mchan68

Fredsvt, it's funny you mention the Youtube thing. I was just going to suggest the very same idea. Video DOES NOT LIE. As a matter of fact, there happens to be a very controversial case that is pending in our neck of the woods. A while back, there was an 18 year old mentally disturbed youth who boarded a streetcar and ordered all the passengers to exit, while brandishing a knife. At no time during this event did he ever threaten to cause bodily harm to any of them. Shortly after, police closed in on him in a standoff where they ordered him to drop the knife. Of course, he didn't. The only thing he did was egg them on, calling them a [censored] and so on. Those were the only acts of aggression against the officers (I believe 23 of them if I recall correctly). Shortly after, the lead officer fired NINE shots killing the subject instantly. And to add insult to injury, another officer approached from behind and tasered him, AFTER the nine shots were fired. The point of all this? There were several cellphones that video recorded the event, which resulted in the officer in question, charged with second degree murder. He is currently suspended WITH pay until the matter before the courts is dealt with. Had it not been for the existence of cellphones that are capable of taking pictures and video, the officer would likely not have been charged. Sorry for the hijack, but it does strike a nerve with me that those we entrust to serve and protect us, are able to break the very laws that they are sworn to enforce.

Do as they enforce, NOT as they do???

In all the years I've known you (even though we never got to shake hands) Jim, I can't think of any better words I've read from you.

Thanks guys. I guess I will have to wait for the truck to return to try it out.

THANK YOU!!!

I have one here, that badly failed inner needle bearings, causing damage to the axle shaft, as well as the hub lock exploding. Does anyone know the sequence and orientation of the washers? The workshop manual isn't very helpful. I removed the hub lock from the other side, hoping to use it as a proper reference. The way it came apart once the hub lock was removed, is the big flat non-metallic spacer with the four grooves facing outward, then the snap ring on the shaft, then the round shaped metallic spacers sandwiching the one smaller hex shaped non-metallic spacer. Is this the correct sequence? I also seem to be having an issue getting the hub to engage the axle (won't pull a vacuum}. I have the new axle shaft with the outer seal bottomed out on the shaft, and sitting further into the knuckle than the one groove that's after the vacuum port. Is that the correct depth? It's been a while since I've had one of these '99 to '04 style hubs apart.

I have one here, that after replacing the reductant pump for a heater code P20E8 set almost right away. Ordered another pump. Since this pump was on a back order, the customer took his truck. Came back yesterday. Service replaced the pump, followed PPT 'RK' to the tee. Prior to service replacing the pump, the dosing test would not inject. After service replacing the pump, I managed to complete the test. Road tested and the code didn't return...... until the customer picked it up. Came back yesterday, so I did and SCR parameter reset and cleared it. The customer called shortly after to inform me the Check Engine light came back on. This vehicle has a maintenance plan so it only gets its DEF topped up during every service. Anyone else run into something similar?

The consensus amongst the guys in our shop is we should collectively refuse to do these, for the amount of work involved and what it pays. It seems unanimous that an hourly paid apprentice should be the ones being assigned to these.

Anyone care to comment on this new recall? Comments regarding labour time, the procedure itself, anything?

That was my pet peeve of the day yesterday, while changing out a water pump on an '09 Escape. Thankfully though, pulley removal on these newer 3.0L V6s no longer require removal of the cam pulley.

....... or a "loose cannon" in a shop will do.

Just by virtue of the information highlighted in bold red above, you've already answered your own question and narrowed down the source to something INSIDE the engine. My vote is for a seized/failed roller lifter too.

I find this thread very amusing. I just had to do that very same job on a 2008 Escape not too long ago. Like you Brad, I couldn't find the proper tool to save my life so I resorted to the exact method, using literally the exact same tools in my own personal arsenal.

Is that those "new" Victor Reinz "Black Diamond" head gaskets that supposely identical to OEM with the only difference being the sealing surfaces are obviously black, hence the name?

Well, if it were warranty, knowing Ford, they would tell you to Band-Aid the fucker together with silly snot and Super Glue, and then blame YOU for the faulty repair when it comes back.

All current calibrations are supposed to prevent that no? If the engine oil level is overfill the PCM will detect it and set a wrench light or something... what happened there? Keith, I asked Hotline the exact same question you are asking here. And yes, this particular truck is at the latest (and greatest???) calibration level that SHOULD'VE set P252f a long time ago before this event occured. Hotline's reluctant response was, some vehicles will set that code more easily than others, so I don't know.

Dare I ask, retail or warranty?

