mchan68

Really Ford? How about NOT discontinuing V8 engine production altogether and at the very least keeping it alive for those few of us who prefer a V8. http://www.roadandtrack.com/go/news/the-2015-ford-f-150-pumps-v8-engine-noise-into-v6-trucks?src=soc_fcbks I think if this trend of "V8 killing" continues, I may end up looking to the other brand "x" manufacturers for my next vehicle purchase.

Did either of yours, set a C1300 hard fault in the ABS module?

This isn't so much of a question as much as it is an observation, but it's the second such vehicle I've had in with almost identical concerns. BOTH have also had the ABS system flagging C1300 ABS Pump Motor Circuit Failure DTCs set as well. Checking the main ABS module connector on both, revealed getting B+ and B- on both the main circuits. The pinpoint test would have you replace the ABS module based on this right? WRONG. The first truck ended up with the main 125A maxi fuse replaced which repaired both the lack of assist as well as the hard C1300 in the ABS. The second, the one I got today also set a U2101 in the SCCM along with turn signals inoperative. This one turned out to be a much simpler fix. Re-connect the main heavy gauge two-wire connector to the EPAS motor. Apparently the customer drove over a very hard bump when this happened. Just throwing this out there to anyone who happens to run into this. Not really sure how the EPAS ties into the ABS.

That's what I did on a plow truck a couple years ago.

Last time I checked, a 6.0L engine's compression ratio is 18.0:1 while a 6.4L engine's is 17.0:1. Wouldn't the lower compression ratio have something to do with the faster cranking (less resistance to spinning). Even more interesting is the 6.7L compression ratio is only 16.0:1. Anyone ever notice how much faster a 6.7L spins over than a 6.4L?

What exactly would be the benefit of installing a 6.4L starter in place of the existing 6.0L unit if you don't mind me asking?

GOOD TO KNOW!!! My truck originally came equipped with LT265/70R17 on aluminum rims. I sold them and bought a set of 20s with brand spanking new LT275/65R20 Michelins to go on them. I had ZERO problems programming the PCM and ABS on my truck to the new tire size when I installed them. Now, just last week I managed to score a set of factory original 18" steel rims with a set of LT275/70R18 snow tires on them. Is this supposed to mean I won't be able to program them when the time comes to switch them out during seasonal changes? By the way, my truck is a 2007 F-250 6.0L 4x4 if that matters.

2nd amendment rights at it's finest.

I just repaired a '12 with a P0401 and P2457 a couple days ago. On mine though, the EGR cooler bypass valve broke off the shaft. That's the first one I ever had of one of these. Anyone else run into this?

I got a 6.7L in my bay right now for some work, after getting fed up with fighting those stupid cheesy plastic pushpins for the sound insulators, I managed to come up with a part number for these damn things. It is BC3Z-6N958-A if I looked it up correctly. I can't believe the ridiculous price. If I'm wrong, please correct me. Perhaps this would be a good sticky.

Talking about lifting cabs on 6.4 trucks, gave me a brainfart. Some guy (and I can't remember who right now for the life of me), shared a story of a guy lifting a cab on one at another Ford store. Apparently the interior was set ablaze, due to the tech heating up one of the cage nuts, being completely oblivous to how hot he managed to get it.

And for 2016, apparently the Cummins ISB will be ditched in favour of the 6.7L currently used in the F-250 to F-550 or the 6.8L gas V10. Don't know if you'll be able to get either with a manual transmission though.

How about incorrect model year vehicle description on the first scenario, which led me to the incorrect pinpoint test?

The good old, "Do as I say, not as I do...." thing yup. When I was younger, I had my share of adults tell me "Don't fuckin' swear!!!" Wow, I wonder how many more stories there are, of Ford in their infinite wisdom re-locating the horn button during those years? Come to think of it, another stupid idea of theirs was locating the interior door handle on the bottom of the door of the '79 Mustang if I remember correctly. An uncle of mine, had one and I remembered commenting on how stupid that location was, hence I guess why it was re-located to the top of the door in '80.

I ask is because I vaguely remember driving one as equipped. It was a four door, with virtually no options (not even a radio), with the anemic 2300 four cylinder and four speed manual transmission with a bench seat!!! It was easily the most gutless POS I had ever driven (save for the Hyundai Pony). I would like to get my hands on a VW bus to take for a spin. I think THAT would top the list of the slowest creation on four wheels ever. Hell, even a Chevette with an auto was probably quicker!!!

Carb? What's that? With that low a figure, I'll assume this Fairmont has the 2300 four banger?

I believe the car you're referring to was the Festiva.

As did ALL Ford cars from 1979 to 1983.

Anyone remember a stupid promotion where a purchase of a new Caddy got you a new Yugo thrown in as well as a freebie? Those cars were such pieces of junk that no one wanted them.

On the subject of memorable moments. Another very "early" job I remembered. Transmission R & R on a 1975 Chevy Malibu. After the "mechanic" (my mentor at the time) had removed the transmission crossmember and all the bellhousing bolts, I was intstructed to loosen the transmission cooler lines at the transmission. The moment I put a wrench on one of the line fittings, I had to immediately jump back as fast as I could as the transmission borke free from the engine and fell, after which it was literally hanging by the transmission lines and dangling around like a pendulum swinging back and forth. The "mechanic" just stood there calmly while he was in the middle of shooting the shit with a buddy of his, as I was scared shitless as you can imagine. Even back then, I stil questioned why he didn't have a transmission jack supporting it BEFORE removing the bellhousing bolts and crossmember.

HOLY SHIT I thought I was the only who did that. Mine was a '96 Windstar 3.8L for a set of intake gaskets. Like you, I covered the "valley" with shop rags. Luckily for me, I didn't even get as far as going for a post repair road test. Let's just say I never heard so much laughter by all the co-workers when I removed the intake to find the rag shredded by that balance shaft.

Which engine? The 4.2L inline six or the 304 V8?

I was taught to tighten it down just before you could spin the pushrod with your finger, and then tighten another 1/4 turn.

Funny you mention that. That was litterally the very first "engine job" I had ever done, changing one of those out on a 1977 Chevy Caprice. Mistake #1 was installing the distributor 180 degrees out. Brainfart. Mistake #2 was overtightening all the rocker arms on that engine. Almost all valves were stuck open when I was finished. No wonder it didn't have any compression.

Anyone here old enough to remember AMC Gremlins and Pacers? God, those had to be the UGLIEST creation on wheels ever known to mankind. How about the venerable Chrysler's 225 (3.7L) slant six? Remember those? You could hear those a mile away.Didn't those cars before the k-car platform was introduced have issues with prematurely rusting gas tanks?