13k daily driver no major issues. Nox sensor at 1300 miles. Just has a loose plug passenger side of the block leaking coolant.Easy fix. Love the truck. The stock tires kind of blow since they are peeling after some towing for a couple of jobs. 14-15k lbs.
The company I work for bought an initial 6 new trucks.... All F550 2wd... All have had atleast one engine, some have had multiple engines.. all have had countless turbos, transmission issues, CAC lines blowing, injection pump failures. We purchased more of them and still having the same issues, although the complete engine failures seem to have slowed.. Now its mainly turbos, fuel leaks, transmission issues, CAC lines, and oil leaks...
The company I work for bought an initial 6 new trucks.... All F550 2wd... All have had atleast one engine, some have had multiple engines.. all have had countless turbos, transmission issues, CAC lines blowing, injection pump failures. We purchased more of them and still having the same issues, although the complete engine failures seem to have slowed.. Now its mainly turbos, fuel leaks, transmission issues, CAC lines, and oil leaks..
The company you work for either has a serious problem with how the trucks are utilized or a very poor maintenance schedule. After our recent discussion on turbo failures, I contacted a friend that owns a large truck service company here in SoCal. His company has service contracts with numerous large companies and he estimates that he has over 100 C&C 6.7 equipped Fords under contract. To date he has not seen 1 total engine failure and only 2 turbo failures, which were referred to a local dealer for replacement under warranty. He also said that with such a dismal failure rate for your company, that Ford would refuse to sell any more trucks to your company as a single engine replacement will wipe out the total Ford profit on 3 trucks.
You have absolutely no idea of what you are speaking... do your ears hear what our mouth is saying?
Our trucks were built by Ford and outfitted by an industry leader in the business. our initial 6 trucks were also extensively tested by Ford field engineers after being completed and before being delivered to us. When my truck came off the hauler in April of 2010, it had over 300 hours if idle time and only 75 miles.... Like I said, they tested it extensively... I have spent countless hours on the phone with and/or standing in a dealership service department with Ford field engineers as they worked thru issues with our trucks. Spent 3 months with data loggers under the seat of my truck gathering data.
We have since purchased atleast 75 more trucks from Ford.. Our 12 models seem to be doing better than the 11 models, we have not had any total engine failures out of the 12 models, but we have had turbo failures, CAC line failures, poor fuel efficiency, shift issues.. it will be interesting to see how the 12 models in our fleet hold up when they get the miles of the 11 models..
Next time you get a thought about something I say.. let it pass..
So your company bought six 6.7 equipped trucks from Ford. Each truck had a least one total engine failure, some had more than one, and your company went out and bought 75 more of the same truck. Not a very smart decision in my book and probably a company that's not going to be around much longer.
What I am saying is no other fleet of 6.7 equipped trucks that I am aware of is having anywhere near the level of problems you are talking about. If they were, Ford would be quickly out of the C&C truck business. If there are any other members of this forum that are aware of similar widespread fleet problems please speak up.
A few other random thoughts on your comments as we wait for other forum members to add their knowledge of mass engine failures in 6.7 Powerstroke equipped fleet trucks to this thread.
When my truck came off the hauler in April of 2010, it had over 300 hours if idle time and only 75 miles.... Like I said, they tested it extensively... I have spent countless hours on the phone with and/or standing in a dealership service department with Ford field engineers as they worked thru issues with our trucks
What type of performance/reliability testing would result in 300 hrs of idle time with no miles driven? The only thing that comes to my mind is determining how the truck would perform as a power source for tools. A strange use for a $50K truck when a $300 generator would do the job.
Who would except delivery of a new truck with the equivalent of 15,000 miles of engine wear?
In the extensive investigation that Ford performed on your failed engines what was found to be the root cause of the failures? Rod breaking, fuel system failure, catastrophic turbo failure, injector failure, etc.
Is it possible to have a large number of reliability failures in a small sample size of tests? Of course it is, I observed numerous examples during my career. If you wondering what my background is, I am an engineer with 38 yrs of experience in assessing the performance, reliability and maintainability of military weapon system (slightly more complicated than your average Superduty) for DoD. It most cases the reoccurring problem could be isolated to a single root cause. Possible causes for your problems: A group of engines built at the same time that made their way into your first 6 trucks that were either accidentally or intentionally assembled incorrectly. Sabotage of your trucks by a disgruntled employee, vandals, a competitor or union members striking at a non-union company.
Is the experience of your company in any way indicative of the overall reliability of the 6.7 Powerstroke fleet? From information gathered from this and other forums, experience of a large fleet service company and my own experience, I don't believe it is.
A few other random thoughts on your comments as we wait for other forum members to add their knowledge of mass engine failures in 6.7 Powerstroke equipped fleet trucks to this thread.
