The WORST ENGINES Ever BUILT
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- Опубликовано: 26 сен 2024
- In a recent video, we looked at some of the worst engines in automotive history, and you guys loved that video, but there were only so many engines we could fit in that one video. So today, we're looking at five more of the worst engines in history.
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2.4l theta motor from hundai, I was a dedicated motor technician for a hundai for about 6 months, I have never seen so many critical/catastrophic failures in my entire life almost all failures were from crankshaft bearings, the worst I had seen was a single car at 250,000 miles on its fifth motor and third transmission, it had a perfect maintenance history yet it without fail would spin bearings or flat out drop rod caps leading too the connecting rod and piston getting ripped into the oil pan I have pictures and videos if anyone wants too see it
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
The Four cylinder ecoboost headgasket and early 3.6L GM timing chain issues come to mind.
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
I was an international dealer tech during my apprentice years, another common issue with the 6.4s(that I saw ALOT) was rocker arms wearing down reducing valve lift, and reducing the amount of air in the cylinder and basically causing an over fueling situation which caused raw fuel to be shot into the DPF, the quickest check for this was to check the catalyst material in the tail pipe, it would get so hot it would shatter and clogg the pipe causing tons of smoke and lack of power or a no start, the fix, replace all injectors, valve train, dpf(obviously) to the tune of about 10k in repairs, best of all I would say this was commonly happening at about 160000km(100k miles), so I'll be seeing ya again in 2 years.
Nothing tops the 6.0, we had a picture of a 350 in the shop cab lifted, with the joke of "Santa asked me what I wanted for christmas, I said a unicorn, he said maybe consider something else, so I asked for a running 6.0, he asked me what colour of unicorn I wanted"
6.0 is a great engine
@@335wideGreat, like a polished turd!
The 6.4 is the most Powerstroke of all the Powerstrokes.
It makes stupid power with no effort, so it really put the "power" in Powerstroke. It also put the "stroke" in Powerstroke, cause that's what you'll have when you see the bill hahaha
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
The Vega problem was helped along by having the smallest radiator possible.
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
I bought a new 1973 Vega which did have the overflow container. At about 30K miles it started using too much oil so I had a local machinist install steel sleeves which were readily available in a kit with pistons, rings, bearings, and gaskets. I overhauled the engine myself and did a few other "hotrod" modifications. It got tremendous fuel economy for several years but failed at 200K after my brother's girlfriend ran it out of coolant as the water pump started leaking. So yes, there was a ridiculously inexpensive reliable fix for the Vega. I still have a Vega station wagon sitting in my shop.
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.
My dad has an Intrepid with a 2.7. His mechanic said oil changes were mandatory at 3000 miles. No further. It actually made it to 120,000 before it died.
Ecoboost 3cyl wet-belt engines are a good candidate for this series.
Screw the Theta 2 engine! My wife has the 2.4l version of this engine, and the oil consumption is awe-inspiring. 2 quarts every 500 miles. We're hoping to get hyundai to give us a new long block, or we'll jump on the class action lawsuit that's currently going on for this engine.
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 !!
Northstar V8 is a powerful engine but I have never seen one last
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
The Vega was a colossal GM blunder even though they sold hundreds of thousands of them over seven years. I dated a lady in the '80s who's mom had a '72 Vega with 30,000 miles on it and it both leaked and burned oil to the tune of about a quart every 100 miles. If the cars were in the Rust Belt states they often started rusting out within a year.
I’ve had insanely good luck with two motors. The AMC i6 4.0L and Ford 4.6L 2V. Worst engines would be anything made by Hyundai/Kia
1982 through 87 Cadillac 4.1 liter v8 with an aluminum block with steel sleeves and cast iron head, engines wore out in between 60 to 70,000 miles, not to mention the early Northstar engines with head casket problems.
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.
HT 4100 was garbage , 32 value Northstar shit too
You mentioned the Vega engine didn’t have steel sleeves which is true. However you mentioned that once the cylinders were compromised by heat, that there was no option. I had one back in that era and had steel sleeves pressed into the block, which fixed that problem. I know that’s been a long time ago and it really doesn’t matter at this point. Just wanted to let you know that some machine shops were able to fix them
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.
