Scott B

Over powerd for its design.Yup there is no doubt there.It is on the edge combustion pressure wise But this Engines bottom end is plenty stout and will handle 325 HP with NO worries.Tone down the progrmming a Bit to 290 or 300 I am willing to Bet these issues with gasket breaching would drop drastically.International is still putting the VT-365 in the MXT and CXT suprisingly they have it jacked up to 300HP and 500 on the Torque.Something tells me they damn well know what these heads will take before reliability becomes a issue.The numbers I just posted are probably it.We got one of these CXT'S in the other day.I work steady Nights and found it in the detail bay at lunch with the Keys in it LOL...While it doesnt have quite the Balls of a 6.0 its damn quick for a 9500 lb beast I could only go up the road and back quick like so not to get caught driving it Heh, Heh.The Interior is Pimped to the Hilt. DVD Flipdown,GPS, all the goods.So far I have only seen 2 6.4 Cab and chassis come through.No twins on the International application.Single VGT Turbo

Well put.It IS The programming and Ratings of the Ford application on The 365 that causes these failures.More agressive timing and Fueling tables = Much Higher Cyl pressures.Out of 100 or so VT-365 powerd Internationals sold out of our dealership.Only 1 has had Headgasket issues that I know of and that was caused by severly overheating the thing from loosing the coolant from a blown hose.While this engine shares most all other issues with its Ford cousin.Headgasket issues is definately not one of them.

I have posted before on this subject.Each time I have done branch tube Jobs on this eng.I have found Irregular wear n the rocker arm tips While not Inspecting all of the rockers.International said to just replace what I had apart.Now they have a SFN out on this.They are notifieing owners of certain 04 MY engines and have us replace all rockers,pushtubes and valve bridges.They are doing this as a Uptime proceedure.All new Headbolts are Included In the pParts package since you replace each assy one a a time.Just curious if Ford had implemented any `kind of a program for this

Was doing a Rear geartrain recall on A VT.Not a real big deal pull trans,flywheel.Remove the rear main seal carrier.Change cluster gear on crank and Install New Idler gear and new shaft in rear cover.So I get the cluster gear changed out put New shaft in rear cover and get pulled off Job to go out in the lot on a waiting customer that Needed a Alternator Put on His 379 Pete.So I tell a trainee all you have to do is Put the rear main seal carrier on the rear cover it has a New seal in it then Put the Flywheel on and Install trans.So My alternator Job turned out to last a couple hrs because of wiring issues.I come back in trainee making good progress has trans in all hooked up ready to start.Yeah right.I look on the bench and there is the Idler gear on top of the box that I forgot to put in for the PS/Fuel pump.So back out with the trans and the whole mess.He also should have noticed it But excited to get into to something he did exactly what I said.

Yep how right you are.Also anytime you have a Turbo failure its a good idea to pullit and steam it out.Usually on Class eight engines which I mostly work on.The Turbo will have been pushing oil out the charge side before it Blows.I think the most I have ever dumped out of one is a couple of gallons of Oil this was On Pete with a 550 CAT.Also if the charge side compressor wheel is shatterd or fins broke off the pieces will be in the side tank of the cooler.If you dont get them out chances are excellent that they will blow back into the charge side of the Turbo after the engine is run a couple blasts at full boost down the road and the normal backfeed when backing off the pedal fast will suck them right back into the charge side and chew the hell out of the impeller on your New Turbo.Seen it happen too many times.Same thing with the Intake ducting make sure it clean and Throw in a New airfilter.

Yes,Plenty of it.We had a one with a C-13 Towed in the other day.It was one of the most Violent type carnage I have seen in awhile.This guy was turning High RPM;s when #1 piston shatterd.The rod went through the side of the liner,Jammed into the block at almost TDC.It broke out a chunk of the block the size of a Baseball.Locked the Engine up sheared all of the flywheel bolts off and managed to snap the crank in half at #5 main.It also cracked the case on the trans around the Input shaft.Cool stuff.We got a Brand new engine off the Line from CAT and Fuller coughed up a new trans.This was in a 05 tk.I didnt see the Bill since it was warranty ,But it had to be Huge.C-12-C-13 are Notorious for Blowing up.

Actually International Condones Re-Aligning the Branch after a fitting failure.They also want it pressure tested before throwing on the cover.I have only had one come back where the weld cracked at the Block fitting.I dont consider that too Bad odds considering I have probabley done 25 or so STC jobs.

Its basically the same Description as Internationals "In chassis"branch tube replacement proceedure.I can personally tell you Either way it is a B&^$h of a Job with the eng in the tk LOL...

