The WORST ENGINES Ever BUILT 

Both the 3600 and 3800 GM engines had cam issues too.. both were using a weaker metal for the cam shafts and they had a tendency to snap. That problem was addressed if I'm not mistaken when the 3800 series 2 hit the market. GM was on the verge of losing the economy car market as a whole because of their shady practices. Funny thing is, you fast forward to now, and they are back at it again, this time weak cramk/ connecting rod's in the 5.3's .

Agee my uncle Cadillac with 3.6 had to get rebuild at 60.000 km. My uncle said it was okay it's under warranty I said it's a new car.

3.6 engines still are bad. Timing chain issues are hella bad today

​@@alainaguilar9938 people are allergic to getting oil changes which causes issues.

@@Low760 that and allergic to buying quality products

Yes please

The 2.0 liter isn't much better. They burn oil like crazy

I wont say where because youll find out why. But anyways my mom had an optima with 2.4 my best friends dad was head technician at the kia it was bought from with the unlimited warranty or whatever. Not only this the wife of the tech ran warranty claims.. my moms car began to have very high blow by and he told me to take all the oil out drive it around the block until it locks up put the oil back in it have them pay for tow and we can have the new one in in about 4 days. My mom wouldn't let me so she was in a big city and the mains spun. Locked up far from home. Shudda listened😂

I sold new at a dealership in DFW. You are preaching the truth. Absolute trash vehicles.

I would love to see those pictures and videos

6.0 is a great engine

@@335wideGreat, like a polished turd!

I used to work for Ford and international diesel.. the 6.4 had a lot of good points, but the repairs and proper maintenance was definitely a con. Most people did not know then or even now, how to keep the maintenance up on the 6.4s, and the same thing with the 6.0's.

@@bryancenterfitt7127 Owners don't expect Diesels to be tempermental.

@@genehart261 True. But people were spoiled on the 7.3, 12v Cummins and 6.2 . All three engines could run with only a minimum of basic maintenance. The 7.3's got a little tricky coming from idi to di, and that was a whole other host of problems I'm itself. Same thing with the 6bt 24v Cummins, 6.5 ( Detroit had a hand in both 6.2 and 6.5) and even 6.6. Once certain regulations were passed and you had to actually make an effort to maintain your vehicle and go by the service intervals, things changed drastically.

The 6.4 is awesome if you delete it and take care of it. 656,000 miles no problems.

@@locustvalleyfarms7241 it would seem that your experience is not typical

It's like the engineers were so pissed they had to design something that wasn't a big boat that they purposely half assed it in revenge

Put sleeves in my Vega engine and drove it 100K

The best thing to do with a Vega is rip out the engine, and put in a honking V8.

The Vega with ac had a larger radiator but still had a cooling fan that didn’t cool very well and if you steel sleeve a Vega engine you could get 200k

@@rogerhall2717 Mine had AC

They made great car's once we converted them with the small block Chevy 350 small block Chevy motors later on in life for us Hot rod people

Rebuilding the engine does not sound like a quick inexpensive fix

Approximately $400 for a complete kit with steel sleeves installed, pistons, rings, gaskets, and bearings and a few hours of my time. Had the Vega running in two days doing the labor myself and it went another 170k, I think it was money well spent.

Ours lasted 105k miles with regular oil changes every 3-5k miles. I couldn't believe our kia dealer replaced it for free in like 4-5 days. Ours didn't consume oil before it went which was pretty weird.

@@keshmo12 I'm a mechanic and I take great care of all our vehicles. Part of me wants to run it out of oil on purpose so they'll change it since that happened to one of my customers. I just don't want to risk doing that and them denying the claim. My wife would be out of a car then.

I’m not surprised the Korean engines grenade too. I mean, it’s Korea. The first three things I think of when I hear Korea are dictators, poverty, and boom.

i have a optima 2.4 gdi from 2013 i have it since new. and after 43.000miles it was finish. im a fast driver when he is warm. i have the car in curacao the carrebean. i change oil every 2000 miles !! for goof quality oil... its just shit. you can do the modification by your self i did it. and you need to order a new crankshaft with matching bearing !!

Those were also losers. Ruined Cadillac's once sterling reputation once and for all.

@@michaelbenardo5695 .....Until their big comeback in '04 with the CTS, and the 'Corvette in a Suit' that spawned from it as the CTS-V.

Sorry to hear that, I've got a 2.0 in a 02 cabrio, great little engine almost 200,000 easy to maintain simple for a German car it's almost 30 Mi to the gallon around town and doesn't use any oil.

