mchan68

I've been doing oil changes on my '16 every 3000 miles. The hour intervals accumulated between changes with my use seem to average about 120 hours. I've been running Mobil Delvac Synthetic 5W40 since new. And I use it as a 'car'. Am I going Overkill on Maintenance?

Only makes me wonder why they bother putting dual mass flywheels into vehicles in the first place. I've replaced way more than my share of them, when they were used in the old body style 7.3 trucks. We just replaced one yesterday on a V6 Mustang for a vibration at idle.

My point exactly.

My last service manager thought something was wrong with a truck he moved into the shop for a tech. It didn't dawn on me, until I was asked to move it out for the tech that it was equipped with air brakes. As far as not having a PARK position for the transmission? That's old news. No medium or heavy duty truck equipped with an automatic transmission has ever had a PARK position that I'm aware of. The likely reason for this, is so that drivers are forced to always use the parking brake.

Something else to consider. The passenger side standpipe is very tight on both F-Series and especially E-Series applications to remove and install. I know re-installing that standpipe is a definite mandate of installing both pieces separately with lots of finesse which makes me wonder if the breakage could be self-induced as well.

You know, this actually looks pretty familiar. It is within the last couple of years, my parts manager came and asked me if I ever saw exactly what you have in your last picture before. A little surprised, I answered NO. Now after seeing this post is making me wonder if there were a batch of standpipe kits sold.

Does that happen to include '17 model years by any chance? I had a one yesterday with a complaint of no heat at idle. The passenger side vents seem to blow decently warm heat, but the two driver side vents blow lukewarm at best. Both inlet and outlet hoses of heater core seem decently hot. And this is on a unit that doesn't have dual zone climate control.

Oil changes? What's that?

And our Southern neighbours call US the great white North. Meanwhile, we hardly got hit with only a fraction of what you guys got, here in my neck of the woods.

GOOD FIND MATT!!!

Low coolant level, causing higher cooling fan duty cycle command???

Harness was that messed up? I must of looked at the pics wrong cause it looked to me like corrosion by the trailer control module and a couple melted wires. It was not only melted there. It was "green deathed" through multiple areas under the driver's seat, not to mention one ground circuit in particular was melted completely down to the metal strands through the entire harness all the way up the area under the dash.

You mean a 6.4L right?

Finally have the main 14401 harness gutted out of the 2015 Transit. Man oh man what a monumental pain in the ass that was!!! This job has really put my pushpin removal skill to the test. Now to put the new harness in....

You know, I never thought of the possibility of that happening in all of the timing chain replacement jobs I've been doing on these engines lately. Let me guess, he used an impact gun to loosen it that one full turn.

2015 Transit 3.2L in for an RCM replacement, along with a follow up to a complaint of a very intermittent engine stalling during coast to a stop which I was unable to duplicate during two prior visits.

That was going to be my next step but the customer declined the diagnosis. Word has it he's going to dump it to get into a gasser like a lot of guys seem to be doing as these rat turds on wheels get older.

I checked the dipstick already.

Here's how it looks.

A good customer of ours came in for a Service #2. This vehicle definitely sounds like it has internal base engine issues. It's making almost the exact same rapping sound as one I had apart years ago, where cylinder #8 rod had "s" shaped, causing a piston chunk to be missing along with the cylinder wall gouged. Amazingly enough, that truck drove in like that. I know all too well how the PCM is capable of hiding issues with this engine. It also has some kind of oil leak, just saturating the entire left side of the engine. From what I can see, it's not coming from the turbo crossover tube or any of the CAC boots. Just want some opinions on this. I had thought about possible blow-by getting past the glow plug harness grommets on the left side valve cover. But then if that's the case, why only the left side of the engine? BTW, this thing already had a drop-in installed at another dealer a couple years ago under warranty, not that it really matters at this point.

Yes, I can see where that tool would come in handy to turn that bolt the last 90 degree step after the 30 ft-lbs.

If I'm not mistaken, I believe the 3.7L is only a slightly bigger bore version of the 3.5L (95mm versus 92mm). It's just like saying the 2.0L is from the same engine family as the 2.3L and 2.5L. Externally, those engines' physical dimensions are virtually identical.

What is the reason for pulling the front cover off, on yours? I have yet to get inside any engine on a Transit and hope I never have to. It looks tight in there. At least on the F-150s, I can have the cab off in about an hour or less. I'm pretty sure there is a difference in space between the 3.7L N/A engine versus the 3.5L Ecoboost with all the turbo plumbing in there that needs to be removed for access to the front cover. I've done tons of timing chains on F-150 3.5L Ecoboosts and I don't think I've ever had one timing chain idler failure like the described above. I've seen and repaired LOTS of water pump failures though, on the FWD applications (where the timing chain idler goes on the RWD application engines).

.....and now another on a 2017 Continental, per the same symptoms outlined in TSB 17-0007 even though this particular vehicle isn't included in the TSB. Anyone else have the pleasure of tackling one of these in a FWD application yet?

I have yet another one to do a long block on, per 17-007.