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Auto Blog
08-07-2025
- Automotive
- Auto Blog
The Hidden Weakness That Doomed GM's L92 V8 After 268K Miles
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Even GM's Workhorse Has a Match Based on the LS small block engine family, GM's 6.2-liter L92 V8 was first used in the automaker's line of SUVs and trucks in 2007, including premium models such as the Cadillac Escalade and GMC Yukon Denali. Its all-aluminum block, solid internals, and the absence of cylinder deactivation systems like Active Fuel Management (AFM) in later iterations made this version of the L92 a favorite among enthusiasts for its durability and straightforward reliability. In fact, it's common to see these engines racking up hundreds of thousands of miles with minimal issues. However, even the most dependable engines have their breaking points. Our favorite mechanical CSI, I Do Cars, got its hands on an L92, which came from a 2009 Yukon Denali that had reached 268,000 miles before catastrophic failure. The vehicle was abandoned and purchased with zero history, so it's high time to discover what caused its demise. What Caused This V8 to Bomb Itself Things looked grim from the get-go. The engine had multiple holes in the block, a cracked oil pan, and was packed with carbon deposits. The spark plugs told nothing different – one was completely flattened, and the others exhibited evidence of extreme oil burning. Internally, things only got worse. A piston had been obliterated, its connecting rod snapped, and debris had scattered throughout the oiling system and crankcase. The cylinder head showed deep pitting in the combustion chamber, and the valvetrain was bathed in varnish, clear-cut evidence of prolonged poor maintenance. However, the most telling clue came in the form of a tiny fragment: a piece of a valve seat – a known, if uncommon, issue in GM's rectangle-port LS heads like the L92's. Once the seat dislodged, it held the valve open just long enough for the piston to strike it, shattering both and triggering a chain reaction that destroyed nearly everything inside. The Overheating Connection So what causes valve seats to drop in the first place? Overheating. The aluminum cylinder heads and steel valve seats expand at different rates, and when temps spike – often from low coolant, poor airflow, or simply neglect – the seats can loosen. Once that happens, it's only a matter of time. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. I Do Cars notes that early detection can prevent total loss, but in this case, the signs were either ignored or went unnoticed. The L92 may be a tank, but even tanks are no match when the temperature goes excessively up. About the Author Jacob Oliva View Profile
Miami Herald
08-07-2025
- Automotive
- Miami Herald
GM L92 Engine Teardown Reveals Its Most Destructive Weak Point
Based on the LS small block engine family, GM's 6.2-liter L92 V8 was first used in the automaker's line of SUVs and trucks in 2007, including premium models such as the Cadillac Escalade and GMC Yukon Denali. Its all-aluminum block, solid internals, and the absence of cylinder deactivation systems like Active Fuel Management (AFM) in later iterations made this version of the L92 a favorite among enthusiasts for its durability and straightforward reliability. In fact, it's common to see these engines racking up hundreds of thousands of miles with minimal issues. However, even the most dependable engines have their breaking points. Our favorite mechanical CSI, I Do Cars, got its hands on an L92, which came from a 2009 Yukon Denali that had reached 268,000 miles before catastrophic failure. The vehicle was abandoned and purchased with zero history, so it's high time to discover what caused its demise. Things looked grim from the get-go. The engine had multiple holes in the block, a cracked oil pan, and was packed with carbon deposits. The spark plugs told nothing different – one was completely flattened, and the others exhibited evidence of extreme oil burning. Internally, things only got worse. A piston had been obliterated, its connecting rod snapped, and debris had scattered throughout the oiling system and crankcase. The cylinder head showed deep pitting in the combustion chamber, and the valvetrain was bathed in varnish, clear-cut evidence of prolonged poor maintenance. However, the most telling clue came in the form of a tiny fragment: a piece of a valve seat – a known, if uncommon, issue in GM's rectangle-port LS heads like the L92's. Once the seat dislodged, it held the valve open just long enough for the piston to strike it, shattering both and triggering a chain reaction that destroyed nearly everything inside. So what causes valve seats to drop in the first place? Overheating. The aluminum cylinder heads and steel valve seats expand at different rates, and when temps spike – often from low coolant, poor airflow, or simply neglect – the seats can loosen. Once that happens, it's only a matter of time. I Do Cars notes that early detection can prevent total loss, but in this case, the signs were either ignored or went unnoticed. The L92 may be a tank, but even tanks are no match when the temperature goes excessively up. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Auto Blog
