lieu of an iron sleeve as a surface for the piston to travel. Silicon is hard and they figured it would make for a perfect wear surface. They were right, but they didn't anticipate the oil control issues they'd have with it (did you ever see one that didn't smoke?) ... the piston was aluminum but had to be iron plated in order to live against the silicon bore.
I am so glad you added the oldsmobile 5.7 diesel. I had one 8n the 90's I haven't owned a diesel since
Like the vid. Back in the 80's I worked on a lot of the 5.7 liter Olds diesels. I changed so many head gaskets, I could almost do the with my eyes closed. The injector pump had a flex ring inside of it, and would deteriorate in the fuel. I always thought they ran quite well and got good mileage. They were also slugs, but in a nice big Cadillac or a Big Olds or Buick, you drove those vehicles pretty much in a conservative manor. But wow they were junk. The used car market was full of these late model good looking cars, that could be had on the cheap. It didn't take the new owner long to figure out why, they could get such a nice late model car so cheap! I would feel sorry for these folks. and our shop was full of these cars. What a troublesome (P.O.S.) these engines were. Thanks for the memories, I haven't thought about these engines in years.
Do a whole segment on the 5.7 Hemi. Please.
How about the latest GM disaster the 3.6 v6, which is not only plagued with timing chain issues but ( and this is the first time I've heard of this) also the reluctor wheel can slip effectively destroying the engine
"Our new High-Feature V6 engine now have the ability to self-destruct even more easily than they used to!"
I have a 3.4l Ohv in my firebird, and it's a damn tank. The older 3.1 and 2.8 60 degree V6 are good too
I think the 3.0 has similar issues too
GM 3.6 issues are derived from neglect by the owner. I have the original timing chains on my 3.6 at almost 250,000 miles now and no problems
@@michaelcabral2174 your 1 of the lucky ones, heard nothing but horror stories about these
The main thing with the NorthStar aside from the head gasket issue was/is the split oil pan assembly. I bought a 79 Chev P/U with a gas conversion diesel, put 80 bucks worth of glow plugs in it and discovered the injection pump was leaking fuel into the crankcase and said... You're out of there. I retrofitted a 72 Buick skylark 350 into it and didn't look back. Turbo 400 trans and it was a freeway flyer.
The 1.6l turbo inline-4 found in early 2010s minis. We had one before. We then sold it because it had both turbo and valve issues
The 5.4 also had a lot of issues with exhaust manifolds. The studs would break because they were too small. The really 3V versions also had a 2 piece spark plug that was notorious for having the bottom half size into the cylinder head and having to be extracted. Also bad for oil pressure issues due to poorly designed VCT systems, namely the timing tensioner seals failing and dumping oil pressure.
The best part is that even the single piece replacements can easily still seize in place, at which point they tend to BECOME a two piece when you go to remove them. Good thing they moved the fuel rails for better access to the ignition coils 🤣
I worked in a small Oldsmobile dealer on the West Coast during 1980/1. It was an embarrassing situation; it was a family owned dealership that was around for many years and the diesel engine failures did them in. Oldsmobile had besides the 5.7 diesel, they had for one or two years a 260 v8 diesel that was available as well. It wasn't bad enough that the 5.7 unit wasn't very powerful, the 260 unit was even more gutless and you could even get it in the full sized station wagon with the TH200! We were at one point, with factory approval, swapping engines from the new cars in stock if the customer complained enough and at one point we had more cars apart than the combined total of new and used cars! The dealership was sold to another organization a little while later. BTW, the Ford 2.0 liter sohc should be on this list. (Not the Pinto/Capri engine) The engine used in the Escort/Lynx? made by Ford. It dropped valve seats in many engines before 80k; in the dealership I was at, they wouldn't sell an Escort without the ESP (extended service plan) because the engine failures were so common. My 97 Escort wagon engine dropped its valve seat at 65mph and totally destroyed my motor. I bought the plan and sold the car after the complete engine was replaced by ESP coverage.
We had 4 Chrysler 2.2 engines and a 2.5 engine. All were reliable and we drove them for many years and all went well over 100,000 miles with very few problems. All of them have good fuel mileage and none of them burned oil even with 175,000 miles on one of them. All ran smoothly and quietly when traded.
