The 6.0L Powerstroke is a well-known engine. Because of the engine’s poor performance, Ford and Powerstroke’s parent company, Navistar, were involved in a lengthy court dispute. Ford said Navistar produced a faulty engine. Ford has ignored unsatisfactory test results for the 6.0L Powerstroke, which could have prevented post-production issues, according to evidence.
As the Powerstroke suffered catastrophic failures, expensive engine replacement warranty claims flooded in. The cab of the vehicle had to be removed for the majority of these repairs. Because to this engine, many owners have lost faith in the brand. A series of recalls affecting this notoriously problematic truck are listed by Consumer Reports.
What year did Ford have problems with diesel engine?
However, difficulties with its 2004 F-250 pickup’s Power Stroke diesel engine have shattered three decades of brand devotion. The Schraders, both 63, took out a second mortgage on their Linden, Michigan, home in order to purchase the $45,000 truck. They now declare they will almost certainly never buy another Ford.
Penny Schrader describes their pickup as “my husband wouldn’t look at anything else.” “But it makes no difference to me how fantastic their product was in the past. As a devoted customer, they haven’t treated me well.”
The Schraders aren’t the only ones with this problem. Ford Motor Company has been sued at least 58 instances by customers who purchased Power Stroke vehicles in the years 2003 and 2004. According to Ford’s internal warranty statistics, the business has received over 12,000 customer complaints.
This isn’t a trivial problem that Ford can easily fix with routine maintenance. Ford’s bottom line is being hammered by the Power Stroke’s warranty repair expenses. Last March, a Ford executive admitted that the company’s diesel-powered super-duty pickups had quality issues during a conference call with Wall Street analysts.
Ford has refused to provide an estimate for the cost of repairing the faulty Power Stroke engines. However, Ford has admitted that its warranty costs increased by $500 million in the first nine months of 2005 compared to the same period the previous year.
Ford has stated that it will uphold the engine’s five-year, 100,000-mile guarantee and will do everything possible to repair it. In late 2004 and 2005 model pickups, newer versions of the engine are more reliable.
However, the problem will continue to grow. More than 384,000 diesel trucks with potentially problematic engines have already been delivered by Ford. Customers like the Schraders look to be on the verge of abandoning the brand.
Fixing Ford’s diesel challenges, both in terms of engine performance and public perception, is critical since the stakes are so high: Diesels account for around a quarter of all F-series sales, with the 6.0-liter Power Stroke costing $5,000 more. The engine is available in medium- and heavy-duty pickups, as well as the now-defunct Ford Excursion SUV.
Every year, between 225,000 and 250,000 diesel-powered F-series trucks are sold, with costs ranging from $30,000 to $50,000.
If Ford fails to correct the problem, the Power Stroke might face a market reaction similar to that experienced by Chrysler’s troubled Ultradrive transmission in the early 1990s, which alienated minivan owners.
“There will be fallout if this isn’t fixed, and fixed well, and client satisfaction isn’t restored,” says Art Spinella, president of CNW Marketing Research Inc. in Bandon, Ore. “Dodge and General Motors will steal Ford’s customers.”
Since its introduction in the fall of 2002, the 6.0-liter Power Stroke engine has proved problematic. It took the place of a less refined 7.3-liter diesel.
International Truck and Engine Corp. of Melrose Park, Ill., a longtime Ford diesel supplier, produced the powertrain.
International Truck created a one-of-a-kind high-pressure fuel-injection system for this engine.
Some trucks never even made it home from the dealership before the fuel injectors or turbocharger failed, according to some of the 150-plus complaints lodged on the National Highway Traffic Safety Administration’s Web site.
Leaky fuel injectors, oil leaks, broken turbochargers, wiring harness issues, faulty sensors, malfunctioning exhaust gas recirculation valves, and damaged computers have also afflicted the engine.
Ford has published at least 77 technical service bulletins since the engine’s introduction three years ago. Even for a fresh engine, that is much above average. These bulletins instruct mechanics on how to diagnose and repair a variety of issues.
In comparison, GM’s Duramax diesel V-8 has received eight service bulletins, while the diesel engine in the Dodge Ram truck has received none. The Power Stroke and both of these engines were introduced at the same time.
International virtually totally overhauled the Power Stroke’s fuel system after only a year on the market, replacing or reworking nearly 500 pieces. That helped to lessen the amount of issues, but it didn’t completely cure the engine’s troubles. At least twice, Ford has voluntarily recalled the engine to address various issues.
According to International spokesman Bob Carso, the engine can be fixed and made reliable. According to him, engineers from Ford and International have fixed the issues that plagued early prototypes of the engine.
However, Carso claims that the engine is exceedingly complicated and that effectively identifying and repairing the defective pieces necessitates “excellent diagnostic capabilities.”
