mchan68

Interesting. We have a '21 Aviator with a cylinder #4 intake valve failure. This unit only made it 1800 kms before it let go. Lincoln bought the car back from the customer.

Just curious. What is the reason for the engine removal on this particular vehicle?

Vehicle in question is a 2017 with 180K miles. Came in as a no-start. The following has been checked and verified: fuel sample, cam and crank signal, FRP sensor and associated circuitry, good low fuel pressure. While monitoring PIDs during engine cranking, it will build more than sufficient FRP (when actual compared with desired), engine cranks at more than sufficient engine RPM needed, CMP sensor signal switches accordingly. It seems there is no injector pulse width signal during cranking despite all the other PIDs being well within specs. Tried with FRP unplugged and plugged in, no difference. Already replaced the volume control valve as well, with no change in result. Vehicle will start right away with an "alternative fuel source" (a k a Brake Parts cleaner sprayed into intake) temporarily, thus eliminating any possibility of a base engine concern (eg. valve timing, low compression etc.). It does set a P2291 only after extended cranking, despite FRP climbing up to well within the required parameters (about 5000ish psi). What is left? A faulty PCM? Unfortunately, not a part that can be swapped for testing purposes. Asking on behalf of a good friend.

Yup. And I even paid for their lifetime subscription too.

I've only ever seen ONE that I recall. And that was on an '11 to '16 body style truck if I recall correctly.

Anybody happen to know the exact size for a rear diff pinion nut. It's for a 2017 F-250 with a 10.5 Sterling. Our local Snap-On dealer had a 41mm socket, but that fits very loosely. Meanwhile, I measured the nut with a dial indicator and got exactly 41.83mm, leading me to believe a 42mm socket would be the correct size. Anybody know for sure?

LOL. That looks like a 1.5. I've done hundreds of those by now and I'm having a hard time figuring out how that could've happened. Even more so, how to get the crank sensor properly aligned without the the tool.

....... and, we've lost a parts driver, parts counter person and two young, newly licensed techs as of this week due to the requirement to be double vaxxed to remain employed.

12K hoists are what we have as well. The owner was willing to buy me any hoist I would have wanted, but I told him it wasn't just the hoist that would be needed. He wasn't pleased with my response.

Main battery cable on a 2017 F-250 6.7. You can add this to one of my most hated jobs.🤬

Ditto for me!!! I won't work on any F-450 or F-550 trucks due to our shop layout would require 20 million point turns to navigate it into our shop for just even a shorter wheelbase truck, plus our hoists are not rated to lift vehicles that heavy. I told management many years ago flat out that I refuse to work on anything I can't walk under, set up on a lift or get into the shop.

Count yourself lucky!!!

Are parts even available?

Well..... someone is busy.

I know the thread title is about "tech" shortage, but I can tell you at my dealership at present, the big problem we are having is with experienced help shortage. Our old parts manager left just over two months ago after being employed with us since the 80s because he had literally had enough. The owners kept piling more and more on his plate to where he was on the brink of having a nervous breakdown. The replacement manager is a great guy to work with so far, but we now have ZERO experienced parts counter staff serving us and customers. On any given day of the week, either the manager or the new counterperson is constantly coming to my bay, to ask me for the base part number of something. So a daily occurence is techs, lining up at the counter to wait for our oil and oil filter during the morning rush. Forget about the longer wait time to get a price and availability for any part for jobs you want to upsell. Oh..... and we lost our lone tranny tech to Covid, after an outbreak at our shop. Thankfully, I've tested negative four times this year throughout this pandemic.

Is there any other oil that meets the spec required, for use in F-150 3.0L diesels. It appears this oil is on a national back order with no ETA. I can't see telling customers not to bring their trucks in for oil changes because we don't have their oil, going very well.

Being the owner of a truck equipped with one of these wonderful transmissions doesn't give me the warm and fuzzy feeling. What was the concern?

Right! The point I was trying to allude to, is Ford is willing to pay for an SCR catalyst under this program ONLY if it fails with P20EE setting, but NOT P207F setting? Which brings me to Keith's point that a failed SCR is a failed SCR (regardless of the DTC setting to point to its failure). And....I just had a truck in last week, in for its 21E01 and a check and report on Exhaust Fluid Fault message. When I went to attempt a reflash, there was no later calibration available. Apparently, "his mechanic" already updated the PCM calibration very recently. So of course, I can't put the warranty claim through. Any guesses as to the reason for the Exhaust Fluid System fault message?

HA!!! I'm glad I'm not the only one who notices. The emblems do look suspiciously similar don't they? To be honest, I'm very glad Ford has decided to discontinue the 3.0L diesel in the F-150 as well as the 3.2L diesel in the Transits. The complexity of all the powertrain options in today's vehicle puts more than enough on our plate in my opinion.

Having now owned and lived with my '21 with a 6.7, I do feel that up shifts and downshifts are noticeably harsh when crawling through traffic. Although I haven't paid attention to which gears through which the shifts feel harsh and abrupt, it is kind of making me miss the overall smoothness of the 6R140 from my old truck.

Not without heat?

17mm?

Is that EGRT sensor A we're talking about? The one requiring continuous heat to the manifold to remove?

.....and hence why Ford decided to pull the plug on it. The low take rate, I personally think is the biggest contributor to the decision. The biggest mistake they made in its release, is only offering it on high trim level trucks, making an already expensive truck even more expensive with the added cost of this engine option.

Ford F-150 Allegedly Losing 3.0L Power Stroke Diesel Engine WWW.MOTOR1.COM The oil burner is reportedly not long for the world. I guess this news should come as no surprise? To be honest, I'm not exactly losing any sleep over it either.