I was hoping I could get some help on this - I've searched and searched and have found nothing.

My truck has been problem free for 31,000 miles but all of a sudden yesterday morning it started idling real rough and would shudder on take off. There's not one aftermarket part on it - it's completely bone stock. Well I took it into Ford and the service writer called me back. Turns out there is a TSB on the heads of the 3.0L V6. There is a defect in te heads which causes misfiring because there is a leak between the water system and cylinders.

Well Ford recognizes the problem with the heads but they only want to replace one of the heads and not both of them. That doesn't do me any good because the other head will just develop the problem after I run out of warranty.

Does anybody know of this problem and more importantly does anybody have access to TSB's that could get me a copy of it?

Thanks for all your help,
Brandon

 

Im not sure, but i would try and get them to replace both - if you have a legitimate argument they may take it into consideration.

 

Well just in case someone runs across this problem here's the TSB

TSB
05-26-3
MIL ON WITH VARIOUS MISFIRE RELATED DTC'S P0300-P0306 AND P0316 - 3.0L-2V VULCAN ENGINE

Publication Date: December 15, 2005


FORD:
2004-2006 Ranger

ISSUE:
Some 2004-2006 Rangers 3.0L-2V "Vulcan" vehicles may exhibit:

Malfunction indicator lamp (MIL) on with diagnostic trouble codes (DTCs) P0300-P0306 and P0316
Rough running at various RPM
Rough idle
Misfire
ACTION:
This may be due to an engine exhaust valve seat recession causing a loss of compression. Refer to the following Service Procedure to diagnose exhaust valve seat recession.

SERVICE PROCEDURE
Perform a power balance test to clarify if a cylinder is misfiring. Identify and keep record of any cylinder that has a concern.
Perform a manual compression test with the spark plugs removed to locate any cylinder that may have low compression. Refer to the appropriate Workshop Manual, Engine System, General Information, 303-00.
If no low compression is found per shop manual instructions, proceed with normal misfire diagnostics per the Powertrain Controls/Emissions Diagnosis (PC/ED) manual for the appropriate model year.
If low compression is found and it is a cylinder that had a misfire on power balance, perform a leakdown test to determine the source of leakage that may be causing the low compression. Refer to the appropriate Workshop Manual, Engine System, General Information, 303-00.
If low compression is found in a cylinder that did not have a misfire detected then proceed with normal base engine diagnostics per the Workshop Manual, Engine System, General Information, 303-00.
If the exhaust valve is identified as the source, replace both cylinder heads with the newly released service cylinder heads. Refer to the appropriate Workshop Manual, Section 301-01A.


PART NUMBER
PART NAME

6U7Z-6049-A
Cylinder Head Assy.
2F1Z-6079-BB
Upper Gasket Kit
F8DZ-6065-AA
Cylinder Head Bolts
F7DZ-9448-BB
Engine Exhaust Gasket
4F1Z-6584-AA
Valve Cover Gasket
F6DZ-9439-C
Side Gasket
F2DZ-9A425-AA
China Gasket (Front)
F3DZ-9A424-BA
China Gasket (Rear)
4L5Z-9H486-AA
Gasket-Upper Intake Manifold


WARRANTY STATUS:
Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage

 

i am having an exaust valve problem i got the 0306 code. i dont understand that TSB thing, i've never seen one so could someone explain?

 

my 2004 edge is doing the same thing. i have 65,000 miles on it though, well over warranty, so i'm assuming they are not going to do it for free?

 

well it says it might be covered under 'emissions' warranty, so you might wanna check into that..

"WARRANTY STATUS:
Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage"

 

