Takes a different breed to be this deep into engines constantly we send stuff like this out all the time I'm sure we are missing out on a lot of money but to us we can stay busy enough doing all the other repairs without the liability of ripping this stuff apart I will do it to my own shit though
@@johnconnell5115those automotive detailers are just getting more and more thorough. That comes with the platinum super ultra mega deluxe++ cleaning package. Your pistons and valvetrain can shine like new, all for the low low price of $7,395. -engine diagnostic not included-
Same with mine just passed 250,000 miles and only have a small passenger side valve cover oil leak but it’s a pain in the neck to get to the valve covers to replace the gasket
@@TexasNationalist1836 that is awesome!!! I had to do timing job but it was wayyyyy worth it and it feels like the day I drove it off the lot!!!! Some people fear the timing jobs but if that all you have to eventually do I think im good with that! MPG is at 19/22 after timing done.
Until you run a modern low zinc oil in flat tappet engine with a mild lift cam😂 Don't get me wrong. I'm a flat tappet feller through and through but you gotta run that high zinc oil these days as the tree huggers have removed it from off the shelf bulk oil....no zinc, mild to performance flat tappet cam = wiped cam lobes and trashed lifters.😮
@@tylerwightman2315 they removed zinc cause it can clog your catalytic when blow by sends it thru the PCV valve flat tappet has more friction to cam but is lighter so can rev higher
@ihatecrackhead so they say. I know plenty of folks that run high zinc oils in their older cars WITH catalytic converters and they don't seem to plug up. Hell, I run 5w40 diesel oil in my 2007 audi A4 3.2 V6 which is a high zinc oil. Been running it in that car since it was new and with close to 250k on the odometer now, the cats are still running near 100% efficiency when monitored from a scan tool. I work on alot of diesels and always have said oil laying around so that's what I've been using with no problems. Not saying it can't happen, just saying that it's probably an over exaggerated problem
@@tylerwightman2315 You don't need high zinc oil. Plenty of flat tappets running high zddp and still wiping cams. You need high film strength oil determined by modern oil additives. Zddp is old school and not very effective with modern high powered engines.
Wrong. A lower mass valvetrain overall improves the net top speed of the system before "float"conditions occur. The direct to cam lobe bucket setup is superior to the rocker arm setup in terms of lower moving mass and the number of wear points that can develop excess clearance. Bucket type valve train has been the design of choice for decades in all of the highest revving motorcycle engines and high performance, high revving, low displacement European auto engines.
@cjg6364 lol, you missed the point. Higher valve opening and closing acceleration are better with a rocker arm, period. You can double or triple the rate of opening and closing with a rocker vs just a cam lobe. It is the best way to create rapid air acceleration outside of pure piston speed. The mass of the valvetrain has zero effect in this regard. I don't disagree that Shim on Bucket can rpm well or that 4 valves can make power. So ask yourself this if it is truly the best way to ultimate power, why doesn't top fuel run them? It's been tried, but the average torque loss slows the car down...
@@lucascb750 You are clearly not an engineer or experienced engine builder/designer, "LOL"...Top fuel dragsters rely on a massive amount of forced induction with very large valve openings, large reciprocating masses, and relatively low maximum engine rpm (8500). The speed of valve opening and closing is not a design consideration. Total lift and lift duration are. Reliability isn't because the engine gets torn down after every heat. And high moving mass with ancient pushrod technology isn't an isssue because of the relatively low top engine speed and the fact that everything is torn down after every 5 second race. When "rapid air acceleration" became a concern in the 1980s, companies like Renault pioneered pneumatically controlled valves with Formula 1 engines racing at more than 16000 rpm, -subsequently adopted in Moto GP in the early 2000s. Look it up and you might actually learn something. Talk less, listen and read more.
@cjg6364 Dude, you are the only one here denying a basic truth. That is known to some of the most experienced engine builders on the planet, oh like Darin Morgan, Warren Johnson, etc. That 4 valve heads can only rely on engine speed to excite air movement it's why they need rpm regardless of engine size to make power. They have lazy airflow characteristics. I have been saying this the entire time. Maybe if you read more, you would've noticed this. You keep talking about rpm like it some sort of measure of airflow, it's not. You clearly have never taken the time to understand the wave action inside the runner of an intake manifold. 2 valve hemis and 4 valve heads of any design are both pentfoof chambers. But why then, sir, does the 2 valve hemi or the 4 valves make more low speed hp and tq if it uses pushrods, if all other things are equal. I have built 4 valve motors that make over 400hp NA TO THE TIRE at only 2.6 liters. Does it need to spin to 10k + rpm. Yes, does it make any real torque before 5252? No. It's clear to me you need to follow your own advice guy. You think pusrod motors can only turn 8.5 k, that's cute. I also would bet money on the fact that on the 12000 rpm, large displacement motors that the pushrods actually vault off and create even more lift and duration and that top NA teams have learned to tune this for more power. There is a reason that pushrod motors don't rpm as much to make the power. It has nothing to do with lack of rpm. It has to do with the conditions of the intake pulse as it is seen at the back of the valve when it opens. Stop thinking of terms of cfm and start doing it in average airspeed and air speed acceleration in the port. Sure, 4 valves heads are great on a flow bench, but flow benches do not make great motors.