06-07-2025
- Automotive
- Auto Blog
BMW's F1-Inspired V10 Couldn't Survive a Lifetime of Neglect
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The Glorious BMW V10 That's Built to Sing The BMW S85B50 5.0-liter V10, found in the E60 M5 and E63 M6, remains one of the boldest engines ever fitted to a production sedan. A naturally aspirated marvel, void of any connection to other production power plants, it revs up to 8,250 rpm and produces over 500 horsepower in stock form. It was the German marque's love letter to its BMW Sauber Formula One endeavors. The sound alone, an orchestral scream of ten cylinders, cemented its status as one of the best engines ever made by BMW. But with that performance and aural renown came at a price. The S85 is notoriously high-maintenance. Regular oil changes, rod bearing inspections, premium fluids, and an owner who knows what they're doing are all non-negotiable. These engines were never meant for casual ownership or neglect. And yet, as a recent teardown video reveals – courtesy of our favorite engine coroner, I Do Cars – not even BMW's best engineering can overcome years of corner-cutting maintenance. A Ticking Time Bomb, Delayed by Sheer Luck The engine under the spotlight came from a 2006 M6 with 121,000 miles on the clock, a surprising mileage for an S85 given its condition. Bought at auction, the car wasn't running, and the engine was locked up. The story inside was quickly revealed at the beginning of the teardown: oil varnish coated the internals, indicating long oil change intervals with cheap fluids. The valve covers and cylinder heads showed signs of excessive sludge buildup, and the oil control rings were so plugged that the engine was visibly burning oil. Surprisingly, the intake ports and some top-end components were relatively clean, suggesting this M6 wasn't driven hard, but rather babied like a regular 6er. That may have saved it from a more dramatic failure, but treated like a regular commuter, it died a slow death. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The Fatal Blow That Finally Took It Down The fatal failure came in the form of a rolled rod bearing. Two bearing shells had fused and stacked inside the rod, pushing the piston slightly higher in the bore. That minor increase in travel was enough for the piston to strike the cylinder head. The damage wasn't dramatic – no holes in the block, no thrown rods – but it was enough to kill the engine. For all its brilliance, the S85 is not bulletproof. It demands devotion from an enthusiast who knows the ins and outs of owning a beautifully engineered, performance mill. And, evidently, when it doesn't get it, the results are as inevitable as they are heartbreaking. Source: I Do Cars/YouTube About the Author Jacob Oliva View Profile
Auto Blog
04-06-2025
- Automotive
- Auto Blog
Cracked Open: What Really Ends the Life of Ford's Gen 3 Coyote V8
This Coyote V8 is locked up at over 100,000 miles, but how bad it is inside? From Muscle Cars to Trucks: The Flexible Modular Coyote V8 Ford introduced its Coyote V8 engine as an evolution of its modular V8 platform, marking the Blue Oval's return to high-performance V8s, particularly in the Mustang GT. However, this engine isn't just exclusive to the long-running muscle car nameplate – several models also made use of this versatile engine, some even outside Ford's stables. The Ford F-150 is one such model that benefits from the Coyote V8, particularly its third iteration, introduced in 2018. This generation of the Coyote received both port and direct injection, along with PTWA liners and increased bore. It even saw the birth of the 'Predator,' a 760-hp supercharged variant used in the mighty Raptor R. Dead at Over 100,000 Miles The Coyote V8 has established itself as a reliable performance-driven mill, but it's also known to be reliable, suffering only a handful of issues associated with its name. Some can reach hundreds of thousands of miles – like this example in the spotlight by YouTube engine coroner, I Do Cars. In this teardown video, we get to see a third-generation Coyote V8 from a 2018 Ford F-150, which is presumed to have reached over 100,000 miles. The engine is apparently all locked up, but further inspection revealed what killed the Coyote and what made it such