What type of performance/reliability testing would result in 300 hrs of idle time with no miles driven? The only thing that comes to my mind is determining how the truck would perform as a power source for tools. A strange use for a $50K truck when a $300 generator would do the job.
Who would except delivery of a new truck with the equivalent of 15,000 miles of engine wear?
In the extensive investigation that Ford performed on your failed engines what was found to be the root cause of the failures? Rod breaking, fuel system failure, catastrophic turbo failure, injector failure, etc.
Is it possible to have a large number of reliability failures in a small sample size of tests? Of course it is, I observed numerous examples during my career. If you wondering what my background is, I am an engineer with 38 yrs of experience in assessing the performance, reliability and maintainability of military weapon system (slightly more complicated than your average Superduty) for DoD. It most cases the reoccurring problem could be isolated to a single root cause. Possible causes for your problems: A group of engines built at the same time that made their way into your first 6 trucks that were either accidentally or intentionally assembled incorrectly. Sabotage of your trucks by a disgruntled employee, vandals, a competitor or union members striking at a non-union company.
Is the experience of your company in any way indicative of the overall reliability of the 6.7 Powerstroke fleet? From information gathered from this and other forums, experience of a large fleet service company and my own experience, I don't believe it is.
ok.. one more time..
note the delivery date... early 2010.. the initial 6 were "pilot" trucks... some end users received them early from Ford before dealerships had sales brochures on the new 6.7L. We were one of the end users to receive trucks.... along with several others in the oil and gas industry. They were spread out into different climates/altitudes and operating environments. You are correct, the engine failures were all directly related to exhaust valves failing and grenading the engine. Look around online, you will find plenty of documented cases of exhaust valve failures. Several other local to me companies have had "mirror image" failures out of their 11 model C&C trucks. And your statement is correct, typically there is a common root cause, in this case, it has been determined by Ford that some exhaust valves supplied to them by an outside vendor were not built to specification.
You $300.00 generator theory is just ...........our trucks are equipped with pto driven hydraulics, cranes, compressors and these trucks are expected to work for a living. All these components equate to the extensive testing with a new product, along with the accumulation of tons of idle time hours.
ALL maintenance has always been and will always be performed by Ford dealerships. Our trucks are serviced @5K mile intervals and the OLM system always says the oil has plenty of life left. Trucks are not abused by their drivers. We have to perform our jobs whether the truck is broke or not, so who wants to purposely tear up a new truck with all your tools and equipment in it? We have to dump our tools into a 5 gallon bucket and stick them into an old wore out retired truck and attempt to perform our tasks.... NOT a fun day working out of a spare truck, everything is wore out, not in its place like your normal truck is, and you never have the one tool that you need that day!.
If you have the background you claim to have, then you should understand there is no way any new engine platform can come out of the gate with absolute 100% success rate... R&D, Pilot, early release..etc. are the ways that manufacturers introduce new product into the market once lab and controlled testing is completed... If it wasn't for the early testing by real world consumers, things like valve failures would still be an issue..
Like I stated before, the 12 models appear to be doing much better... Maybe this clears up some of your conspiracy theory comments about the validity of my statements..
OP... sorry for the complete derail of your thread... when saying something unpopular, some times it requires more than a quick one or two line response..
Sounds like somebody isn't maintaining their vehicles properly. I'm willing to bet that the company still changes their fluids per the mileage intervals, instead of hour intervals like they should be. I've seen a 6.7L truck that has almost 450k miles, and not a single failure. There is some underlying issues here.
Thanks for the replies. I am trying to determine whether the majority of problems are tuner and modification related, and so far it seems that way. I would love to be able to tune/delete a 6.7, but if I can't reliably modify the platform, that just needs to be factored into my decision process.
2011 F-250 6.7 completely stock 86,800 miles. Tuesday am 1-15-2013 truck started shaking clunking then shut down. Towed to a dealer and today rumor was it dropped a glow plug, nothing more, they just started looking. Ford wanted all maint. records, which I had. Just Nox sensor before that. I am not happy!
Glad to hear its completely stock, makes warranty claims much easier... the exhaust valve failures often present as glow plugs failing and causing all the damage.. but being that its an 11 model engine, I would speculate that if there is damage inside a cylinder, it started with one of the exhaust valves breaking.
On the positive side, in every instance I have heard, the customer gets a complete engine vs a dealership patch job.. Hope that trend continues in your case.
Glad to hear its completely stock, makes warranty claims much easier... the exhaust valve failures often present as glow plugs failing and causing all the damage.. but being that its an 11 model engine, I would speculate that if there is damage inside a cylinder, it started with one of the exhaust valves breaking.
On the positive side, in every instance I have heard, the customer gets a complete engine vs a dealership patch job.. Hope that trend continues in your case.