Or any 2.0 with mechanical fuel injection because of how expensive, rare and complicated that fuel injection system is from my experience

That car made 57 Chrysler products seem rust proof by comparison.

@@michaelbenardo5695 Trumped by 59-60 Chrysler

Cool. I can tell you were in the business of making them right. Pretty damn good finished product, I'd say! I had one back in the day and it's engine had never been apart. It was pretty torquey especially with the same Saginaw 3:45 low gear iron 4 speed they put in small block Camaros (one version was hollow-shafted - used in '66 Hi Perf Corvairs.

@@wymple09 The 59 and 60 Chryslers were not as bad as the 57.

@@michaelbenardo5695 Chrysler was close to shutting the doors from the 59-60 fiasco. It was a problem with rust for all brands as that's when they started using salt on the roads & cars weren't undercoated yet. The 57's had some time to acquire a layer of road grime to keep the salt at bay.

he did not do enough research

The 4 cylinder motor was such a joke back in stock form

There’s no such thing as steel sleeves

Title is worse produced engines. Not but they can be fixed in a garage...

@@cliffordbowman6777 the later models used in the early Monza and the factory replacement engines were fitted with steel sleeves from the factory. I got pretty good at installing the replacement engines. So GM did try to make the problem go away, but the Vega had a lot of other issues going against it being a decent car. For one, rust.

Absolute shame how Ford ruined the Triton line. Turned some good workhorse engines into boat anchors as soon as they went to the 3V VCT setup.

@@OhPhuckYou I agree, the older Ford engines were some of the best motors produced and then they turned into oversized paper weights.

I doubt it. Stainless is too hard, destroys dies and machinery very quickly. That's why the Stainless Steel Fords - Ford called it Rustless Steel - there was a few 36s and a 60 Thunderbird - at the end of their model runs.

I think there was also a Stainless 60s Lincoln.

It would depend on the alloy used. But there are other issues with stainless. It is not tolerant to dimension critical areas due to heat expansion and cooling issues. Welded cylinder engines were common in liquid cooled aero engines before foundry techniques caught up.

I'm with u on that one

I agree, 1999 Corolla. I had the oil burning issue but I replaced the valve cover gasket and the issue was nonexistent after that. I got 155k on it and hoping for double that

@@butcheredalive Nice. Also, the intake manifold gasket likes to leak with age. If you get lean codes, that could be it.

@@MarzNet256 it’s not throwing a lean code atm but there’s some sluggishness after a while. I’ll try that. Thanks!

@@butcheredalive Sure thing. I did the throttle body gasket as well

@@MarzNet256 The intake manifold gasket cracked on my 2006 Vibe. That and a failed serpentine belt tensioner are the only engine problems in over 16 years.

Agree, worst transmissions would be a good list.

Nissan CVT jumps to mind.

Hopefully the 4L60E is on the list

My mom had one. Within a week off the dealer lot, it was burning a quart of oil an hour. A nice car, completely ruined by that engine.

We had a Vega GT, never had a problem, great little car for the time.

There is no silicon “coating” in the bores. The entire block has 17% silicon, and they used a chemical etching process to remove a microscopic amount of aluminum from the bores after boring and honing, which exposed the silicon particles that the rings would contact.

@@davej6222 You are 100% correct

The biggest issue was the free standing cylinders which allowed the cylinders to walk. That wore out the head gasket allowing coolant into the cylinders which caused scoring

My feelings aswell, I currently have a 6.4 and it has been awesome and still bone stock. Great power and soooo smooth, however I loved my 6.0 also was bone stock but I did upgrade the stand pipes and dummys, and the stc fitting on the hpop. I sold it to buy my first house and still miss ol betsy. Sold her with just under 200,000 miles.

Also a Ford diesel tech here. I love the 6.0L. It has so much personality and it sounds the best. The only two things I like about the 6.4 over the 6.0 is better cold starts and more power. Everything else isn't just worse, it's way worse.

My 6.4L is at 110k miles, been deleted and tuned after 60k. Immediately the trans went after tuning. $7500 built transmission swapped and now that one is going out as of yesterday. This damn truck is expensive! Fast and sounds amazing, but too rich for my blood. Anyone wanna buy a white fully loaded and deleted/tuned F250? I'm gonna miss it but I can't afford to support this much horsepower 😢

1980s gm (Oldsmobile) 350 diesel

The worst engine ever.

It was in the previous video

We called it the Bionic Vega , small block 350 V-8 I'm doing the same thing to my S-10 that had a 2.2 straight 4 cylinder, 1978 small block 350 with a lunati cam, 4 barrel carb and headers .

i had a friend who did that to his vega. when he hammer the gas it would wind up the rear live axel then pick up the right rear wheel. the resulting tire spinning combined with axle hop made the car snake down the road at high speed. boy was that hilarious to witness.