When the Power Stroke’s problems became public, Ford made a concerted effort to keep customers satisfied. Ford took the rare step of buying back 500 trucks in the summer of 2003, primarily due to fuel system issues.
However, two diesel mechanics claim that Ford has modified its approach to engine problems.
“When they first came out with the 6.0-liter, Ford had a staff that was looking over everything and basically doing whatever it needed to get them corrected,” Mark Ward, a master diesel mechanic at Landers McLarty Ford in Bentonville, Ark., says. “And then, when Ford saw how much money they were losing, it just went out like a light.”
“If the fins were damaged in any way, we used to replace turbochargers left and right,” he adds. “Ford will no longer accept a turbo back with any damage to the fins. They claim that any damage to the (turbocharger) fins must be the result of a clogged air filter. You must advise the consumer that Ford will not cover the cost. It costs $700, plus labor.”
The turbocharger fin is the portion of the turbocharger that is driven by the exhaust system of the engine.
Ford is not blaming customers or attempting to transfer repair expenses onto buyers, according to Cisco Codina, president of Ford’s customer service division.
“As far as defective material is concerned, we haven’t modified any policies,” Codina explains. “We don’t try to blame the customers for this. We will devote whatever time and resources are required to assist clients who are experiencing difficulties.”
Ford and International cannot be held responsible for all of the Power Stroke’s flaws. Installing unapproved items that improve engine output may cause complications. According to Ward, aftermarket computer chips and exhaust systems can throw off the engine’s fine tuning and cause head gaskets to blow out.
According to the National Highway Traffic Safety Administration, today’s engines have a better track record for reliability (see story, above). However, the engines from 2003 and early 2004 continue to fail. Customers are also irritated by having to return to the dealership for “reflashes” – new software to be installed in the vehicle’s engine computer or other fixes – on a regular basis.
Since last year’s change of the engine’s fuel system, the number of complaints for 2005 Power Stroke engines has reduced dramatically compared to earlier generations.
However, there are still thousands of vehicles on the road that are unreliable and may never be. Ward claims that design flaws in some problematic parts have not been corrected.
Ward, the Arkansas technician, observes, “If you look at the component number on the new one you’re putting on, it’s identical to the one you’re taking out.” “What do you anticipate to happen if you start with something cheap?”
However, according to Codina, the Power Stroke has gotten more complaints than rival diesels simply because there are more diesel Fords on the road.
Codina says: “We attempt to handle each (issue) as soon as we become aware of it. I’m sure I don’t know about all of them. However, if they (consumers) come to us, we try our hardest. People today are not happy with you if you have one or two problems.”
In the case of the Schraders, Ford offered to purchase back their old truck, waive mileage expenses, and replace it with a 2006 model three days before they were scheduled to testify before a Lemon Law arbitration panel in November.
The Schraders accepted the proposal after speaking with an attorney. A few days later, the couple left Michigan on a road trip through the West. They are still furious with Ford, however, because it took them a year to have their truck fixed.
They’re also not going to be kind to the new truck. If the new truck even sputters, James Schrader says he’ll take it to a Dodge dealer and exchange it in for a Ram.
What’s the worst Ford diesel motor?
The Ford 6.0 L turbo, which was introduced in mid-2003, is by far the worst modern diesel engine and a terrible rig truck. It’s so awful that Ford and Navistar (Powerstroke’s parent business) went to court about it. The problems vary from blown head gaskets to catastrophic fuel system breakdowns. The nice part is that most of these issues necessitate the removal of the cab for repair. Do you desire a vehicle that has been devastated to the point that the crew cab has been removed? Most likely not. Instead, choose a Ford with a 7.3-liter Powerstroke engine.
Is Ford 6.7 diesel a good engine?
The 6.7L Power Stroke diesel engine from Ford may not be the most reliable diesel engine on the market, especially when compared to previous diesel engines. Part of it is due to the nature of contemporary factory emissions devices. Ford isn’t the only company having problems with some of the newer, more complicated pollution technology. Clogged EGT sensors and EGR coolers are two of the most typical issues with the 6.7 PowerStroke.
These systems, as well as a few additional emissions measures, can be removed, making the 6.7L engine far more reliable. However, there are legal and emissions considerations associated with the removal of these systems. Otherwise, keep an eye out for problems with the fuel injection pump, as a failure might soon become disastrous. Another prevalent issue is radiators, and early model 6.7L Power Stroke engines have turbo difficulties on occasion.
The 6.7 Powerstroke is a fairly reliable engine when the emissions systems are removed. Even with a few frequent issues, the 6.7L Power Stroke should last 250,000 miles or more. Maintain your Ford 6.7L engine properly, and it will most likely provide you with a positive overall experience.
What’s your take on the Ford 6.7L PowerStroke engine? Are you thinking about purchasing one?
