The 4.3L Vortec V6 is represented here in an odd context, even overlooking the fact most of the footage of NOT 4.3L Vortec V6's is displayed during the narration, which starts with an images of the Gen-V based 2015+ direct-injected Ecotec V6. You can't just google "4.3L V6" and use everything that comes up - there are MANY versions and generations. There is no head gasket "issue" on them. Oil leaks? Sure, after 20 years or 250,000 miles. "Constant" sealing issues with gaskets and seals? The original composite o-ring style Vortec intake manifold gaskets were redesigned with a much sturdier frame that completely eliminated deformation and failure problems in the late 2000's. The 1995+ Vortec 4.3 was a Small Block Chevy missing two cylinders and had a balance shaft added. The '94 and older CPI and '92 and older TBI versions before that, and even Carburetor versions going back the 80's, had no balance shaft and were also SBC-based. SBC's are not oil leakers. Far as actual problems, the original poppet-style spider injectors were known to accumulate deposits and stick causing poor fuel atomization and imbalance, especially with California fuel additives and ethanol. This was also addressed with a Multec-II injector assembly that eliminates the problematic poppets. Then Gen-1 based 4.3 V6 went all the way until 2014 with injection and ignition evolving along the way. That is not the legacy of a poor design in any context, and they are beyond simple to work on and repair. That's all... had to get this off my chest because this engine deserves the truth.
There's a LOT of misinformation of this video, just 2 minutes in. First, the 3v Triton - the problem IS NOT ejected spark plugs, it is a two piece design plug with a lower shell that remained in the head due to carbon buildup. If you use an impact wrench to remove the plugs on these engines, the carbon bond is broken and the plug will not be. Second, it is the camshaft phasers that have issues, not the timing chains. The chains are pretty much the same as used on the 2v engines, which are known for their robustness and reliability (except for pre-2005 engines that didn't have enough threads on the head for the spark plugs - THESE are the plug ejections that you mention). You do not have to tear this engine down to get the timing chains out - just the valve covers and front cover.
The 2.7 Chrysler's problems start with the weak ass water pump, which is mounted internally, and starts to leak into the oil pan diluting the oil. Most people who don't check their fluids diligently (especially on a great running, reliable car. The problem doesn't happen right away.) won't notice until they are out of coolant and if they don't catch the higher level of oil will just add more coolant. The next time they start to overheat the sludge is already gotten out of hand and is blocking tiny oil passages, starving the lubrication, overheating the engine, and fouling the chain tensioner which starts all the under hood noise. In my opinion if they would put a bullet proof water pump in instead of the $50 pos they used these engine would have been a very good running, reliable mill for many miles instead of ending up one of Chrysler's biggest jokes.
We had a LOT of issues with the Chrysler 2.7's due to the poor timing chain tensioner system. Everyone else has an oil pressure driven piston that pushes the follower out against the chain to keep it tensioned and incorporate a ratchet inside so as the guides and chain wear this ratchet clicks tooth by tooth and holds some tension even without oil pressure. When the engine sits for a time and oil drains down to the pan...it takes a few seconds for the oil pressure to build back up and meanwhile the timing chains have no tension and jump time. Pistons hit valves and engine is junk. The insurance agencies quit covering them because they were so much trouble and even junkyards quit dealing with them because the vast majority they sent out (that had been good runners) failed to start because the timing chains had jumped.
It was the 2 valve that ejected spark plugs . The 5.4 3 valve did NOT eject spark plugs. It did the opposite. It held the spark plugs captive. The spark plugs would break when trying to remove them.
@ You’ll break fewer. But some of them may still break. I know that’s the case with me. I don’t break nearly as many using an impact. But it still happens on occasion. I think The reason that NONE are breaking with some people is that pretty much all of the 5.4’s with the breakaway plugs have had the plugs replaced at least once by now. Most are on their second set. The second set seems less likely to break in my experience
I've seen both issues with the 3 valves. In the first 2 years, there were fewer threads than the later 3 valves. Either way, it was an underpowered gas guzzling boat anchor that embodied the motto I'm sure is up on ford's engineering department wall, "good ideas, bad execution".