I worked for Forberg Engines in the 70’s and we rebuilt lots of Vega engines. At that time iron liners were available so we woul install them along with slotting the area between the bores (something GM did later) to prevent overheating. Standard material replacement pistons would be supplied (vs the special GM pistons). However, that was not the worst part. Cylinder heads would always require surfacing to make them flat along with line boring the cam towers. I suspect overheating causes this. If we were just doing a valve job the afore mentioned processes plus all new valves, springs etc would make them more expensive to do compared with a pair of Chevy V8 heads. The finished engine would be pretty good. But, why bother, the car in went into was garbage anyway.
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.
Bought a 2018 Hyundai Tuscon with 80000 miles for the wife. Couple thousand miles later the rods/rod bearings were rattling bad. Took it back to dealer and they put a new engine in it, absolutely no questions asked, and paid for a rental car.
You could easily add the 2.0L VW engine of the 00s to the list. it used oil like there was no tomorrow. I had to drive around with a bottle of oil in the trunk to top it off. Known problem.
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
I've not seen the 2.0 N/A engine (the 2.slow as everybody calls them) have catastrophic issues (I owned one in a MK4 Golf for two years and only got rid of it because the A/C and electricals kept failing and I didn't want to go bankrupt fixing those). The 2.0t on the other hand consumed oil like fish in water. In fact, what I've heard is that the 2.slow and the 2.5 i5 are two of VW's most reliable modern engines.
The Crosley COBRA or copper brazed engine was put together out of stamped steel sheet metal parts, furnace brazed into a one piece block and head assembly. Steel stampings were fitted to a jig with brazing rods strategically placed on the joints, then the whole thing heated in a furnace until the bronze melted and welded the whole thing together. This was a brilliant design, super light weight, strong, and simple. It allowed use of different steel alloys in different places such as chrome steel for high wear areas like the cylinder sleeves. The downfall was the lack of corrosion resistance even though the coolant passages were coated with corrosion resistant varnish.
It was replaced by the CIBA or cast iron block assembly motor.
Wonder if the COBRA type engine would be viable today if made from a corrosion proof metal like stainless steel?
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 had that 2.7 V6 carry me to 295,000.. Not without complaint, but it did it, and that was impressive!
The Chrysler 2.0 Neon engine ate gaskets for breakfast. I replaced a cam cover gasket and the spark plug tube seals (it all came in the same kit) and saw one of the cam bearing saddles wasn't even bolted down all the way at the factory, which allowed the cam to "walk" and lose oil pressure. The exhaust lobe on that cylinder had a serious amount of wear, but the customer just wanted it to stop leaking oil so it was never replaced.
Absolutely love your videos...one thing i would like to suggest is that when discussing the engines please do mention the cars they came in so that we know which cars to stay miles away from. Cheers ❤️
I'm with u on that one
I had the Vega when it first came out and when the aluminum cylinder block aluminum cylinder bores failed. I kept working and my father took the motor to his HOT ROD friend and he had the cylinders line bored and cast iron sleeved and put back together and we drove that station wagon for another 5 years. That Vega was an amazingly well handling car in the snow even in deeper snow. Too bad they did not get it right the first time...
Same here. The wife called me from an I-80 truck stop noting the Vega was "bucking" and slowing down and had a sweet smell. Uh oh. Head gasket at 60K miles. After having the block sleeved and head resurfaced it got to 100K when the rust had the rear control arms tearing loose. The rust was so bad you could almost here it when you walked into the garage. I sorta miss that little car.
You did not mention the olds diesel, I also had 2 of these in the eighties, People rip them bad, I never had a problem with either.
This is a fun series. Hope there are plans for worst transmissions made, that’d make for a cool continuation
Agree, worst transmissions would be a good list.
Nissan CVT jumps to mind.
Hopefully the 4L60E is on the list
Any dodge automatic transmission😂
1.8L 1ZZ-FE is a great engine. i got 213,000 miles on 2006 Matrix...runs perfect and real easy to work on.
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.
5 best engines in terms of reliability
1: 4-71T Detroit Diesel
2: 3-71T Detroit Diesel
3: 6-71T Detroit Diesel
4: 4-53T Detroit Diesel
5: 2-53T Detroit Diesel
Ironic, the Vega ad filmed in ~Death~Valley 😂
Somehow the Olds Diesel 350 stayed off this list.
The worst engine ever.
It was in the previous video
The Vega was fine when designed. The silicone coating on the cylinders walls was reduced by the bean counters to save money, hence the oil burning. The warped block problems were caused by not maintaining a 50% antifreeze mix in the cooling system. I never saw one fail with enough antifreeze in it.