I had this problem pop up with my truck ONE DAY after I bought it used from a local dealer. The CEL came on the very next day. Was a code PO300, random misfire. Took it back several times and all they did was reset the light and give me a BS story. So, I did some research, found the TSB and took it back and demanded they test the truck per the TSB. They did and it failed miserably. Now, I've been a mechanic since 1974 and I'm NOT a small boy, you hear what I'm sayin? I stood there in the showroom a FULL head and a half taller than the dealer Principle...looked him in the eye and said, "yall WILL be buying the parts to fix my truck." They did and I made the repairs myself. That was a little over one year ago and my truck has been running perfectly ever since. Here is where I differ on the TSB instructions, though. I live in middle Georgia, and as I said I've been a mechanic a long time. Always done business with Dover Cylinder Head in Atlanta. So, I called them to see if they offered a fix. Guess what? They did. They recondition 3.0 heads and install tungsten carbide seats to solve the problem of Ford's crappy seats. I got the heads, bolts and ALL gaskets delivered to my door for 300 bucks. Yeah. Read that again. ALL new valves, springs, guides and seats, bolts and gaskets. 300 clams. I even picked up some lost power. I can really tell the difference. Since the valves sink into the seats, they make the combustion chamber larger and you lose compression and power. Pretty soon, the valves will sink so far into the heads that you'll drop a valve and destroy the engine. So, don't take this lightly. Just make SURE whoever does your diagnosis follows the Ford TSB step by step to the letter, because that is the right way.

 

How's your Ranger running now? Do you know if they used the "newly released service cylinder heads" for the heads shipped to you from Dover in Atlanta. I emailed them (Dover) today to see if they are using this as Ford recommends the "newly released" heads for the fix in their TSB 5-26-3. I have found several online stating they've had original heads rebuilt only to have the same problem once installed. Hoping Dover will get back to me to help me decide which route to go. I've also read that it is a misalignment of the heads on orig build from factory that cause the problem ..and that the heads are of an inferior quality too. Any feedback would be appreciated. Thanks!

 

Funny you ask now. It's not running. It's in the driveway with the heads off again with the same problem 3 years later. I found out that Dover not only did not use the tungsten carbide seats but they also reused the old valves that barely had a margin left. The stock valves new have very little margin to begin with and I think that is a part of the problem.

Anyway, the problem is not what the heads are made out of, it's what the seats are. So, what I ended up doing was using my regular machine shop who is very familiar with the problem. I also found some heavy duty valves on Ebay made from a better alloy with much wider margins. I think I have it licked this time. I hope so anyway.

 

Hi StrokerScamp. Sorry to hear about your Ranger crapping out again. Personally, I have had 3 and don`t want anything else.

That said, I think I may have the same issue with heads as my compression on right is 210, 200, 210, and drivers side is 180, 150, 210. I get the PO0316 and P0305 which makes sense when you take in the compression numbers.

What I am wondering is if you have found someone trustworthy to swap heads from like rockauto or other, or do you see the only way is to take it to someone locally and buy ebay valves for the head? I`d like to just order the darn things (the heads) and replace instead of touching a lot of bases to get this done.

Also, if you recommend buying the valves and getting the heads worked on, can you provide a link to ebay for valves? Thanks!

Again, My Condolences

OleRed04

 

Sure. Here is the Ebay seller and the valve set.

Ford 3 0 V6 Vulcan 2000 2008 Intake Exhaust Valves Full Set Mazda | eBay

I am taking my heads to a local machine shop. They are also a mechanic shop and do the work as well as machine work. I have read where some cases with the replacement Ford heads in the TSB do not solve the problem. All I can do is hope I have it solved now. It's a major PITA for me, as I am retired and disabled and have to do all the work myself due to financial constraints. I can only work in the heat about 15 to 20 minutes at the time. Today I got the reworked heads bolted on, not torqued yet. I also replaced the camshaft synchronizer now so that I can get to it easily.

I have an experienced opinion as to some of the cause with all this. I've been a line mechanic at dealerships since 1974. IMO, a lot of this is caused by two things. 1) the exhaust valve margins are VERY thin from the factory on these engines. 2) I believe they are running on the verge of being too lean. ALL of my exhaust valves on both teardowns were crusty and white. That is a sure sign of running lean. I am going to upgrade from the stock 13.5 pound injectors to the 19 pound injectors. I will get the ECU programmed to match. Everything I've read suggests that the 13.5 pound units run at the ragged edge of their operating range with the 3.0. Maybe I am off base, but I am going to find out. I know I would rather run a little rich than a little lean. I know the computer will make the system see 14.7 ratio regardless, but reprogramming the ECU should help since it will reprogram what the MAF sees. Only time will tell.

I like the truck, too. It's nice enough to try and get to the bottom of the problem. Power everything, cruise and cold A/C. It's a nice little truck. I know the 3.slow will never be a powerhouse. That's not my intent. I want the problem FIXED, and I believe I am on to something with the lean thing. We'll see.

