Some Tidbits on Belt Driven Oil Pumps

[Lion77]

F-150s from 2009 to Present

Not specifically about the Gen 2 Rangers, BUT, the 2.7L and 3.0L both share belt driven oil pumps as do the 4th Gen 5.0L from 21' and on.

The video is the techs own experiences and while its not by any means absolute, he does a great job summarizing the common issues with many of Fords truck engines from 2009 to present.

The top two he mentioned (aside from the old 4.6L NA V8) is the 5.0L and the 2.7L, but the Gen 2 3.5L AFTER the updated cam phasors went into production and the Gen 3 3.5L are also on his top engine lists.

I took some flack a while back when I mentioned that some chain driven oil pumps can shatter due to chain resonance. I mentioned the issue on Nissans VQ35DE V6 which was infamous for that issue, but it can happen on other engines including the 5.0L.

The tech actually mentions that as a known issue and explains why he believes the belt driven oil pump is actually a better design and since its introduction in the 2.7L he has not seen a single failure of the belt driven oil pump of doom.

1. Puts the sump further back into the pan which helps prevent cavitation, thus ensuring more consistent oil flow.

2. Eliminates resonance issues that chains can be prone to, especially with high HP engines, high rpm operation and with wear.

Belts wear out just like chains, but oil pumps are a low stress application unlike cams which need to overcome the valve spring forces.

Belt driven oil pumps = good design practice with lots of margin.

Belt driven cams = high maintenance and bad design due to mechanical stress.

You'll see the info from the young tech at about 29 min mark. Obviously the 3.0L isnt mentioned becuase until 2027 it wasnt in the F-150, but we Raptor owners already know its a robust engine overall.

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[Lion77]

Btw my intent isnt to reignite the belt vs. chain debate, rather to add some context about belt driven oil pump reliability. Age doesnt seem to be as big of a factor so much as mileage induced wear over time, however there are quite a few 2.7s with well over 200k on the original oil pump belt. Its a rare failure point indeed.

 

[Lion77]

One additional note the tech makes that seems to align very well with known issues are that he really likes the 10R80 transmission AFTER ford revised the CDF drum.

The new drums are anodized or maybe some sort or DLC coating, they may also be of a harder aluminum alloy for enhanced strength. That solved one two major issues.

The other major issue he has seen very frequently is the pilot bearing shifts (its press it), once it does it blocks oil flow and its downhill from there. This also should be fixed in units after early 23' and on, unfortunately there are a lot of 10R80s with those issues out on the road.

Not all of them will have those problems, but many will. I do not believe the 10R60 suffers either of those issues since the solutions were already in full production in the 10R80 for well over a year by the time the Gen 2 Rangers went into production in the US plus it was in production in the ST since 21 and the Bronco since 22.

Many of the 10R80 design issue solutions were baked into the 10R60 during its development and if not, I would find it hard to believe that by 24' they hadn't having already fully implemented changes for the 10R80 a year prior.

The older 6R80 he also state was nearly bulletproof, but the 6 speed just doesnt deliver the performance of the 10 speed which is why the 10R80 was his favorite despite early teething problems.

I suspect the 10R80 will be very long lived due to its performance and now having worked out the biggest design flaws.

I certainly really like my 10R60 in my Nov 24' built Raptor! Its almost CVT like with those 20% spaced ratios, very linear power delivery unlike 6 speeds which tend to have much more noticeable bog between 2-3 and especially 3-4 shifts.

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