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.

On 1/22/2022 at 9:03 AM, Ford Doctor said:

Does FORScan work with Ford VCMs?  I downloaded it but have not used it yet.

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?

9 hours ago, forddieseldoctor said:

One of our monkeys put a short block in a fusion. Broke the original oil pump and destroyed the tone ring on the crank pulley.  Replaced oil pump and pulley. Put it all the way together and it don’t start. He couldn’t figure it out so they gave it to me. It’s getting another oil pump, crank pulley and we get a new tool for aligning the crank pulley. And management doesn’t wanna chew on him for this mess because they are afraid he will walk out. 

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.

2 hours ago, forddieseldoctor said:

I tried to get an 18k hoist a couple years ago. They got me a 12k instead. I send upper oil pans on anything too heavy for that hoist away. 

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.🤬

On 10/31/2021 at 10:44 AM, forddieseldoctor said:

The good news for me is that there is no way we could handle taking the upfit body off at our shop. So they would refer the customer to a different dealer anyway. 

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.

On 10/29/2021 at 9:23 PM, Steve Mutter said:

Yep, they had two long blocks in Bramalea and nothing back ordered that I know about. 

Count yourself lucky!!!

7 hours ago, Steve Mutter said:

The truck I am working on just turned into an engine job, They took the truck well I was waiting for parts and it came back locked up and full of metal. 

Are parts even available?

4 hours ago, Keith Browning said:

I got's 4 blown 6.7L engines, 2 upper oil pans, two transmissions, a power distribution harness, a 2021 F450 with a burned up dash and a Transit with a driveshaft that came apart that destroyed the underside of the floor and transmission case and the shit just keeps coming in including the fucking cracked frame recalls.  I am NOT happy.  

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?

16 hours ago, lmorris said:

Funny thing now is the PowerBoost door emblem is easily mistaken for the Powerstroke one🤣🤪. I thought we were getting a lot of Powerstokes. They are mostly PowerBoosts. 

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.

3 hours ago, Keith Browning said:

I think it was 17. You can get in there with a crows foot but I couldn't break it loose 

Not without heat?

2 minutes ago, Keith Browning said:

I have replaced two of those and both set a code and turned on the CK Engine light.  I also discovered the right socket to use after cutting the sensor wires off with no disassembly and removal of that heat shield. 

17mm?

3 hours ago, BTURNER said:

The egrt sensor fixed it.

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

22 hours ago, Keith Browning said:

I haven't even driven one.  With all of the people that were clamoring for Ford to put a diesel into the F150 you would think they would have sold a lot more.  

.....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.

I guess this news should come as no surprise? To be honest, I'm not exactly losing any sleep over it either.