@ the 2valve had the partial threads. But the 3valve always had full threads. The only time I’ve seen them eject plugs was AFTER a tuneup where the person putting the plugs in was afraid to properly tighten the plugs thinking that was why the old plugs wouldn’t come out properly. In those cases I was always able to simply install a new plug. The threads were fine. You evidently had a different experience though.
I'm getting tired of people like you making videos about stuff you have never touched. You can't even tell the videos you are showing are of the wrong engine. The 4.3 is as good as the small block 350 because that is where it came from. I never had any of the problems you are talking about.
DW and I have enjoyed 140k miles with our '07 BMW American assembled Z4 which has N52 inline 6 with Vanos VVT without major issues. I have replaced valve cover, oil filter housing, gaskets and various coolant and fuel hoses in the 17yrs of ownership. I do most of my own service as BMW dlrs have out rageous labor and part cost. Also BMW oil change interval is 15k miles I do ours at 7500. YMMV
The biggest problem w/ the Diesels is the 'Green' EPA. The federal emissions regulations are frivolous & petty. The California CARB regulatory Board is the same way. We clean up the climate by Engineering solutions, not Legislation. That's why EGR systems fail because OEM's want cheap solutions, not correct. Engine design must have maintenance as the priority, not manufacturability; same w/ electronics. Also, Diesels operate/combust best at operating temperature. It's not an on/off in-town engine, EV's & Hybrids are better vehicles for that kind of use. A 20-30 minute commute is the minimum use of a Diesel. Also use fuel additives as well.
I think ALL newer engines are a F*****' pain in the ass to work on!! Remove multiple parts to change one part!! Oh, and I almost forgot about expensive parts.
Automotive MFG's Stick it to you when you have to pay way to much for that Vehicle, then the Dealer gets to STICK it to you again when the vehicle breaks down NON STOP. after all it's ONLY YOUR money
You guys are so full of it ! The 4.3 L V-6 Engine is one of the best Gas Engines EVER ! These Engines can go 500K miles easily with Regular recommended Maintenance ! Where do you even get this nonsense from ? What is even the source of your alleged information ? 🤨😒 l
As always, run the engines on proper full-synth oil and get rid of sludge and carbon build-up. You get most of the problems because you are too cheap to buy good oil. If at a workshop, watch the mechanics so they use the oil that you told them to youse. Otherwise it's "naah, I don't trust this crap, I'll use the good old oil but I'll charge him for full full synth.
This is another AI narration with so much disinfo. The 5,4 Spark plug issue was on the 2 valve engine, then they mention a recall and the 3 valve issues, both had issues but different issues. Don't even get me started on the 4.3. The 4.3 was a highly reliable motor compared to anything else on this list, not even sure what their source was on the supposed issues since I have never heard of a timing chain failure on any of these engines with under 200k miles. We had a whole fleet of these (combination of 30 delivery vehicles) in Astro's vans and Silverados from 1990 to 2002 with few engine issues.
Playing crappy industrial technonono music backwards is the dumbest thing you could possibly do. All listening to important information is lost/unbearable, FAILED 😢t
The 4.3L Vortec V6 is represented here in an odd context, even overlooking the fact most of the footage of NOT 4.3L Vortec V6's is displayed during the narration, which starts with an images of the Gen-V based 2015+ direct-injected Ecotec V6. You can't just google "4.3L V6" and use everything that comes up - there are MANY versions and generations. There is no head gasket "issue" on them. Oil leaks? Sure, after 20 years or 250,000 miles. "Constant" sealing issues with gaskets and seals? The original composite o-ring style Vortec intake manifold gaskets were redesigned with a much sturdier frame that completely eliminated deformation and failure problems in the late 2000's. The 1995+ Vortec 4.3 was a Small Block Chevy missing two cylinders and had a balance shaft added. The '94 and older CPI and '92 and older TBI versions before that, and even Carburetor versions going back the 80's, had no balance shaft and were also SBC-based. SBC's are not oil leakers. Far as actual problems, the original poppet-style spider injectors were known to accumulate deposits and stick causing poor fuel atomization and imbalance, especially with California fuel additives and ethanol. This was also addressed with a Multec-II injector assembly that eliminates the problematic poppets. Then Gen-1 based 4.3 V6 went all the way until 2014 with injection and ignition evolving along the way. That is not the legacy of a poor design in any context, and they are beyond simple to work on and repair. That's all... had to get this off my chest because this engine deserves the truth.
