M-chan….. no problem I was not offended, it’s easy to be misunderstood in text/on a forum...my sincerest apologies as well…I was not mocking or intending to insult you in any way at all.
I was just trying to add some insight to the very first post on this thread. I have seen what you are talking about with #5…don’t have an explanation for ya on it when the crank was at 6. As well as being a former dealer tech I worked several years at the Ford tech hotline diesel group (probably talked to you once or twice lol) There I saw countless cases where a tech would install heads and bend valves….when I, or the FSE (at the dealer) asked about the crank positioning the techs always had the same answer….”didn’t know about that step”..LOL Sure enough…. replace the bent valve(s) and reinstall with the crank at 6 and no problems. It was always #5..sometimes 8 but always 5…don’t have the engineering answer…..
I am not a know it all type at all….(that’s why I came here…to learn)
I experienced this and was educated about this while working at the hotline with the Ford and Navistar engineers…..I cannot explain why it is always number 5 or 8 but I can attest to my personal experiences with this issue. For one reason or another it bends #5. they put that step in there for good reason and I know for a fact that warranty can and will deny claims in situations like this where its proven the tech skipped step 6 or 43.
If you look it up that step is in all the 6.0L manuals……..in my opinion I think it’s a 180 degree window…as long as the crank dowel is between 3 and 9 you will be ok. That’s why I said there is a large margin. I do not think it has to be EXACTLY at 6 but that’s what they require in the manual. Can anyone else think of why this step is there? I literally copied that out of the online WSM for 2005. I didn’t make this up LOL
funny how I knew I would be called out on this. I’m anxious to hear if whoever installed the heads on this gentleman’s truck did in fact perform this step. And if there are any bent valves?
Again …I was simply trying to help this guy out with what I know from experience and what is printed in the Ford shop manual procedures for these engines. I will try to get together a more technical explanation in the coming days. Anyone else…please help me out here LOL All in good spirit and all to help others guys…that’s it
skota8336, I figured you were at the very least an employee of FoMoCo on the "inside", if not a tech after reading your very first post. It didn't take too much to figure out. After all, only techs for Ford dealers are familiar with terms like "WSM" or "Section 303-01C", since we are the only ones that have access to this information online. And yes, I agree that reading the WSM is a very important part of the process of any repair, particularly one of this magnitude where there is ZERO margin for error. And yes during any type of engine repair, be that a 4.0L SOHC, 4.6/5.4L gasser or nowadays the 3.5/3.7L Edge/MKX engines, it is ever so important to spin the engine over by hand before completely re-assembling, especially where it involves timing the engine as part of the process.
I guess what I and deucer are having difficulty coming to grips with, is why it is so important to have the crank pin dowel situated at the six o'clock position. Just for that fact that on this particular engine, there is no disturbing of the valve timing involved, since this engine is an overhead valve setup (or cam-in-block), during removal and installation of the cylinder heads. And by virtue of that, valves should never interfere with the pistons when the valvetrain is tightened down, at least not in theory. The reason I responded to your post is because I actually have one torn down as I post this reply. And yes, I have the dowel at six o'clock. Looking at where all the pistons are situated, the only thing that seems obvious, is that NONE of the pistons are at TDC and BDC, thereby eliminating any possibility for valves to contact them during assembly.
As far as why cylinders #5 and #8 in particular, that's just like asking why cylinders #2 and #8 are the favoured two cylinders to go South on a 6.4L when they dynamite.