I hope so too, thanks for the good info. I have heard bad rumors about many of them having valve issues as of late. I have another one with 65,000 and now I have to worry about that. Obviously I will have to get extended warranties if I keep these. I was really hoping for trouble free engines for 300,000 to 500,000 miles, especially after all the money that goes into them in maintenance. Glad it happened early so I have time to weigh out my options.
2011, build 1/11. Radiator at 49k and egr cooler at 55k,(just got back 1day repair tsb 12-6-14) other thank a couple warrenty items all good. The ESP to 125 k was worth the money.
TBH.. most of ours failed within the first 35K miles or so.. only one of the original 6 made it past 50K before failing. Some of our other trucks ( mid year 11 models) got to 85K, one made it to 105K before failing (early 12 model). Just talked to one of our customers last week that has one( supposedly a late 11 model) in for a "heart transplant" due to valve failure.
Once again.. the OLM never trips for requiring an oil change. We have been told by Ford engineers the OLM is accurate, we have tested the oil on several occasions and it has always tested within service limits. Exhaust valve failures due to poor manufacturing processes have absolutely nothing to do with oil change intervals unless you run the engine out of oil, without lubrication, material quality means absolutely nothing.
You have absolutely no idea of what you are talking about.
Of course you were told that by Ford. I guess one oil change for every 500,000 miles of approximate engine wear is good for that engine? You're right, that wouldn't cause any issues! :doh: And you say I'm the one who doesn't know what I'm talking about. :hehe: I think somebody needs to reevaluate their maintenance schedules.
Face it, the oil change interval is every 5,000 miles or 200 engine hours. You are exceeding that interval by a LOT, so only you are to blame for most of the engine failures. Have you noticed how your company is the only ones having issues in this thread?
On the positive side, in every instance I have heard, the customer gets a complete engine vs a dealership patch job.. Hope that trend continues in your case.
Just got word that Ford is going to pick up the cost under warranty because the engine is clean but they are going to do a long block replacement according to the service rep. 2 weeks worth of work. I will be 3 weeks without a work truck on the road, brutal. Guess I'll research longblock work, anyone with ideas?
We've got '11 and '12 trucks (F450 C+C), 6 of each at work, another 5 '13's will be coming soon. Highest mileage is about 30k, all but 4 have had a turbo or CAC lines replaced. One blew up a trans, another lost basically entire fuel system. One lost just the high pressure pump. The 2 350 pickups we have though (one 11 and one 12) have had zero problems. They don't tow at all, run around 12k loaded, sometimes lots of short trips though, no problems with emmisions equipment yet.
I will say, we are pretty bad with maintenance! One truck I run is a bucket truck (6.0) that gets 10k mi oil changes. It's got 45k mi, and 2500+hrs. The 6.7's don't get treated that bad, but typically the boss likes to run them till they break, then fix. The '12's don't seem to have nearly as many problems. Just our experience.
Last Thursday they called and said come and get it. Drove it 2 miles and it died again. I was told yesterday they had to go back to the Ford HOTLINE, Not good news!
Then my other 2011, 6.7 died today, 71,000 miles, message board said stop driving and it powered down for 30 seconds then shut down. Another tow truck ride for 2 hours and waiting to hear from the next dealer. Complete and utter TORCHER! I asked my salesman for buy back numbers. I don't think I can reasonably keep owning these trucks. Opinions?
Hi all, happened upon your thread via Google. Looking to hotshot up to 3 cars at a time and deciding on Ford or Dodge. Question I had for you all - is there a difference in the powertrains of C&Cs vs regular bed Fords? Or is the difference that a C&C typically hauls more?
Hi all, happened upon your thread via Google. Looking to hotshot up to 3 cars at a time and deciding on Ford or Dodge. Question I had for you all - is there a difference in the powertrains of C&Cs vs regular bed Fords? Or is the difference that a C&C typically hauls more?
The second truck had exhaust sensor malfuction. It read 2,500 degrees and shut down the engine. So the yfixed it and I picked it up, got 10 miles down the road and same thing! Another day shot, I gave them all an ear full. Next day picked it up and so far still running. I asked them if I could do something about it if it happens in the middle of nowhere. They said just let it cool down or maybe unhook the battery and reboot the computer. I will get rid of these trucks. They are over sensored computerized money pits! $ weeks later on the first truck and they still don't know why it won't run right. Sorry Powerstroke folks, I know the engine itself is amazing but you can't build this engine into something you have to remove the cab to replace the engine and sensor every little item. All the blame falls on the government for over restrictions and the overpaid over thinking pencil pushing engineers. Ford gets much blame for not standing behind the customers and admitting stupid ideas. I will shop for a 2005 Dodge 5.9 next.
it seems like the failures and big problems are hit and miss. even when modified. anyone else see this?
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