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
Since the engine was crap, Vega has seen a lot of small blocks and a few big block engine transplants. If the engine was not crap these swaps probably would not have happened, thank god for the crappy block Vega inherited.
No need to worry at the car companies. If they make a mistake Uncle Sam will bail them out.
Ford Diesel Tech here, can’t agree more, when 6.4s go bad they take everything… much much rather have a 6.0 than 6.4, easier to work on as well 👍🏻
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
I’m going to have to go with the 6.4 as the worst from your list based on number of units stills in service compared to cost of repair/replacement.
Dont forget the audi tfsi engine and some of the bmw engines
bmw n47, n55, b20,etc
landrover/puma 2.2tdci,2.7tdv6,3.0sdv6,3.6tdv8.
Audi/Vw 2.5 v6 tdi, 1.4tsi, 1.2tdi
kia/Hyundai theta engine.
toyota 2Lte,1mz, early 2AZ,early 1Kd and 1Vd.
Nissan MR Engines. Yd25ddti
Subaru FA and FB engines.
regards from South Africa 🇿🇦🇿🇦🇿🇦
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
Since I was in the automotive industry for 45+ years I loved the content of your video. But what took away from it was the feeling I was watching it in fast forward. If I took a breath I felt like I missed something. A great presentation and content. It just needs to be lowed down.
Not sure it really qualifies as terrible, but in the Mini community, the second-gen Minis (2007 to 2013 roughly), especially the pre-LCI ones (2007 to 2010) are known as the problem child of the family because of their Prince Engine, a result of a collaboration between PSA and BMW, where the BMW-specific parts fail at a high rate: the infamous death rattle (timing chain going out), HPFP failure, and various VANOS errors. They are also prone to carbon buildup, and sludgy oil if you don't religiously keep up on the oil changes.
Basically, the Mini community tries really hard to steer future owners away from second-gen Minis because they can become a money pit and endless source of trouble if you are unlucky.
My first car was a Vega and I replaced the head gasket so often I could do it in my sleep. My dad wanted me to keep the silly thing and he encouraged me to have iron sleeves put into the piston walls and it made no difference...huge junk!
The Vega worked best with a swapped-in small block GM V8.
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.
GM is about to come out with a four-cylinder LS hopefully that doesn’t turn out to be a bad engine and also as a former Hyundai tech, it made me throw up in my mouth when he said that Hyundai made reliable engines for the last decade… Hyundai engines are in one of the most easiest engines to replace. I probably done a couple to hundreds.
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
You finally got to the VEGA engine. OMG, it sucked. Check the gas and fill up the oil except it wasn't that good on gas. The engine needed major work every 30k miles. It was probably the worst car to get a ton of so called 'awards'. The unibody rusted badly also.
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 Vega block was made with high-silicon aluminum. They thought that would be good enough but obviously not.
My sister’s 2016 Hyundai Tucson has 3 recalls, one IS that specific engine and it took me to get that ball rolling! The theta II engine is GARBAGE! She might have the 1.6L version of it but cylinder 2 piston misfire knock, the HECU (ABS linkage) and the transmission slip, it’s bs Hyundai didn’t do the right thing by testing out the problems beforehand
Volkswagen's 1.8T was a sludge manufacturing machine, too. If I remember right, they refused to warranty, blaming customers on using "non-approved" oil.
GM didn't give up on the aluminum block/iron head thing until the 1990s. Their HT4100 derived V8s (4.1, 4.5, 4.9) hung around until the Northstar, which was another mess of an engine.
Hyundai's older engines were Mitsubishi designs. Their problem started when they merged with KIA (who used Mazda engines) and started designing their own engines. I've seen plenty of these engines fail, and lots of them were Korea produced. The Theta is just a bad design.
Still no Mazda Renesis?
That Crosley CoBra engine, (that's how it is supposed to be spelled) was originally developed for crop sprayers, then also used during the war in Auxiliary Power Units and refrigeration units, not cars. It was replaced with a cast iron "CIBA" version - Cast Iron Block Assembly - that was quite good for it's tiny size and was even raced.
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
That Chrysler farmed out warranty handling of the 2.7 is something I hadn’t heard but makes sense. As an independent repair shop we only got access to information as the faults revealed themselves, the scariest thing about the 2.7 was of course the timing chain driven water pump. The aftermarket catalogs listed original style water pumps whose drive gears meshed with original chains and then an ‘upgraded’ version which required changing the chain and every gear it touched including the cam phasers. How one was to determine whether an engine had been‘upgraded’ was never detailed and we skirted the issue by quoting all water pump replacements as needing all new timing components so of course we never got approval. I was always amazed at how frequently a poor design was shrouded by wonky parts supercession. Over and over seemed like the dealership had a monopoly on repairs to stupid designs. Anyway it starts to make sense that a third party was involved in the confusion.
