MudSkipper
Member
yes exactly... debris and manufacturing...Tidbit for you the non-mds engines also suffer lifter/cam failures.
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yes exactly... debris and manufacturing...Tidbit for you the non-mds engines also suffer lifter/cam failures.
If you're referring to the Johnson lifters with the oiling hole,you'll really want to research them more. Hunt up Jason Dauria on facebook and ask him about his experience with them on a high dollar build.Think about what happens to the oil pressure to the mains and rods when you introduce a leak into the oiling system.These threads are always fun to read through lol.
My opinion, is based on the data available and my personal experience. My lifter started ticking around 140k miles. I drove it till it started misfiring and throwing permanent code.
My 14 failed at 140k, my dad's 15 just started ticking at 105k miles. What are those odds? Lol
Here's my opinion. If you can afford it, it's not a bad strategy. If you can't afford to do it now, have a repair fund ready for when it might happen.
I am almost done putting my engine back together and am so very much looking forward to driving my truck again. I love it. I miss it. I will keep it until the wheels fall off. I'll never buy a new truck again unless I won the lottery...
Research, research, research. Something I wish I could find more info on are the Johnson roller lifters and if I could afford it, I woulda done a bigger cam and Johnson lifters with a tune and long tube headers...
MDS has nothing to do with the cam/lifter issues,the cam issues didn't really rear it's head till they moved the cam tunnel farther away from the crank to accomodate the extra oil passage required for the VVT system. Non-mds VVT engines have lifter issues to.Question , how many cam eating Hemi’s are MDS ? I ask because I’ve got a 04 non MDS with 300k & no cam issues . 20-50 castrol & recommend 15-40 castrol only oil every used. I live in extremely hot southeast TX. That’s why I ran 20-50 for first 250k.
Copy and paste off you tube usually works.If you're referring to Sky's video on the Hellcat pump,from Reiginited Cycle,it's already been posted several times.Here is an interesting You-tube video on possible "fixes for the Hemi tick". The fatal flaw of the 5.7L eagle hemi V-8 engine .https://youtu.be/TGUygJugGs. Question: Is iit possible to insert a link to You-Tube?
I was talking with wild one in my thread about what are the true differences in design, but more importantly, differences between engines of the same design (vvt & mds etc.) that do and do not have issues. That’s the bigger quandary that we’re all trying to contemplate.
Why does one engine last to 50k/ 80k/ 100k/ 110k and then fail but yet another of the exact same design has no reported issues beyond 200k?
That IMO greatly reduces design as the root cause issue. Might be contributory somehow, but what are the differences between the <100k failure engines and the >200k survivors.
I see possible variables being heat, oil type, OCI, oil filter, severity of use, idle time, QC issues (batches) etc.
So what year was the gen 3 design changed ? Also I asked about the MDS & tick because i don’t believe they use the same oil . I didn’t realize they moved the cam higher up in the block . That design , with thin oil & long idle times . I better understand nowMDS has nothing to do with the cam/lifter issues,the cam issues didn't really rear it's head till they moved the cam tunnel farther away from the crank to accomodate the extra oil passage required for the VVT system. Non-mds VVT engines have lifter issues to.
When they went to VVT in 09So what year was the gen 3 design changed ? Also I asked about the MDS & tick because i don’t believe they use the same oil . I didn’t realize they moved the cam higher up in the block . That design , with thin oil & long idle times . I better understand now
I put a cast on my arm ,in case I break it in the future .