What diesel engine did Ford have problems with?
For years, the owner of a 2006 Ford F-350 has contended that Ford Motor Co. sold Super Duty vehicles with defective 6.0L diesel engines to thousands of unwitting buyers, then covered the flaws, saddling customers with maintenance expenditures and exposing them to engine failure.
Charles Brian Margeson, 41, of Torrance, California, has now been vindicated by an appeals court.
He is the first owner of a 6.0L diesel-powered Super Duty vehicle to have a fraud action against Ford upheld on appeal. Late this month, the California Court of Appeal upheld a lower court’s decision in Margeson’s favor. The appeals of five additional jury verdicts against Ford in identical situations are still pending.
“I purchased my truck brand new.” Margeson told the Free Press, “It must’ve broken down a few hundred times and the turbo even blew up.” “I began taking spare hoses and leather gloves with me since everything was really hot, and I had to repair it myself on the side of the highways.” We’d lose control. ‘Hey, this is a lemon,’ I told Ford on a couple of occasions. They simply shrugged it off. “All I wanted was a truck that actually functioned.”
He chose to withdraw from a class action lawsuit involving disgruntled Super Duty owners, which was subsequently settled in 2013.
Margeson filed a case on his own in June 2014. In June 2017, he was given a total of $940,177.74, but the appeals court ruled that expert testimony about punitive damages was incorrect, and that portion of his award nearly $726,000 was thrown out. However, a second jury will decide how much punitive damages Ford must pay him in an unscheduled trial. Punitive damages are intended to punish the defendant.
Margeson’s triumph, according to a leading legal expert in the United States, is a compelling example of how a class action case may be utilized to save possibly billions in costs when things go wrong with consumers, as they did in this instance for Ford.
“The firm escaped a bullet,” said Brian Fitzpatrick, a Vanderbilt University law professor who clerked for late US Supreme Court Justice Antonin Scalia.
The California Court of Appeal upheld the Los Angeles County Superior Court jury verdict in Margeson’s lawsuit on Sept. 22, finding Ford acted with malice, oppression, or fraud by hiding known faults in its Power Stroke diesel engine. Navistar produced the engine, which was predominantly utilized in Super Duty vehicles from 2003 to 2007.
Margeson, a Southern California Edison technician who maintains the electrical grid, used internal Ford records to show in court that the Dearborn carmaker knew its diesel engines were dangerous but continued to install them in heavy-duty pickups for years despite knowing they were bad.
Engine power loss, burst head gaskets, warped or scarred head bolts, and oil cooler failure were among the issues noted by owners. Pickup discussion groups were dominated by frequent breakdowns and poor resale value.
Margeson was awarded the highest sum authorized by the jury for Ford’s violation of California’s lemon law, $214,537.34, plus legal fees. That sum is undisputed and will be paid to Margeson.
It could have been prevented if Ford had heeded his appeals, according to Margeson. “Every time I tried to tow it, it broke down.”
Margeson’s lawyer, Bryan Altman of Los Angeles, said the new jury will decide how much Ford should be fined.
“This has no built-in ceiling,” Altman explained. “The jury will be asked to weigh in on how severe and repeated their deception was. They installed this 6.0 engine in nearly 1 million Ford automobiles, with sales estimated to be in the $60 billion range.”
A Ford spokesman refused to comment on the case’s specifics. “We are thrilled that the appellate court struck down the punitive damage decision,” Ian Thibodeau said in a statement to the Free Press. Ford is looking forward to the possibility of a new trial.”
What Ford diesel engine is the best?
“The critical factors for any diesel engine surviving forever are robust, iron parts, conservative power, and low engine speedand if a 7.3L has been carefully maintained its whole life, 400,000 to 500,000 miles is nearly certain.”
What is the life expectancy of a 6.7 Powerstroke?
The B10 life of a component is the amount of time it is expected to last. The Power Stroke 6.7L V8 Turbo Diesel was built and tested to exceed 500,000 simulated F-650/F-750 customer miles, giving the diesel engine a B10 design life of more than 500,000 miles5.
Is the Ford 6.4 diesel a good engine?
One such engine is the 6.4L Power Stroke V-8 diesel, which was introduced for Super Duty trucks in 2008 as a replacement for the problem-prone 6.0L. Yes, it’s a better engine up front than its predecessor (and when modified properly, it can be a performance beast).
Is Duramax better than Cummins?
Torque is the most important factor in hauling, but horsepower isn’t far behind. Whether you’re towing or not, more horsepower means faster acceleration. With 445 horsepower, the latest Duramax 6.6L L5P diesel dominates this category. The modern Ram Cummins 6.7L 24V diesel engines have 400 horsepower. Historically, the Duramax line has had a modest horsepower advantage over the Cummins line.