11 years/120k.

 

or the other option is just let Ford put the new engine in, and when it hydrolocks on first start up then they will know

 

Y'know .. I'd sure like to wrap my l'il cabbage around the thought processes goin' on inside that dealer's service dept. Isn't it a win/win fer them? Git paid fer initial ( proper & fully disclosed ) diagnosis. And, if it is within the intent of 'The Letter', they git reimbursed by Ferd fer the work. Shoot - they ain't even a l'il bit curious? Jes fro an' engine at 'er an' call it a day?

What am I missin', fellers?

This is one of the reasons I've been a-pinin' fer a bona-fide Ford Customer Service Rep presence (not just the IV Team feller, bless 'im) like the other forums have. At least it's somewhere 'Official' to vent

Wonder what the holdup is - it's been a while since I asked ( btw - that stanky Hold My Beer Friday crap is still here too ... wtf? )


MGD

 

Well Ford is sticking with the injectors were tested and good. I asked why it locked up then and the "Manger" said it was a half quart low on oil is why. Thats BS i told him if it was low on oil why didnt the low oil light come on then? He didnt have an answer.

Bend over ...

 

Half a quart low will not blow it up.

 

X2 . Well - there goes that Dealership's credibility.

OP, you need to do as Patrick suggests - get the Ford Warranty rep involved.

As others have reiterated - a conclusive diag has certainly NOT been done to-date.

What did that feller Steve referenced have to say?

Best of luck.

MGD

 

If your dealership won't get you up the chain of command into the warranty reps, you can try contacting Ford via their website and see what happens

https://secure.corporate.ford.com/fo...eServiceIssues

 

Already contacted Ford directly they told me the only way to get a Ford Service Engineer to look into it more would be if the manager approved it. I think at this point ill have to go a head and get the motor replaced I need my truck back. Seriosuly thinking of selling it shortly afterwards. Ive had nothing but trouble out of the ford dealers here in Louisville, Ky. Not sure Ill buy another one now after I Sell it.


I have 2 other cars 1999 and 2001 both with over 150K with no issues. I leave them out side and use cheap oil. The Ford Trucks priory to 2004 can easly get 200K if well mainatance and change the plugs in less then an hour. I park my 2005 truck in the garage change oil and use higher end oil and filters and my motor blows with 92K. Now ith the spark plug issues. You guys have really improved thanks Ford!

Take care guys Im out!

 

Wow. Every Dealer ?

And these here fine folks are the same fellers whut'er gunna install yer replacement engine?

Hopefully Patrick's jest above will not turn out to be prophetic.

Very best of luck, sir - and please keep us informed if possible. Appreciate it.

Regards;
MGD

 

Perhaps you could talk to someone above the shop manager. My experience with shop managers is that they don't know all that much about the vehicles. I don't think they are mechanics usually. They are just good at dealing with customers to maximize the shop profits.
And I think that they really don't want to do warranty work that much because Ford reimburses them at a much lower shop labor rate that we have to pay. They have to put their best mechanics on warranty work to make money. We get the trainees.

 

Same thing most of us have said, no way to be 100% sure without tearing in to things.

-Steve

 

I don't suppose you know anybody at The University of Louisville? They have a fine mechanical engineering department that could easily and quickly give you a forensic report on the engine. Maybe an option even if you don't know anybody. A lot of these Universities have students looking for class projects.....

FWIW, Ford uses a Gerotor oil pump in the Tritons. This is a fairly common type of gear pump but works differently from the old style oil pump most all others use. It seems Ford has far more failures with these pumps than anybody. I'd be looking at an oil report with ferrography and then start looking at the oil pump, if you want to find out what really happened.

 

Well I see I am a couple weeks late on this post and it appears that the OP has thrown in the towel,can't really blame him either. I have read all the posts and I have this nagging voice telling me to explain a few things from my experience in regards to hydrolock's. Some of you know I worked at Romeo Engine, EMDO, Dearborn Dyno, and nine different VO plants and numerous Dealerships all related to issues with Modular engines. I have had my hands on thousands of modular dealership return engines and personally written thousands of engine tear down analysis reports. Now this doesn't mean I never make any dumb *** calls on this site because I have certainly done my share..lol With this said I want to explain what we found regarding hydrolocks. Our observations and testing both at Dearborn and Romeo indicates that it is almost impossible to hydrolock an one of these engines via fuel injectors while the engine is running. Usually what happens is that a cyl will fill with fuel while the engine is off and there is still pressure in the fuel system then when the engine is started the actual damage from the hydrolock happens. The injector simply can not flow enough volume in the milliseconds that an engine operates through the four strokes of operation I know people claim it happens and I will never say never as I have seen to many unexplained happenings but it is very very rare at best. Driving through deep water, head gaskets, or bores failing generating a hydrolock from coolant while driving ,yes happens a lot.
On another note, Labnerd I respectfully disagree with the mention of Ford oil pumps failing more than other manufacturers fail. First of all remember that F150's tend to show more failures than other trucks because there are whole lot more of them on the road unless you are talking failures per thousand or hundred thousand.. That is not my experience. As I mentioned above we diagnosed thousands of failed modular's for all reasons including vehicle accidents which were sometimes related to insurance and warranty fraud. We sent parts out for metallurgy testing used electronic microscopes, and hours of reconstruction to make our root failure determination. The oil pump on these engines is rarely a root cause of failure. I can tell you that many times techs and others make a determination of certain root failures based on a quick observation. They are very good at what they do (much better than I would be) but not trained or experienced in root cause failures. The vast majority of engines that were deemed oil pump failures when we received them from dealerships were determined to be caused by a primary condition causing a secondary condition of failure of the oil pump from contamination by debris or whatever it was later determined to be.
What caused the OP's engine failure? I would do what GLC, Tasca, and several others suggested and remove the cam covers and front cover along with the oil pan to see what really happened. JMO

 

Nice post Mr. - Saved.

 

Great post, thanks for taking the time

I'd agree, never say never but I just can't see an injector hydrolocking a running engine unless it turned in to a garden hose.