 

Thanks for the quick reply. I`m sure going to have to check this out when I take the heads off of mine. It`s curious to me that most of the problems I have found about the heads concern the drivers side unless there was a coolant issue, like engine got too hot. And so far it seems like No. 5 is pretty popular for problems.

Mine throws a code when the truck idles too long. If I keep the engine above about 1500 rpm it seems to not try and missfire.

Also when I put my scanner on the thing it showed Long Term Fuel Trim and Short Term Fuel Trim both with positive numbers which I think supports what you are saying about the thing being too lean if I had read correctly about interpreting the scanner freeze frame info. That and my plugs are almost white not like used to be before computers when they were a healthy tan color.

Very frustrating. I don`t mind working on anything, I just hate chasing rabbits.

Hope everything goes well for ya Brother. Let us know how things turn out okay?

 

I said I would update and here I am. Got the truck all back together. I guess I have around 200 miles on it since I put it back together. I also replaced the cam synchronizer while I was at it. I figured since it was easy to get to, knock it out. There are several ways to do it, but my advice is simple. Take the cam sensor off and note where the tang is pointing. Yank the old one out and put the new one in just like it. Make sure the plug points the same way and you'll be fine. Don't know why everybody makes a big deal out of it. Just like removing a distributor. No need to time the engine up. Just put it back like it came out. So far, the truck runs better than it ever has. I don't think the heads were right when I got them from Dover. So, I cannot recommend them. I can however recommend Reeves RPM Performance in Warner Robins, Georgia. Steve did a great job on the heads replacing the seats. So far, I don't even have any pending codes, much less an MIL. I went back with the stock injectors, even though I have a matched set of 19 pounders. I didn't want to complicate things. Maybe when I do the Escape throttle body mod, I will get a tuner and go for the bigger injectors. I don't know. It runs very well now so I may not mess with it.

 

Hey Man, glad to hear your ride is running good.

I pulled the heads off mine last Sat. and they are at the machinist here in town to get reworked. I couldn`t believe it but the exhaust valves had worn into the seats at least .015 below the flat part of the seat. All six of them. I`ve been getting the 305 and the misfire first 1,000 revs. (316?) Anyway, I get them back tomorrow. The motor has 116,000 miles on it so I can`t hold too big a grudge against it. Plus I got to look inside. And it looks great.

I think there must be a good reason the motor has seats so much softer than the valves. Hopefully I will have as good an outcome as you did. Know what you mean by the heat. It has been 95-99 over here this past week with showers. Got a tarp over my pickup to keep in the shade and out of the rain.

Anyway, congratulations and I hope your problem is fixed for good now.

 

The valves and seats must be of like hardness. That's where a lot of the problem comes from I believe. The original seats were softer than the valves, plus, the valve margins are VERY narrow. I mean knife edge narrow. Couple that with the soft seats and they are bound to fail. Why Ford did it is anyone's guess.

Also, on reflection, I can understand where a stopped up fuel filter could play into it. Mine was completely stopped up, yet set no codes and kept running good until it set a lean code, at which point the damage was done. Since the injectors are completely separate from the air intake, unlike a carburetor, I can see where a blockage in the fuel system could certainly lean the injectors to the point of making the problem worse.

Unlike a carburetor, which will either continue to fill (slowly) or stop running altogether when the filter stops up, an injected engine will keep right on plugging. Seems stupid a fuel filter could cause engine damage, but I believe it is possible. So keep them trucks maintained.

 

I know it's a long shot, but do you still own and drive your Ranger? Is it still running well?

 

Yeah, I truly believe it was fixed 100%. It was totaled out however, in February of 2014 when a woman turned into me from an outside lane. I lost control and barely gained enough control back to plant the truck broadside against a parked car. It was either that, or plow through a yard where several young children were playing. The car was the only acceptable target. We sustained some injuries and were treated for several months. My wife got the worst of it as both impacts were on her side. She has since made a full recovery as have I.

Sad part about it is, the engine was repaired 100%. It had run since July of 2013 flawlessly, with me checking for pending codes once a month. It never set one, so I think I found the cure. At least the accident was 100% not my fault and we did recoup an insurance settlement so I was able to at least replace the Ranger. I now have a 1975 Ford F250 Heavy Duty Camper Special. I'll not have anything new enough to have computer control again.