Yep...I had one in my 82' Dodge rampage. Never had one issue until about 178k miles with a hairline crack in the head which caused a coolant leak. This guy is so FOS.
I was surprised he mentioned that engine. Yeah the turbo model could blow a head gasket at like 100k but its making over 100 hp per liter. The naturally aspirated oned were just fine.
I will take exception to your 2.2L Mopar reference. I have had several of these, and yes the original 2.2L carbureted version was, shall we say, underwhellming in it's performance. That coupled with the feedback carburetor on a rubber mount was a disaster waiting to happen. The first TBI systems were a joint Chrysler/Holley effort and were just plain strange. Later TBI systems were pretty similar to GM units and not bad for TBI. Two areas where these little engines showed their potential, the original Shelby designed Omni GLH and the one Plymouth allowed the 110 hp high compression 2.2L carbureted engine. These were fairly light, peppy cars. Then came the turbocharged versions in 1984, improved with computer controls in 1985, then in late 1986, Carrol Shelby struck again with the GLHS and Shelby Daytona, both having 172 hp 2.2L engines with forged cranks, beefy rods, a unique 2 piece intake and a Garrett turbocharger. Not only were they strong, they were durable. My Lebaron convertible has embarresed more than a few V8s with it's performance.
I have owned my 2009 F-150 with the 5.4 Triton since new and have had absolutely no issues. Towing, hauling, long highway trips, driving up dirt roads to camp, and of course the normal day to day start and stop city driving. I always made sure to stay on top of all the maintenance and have gotten the oil changed frequently. Just passed 200k miles last month and still have not had any issues since I drove it off the lot. I know a lot of people have not had such pleasant experiences with their Triton engines, but I'm just here to report to anybody looking to buy a used Ford with those engines that not all of them are nightmares.
Northstar was 1993-2011, couldn't have been that bad with an 18 year run. The oil consumption issue was cured when they mandated full synthetic oil. HT4100 was the bad one.
Can't speak for the 5.4l but the 6.8l is far from gutless. My 6.8l V10 is everything I believe a truck engine should be. It makes approximately the same torque as my sister's 2019 6.4l v8 in her ram 2500. I've towed my 8500lbs travel trailer the same route with both vehicles and they get the same mileage.... sometimes the V10 does a little bit better. The biggest difference is how the V10 applies its torque. It comes on early like a diesel and stays there. The v8s you have to run out and blow the fuel mileage. Highway cruising and hill climbs are way better with the V10. The biggest drawback of those year 6.8ls was being paired with a 4speed auto. If you have a 6speed manual you're golden. Paired to a modern 8speed this engine would come alive. Also it's unfortunate these engines were overlooked by the aftermarket. I think there would've been a lot of opportunities to make really high low rpm horsepower and torque with better heads, cams, and superchargers. Say what you will it's my opinion that the V10 is one of the best Gasoline truck engines ever made.
They made decent power for the time. The DOHC made good power. But them being boat anchors are why they weren't swapped into modded cars. The 4.6 makes more power easier.
Well the fact that the 6.8 makes the peak torque at 3000rpm(468lbft) vs the 6.4s 4100rpm(429lbft) means it naturally is going to do the hauling job better than the V8 competition. If I had money coming out of every orifice I would rather the 6.8 V10 over any Gas V8. But I like my money in my wallet, so I drive a 6.7Powerstroke that's making more than 1000lbft from 1400-2400rpm and get 22mpg on the highway. My 9000lb diesel gets better mileage than the 5100lb 3.5L F150 it share the driveway with. Lol
You are telling me what I want to hear. So far for the 6.8 L, it is 3 to 3 bad- good.