@@lucascb750 I've forgotten more about standing wave theory, resonance theory and their practical application to volumetric efficiency improvements in automotive induction systems than you will ever know - save your breath, dude.
my zetec went to like 240k without any issues junked it for a 15y newer car, I think the DAMB design is great. I've seen tons of channels showcasing lifter failures never bucket failures. The buckets spin and have even wear, they just are noisy if they aren't the correct size. (maybe from the factory they save some labor building with a lifter in tension, than a bucket where buckets are matched to each valve.)
@@matthewmenteer5673 Yea if you get an engine that is worn in with the correct sizes, they will never let you down. When they get a little chattery- its just not worth fixing, itll still last nearly forever.
I like the idea of the buckets, just like on a motorcycle, but without the shim. Against what you might think, the issue is the loss of clearance with wear as the valve descends up into the seat over time.
well the mod motors had those hydraulic lifter with rocker assembly and would fail, usually lack of maintenance, or high rpm usage caused it, and its all extra parts that wear out but were easy to swop out with the right trick, not sure abut the new stuff. But, the flat tappet bucket systems I like and I work on sporbikes at a shop as their head tech and the buckets last if taken care of, handle very high rpm well, shimming is a bitch cause full tear down. I have a 05 zx10r with over 70k mile of riding the hell out of it and I checked the valve system a while back and all good still. also, I used high end race oil which I feel helps and regular changes.
Roller lifter is an attempt to lower resistance it looks like. It's also less linear as it's round. But bearings can wear and create slop/play. They better be made of some darn hard steel bearings.
My mechanic and I are doing the gen 1 valve buckets on my truck right now and holy **** it's annoying. When he specifies the right bucket, here's some information for non-car people. It means every bucket on every truck is a different number. The clearances on that gap are thousands of a millimeter with a .05mm acceptable tolerance. Basically, if you needed a single valve for your truck, it's not likely another first gen 3.5 ecoboost would have the right one you needed even with the 24 it has in it
Setting valve clearances is annoying but in a properly designed and built engine properly maintained will not need the valve shims changed for north of 150k miles.
Run the best. I've used Schaeffers full synthetic in all my stuff and will start using Lubrication Engineers next. Don't mess around. What sold me on Schaeffers was a Ford van with a mod motor went 1M miles on the ORIGINAL engine, trans and rear without a rebuild. The engine was torn down and parts were within new specs. You can look up the videos on RU-vid
Direct Acting Mechanical Buckets last long enough. Truly wonder why the design change. I would think the simpler DAMB style would have less points of failure. I've seen lots of channels showcase a bad lifter/roller, never seen a tear down pointing out a bad bucket.
Hey man! Love your videos! I got a 2017 f-150 2.7 liter eco boost. It’s got roughly 57,000 miles on it! Every once in awhile, I’ll start it up , drive it a little and then I’ll have to stop and it gets stuck in 3rd gear. I have to turn the truck off and turn it back on, then it fine! Do you think it’s the transmission or do you think it’s something that needs to be reset electronically? Thanks in Advance!
I’m retired and ordered a 2024 F150 It will likely be my last vehicle, I paid extra 375.00 for the Block Heater that wasn’t part of any package. I have heated garage here in Canada, I’ll plug it in up north at the cottage in the winter months. The new truck should never have a cold start! I’m planning to get as many miles as possible then hand it over to my son. I take very good care of everything I own and enjoy doing it. As a kid, I raced dirt bikes for years, I’d race Saturday and change oil, along with the rest of the service on Sunday. My bikes always ran very well with no issues. Bell ray oil wasn’t cheap either and I was making $37.50 a week in a body shop back in 1977. It will be interesting to see.
@@Mikkel-RS we bought one from the auction with a misfire due to a burned out exhaust valve. After putting a valve in it I spent hours grinding the inside of the cup and reinstalling the cam over and over until I got the lash setting correct.
@@justinballard7242 Yea thats the long way around, i know on the forums there are people with misc buckets of buckets, for anyone serious about rebuilding, easier to match the lash you need than grinding one to size.
Bucket design is proven reliable. Toyota has used them for decades too until about roughly 2010 era when toyota switched to lifter roller design. Both have their pros and cons.
I think SAAB used this bucket type lifter on their great 4cyl engine used in the mid-80's SAAB 900. Who could have predicted that so many manufactures would have trouble with valve train components? Perhaps this bucket design limits valve placement position in the head?
I’ve had everything with an engine on it, I’ve always used good oil and changed it early in most cases. Had very good luck with engines, had them all, mostly Fords. Even a Hyundai mu wife insisted on lasted forever. Believe it or not, the oil pan rusted out???? The pan was paper thin, about 8x8x 3/4” and it cost $60.00 Canadian. Sold it to a friend two weeks later. She had no money so I told her $2,000.00 I offered to have it serviced for her. Brakes etc. The bill came to $1,200.00 She gave me $800.00, ya once again I got burned. Maybe it will get me by the Pearly Gates?
Hot cams are real junk. That light system has the ability to work the cam very fast, but the stagger sucks. Like you learn watching The Honeymooners, you don't get something for nothing.
My old 2012 has 172k on the clock, and has had nothing but maintenance and minor coolant leaks. And she runs like a spotted ape. If it ain't broke.....
Here we have the head off……. Where the hell is the rest of the vehicle!!!! The take the body off to change a spark plug design has gotta be the absolute stupidest thing ever done
It's not like it is brain surgery. Have you seen the Pakistanis on RU-vid rebuilding engines outside in a dusty environment with wind blowing? They somehow manage to get millions if miles out if their engines. It is not that critical.