There's a LOT of misinformation of this video, just 2 minutes in. First, the 3v Triton - the problem IS NOT ejected spark plugs, it is a two piece design plug with a lower shell that remained in the head due to carbon buildup. If you use an impact wrench to remove the plugs on these engines, the carbon bond is broken and the plug will not be. Second, it is the camshaft phasers that have issues, not the timing chains. The chains are pretty much the same as used on the 2v engines, which are known for their robustness and reliability (except for pre-2005 engines that didn't have enough threads on the head for the spark plugs - THESE are the plug ejections that you mention). You do not have to tear this engine down to get the timing chains out - just the valve covers and front cover.
I came here to say the exact same thing. Obviously a non mechanic made this video.
It’s info they learned from talking to a Chevy mark.
The 2.7 Chrysler's problems start with the weak ass water pump, which is mounted internally, and starts to leak into the oil pan diluting the oil. Most people who don't check their fluids diligently (especially on a great running, reliable car. The problem doesn't happen right away.) won't notice until they are out of coolant and if they don't catch the higher level of oil will just add more coolant. The next time they start to overheat the sludge is already gotten out of hand and is blocking tiny oil passages, starving the lubrication, overheating the engine, and fouling the chain tensioner which starts all the under hood noise.
In my opinion if they would put a bullet proof water pump in instead of the $50 pos they used these engine would have been a very good running, reliable mill for many miles instead of ending up one of Chrysler's biggest jokes.
We had a LOT of issues with the Chrysler 2.7's due to the poor timing chain tensioner system. Everyone else has an oil pressure driven piston that pushes the follower out against the chain to keep it tensioned and incorporate a ratchet inside so as the guides and chain wear this ratchet clicks tooth by tooth and holds some tension even without oil pressure. When the engine sits for a time and oil drains down to the pan...it takes a few seconds for the oil pressure to build back up and meanwhile the timing chains have no tension and jump time. Pistons hit valves and engine is junk. The insurance agencies quit covering them because they were so much trouble and even junkyards quit dealing with them because the vast majority they sent out (that had been good runners) failed to start because the timing chains had jumped.
Sounds like about half these problems are lack of maintenance
It was the 2 valve that ejected spark plugs . The 5.4 3 valve did NOT eject spark plugs. It did the opposite. It held the spark plugs captive. The spark plugs would break when trying to remove them.
Came here to say this. Use an impact wrench to remove the plugs and you'll never break one.
@ You’ll break fewer. But some of them may still break. I know that’s the case with me. I don’t break nearly as many using an impact. But it still happens on occasion. I think The reason that NONE are breaking with some people is that pretty much all of the 5.4’s with the breakaway plugs have had the plugs replaced at least once by now. Most are on their second set. The second set seems less likely to break in my experience
I've seen both issues with the 3 valves. In the first 2 years, there were fewer threads than the later 3 valves. Either way, it was an underpowered gas guzzling boat anchor that embodied the motto I'm sure is up on ford's engineering department wall, "good ideas, bad execution".
@ the 2valve had the partial threads. But the 3valve always had full threads. The only time I’ve seen them eject plugs was AFTER a tuneup where the person putting the plugs in was afraid to properly tighten the plugs thinking that was why the old plugs wouldn’t come out properly. In those cases I was always able to simply install a new plug. The threads were fine. You evidently had a different experience though.
I'm getting tired of people like you making videos about stuff you have never touched. You can't even tell the videos you are showing are of the wrong engine. The 4.3 is as good as the small block 350 because that is where it came from. I never had any of the problems you are talking about.