I agree it is Not doing any good things for the engine.One would think the particulates have to have some amount of a Abrasive effect on the Rings and Cyl walls.My only first hand Inspection of a EGR system motor Was a ISX Cummins.I did a Headgasket on It for a Minor Oil leak, Had close to 80,000 miles on it. The Intake had a slight Build of Carbon in it.After pulling the head the Bores looked excellent, Valves were Not crudded up and the Piston crowns just had Normal carbon build on them.They run a Fairly High % of EGR flow.So it may not be as Bad as we think.

Man you could Not have put that comment any better.They have Made a total Mess out of The C-15 550'S.It is Unbelieveable the Crap hanging on them now.And I am willing to bet They are Going to loose plenty of sales for this abortion of a Emission system.The New 389 Petes coming in Lately to our dealership are 90% ISX Cummins power.Pre 08 tks It was the Exact opposite.CAT was the Dominant Powerplant.Cummins is still just Using the Cooled EGR system plus DPF.Its simple, its a Clean setup and Fits well on the ISX engine.Compare a 08 550 CAT to a 08 565 ISX cummins side by side.It is truely shocking at the Amount of Crap hanging off BOTH sides of the CAT Engine.The After-treatment Fuel Injector Looks like a Freaking Gattling Gun Its mounted In exhaust right Behind the Low pressure Turbo on a C-15.While the Clean Air EGR deal may be a good Idea.It is a total mess of a system the way its routed and Seeing all this In a Chassis of the Tk will make you cringe at the Thoughts of Having to tear into the engine.When CAT first released the ACCERT setup they stated they would never Need or use a EGR system.Well that certainly has changed.When I went through The Cummins update classes for the 08's.The Instructor said that All of the Manufacturers have pretty Much hit the Limits of In cylinder combustion conrtoll and % of EGR recirculation for NOX reduction.The word is Urea Injection of some type will be the Next step.CAT may get away with Upping the % of EGR they feed back in to make the Cut since its Supposedly "Clean" LOL...But That remains to be seen.As you stated Theirs is a complicated Mess to put it bluntly.

As Jim stated You may want to braze the torx bit on the End of the Extension.Have someone else shine a Light into the Back of the engine and Help guide you onto the Branch tube anchor bolt.Unscrew them and Either get a Good magnet and retrieve them out.Or just leave them in each block and carefully!! lift the assembly up and pull it out the back of the engine.When re-installing the New tube,Get some good heavy wheel bearing grease and pack the Boltholes for the ends of the tube.Set the screws in the grease and set it in there.I always get new standpipe O-rings too.

I dont know what all you can claim on The Ford application.But in Internationals we do them "In Chassis"and it is absolutely a Miserable Job.It pays like 18 hrs or something and Cannot No way be done in that timeframe. usually because of the Particular application or Bodystyle and How International loves to Smother the engine with crap and Push it as far back under the cab as they can LOL......Also we get a New IPR,ICP sensor STC fitting and Bracket with Every Branch tube Job Per International.So You should be able to get that out of Ford.Did you pull the pan for Engine removal reasons or what.Just curious.Not that you are not perfectly capable of the Job,But If you have any questions on the proceedure I have done about 8 of them so far and If I can be of any help feel free to ask.With the engine out it should be a Cakewalk.I would also order new Rocker arm clips for the ones you will remove.I have seen them break a week later when re-used not worth the chance

I have seen this in The DT series engines.The Vane design is alot different though.The SRT (There term for the Actuator Motor)Is quite a Bit stronger than The VT'S Oil piston design and seems to be able to break stuff LOL..Lately There are more problems with these DT series SRT motors,The Turbo Vane internals than I have seen with the 365 overall.They are dropping like Flies!!!.And VT work in the last year has diminished to The latest Induction flash.They seem to be staying together quite well without issues even in schoolbuses

CAT just instructs lubing the O-rings and really doesnt specifie dipping it in Oil that I am aware of.But they revamp so many proceedures and such it could be that way now.International has recently posted a SFN about how they want the HEUI injector stored while out of the Head.They want you basically submerge it in oil.They state this will prolong Injector life.I imagine from dry firing when you have it back together,Just a small amount of Oil getting into the fuel Inlet will cushion the Needle inside the tip when it fires if the fuel isnt in there yet..They always want you to prime the system anyways and state that Dry firing will damage the Needle and Crack the tip.On the DT's there is a primer pump for fuel so it is possible.Plus I always leave the cam sensor disconnected while cranking till I see Oil pressure on the dash gauge.On the VT's there is No primer pump,But I do the same leaving the Cam sensor unhooked till I see Oil pressure on the dash.

This is Fairly common In Internationals.So Far I have done 8 branch tubes In them.04's & 05's.Any time I do a STC that has Blown apart and I have to bend the branch back down.I always throw the Air to it before putting the cover on.