Forgot to mention how the 2.3L vega motor was modified in 1973 with steel sleeves
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.
Some of the worst engines in auto history can be easily found by look at how long the engine design was used. IF the OEM changed the design shortly after being released they likely did not even recoup the design cost, which is a complete failure in business.
Best engine ever built imo was the Chevrolet 235 straight 6 (I drove a 1954 Chevy). I believe the drawings were later sold to Toyota for use in early land cruisers but never was sure if that was true. My car had an oil bath air filter, no oil filter and was a 6-volt system. The wipers operated off the vacuum advance on air intake so they often stopped working when driving uphill into a snowstorm. 😁
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.
The Ford Lion engine is known for being a pile of garbage, with EGR failures, turbo failures and crank bearing failures all being common. But when you realise it was a collaboration between Ford of Europe and Peugeot, and that these engines were mainly fitted to Land Rovers, Jaguars and Peugeots, that explains a lot.
The GM 6.5l might be worth mentioning. It had low power compared to the competition in its time and the computer controlled injection pump was really flakey, with the PMD’s getting cooked because of poor design location
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.
Now I understand why there were SO MANY small block swapped Vegas in the 80s and 90s
Most reliable AND easiest to work on engines I have owned or looked after: Toyota 1998? and earlier non-interference 4 cylinders with timing BELT (and Hondas). Honda 2.0/2.4 K series 4 cylinders 1998?-2006. GM mid 1980s-2006 truck engines 4.8, 5.3, 5.7 etc. Huge production numbers, many spare parts available both new and used, excellent information and known problem fixes/upgrades, very few special tools or parts required to maintain or rebuild. Still running a 1998 Toyota RAV4 in Canada, cannot find them for sale, people are literally posting ads looking for them.
Stay gold.
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.. 😅 🤣 😂
Can’t forget the 2.4 EcoTec and there Timing Chains 😂😅
Landrover Freelander 1.6, 1.8 4 cyl and the 2.5 V6, also used in a Kia Carnival. Not sure if Briggs and Stratton had a hand in designing these P'sOS!
Yeah the flammable coolent was awesome idea..
Vega did great when it was sleeved! Factory engines lasted about 23,000 to 30,000 miles!
I have had a few allegedly "bad" engines, including the 2.9 liter Vortec, the 2.2 liter Ecotec, and neither of them really gave me trouble, the one that drove me nuts was the Isuzu 4ZE1, a 2.6 liter SOHC 8 valve engine used in the Trooper and Rodeo. I had a 1988 Trooper with that engine and the I-TEC fuel injection setup was a constant source of problems, and everything that mattered on the fuel injection was mounted underneath the plenum where it was nearly impossible to reach. Add to that the fact that the head gasket was basically a maintenance item that had to be replaced every six months, it was a vehicle where the *better* option was actually a chevy V6.
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..
Family is in the salvage business. The 1.5 and 1.6 eco boost is best used as a boat anchor. Its ALWAYS coolant intrusions. The head gaskets would need to be made from the same material as Thors hammer to hold up under high temps. Such a terrible design and when the recalls hit they added "updated sensors" to fix the issues.
I will never buy a vehicle from a disreputable company again.
I had 2 GM Quad 4 engines with more problems than I could count leaks, cracks, blown gaskets, blown piston, and more.
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.
So.. we didn't have nearly the problems that ford had on the international side.
I've worked for both ford and international diesel. I can definitely say ford was the problem in that equation. Ford didn't want something reliable so they did some changes unilaterally. Ford also didn't explain to customers about proper maintenance either and that goes for both the 6.0 and 6.4s. As a former tech ( disabled now) and enthusiast, I like both platforms. I also know how to keep proper maintenance on these engines as well.
I've worked for ford, GM, international diesel and Nissan. For a very VERY brief time, Toyota and Chrysler/ Dodge, before Fiat took over.
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.
The Honda D17 was pretty bad too. They took a reliable engine, the D16, and then tried to update it. What they ended up doing was making an engine that will kill a head gasket if you look at it wrong, among other things.
Ah, the 2,7 Sludge-o-Matic. It wasn't the build quality. It was the issues mentioned.
