2015 F53 Chassis V10 self destructs

[computerguy]

The work begins…

[computerguy]

More progress. They said it came out easier than expected. Let’s see if that translates to a slightly lower bill

[computerguy]

Interesting tidbit. Coincidence? V10 really is not that reliable???
2013 Newmar Canyonstar (V10 for those that don't know) came in on the hook recently. That one has a catastrophic failure too. 39,000 miles if I heard correctly.
I know I know there are thousands of V10's out on the road with no problems. yada yada yada.
I contacted Mobil1 customer service. Filled out their warranty form. Not hopeful they will do anything but at least it is filed, I have oil from the engine and the shop WILL do a report with pictures of the problems needed for the claim. I am not hopeful but at least I tried.

[Unplanned Tourist]

Originally Posted by computerguy

Interesting tidbit. Coincidence? V10 really is not that reliable???

2013 Newmar Canyonstar (V10 for those that don't know) came in on the hook recently. That one has a catastrophic failure too. 39,000 miles if I heard correctly.

I know I know there are thousands of V10's out on the road with no problems. yada yada yada.

I contacted Mobil1 customer service. Filled out their warranty form. Not hopeful they will do anything but at least it is filed, I have oil from the engine and the shop WILL do a report with pictures of the problems needed for the claim. I am not hopeful but at least I tried.

Anything built by man can fail. I’m pretty sure that the failure rate is a very low percentage.

Sorry about your failure.

[Unplanned Tourist]

Originally Posted by 77Travco

No way would an RV manufacturer modify a chassis in that way. I also have a super low doghouse but my engine is in its original location. I can't even imagine the time and fabrication needed to make that mod.

I guess it’s just the Workhorse chassis that has the wide frame rails at the front then. Why wouldn’t Ford do it as well? Makes for an almost level floor with only a 2 inch high doghouse.

[RRR]

Did they drop the front axle?

[computerguy]

Originally Posted by RRR

Did they drop the front axle?

Oh. I thought it was in that one pic but I guess not. It’s in this one. No, just the bar that ties the steering to the far tire. You can actually see it lying on the ground in the pic with the rv in the air. It’s on the ground with the yellow steering stabilizer attached to it still.

[tiffy2000]

Found this which I thought was interesting considering that most of us (including me) do use our engines as brakes on downhills ... although this is talking about dragsters the principle is the same

Using the engine as a brake subjects the bearings, rods, and pistons to high loads – at a time when the oil system is least able to lubricate these components.

I’ve observed that the vast majority of sportsman racers decelerate with the transmission in gear after a run. I certainly understand their reluctance to shift into neutral. However, the harsh reality is that even a momentary loss of oil pressure as the engine motors down can nick a bearing – and eventually lead to a blackened crankshaft and a broken engine.

A crankshaft’s oil feed holes for the rod journals are typically drilled between 20 and 40 degrees before Top Dead Center. Introducing pressurized oil at this point creates a hydrodynamic wedge that prevents metal-to-metal contact between the bearing and the crankshaft under the intense pressure of the power stroke – the rod bearing effectively rides on a cushion of oil molecules. Now consider what happens when the rear wheels are driving the crankshaft during deceleration. Instead of the pistons and rods pushing the crankshaft down, the crank is now pushing and pulling the pistons against cylinder pressure – and the oil feed is 180 degrees out of phase. Of course there is still residual oil pressure and a weakened hydrodynamic wedge between the bearing and journal, but lubrication is no longer being delivered at the point of maximum load. In fact, most of the damaged crankshafts I have seen show the most wear and distress on the “unloaded” side of the journal opposite the oil feed hole.

[Mark_K5LXP]

I've never given engine braking a lot of thought but never considered lubrication. Here in the mountains you sometimes don't have a lot of choice to downshift, so it comes down to a balance between brakes and engine compression. Great, one MORE thing to worry about...

Mark B.
Albuquerque, NM

[US1]

Tiffy2000, that’s interesting. I have also wondered about the engine braking especially when used to the extremes because now the complete motor and driveline are subject to loads completely opposite from the normal usage.

[avfordguy]

Originally Posted by tiffy2000

Found this which I thought was interesting considering that most of us (including me) do use our engines as brakes on downhills ... although this is talking about dragsters the principle is the same

Using the engine as a brake subjects the bearings, rods, and pistons to high loads – at a time when the oil system is least able to lubricate these components.

I’ve observed that the vast majority of sportsman racers decelerate with the transmission in gear after a run. I certainly understand their reluctance to shift into neutral. However, the harsh reality is that even a momentary loss of oil pressure as the engine motors down can nick a bearing – and eventually lead to a blackened crankshaft and a broken engine.

A crankshaft’s oil feed holes for the rod journals are typically drilled between 20 and 40 degrees before Top Dead Center. Introducing pressurized oil at this point creates a hydrodynamic wedge that prevents metal-to-metal contact between the bearing and the crankshaft under the intense pressure of the power stroke – the rod bearing effectively rides on a cushion of oil molecules. Now consider what happens when the rear wheels are driving the crankshaft during deceleration. Instead of the pistons and rods pushing the crankshaft down, the crank is now pushing and pulling the pistons against cylinder pressure – and the oil feed is 180 degrees out of phase. Of course there is still residual oil pressure and a weakened hydrodynamic wedge between the bearing and journal, but lubrication is no longer being delivered at the point of maximum load. In fact, most of the damaged crankshafts I have seen show the most wear and distress on the “unloaded” side of the journal opposite the oil feed hole.

How can an engine lose oil pressure it it is turning at the same speed? Acceleration/deceleration makes no difference on oil pressure. So if you take your foot off the accelerator to come to a stop, your wearing your engine out?

[computerguy]

New engine now in place

[SergioP]

Boy they are moving right along with it. You should be on the road soon at the rate these guys are working.

[computerguy]

Originally Posted by SergioP

Boy they are moving right along with it. You should be on the road soon at the rate these guys are working.

They initially told me Wed and they believe it is still on schedule. Waiting for some parts on Monday. I did have a leak on the power steering pump and we decided to replace it. So, yeah, I am pretty happy with their work so far. Biggest thing they have no problem me stopping by asking questions and taking pics. I don't push this but am grateful they are allowing it. I brought the whole shop donuts on Friday.