a special specimen of Ford engineering. Looking Good From the Get-Go While I Do Cars was under the impression that the V8 in question was all banged up, initial inspection showed that it wasn't too bad. It rotated manually with a few internal clicks. The spark plugs appeared to be overdue, and while the intake ports were dirty, the valves were clean enough to suggest port/direct injection was helping. Further examination of the top portion showed promising revelations, with clean sections after removing the valve covers. There were no metal glitter, damaged cam lobes, or broken valvetrain parts. Interestingly, a timing chain slap was discovered as the source of the clicks, due to the unloaded oil pressure-dependent tensioners. Minimal Wear, With Only One Major Problem However, the cylinder heads showed heavy carbon and oil deposits, suggesting the engine was burning oil. One cylinder showed odd residue or discoloration, while the pistons came with a heavy carbon buildup in ring lands, suggesting oil control ring failure. Some oil rings were seized, others barely protruded, confirming oil consumption problems. Overall, the Coyote V8 engine teardown showed minimal and typical wear after over 100,000 miles (apart from the plastic oil pan), with I Do Cars claiming it is a candidate for a rebuild. It wasn't flawless, but its failure was only from burning too much oil, which led to catalytic converter damage – the only persistent problem associated with Coyote V8s, beyond issues with its 10-speed transmission.
Yahoo
03-06-2025
- Automotive
- Yahoo
Ford's Gen 3 Coyote V8 Dissected: The Hidden Cause of Engine Failure
Ford's Gen 3 Coyote V8 Dissected: The Hidden Cause of Engine Failure originally appeared on Autoblog. Ford introduced its Coyote V8 engine as an evolution of its modular V8 platform, marking the Blue Oval's return to high-performance V8s, particularly in the Mustang GT. However, this engine isn't just exclusive to the long-running muscle car nameplate – several models also made use of this versatile engine, some even outside Ford's stables. The Ford F-150 is one such model that benefits from the Coyote V8, particularly its third iteration, introduced in 2018. This generation of the Coyote received both port and direct injection, along with PTWA liners and increased bore. It even saw the birth of the "Predator," a 760-hp supercharged variant used in the mighty Raptor R. View the 2 images of this gallery on the original article The Coyote V8 has established itself as a reliable performance-driven mill, but it's also known to be reliable, suffering only a handful of issues associated with its name. Some can reach hundreds of thousands of miles – like this example in the spotlight by YouTube engine coroner, I Do Cars. In this teardown video, we get to see a third-generation Coyote V8 from a 2018 Ford F-150, which is presumed to have reached over 100,000 miles. The engine is apparently all locked up, but further inspection revealed what killed the Coyote and what made it such a special specimen of Ford engineering. While I Do Cars was under the impression that the V8 in question was all banged up, initial inspection showed that it wasn't too bad. It rotated manually with a few internal clicks. The spark plugs appeared to be overdue, and while the intake ports were dirty, the valves were clean enough to suggest port/direct injection was helping. Further examination of the top portion showed promising revelations, with clean sections after removing the valve covers. There were no metal glitter, damaged cam lobes, or broken valvetrain parts. Interestingly, a timing chain slap was discovered as the source of the clicks, due to the unloaded oil pressure-dependent tensioners. View the 4 images of this gallery on the original article However, the cylinder heads showed heavy carbon and oil deposits, suggesting the engine was burning oil. One cylinder showed odd residue or discoloration, while the pistons came with a heavy carbon buildup in ring lands, suggesting oil control ring failure. Some oil rings were seized, others barely protruded, confirming oil consumption problems. Overall, the Coyote V8 engine teardown showed minimal and typical wear after over 100,000 miles (apart from the plastic oil pan), with I Do Cars claiming it is a candidate for a rebuild. It wasn't flawless, but its failure was only from burning too much oil, which led to catalytic converter damage – the only persistent problem associated with Coyote V8s, beyond issues with its 10-speed transmission. View the 4 images of this gallery on the original article Ford's Gen 3 Coyote V8 Dissected: The Hidden Cause of Engine Failure first appeared on Autoblog on Jun 3, 2025 This story was originally reported by Autoblog on Jun 3, 2025, where it first appeared.