Also the left hand head had drain back issues due to the gasket.
The moment I saw this title, I said to myself, "I wonder if he'll talk about the Vega?"
I was there - we joked that they were actually meant to be 2-strokes - because they burned so much oil.
GM 3100 and 3400 sfi V6 should have been added. Do you remember the famous "piston slap" phenomenon? A lot of these engines were knocking like crazy, cold or warm, even when they were new. They also carried the intake manifold gasket issue from their predecessors. (2.8 and 3.1 MPFI).
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.
1l Ford Ecotec. It is a special snowflake engine which requires special oil to lubricate the timing belt and the timing belt swap cost you €2500. It is a interference engine. Having a snapped timing belt is very expensive one way or the other.
My brother in law had a deleted 6.4 with a tuner he sold it at 226k miles on it. He beat on that thing hard it leaked oil but it was solid. Must have been a Wednesday engine.
I’ve scene the Chrysler v6 engine disaster as it was at my buddies shop for service , everyone gathered around to see the valve cover removal ,it’s like opening up a jar of dark flavored peanut butter ,that restrictive flow of inner gases was so easily fixed but got passed into production , absolute embarrassment , their downfall .
I'm surprised that GM's foray into automotive diesel engines in the late 70's wasn't mentioned. I also hear a lot about Ford's 3 cylinder, 1 liter Ecoboost with the wet belt being a disposable engine with a lifespan of maybe 50K miles.
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.
Most BMW 4 cylinder engines in the last 30 years or so are poor. The worst being the N45. Slow, poor on fuel and suffers numeous serious problems such as timing chain failures, injector and turbo faults and big end failures caused by pieces of the timing guides breaking up and causing the oil pickup to become clogged.
I'd like to add an oddball engine and a car with an engine that I could never get parts for. I dated a girl around 1986 who had a diesel Chevette. She knew her stuff but every parts counter she went to denied Chevrolet had ever made such a car. GM only sold 588 Chevette/Asters in 86 but not stocking parts for it was stupid. My last $50 rustbucket was an Accord, the first to come out of the Ohio factory. It was trash when I got it but still needed parts. Stuff like wiring, distributor parts, carb rebuild kits were impossible to find. The car was someone's baby at one time but "Oh honey, let's get the poopy brown one with the 2 speed semi-automatic" is a scary thought.
BMW’s N63/S63 definitely belongs on a worst engines list
i love how the chrysler 2.7 is always mentioned first in these kind of videos - honestly if you keep an eye on the coolant level, replace the water pump when it starts leaking, and keep the oil changed with synthetic quality oil - you will have no problems with that engine. I have had two of them. Other engines, even TOYOTA had sludge issues around this time and a big part of the problem is not using synthetic oil and changing it every 5k miles.
"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.
2nd gen Mini Cooper 1.6 turbo engine. This is a French engine in a British car designed in Germany. What could go wrong? 2 major recalls on engine including timing chains that would start to fail within months of purchase (like mine) due to the plastic chain tensioner cracking immediately. They called it the "death rattle". If you revved engine while cold, the chain would come loose. This involved a class action lawsuit. The timing chain was located within the engine block, so it wasn't easy to get to. Also recalls on turbo's overheating after shutting off engine. Many secret recalls/TSB for parts that would fail. They extended the warranty on many parts if you knew about it and mentioned it, such as the high pressure fuel pump failure. PCV valve was unchangeable/inaccessible as it was integrated into the valve cover and would clog. The thermostat (and many of the coolant "hoses") were just plastic pipes that would crack which involved removing half of the engine to get to it. High engine oil consumption was considered "normal", even a quart every 500 miles after 40,000 miles. Many owners found themselves out of oil only a few months after an oil change.
Eco boost 🤣
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.
I wonder if anybody here has had experience with a V 12 Flathead Seagrave engine? That was a pretty big bag of worms! Seagrave fire apparatus company bought the tooling from Pierce arrow when they went bankrupt in 1937 and re-introduced the Pierce arrow V 12 Flathead, as a V 12 Flathead, Fire truck engine. I believe they came in three different displacements, two of them in the high 500s cubic inch range, and one of them somewhere around 1200 in.³. I think they’re using them as anchors offshore on oil tankers!
Might want to throw in the Mazda rotary engine.