I feel that like a lot of things post war, many were repurposed for different means, like this engine in cars and over here in the UK we have a few tractor companies that built equal wheel tractors post war by putting military axles on the front axle giving them 4wd

Yep. My sister's Vega was a steaming pile of bad automaking. She drove around with two quarts of oil in the trunk at all times.

Those "Initial Quality" awards by JD Poower are bought, not earned. Stay gold.

Not good on gas? I had nothing but good luck with them, and used to get upwards of 40 on the highway with the 4 speed manual. I wish I had it back.

That was a horrible piece of trash.

I had a 72 Vega 2300 and it is still one of my favorite cars ever. Handled like a slot car, 35 mpg easy.

The Yugo was a license-built version of the FIAT 127, and you know what Fiat stands for.

@@michaelbenardo5695 yep, but I think they skipped a couple days of engine assembly class.

Dont slander the N55 like that

1mz was fine if you changed oil

Subaru FB has been fine for the last decade, the head gasket issues were resolved by 2013, unlike the EJ where the head gasket issue was never fixed. FAs are the same, except there is a recent issue with FA24s in GR86s/BRZs where excess RTV was used to install the oil pan and it can clog up the oil pump. FAs also oil starve when cornered hard in stock trim because lol boxer without baffled oil pan.

N55 is great lmao you probably ment the 4.4 N63 lol

In 2013 my mom bought a used 2013 Rio with the 1.6 GDI from the local Chevy dealer with 800 miles. I was skeptical at first, but it’s turned out to be a good little car. She doesn’t drive all that much, so it probably doesn’t have 70k miles on it but it’s never giver her any trouble.

Lot Slower Less Speed Low Speed Lot Sluggish Lousy Speed

Chevrolet 305 should be on there They burn oil and soft cam also the standard 3.8 L

I remember riding in a Vega the interior was all cheap plastic and everytime we tired a corner I heard a creaking sound come from the body.

@@Brian-yt8fu The worst rattle traps were Ford's Mustang II and Mavericks.

@@wymple09 There was nothing wrong with the Maverick. Never rode in or drive a Mustang II though.

When I worked for a Chevrolet/Cadillac dealer in the late '80's/early '90s', the Northstar was considered a throwaway engine because of the aluminum block. But there was "a guy" who came around to all the dealers, bought all of those boat anchor core blocks dirt cheap, sleeved them, and resold them back to whoever needed one at a fat profit. I never understood why GM didn't just sleeve them from the factory because like you said, it was a powerful engine. A year or so ago a customer of mine pulled into the lot with a '91 Seville he had just bought at an estate sale. It was a crazy time machine, less than 60,000 miles on it and immaculate...what I'd call a legitimate survivor museum piece. But even at that I would never have bought it because it had a Northstar in it lol.

They are definitely throw aways

Called the Stovebolt if I remember correctly

Yes a great engine my first car was a 66' BelAir with the 235 3 on the tree

Ah yeah those were the best ones

You believe wrong. Stop spreading internet folklore stories.

Yes correct Toyotas early straight sixes were a copy of the chevy stovebolt, eventually being upgraded and evolved into the 3F-E 4.0L EFI six found in the early 80series Landcruisers until being replaced by the DOHC 1FZ.

Yeah the flammable coolent was awesome idea..

Glad I finally found someone who agrees.. the 6.5 was trash!

The 5.7 diesel engine in my 1981 Olds was a nightmare too. I had 3 injection pump failures before the car had 35k miles on it. Warranty covered the first two. At the third failure, the shop told me that it would be $900 just to open the pump with no guarantee it would work. I parked it and never drove it again. $900 was a lot of money back in 1985.

The 6.5 literally didn't have low power it was comparable till the 7.3 powerstroke came out.

V8s are get, they have too small bore for torque and can't rev with the small bore. They where our grandfather's hybrid. Dual overhead cam motors with 4 camshafts are also gey they are our fathers hybrid junk motors. If your too broke for a strong ohc engine and you can't cam your push rod motor turbos are also gey

​@@enhancementtank5876I take that you left grammar school at a very early age? Holy fack.. 😅 🤣 😂

I brought a brand new 1988 trooper-II that has 2.6 liter SOHC 8 valve engine with 4 years factory extended warranty that sold when the truck was new. The tucks required a constants expensive maintenance with records in order to keep warranty enforce. The trucks safety components kept failing from the first 320 miles starting from windshield wiper linkage failure during the driving in snow storm in Boston. The warranty did not cover this type of failure. A power surge that destroyed all of front and back the miniature light bulbs every 8 months was not cover the warranty. An constant oil leak from head gasket was not cover the warranty with out proof of dealer maintenance record and adjuster approval! I had spend over than 1K per year for periodic maintenance but electrical problem including a short inside distributor cap high voltage computer that I keep repairing. A fuel pump failure if the fuel level is lower than 1/4 tank. I gave up this truck after 100K in 1996.

