VT365 died while driving.

[BDaugherty]

I just had an International 4300 truck towed in. It just up and quit while driving down the road. The oil level is at the full mark and the condition of the oil is normal as far as I can see, smell, and feel. During cranking, the gauge on the dash shows no engine oil pressure. I put a gauge on what I'm pretty sure should have been lube pressure, still nothing. Lastly, I pulled the oil supply line off the turbo and nothing came out while spinning the engine over. I'm thinking oil pump failed or check valve stuck causing oil to return to the pan... leaning toward oil pump. I will tear into it today and see if there is anything that jumps out at me. I haven't worked on too many of these engines, so advice is in order. If/when the lube oil pump fails, does it trash the oil system, or does it all feed through the filter and any pieces would be caught? Where is the pressure regulator located that controls oil pressure? This in a Jasper crate engine less than a year old. My customer will be exploring the warranty while I find out what is actually wrong.

 

[HBarlow]

I'm a little surprised that no one commented. I read your post early this morning and recognized the VT-365 for what is commonly known as the junk Sick. Ohh Navistar light duty V8 diesel but didn't have anything good to say so said nothing.

 

[MChrist]

I can't help you, but maybe www.powerstrokehelp.com can. He mentions how the vt-365 is the engine Navistar built, before Ford made their demands and changes to cheapen it. Apparently their failure rate was 1/8 th the failure rate of the infamous 6. 0.

Good luck. He also does complete rebuilds with necessary upgrades to make them dependable at very affordable rates.

 

[jgillott]

I'll be very interested to see what you find when you tare it down. We had the pleasure of having 2 dozen VT-365 powered Internationals where I work from '05 to this year. In all of the failures, I don't believe that there was a simple oil pump failure among them. Now there were a lot of oil related problems which usually presented itself when oil was running out of the block where a rod just exited. But, I digress.

On a side note, out of the 24 that they had at work, I believe 19 had at least one complete engine replacement if not 2. Every one at least had turbo, egr cooler, and multiple injector failures. If this is how good they were in the Internationals, I don't even want to know what the failure rate was for Ford. I don't mean to disagree with the gentleman's opinion at the powerstroke site, but it doesn't agree with the fleet experience I've wittnessed. The replacement trucks they have now in our transportation department are DT466 powered. Other than some DPF issues, they have been a night and day difference.

 

[BDaugherty]

My customer's truck had a Jasper long block put in it just under a year ago. In fact, the warranty runs out October 25. I have been playing by the "rules" so that Jasper will pay parts and labor for the repair, but so far I have only determined that the low pressure oil pump is worn, but within published limits. I don't think it could have caused it to stall during operation. Now I'm leaning toward a leak that would prevent the engine from building oil pressure. I've been covered up with work and not to have a bunch of time in this one that warranty won't cover so I'm just doing it step by step whatever the warranty rep from Jasper says to do.

 

[BDaugherty]

Ok. I guess I went to school on International heui motors today. After measuring the low psi oil pump and finding it within spec, I dug deeper I eventually traced it to a bad IPR valve dumping all the high pressure oil back to sump. All that work and I got right back to the "throw away" part that I probably should have gone to first. Oh well. It runs now and I'm a little smarter

 

[rscurtis]

Your last sentence should read, "It runs FOR now and I'm a little smarter. "

 

[HBarlow]

Your last sentence should read, "It runs FOR now and I'm a little smarter. "

Yeah, I would go with that one also.

 

[AHarris]

A friend of mine has 317k miles on his 05 Powerstroke 6. 0.

 

[Bill Lins]

Well, they had to make ONE good one! :lol:

 

[rscurtis]

In retrospect, a late production 6 litre might be a better choice than what followed it.

 

[HBarlow]

Yes, the Sick. Ohh engines of the last year or two of production made good light duty pickup engines when coupled with an automatic transmission that concealed their total lack of torque production below 2500 rpm and if the truck did not tow heavy on a regular basis.

If a heavy trailer was routinely hooked up and the driver pushed his foot down to maintain speed on grades high boost and egt soon caused turbo failure and stretched head bolts and blown head gaskets.

Sick. Ohh engines ended the long time relationship between Furd and Navistar and set Furd back hundreds of millions of dollars. They were good for Ram and Cummins sales though.

 

[JR]

A friend from work has an 06 6. 0. Hes been following the class action lawsuit against Ford as he has had many issues with his over the years. He had brought in some literature on it one day and I was reading through it. It stated that while the 6. 0s were in production, they accounted for 85% of Fords engine warranty claims. Thats HUGE. Sad part is while they were pumping these engines out and making claims of "best in class towing", "best in class mileage," etc. etc. they were busy filing a lawsuit behind closed doors against Navistar. Thats blatantly misleading thousands of potential customers, Im really surprised after all the lies theyre still selling as many trucks as they are.

 

[rscurtis]

The warranty costs on the 6-litre were in the neighborhood of a billion dollars. This helped push Ford into reorganization while money was still available in the capital markets, avoiding the bailout the GM and Chrysler needed after the "Big One".



I guess that adds meaning to "Built Ford Tough".

 

[jgillott]

A friend of mine has 317k miles on his 05 Powerstroke 6. 0.

If that is 317K as delivered from the factory with the original turbo, injectors, EGR cooler, head gaskets etc. , I am impressed. That may be the record for a 6. 0L/VT365. Most of them popped something big well under 100K. We had a couple at work that the bottom end survived somehow, but none that didn't have major work done to them.

 

[AHarris]

If that is 317K as delivered from the factory with the original turbo, injectors, EGR cooler, head gaskets etc. , I am impressed. That may be the record for a 6. 0L/VT365. Most of them popped something big well under 100K. We had a couple at work that the bottom end survived somehow, but none that didn't have major work done to them.

He had a turbo replaced under warranty around 40K and head gasket/bolts around 150K. Other than that, trouble free and still on original injectors AFAIK

 

[jgillott]

He had a turbo replaced under warranty around 40K and head gasket/bolts around 150K. Other than that, trouble free and still on original injectors AFAIK

Not bad for a 6. 0L.