My dad had a Dodge Intrepid with the 2.7. The dealer gave him some bull 💩extended oil change interval.He said that's just crazy! He changed the oil every 3,000 miles. It was recalled for the PCV system. The car was totaled with over 100,000 miles with no engine issues. My 2006 Dodge Stratus has 173,907 mile with no engine issues. I change the oil every 3,500 miles and the PCV one a year. I also keep a close eye on my coolent. I am weary of this issue however several manufactures are now using a similar design which will allow coolent to run into the oil pan 🙄.
I admit the 6.4 is shit ,but only when it’s stock,,when tuned and deleted it’s putting down stupid power and is very reliable,all engines have there pros and cons and so do the owners
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
I am glad you included the Vega engine. Stock, it was probably the worse post-war engine there was, but it can be fixed. You can sleeve that block and replace the 3 ring pistons with 4 ring pistons, and you can have the undersized radiator recored with a thicker core. Then you have an engine that is quite good, if not exactly quiet. 75 and later engines had larger oil passages and were better. I don't think anybody had overflow catch tanks in 71.
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.
They might not be the worst, but the 3.1 and 3.4, that replaced the 3800 in the 2000s, was such a disappointment.
The Vega engine could be repaired one of two ways. It could be bored out and have cast iron sleeves installed. It could also be honed oversize and the cylinders conditioned to erode the aluminum and expose the silicon in the block. The Vega used the same Reynolds 390 material as the Mercedes and Porsche
I went through 3 engines in my 2008 f350 lariat. Went to a 2009 dodge ram 3500 mega cab, got popped with dpf/egr delete in that. Went to a 2016 f350 platinum, immediately started working it and the motor let go just under 10k kms. Will never buy another ford truck again.
4:32
GM didn't "Forget" the steel liners on the Vega.
They had some sort of process that was SUPPOSED to make the walls a lot tougher.
But the engines rarely lived long enough TO have piston/cylinder issues.
Some best engines : Chevy 235 Stovebolt I6 ; 350 V8 ; Buick 3.8L V6 Worst engines? Anything Italian.
The 5.7 hemi rattles and has lifter issues. I speak from experience.
I had a 2011 Hyundai sonata and I have that garbage ass engine, sounded like it was knocking at 130,000 miles, it was manufactured earlier, so that I was not under the warranty or recall.
On the other hand, I had a 2006 Hyundai Sonata for almost a decade got it at 165K and I went to 220k
My guy. Porsches aluminum cylinders are a nightmare. Bore scoring across the board for 10+ years of production. Scandal levels of issues
Which Porsche motors used those?
@@mrvwbug4423 all of them. All 996 and boxer, along with all 955 and 957 cayenne engines. Total nightmare
Look up the VW "Wasserboxer" engine that was only ever used in the VW Vanagon / Type 2 T3 - Only ever made like 95HP in the most powerful version, had rubber band "head gaskets" that loved to fail and spew coolant all over the road, and was hobbled with absolutely miserable 80s fuel injection that barely worked. They even used 2 different FI systems on it Digijet and Digifant and BOTH sucked.
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).
Ford should have never stopped making the 7.3, it’s one of the best diesels ever. I have one with a million miles on it.
Never heard good things about anything Daewoo related. The Yugo engine comes up often because of the cheap timing belt snapping making the interference engine commit unalive.
Fiat design, a rebadged 128 to be exact.
I follow one rule, I do 2 maintenances in 1 recommended period, and no such thing as “lifetime” fluid.
I learned as a teenager that oil and filters are cheap compared to metal.
The problems placing the Vega engine were compounded but its deckless block design.
Been a Licenced AST for 25 plus years. Did a water pump on Chrysler 2.7L. Got it done and done right, but boy oh boy, was sure contemplating a career change after that job ! Absolutely in the top five most terrible jobs I’ve ever done.
The ford 1,5 Ecoboost engine should have been on your list as it isrenowned for coolant ingress wwater in to no 2 or 3 pistons resulting in possible clyinder head cracking plus needing a new head .Loads of these engined were made with no improvement by Ford for ages -Adisgrace for such A large motor company john webster
The GM 2.3 Quad Four and 2.4 Twin Cam belong here.
My father worked on a ford f150, early 2000’s and the entire engine block was soft and falling apart like toilet paper
I can not belive wasted my 9 minutes thinking you knew something I didn't!
Not a bad engine, however 1 odd design flaw;
GM’s 3.8 had a Nylon Coated Timing Gear!
😳
My worst engine I've ever owned was a 1.9 litre engine in a Ford escort. Between broken timing belts and defective ignition modules, the car was always breaking down. What a piece of garbage it was!