2011 Ford Scorpion 6.7 Liter Diesel!
#16
04-26-2008, 11:23 PM
Yeah I totally agree, when I go to school I get to see who else is out there ya know.......some really good guys don't get me wrong but there are always a few that make you wonder..."how did they get this far????"
Me and the guys at my dealership take pride in knowing "we are the best" in our town but it is a team effort, we all take accountability in what we do.....it's not always about making time.....
Me and the guys at my dealership take pride in knowing "we are the best" in our town but it is a team effort, we all take accountability in what we do.....it's not always about making time.....
#18
04-27-2008, 09:26 AM
#19
04-27-2008, 10:27 AM
Yeah I totally agree, when I go to school I get to see who else is out there ya know.......some really good guys don't get me wrong but there are always a few that make you wonder..."how did they get this far????"
Me and the guys at my dealership take pride in knowing "we are the best" in our town but it is a team effort, we all take accountability in what we do.....it's not always about making time.....
Me and the guys at my dealership take pride in knowing "we are the best" in our town but it is a team effort, we all take accountability in what we do.....it's not always about making time.....
#20
04-27-2008, 03:26 PM
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You're comparing the 7.3L to the 5.9L 12V? Seriously???? The 7.3L is the closest Navistar engine to the 12V in terms of reliability, but its in no way even. I guess you aren't familiar with the early days of the 7.3L IDI and then later on the PSD. The old 7.3L were about right on par with the 6.0L at the time of release, but since the engine was used for so long all the bugs got worked out of it.
I don't know if I really go along with the 24V being similar to the 6.0L. The only 3 major issues with the 24V was the killer dowel pin, the VP44, and the #53 block. The KDPs are a simple fix that only costs a few dollars to fix permanently, albeit labor intensive. The #53 block was mainly confined to the 99 model year. The later trucks didn't really have that problem. The VP44 sucks, but run a Holley blue pump down stream increases reliability immensly. The 6.0L host of problems is much longer.
Now one thing that is causing companies problems now vs years ago is that everyone is hopping up the engines. Bottom line its not healthy for them, and the newer engines don't hold up well under it.
I think these manufacturers are getting totally complicated on these engines that they don't know what goes where and what does what... they are confusing themselves on these engines.
I know that clean air comes with a cost... but there is a limit to how much technology an engine needs.
There is so much electronic crap in these new engines it is NOT even funny.
I know that clean air comes with a cost... but there is a limit to how much technology an engine needs.
There is so much electronic crap in these new engines it is NOT even funny.
#21
04-27-2008, 04:13 PM
You're comparing the 7.3L to the 5.9L 12V? Seriously???? The 7.3L is the closest Navistar engine to the 12V in terms of reliability, but its in no way even. I guess you aren't familiar with the early days of the 7.3L IDI and then later on the PSD. The old 7.3L were about right on par with the 6.0L at the time of release, but since the engine was used for so long all the bugs got worked out of it.
I don't know if I really go along with the 24V being similar to the 6.0L. The only 3 major issues with the 24V was the killer dowel pin, the VP44, and the #53 block. The KDPs are a simple fix that only costs a few dollars to fix permanently, albeit labor intensive. The #53 block was mainly confined to the 99 model year. The later trucks didn't really have that problem. The VP44 sucks, but run a Holley blue pump down stream increases reliability immensly. The 6.0L host of problems is much longer.
Now one thing that is causing companies problems now vs years ago is that everyone is hopping up the engines. Bottom line its not healthy for them, and the newer engines don't hold up well under it.
I don't know if I really go along with the 24V being similar to the 6.0L. The only 3 major issues with the 24V was the killer dowel pin, the VP44, and the #53 block. The KDPs are a simple fix that only costs a few dollars to fix permanently, albeit labor intensive. The #53 block was mainly confined to the 99 model year. The later trucks didn't really have that problem. The VP44 sucks, but run a Holley blue pump down stream increases reliability immensly. The 6.0L host of problems is much longer.
Now one thing that is causing companies problems now vs years ago is that everyone is hopping up the engines. Bottom line its not healthy for them, and the newer engines don't hold up well under it.
Each engine has it's own bag of issues, but whos is better?! Not sure... but I think I'd still take a 6.4l TTD PS.
Do you even have a clue what it even takes to pass TierIV emmissions requirements? I can tell you that making a TierIV compliant engine is NOT easy. The 2 main systems you have to chose from are cooled EGR or SCR. Both of which require a large amount of sensors/software to get everything timed right. The old mechanically controlled engines just aren't capable of that kind of accuracy. For the most part everyone in the US has gone with EGR since it doesn't require you to carry a 2nd tank with urea on the truck. In Europe SCR is much more common.
In fact, I still do a lot of research on it. TierIV engines are not easy to build or to keep within the TierIV specifications for a long time. I mean, they *can be* but it is very costly. However the efficiency is reduced dramatically the more eco-friendly the engine is. The amount of technology in these engines is insane. However, if you look at it closely, no matter how you slice it, you are still polluting in some way, make, shape, or form. Sadly that's how it works.
It might solve an air issue now, but imagine the crap that is in those DPFs? I can only imagine when a truck is considered dead, the amount of pollution of getting rid of those parts are just as much as if the truck ran them without them. Usually that ends up as land or water pollution.
There is no way to burn diesel or gas for that matter, and have it not destroy the earth.
So to be frank, what the EPA is trying to do is blanket the problems.
#22
04-27-2008, 04:20 PM
#23
04-27-2008, 07:56 PM
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#24
04-28-2008, 01:19 AM
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I work on these motors daily , I'm not basing my numbers off a message forum, ask any Ford Diesel tech about 6.0 troubles, you might be surprised, It is not uncommon for any large Ford dealership to have a few 6.0's sitting around getting major surgery....Sure there are some good ones out there, but there are a fair amount of bad ones as well, if they are so great why are they not still in production for the F-Series? The only reason they still use them in the E-series is because of the size of 6.4 and the limited options for doing a cab off removal on an E-series....How about the Ford/Navistar lawsuit??????? 6.0's are great when they are working but the average "I want to own a diesel to tow my boat owner" does not get into the same amount of trouble as would the commercial account everyday user.....the head gasket problem is well known and usually does not come up unless you are doing heavy towing etc.....Injector failures, not uncommon at all on these, at $250+ a pop for each injector plus labor on these your bill just got real expensive real quick, only to have it come in a month later for another one or two.....
I used to work on 6.0Ls daily also. Like it or not this is all true. Job security does not even begin to describe it.
#26
04-29-2008, 02:20 PM
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I took my 08 F250 to my dealer a couple weeks ago to fix a squeaking idler pulley and to hopefully find the cause of a knocking in the bottom of the engine that showed up after an oil change...weird huh? Well, the knocking in the bottom of the engine is intermittent and stopped before the dealer could hear it. They fixed the idler pulley and fried my TCM. They said that when they connected the computer to the truck, it shorted something and fried my TCM. They had to replace the TCM and reprogram the entire computer. The truck does not seem as powerful now as it was before, but I am also getting about 1.5 MPG better fuel mileage. I am getting 13.5 MPG now compared to 11.9 MPG before the repairs. The knocking in the bottom of the engine has not returned, so I have no idea what that was all about.
#28
05-05-2008, 09:28 PM
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Besides the issues with reliability or cost or anything else, am i the only one noticing the gay name?? i mean seriously the SCORPION what happened to names that make you feel like a man, just saying the words Powerstroke and Cummins give you a masculine feeling, not something named after a little bug!!!