I agree. 4.3L is 3/4 of 5.7L (A 4.3L V-6 is a 350 Chevy small block minus 2 cylinders)
250K miles on 4.3 isn't uncommon.
Todays engineers try to make the most compact engine possible, to make them smaller. Its just not worth it.
BMW = Bring My Wallet or Buy More Warranty
DW and I have enjoyed 140k miles with our '07 BMW American assembled Z4 which has N52 inline 6 with Vanos VVT without major issues. I have replaced valve cover, oil filter housing, gaskets and various coolant and fuel hoses in the 17yrs of ownership. I do most of my own service as BMW dlrs have out rageous labor and part cost. Also BMW oil change interval is 15k miles I do ours at 7500. YMMV
The biggest problem w/ the Diesels is the 'Green' EPA. The federal emissions regulations are frivolous & petty. The California CARB regulatory Board is the same way. We clean up the climate by Engineering solutions, not Legislation. That's why EGR systems fail because OEM's want cheap solutions, not correct. Engine design must have maintenance as the priority, not manufacturability; same w/ electronics. Also, Diesels operate/combust best at operating temperature. It's not an on/off in-town engine, EV's & Hybrids are better vehicles for that kind of use. A 20-30 minute commute is the minimum use of a Diesel. Also use fuel additives as well.
Don't waste your time watching this video, way too much misinformation.
After I saw the VQ35 and M54 I had enough.
The more I watch these videos the more I want to buy a bicycle.
I believe these all had notorious issues, but not nearly the barrage of issues pointed out in this magnitude
I think ALL newer engines are a F*****' pain in the ass to work on!! Remove multiple parts to change one part!! Oh, and I almost forgot about expensive parts.
1. (00:30) 2004-2010 Ford 5.4 Liter Triton 3 valve
2. (02:30) 2010-2015 Volkswagen 2.0 Liter TDI Diesel
3. (04:30) 2005-2010 Chrysler 2.7 Liter V6
4. (06:30) 2003-2006 Nissan 3.5 L V6 (VQ35)
5. (08:30) 2000-2006 BMW 3.0 L Inline 6 (M54)
6. (10:50) 1997-2001 Audi 2.7L V6 (B5 S4)
7. (13:00) 2003-2007 Ford 6.0L Powerstroke Diesel
8. (15:20) 1995-2004 General Motors 4.3L V6
Automotive MFG's Stick it to you when you have to pay way to much for that Vehicle, then the Dealer gets to STICK it to you again when the vehicle breaks down NON STOP. after all it's ONLY YOUR money
All engine to day have trouble with timing chains and belts and they call them self engineers
You guys are so full of it ! The 4.3 L V-6 Engine is one of the best Gas Engines EVER ! These Engines can go 500K miles easily with Regular recommended Maintenance ! Where do you even get this nonsense from ? What is even the source of your alleged information ? 🤨😒
l
That hot mess of a thumbnail image was enough to keep me from trying to watch this. A look at the comments confirmed the clickbaitness.
As always, run the engines on proper full-synth oil and get rid of sludge and carbon build-up. You get most of the problems because you are too cheap to buy good oil. If at a workshop, watch the mechanics so they use the oil that you told them to youse. Otherwise it's "naah, I don't trust this crap, I'll use the good old oil but I'll charge him for full full synth.
This is another AI narration with so much disinfo. The 5,4 Spark plug issue was on the 2 valve engine, then they mention a recall and the 3 valve issues, both had issues but different issues. Don't even get me started on the 4.3. The 4.3 was a highly reliable motor compared to anything else on this list, not even sure what their source was on the supposed issues since I have never heard of a timing chain failure on any of these engines with under 200k miles. We had a whole fleet of these (combination of 30 delivery vehicles) in Astro's vans and Silverados from 1990 to 2002 with few engine issues.
Playing crappy industrial technonono music backwards is the dumbest thing you could possibly do. All listening to important information is lost/unbearable, FAILED 😢t
Are there any engines left, that doesn't mean problems??
My 2008 5.4L Triton has over 250,000
VW tdi is not for the average mechanic
Thieving other people's material.
Ridiculous AI generated video. Just look at the thumbnail image.