My 2.8L Colorado engine was a PoS. Lotsa power, it pulled that 5 speed fine, but the timing chains were shot at 168k and it died shortly after.

Izusu builds a helluva diesel.. gas engines... not so much..

200k aint bad. Previous Hyundai engines in late 1990s and 2000's were rock solid, like the Beta and Delta engines. That's when Hyundai started the 10 year warranty on engines.

Was it? I know many owners had it sleeved, both by engine rebuilders and some dealers, but I don't remember Chevrolet ever manufacturing them that way.

@@michaelbenardo5695 You are correct. All Vega engines had the Briggs & Stratton patented "Cool Bore" high silicon aluminum blocks and iron-plated pistons.

Wasn't that the CIBA cast iron version?

@@michaelbenardo5695 I believe you are correct.

There was also an aluminum Rambler engine, but I think that was a wholly brand new engine, not just an aluminum version of the existing iron 6 cyl.

​@@michaelbenardo5695 The AMC aluminum 6 cylinder was a clean sheet aluminum block using the same architecture as the 196 OHV. There were two main issues. 1) Owners and mechanics who "knew more" using the wrong coolant. I think this also happened with the Slant 6. 2) The owners manual specifically stated that the head bolts needed to be re-torqued every X thousand miles. These engines also had solid lifters iirc so the valve cover would need to come off for that anyways. The average American driver and mechanic simply was not ready for aluminum engines. There was never a production version of the 232 family in aluminum. Maybe in the Engineering labs. Also Alcoa cast aluminum 327 blocks for AMC and there were special after market aluminum blocks of the 290 family strictly for racing. Very rare. Cast in dry and wet versions. Indy Foundry does aluminum blocks and heads. $$$$$$$ In addition one of the Billet Block houses was showing a billet 360/401 a few years back. As to the 199/232/258/4.0 family. It has the same bore spread as the Ford Windsor and Cleveland. And only .020"/.5mm less than the Chevy SB and LS. Which offers up some interesting possibilities for head swaps. Plus in Argentina they race specially modified 4.0s fitted out with 24 valve heads with DOHC. Along with similarly modified Ford and Chevy inline 6s. Dry sumps, reworked bottom ends etc. 500 hp with two 2bbl Weber downdrafts. Oldest continuous racing series on the planet.

8:02 bevel gear timing. Genius!

@@mpetersen6 look up SQ36

Could you explain the changes Ford made to the Navi star engines to make them less reliable for curiosity sake?

@Cameron Crawford-Norman Even now, I'd buy a 6.0 or 6.4. The 6.4 I'd look over much more carefully, but it's easy to spot problems with a 6.0 that's been neglected. While the 6.4 is a difficult engine to work on at times, it's one hell of a power house stock for stock when compared to a 6.7. Of course, the 6.7',s had their fair share of issues that Ford knowingly used and almost cost them the truck market once again.

@@bryancenterfitt7127 well I agree 6.4s can be monsters and 6.0s can be reliable with support I’m just more curious what Ford did to the Navi star design to take away reliability like you said. I’ve worked on 6.0s in international trucks that had the same issues as the Ford lineup and was more wondering the pinpoint issues that were direct changes.

@Cameron Crawford-Norman Well, as I've mentioned, one direct problem was the TTY vs studs. The VT365 ( 6.0) had that difference. EGR was another issue, but I think that was more to do with the government regulations rather than the manufacturer. 6.4 had oiling issues going to the rocker arm's. Ford used a weaker metal on the rockers.. The standpipe Ford used was plastic trash on the 6.0. Those are a few key factors that caused a ton of headache.

@@bryancenterfitt7127 oh okay so all known problems to me I missed where you posted that. All valid points I always wondered why any company would use stamped steel rockers on any Diesel engine.

Both 3100 GM engines I had were some of the quietest engines I've had. One needed a new lower intake manifold gasket after sitting for a long time. A collapsed lifter killed the 95 3100 at about 165K. My 04 3100 was still going strong at 240K when the car was totaled; although it would develop some valvetrain noise if I didn't regularly run Seafoam though the oil, but I attribute that to neglect from the prior owner. I'm sure a lifter was about to say goodbye. I wouldn't say the 3100 was one of the worse engines made. Just a mediocre throw away engine.