From the UK I would say the 998 cc Coventry Climax based engine in the Hillman imp and Sunbeam and Singer derivatives. If it blew a head gasket, which it did regularly, you could 9 times out of 10 write the engine off as it warped either or both the alluminium head and book. There was so little meat on the head you could barely scim it and the distorted block meant you were unlikely to get the wet liners to seal properly. Even professional engine shop were reluctant to touch them or warrant any work they did on them. Great little pocky engines in a liteweight car was a great combination when they were running, but when they overheated you just might as well throw the whole lot away
GM's 3.7 liter inline 5 , in the colorado,the canyon, the isuzu,and the hummer h2, if the timing chain fails, the cost of rerplacement is absurd( theres two timing chains in them, one for the actual cam, and ojne for the balance shaft, they MUST be replaced as a set)
funny you mentioned Toyota for the #1 - instantly I thought '3VZE' ... wasn't let down, thank you! I've dealt with one of these; they use torque to yield head bolts and one that I did had blown head gaskets (the owner stated it would blow head gaskets almost once a year) ... we had to get one new head due to etching around one of the sealing rings on the bad head but I put it back together with new bolts and the owner contacted me 5 years later. He said he blew it up but the head gaskets never did fail again. Which leads me to believe that perhaps some techs aren't exactly doing the right thing when they redo the head gaskets. You must always have the head surfaces checked for trueness & have it milled if not, plus you must ALWAYS use new bolts and follow the torque procedure.
Yeah I think the 3VZE got a bad rep because of the early head gasket recall and people not fixing them right. People would also leave it sitting with a bad head gasket, sludge for oil because of the gasket, slap a new head gasket on it and be frustrated when it didn’t run right afterwards. But I have had a few 4Runners and pickups with the 3VZE and I always found it to be a tough, reliable engine with a good long service life. 300k plus on every vehicle I owned before I’d sell them. Plus you could really give it some abuse and it didn’t care. I would tow around cars, trailers full of rock, etc and I never had any issues with damaging one. I’m sure someone will say I just got lucky , but I preferred it to the 22re every time back then.
@@johnsmith9784 I don't particularly think the 3VZE is a bad engine myself ... just the things I posted above. I actually liked the way it ran, it was in a 1995 4Runner. I did the work in 2017 and at the time, the 4Runner was in exceptional condition, even though it had over 200k on it. The bores were in great shape.
The 3.5 Ford Duratec engine has an internal water pump thats prone to fail and to replace it the timing chains have to be removed and replaced. Resulting in a 2K or so job that's if you catch it before the coolant ruins the engine
As an owner of a 3VZE, yeah they need some extra lovin' in the coolant department.They still run! I work on my 3VZE often as it's 30 years old, but It's still a solid rig.
Thank you for listing the ford trinton series, IDK why they insisted on using them boat anchors in their trucks for so many years while they were producing much better engines for other vehicles. If they would've used the police interceptor, those would probably be my favorite trucks.
Old enough to remember or not, many out there know about the failure of the olds diesel. You are correct with your statement as to why diesel powered cars never caught on in the U.S.. The price of diesel doesn’t help either. The V8-6-4. Not only was there a software problem, microchips were in their growing pain stages back then.
Back in the day I could never understand putting a diesel in a luxury car. If a gas engine sounded like that nobody would touch it. If you could afford the luxury why not the gas? Those old diesels didn't have turbos. They were noisy and gutless
@@oops1952 yeah, taking and olds 350 gas engine and fitting a diesel injection system and swapping out the heads and no turbo was a recipe for disaster.
I like your video. Definitely subscribed. i admit I like 3rd Gen HEMI alot, but I am not a fanboy or anything, I like any well built reliable car/engine regardless of the brand even from THE COMPETITION like Ford Coyote 5.0 and GM LS 6.2..etc But I would disagree on the 5.7 HEMI being on this list, although it is true that a few get lifter failure, there are thousand and thousands going easily over 200k+. If an engine very commonly reach over 200k-250k+ , I would not call it a bad engine.
Yes. Mine has 230,000 and runs like a champ. 14' Charger R/T
The early Toyota 8r and 18r engines with the fuel timing chain set up with two chains, 4 gears, 2 tensioners, 2 guides. When the chains wore out it would buzz saw through the timing cover and self destruct itself.
2018 1.5L 4cyl Ecoboost One went due to detonation. Took 3 months to get parts and change it. 14 days after I got it back the new one EXPOLDED in smoke and flame in the middle of a busy hi-way. Dealer said the block was defective. I did not wait to find out how long it would take to fix this time. I traded it on a 2.0L Ecoboost. It's been fine.