mchan68

Anyone happen to have a glance at the FMC360 open? It is rather interesting.

HOW in the hell that cat made it in there in the first place is what I can't wrap my head around. Most of you are familiar with how tight that area is, right? Not to mention that it was still ALIVE.

Just when you thought you'd seen it all... This car came in for a complaint of left front tire losing air, TPMS light on.

Good to know!!! That actually makes sense, since the vehicle in question does get his oil changes done elsewhere.

Thank you Leon. That's exactly what I did. I suppose I should be expecting this to happen to my own truck in the near future then?

Anybody have any experience with this DTC (P04DB)? If it matters, it's a 2015 F-250 6.7L with only 20000 miles (32000 kms.) bone stock. Pinpoint test says to replace the CCV sensor which includes the whole assembly with tube. Nothing in OASIS.

Yeah, I just had a truck that set the P207F that I slammed an NOx sensor into that gave me a hard time to reset as well. Remembering it mentioned here, I tried running a manual regen and that cleared it up too.

If you were able to get it from a non-running status to running, you've already done good because it means you've used the five Rotunda timing tools properly to get it running. What was the original reason for changing the timing chain guide to begin with? Assuming it was a failure, where did all the broken pieces of the guide end up? In my experience, a cassette failure on any 4.0L SOHC engine has always meant the whole engine failure would only be five minutes behind. By what you describe, I suspect some broken pieces of plastic got sucked up through the oil pickup when you first managed to get it up and running again, but hadn't produced any noticeable engine noise symptom..... until now. For future reference, any time you get into the timing drive components on any 4.0L SOHC engine, you have to time BOTH banks to get it 100% right.

30 ft-lbs. and then two more steps of 90 degree turns each step.

What about HS-CAN? Does this vehicle have any aftermarket bullshit installed? What were the exact events that lead up to this?

I have a 2016 F-250 optioned with LT275/65R20 tires and a 3.55 gear from the factory. The last winter that passed, I switched to my LT275/70R18 snow tires on steel rims without issue, using programmable parameters in IDS. I do recall axle ratios being selectable, but never tried selecting it obviously.

Wow, I was just looking through the workshop manual procedure to do this. According to SLTS, I get 9424A for 4.9, 9424AXQ for 0.2 and the pump itself 9424A10 for 2.1 which gives us a grand total of 7.2 hours. So what is it actually going to pay under the recall, 6.0 hours? That intake manifold must be pretty difficult to remove if it pays that much.

The last one I did, I had to cut the horizontal cooler bracket off with the torch due to rust. I'll go a few steps further to say I HATE those damn engines PERIOD.

If it's an F-550, how's the condition of the tank?

All Ford Motor Company vehicles beginning with 2001 model year onwards (and now sixteen model years old), already come equipped with child seat tether anchors. Are there that many that are driving vehicles that are sixteen model years old, or older?

Are part numbers for both applications different?

Price out a crank, and quote the labour to re and re the crank. This ought to be good.

I have a 2007 Town Car in for a retail long block replace. Should be a walk in the park, right? WRONG!! I've encountered just about every possible inconvenience thus far with the install, from the vehicle being equipped with an unkown brand aftermarket intake manifold that does not permit me to use the OEM intake gaskets that come with the new long block, to the main engine harness being hacked by previous techs using zip ties and overlays in a gazillion places, to a previous power steering pump install where the installer didn't install the pulley onto the pump all the way where the pulley is supposed to sit flush with the shaft, to having to clean up the threads on various locations of the NEW block........ and now this, a water pump that sticks out too far on the replacement engine. :banghead:Does anyone know which applications use the "long" pump and which ones use the "short" pump? What are the differences between the two, other than causing a drastic belt misalignment with installing the incorrect one?

50 is less than three years away for me. I'm still reeling over the Oldsmobile diesels.

Didn't Nissan supply inline six cylinder diesels to International Harvester for production as an option in the Scout for those of you old enough to remember?

So they're giving away the diesel option already?

Not to mention how insanely overpriced they are.

Did I read that correctly? It's getting a 2nd torpedo?

Diesel work? What's that? It seems the good old 3.5L V6 has been spitting out more than my share of water pumps lately. I've done about five or six alone this last month, and waiting for a go ahead another outside. Four have thrown P0011/P0022 codes from having badly worn shaft bearings, enough to throw valve timing off and milkshake the crankcases.