I've had a couple of both of these engines, and they were fine.

My wife and I had bought an '89 Calais back around 1991 with a Quad in it. Right off the bat we had 22 recalls. You probably remember the cracked coil housing and other sweet stuff. I started researching it, curious as to the number of problems, and found that GM had made it sort of a rush job into production. There were 14 distinct engine blocks at that time, each an improvement on the previous! No wonder there were issues, huh? I can't recall exactly (too long ago!), but I only got 3 or 4 of the recalls taken care of. Seems like I wanted to get the critical ones done for sure, and because my wife or I neither had a lot of spare time to sit around a dealer service waiting room for days and days, we decided to get the others done later...but we never did. Funny enough, I didn't have any problems out of the car whatsoever, but then we only had it for about two years before we started having kids and needed something bigger. I will say that the car was a beauty and ran like the proverbial "striped a$$ ape" lol. I think it put out 170hp, and in its Torch Red paint job it was a very nice looking and running car that turned heads and got a lot of nice comments.

@@k.b.tidwell I definitely remember. I had the 150 HP ‘94 Pontiac Grand AM GT.

2017 or newer EcoBoost engines are very reliable

2.3, 2.7 and 3.0 EBs are all pretty reliable, especially the 2.7 and 3.0 as they're the only EBs with an iron block. Newer 2.0s are also apparently fine.

"If you replace the whole damn engine it's reliable! I swear that makes sense! 🤓" ^^^

If you rebuild this engine every 4000miles you will have no problems.

You did a no no. Never mention Toyota in a negative light. You can only worship Toyota.

Yes but that’s a Huge pro & con for most people

A built 6.4 with maxxforce 7 pistons, ARP studs, and upgraded pushrods and valve springs will be fairly reliable while holding up to some pretty awesome power! And if you want to get crazy with it you can go with o-ringed heads, and a dual fueler pump. A built longblock from KDD starts around 13,000 and it solves all of the common 6.4 shortfalls. Considering you can buy a blown up 6.4 for a couple grand you can build a pretty spicy hotrod of a truck for 20 to 30 grand. And they're good looking trucks!

@@jaynederp5236 I’ve got 209k miles on my 6.4 no issues,tunes and deletes,,and I don’t treat it like shit

@@jaynederp5236 I agree though

Fiat design, a rebadged 128 to be exact.

Because they really had a list of issues that most people don't know. It was easily solvable and still don't know why gm didn't think till the dx block fixed 99% of its issues.

@@VacuumsAndShampooerGuy The DT just has the problem of it can put out amazing power or pass emissions, not both.

Unfortunately, we still run a bunch of trashforce7’s in my bus fleet. They’re being retired slowly, but I still have to keep them on the road.

@@CTM6point7 Yep, went from maintaining busses and was glad to move to maintaining tow trucks since our fleet was just RAM 4500's and 5500's with a single F550, so just 6.7 Cummins and a 6.7 PowerStroke, boss ended up buying a used DuraStar with the MaxxForce 7 when I begged him not to, nothing but issues, blown transmission right away, blown turbo, clogged DPF, AC system was constantly leaking, replaced all AC lines as they started leaking AND the compressor eventually as it failed at the pulley seal, getting a hold of parts is a nightmare because there's tons of small revisions, the solenoids for the air system were notorious for crapping out as they get corroded with zero protection over them sitting RIGHT UNDER THE CAB to the open elements and finally it had a plugged EGR cooler that I never even got around to cleaning because the place went under due to poor management. Last I heard no one wanted to buy the truck and they restructured into a smaller business and this is the last year they have to convert it into a DEF system because CA emissions and it's like a $14k conversion. The worst issue I had with the 6.7 Cummins is the header to turbo gasket kept blowing out because it kept rattling the nuts loose for the turbo flange, pretty sure the header surface was slightly warped but my boss didn't wanna spend the $900 on an updated header from XPD so after the third gasket and three different locking nuts I finally found a set of cam locking nuts that worked perfectly and it never happened again, though they ended up cracking the torque converter when I was leaving.

The cast iron version also could be souped up by a lot.

The wasserboxer was a massive mistake, they basically tried to make a VW type 4 aircooled engine into a watercooled engine. The type 4 engines were actually pretty good, a lot stronger and more reliable than the old beetle type 1 engine, which is saying a lot given the VW aftermarket and the ability to bulletproof any of the aircooled VW motors. D-Jet was always crap, and is why carb conversions were so popular on the aircooled VWs that came with it (mainly type 3s).