Well folks. Let this one go on record for the very shortest lived reman drop-in assembly. Exactly 118 kms. (75 miles), 15 hours and two months later, all due to a badly leaking HPFP that has caused a runaway, and cylinder #1 being 100 psi lower than the other eight. Thankfully, I was cut a prior approval for an SPW with just this much information without having to tear down any further. Yeah me!!!

Just curious. How many of you guys have had issues with FQR engines? I have one here, a 2008 F-550 dump truck that I slammed a 6007 drop-in engine assembly back in January of this year. Not even 140 kms. (85 miles) later it came back in on the hook with a complaint of black smoke and surging. KOEO test brings up P0106 MAP sensor correlation DTC. Monitored BARO, MAP and EBP at KOEO and all three are reading 14.3 to 14.5 psi so I cleared it, and started it up to let it idle until it comes up to operating temperature to do a KOER test. After about 45 minutes of idling outside the shop, I go to check up on it and before I even touched anything, the engine began to run horrible (like a loud fuel or bottom end knock). Next thing you know, the engine just suddenly began to rev up all by itself so I shut it down, with the key in my hand, I saw the tach go up to 5gs!!! Yup, it ran away on me. Thankfully, it only ran for about 15 seconds MAX before it shut down itself. Okay, now it gets pushed into the shop before I even touch one thing under the hood. Here are the KOEO goods, AFTER the runaway. U-0100-20: IC, P0069-FF: PCM, P006B-FF: PCM, P0219-FF: PCM, P1000-FF: PCM, P1336-FF: PCM and U0100-A0: RCM. Here is some interesting freeze frame data too. For DTCs P0069 and P006B ECT 86*F, MAP 8.7psi, RPM 0, VSS 0kph, IAT 46*F, BARO 14.3psi, EOT 91*F, MAF 6g/s, APP_D 0v and APP_E 0v. For DTCs P0219 and P1336 the data is ECT 159*F, MAP 22.5psi, RPM 4608, VSS 0kph, IAT 26*F, BARO 14.3psi, EOT 158*F, MAF 655g/s, APP_D 0v and APP_E 0v. I find it interesting that the MAP psi reading went way down when it set the first two new DTCs after erasing the original P0106 it came in with. Sure enough, checking MAP again at KOEO revealed 7.21psi so it likely needs a MAP to start. As far as the runaway event, it will be interesting to see what let go (or wasn't assembled properly???) inside the engine.

Two things come to mind with the V10 Dwayne. Fuel comsumption and power. Too much of the former and not enough of the latter to haul that kind of weight around.

I remember the 361 being the engine in the larger Fords of the 70s up until 79 I believe it was, until the introduction of the "newer" line that was introduced in 1980 (from F-100 to F-800), where the 370/429 line of gassers replaced it. Speaking of the 477/534 line of engines, I believe our shop foreman remembers working on them. Didn't International have a similar line of engines (I think) 479/549 were the displacements for their Fleetstar trucks, equipped with the so-called "twin stick" transmissions? This would be the one-up to their 304/345/392 engines, if I recall correctly.

I believe the gassers in trucks of the era you speak of, were equipped either with a 370 or 429 cubic inch displacement that were from the same family of engines Ford called the so-called "385" series, using the same engine blocks as the 460. My vague recollection, is the larger displacement 460 engine was used only in Ford's smaller trucks (3/4 to 1 ton). This is the same as GMC and Chevy offering the 366 and 427 in their trucks with the larger 454 being offered only in their smaller trucks. I always wondered why the larger 26,000 lb. GVWR class of trucks used smaller displacement engines. Not only that, but I also remember the majority of them being equipped with Clark 5-speed manual transmissions with 2-speed axles in them too. It was also explained to me that the extra gear reduction was needed to compensate for the lack of low end torque from the gas engines. And for this reason, the ones equipped with the optional diesel engines (of which I believe the 8.2L Detroit "Fuel Pincher" V8s was one of them) were not equipped with the 2-speed axle. All I remember though, is all of those trucks were absolute dogs. You were already up to top gear by the time you got up to 40 mph (which was a lot of shifting). Today's trucks of that class seem to be absolute rockets when compared to those mentioned in the above paragraph. Trick question. Does anyone remember when was the last year Dodge was in the medium duty truck game? I mean the ones in the same class as the ones mentioned above, not the current Ram trucks with 4500 and 5500 designations.

Anthony, I know you're not to interested into digging any further into this guy's wallet like you say, but how much is an engine harness in your neck of the woods? BTW, the part number is 3C3Z-12B637-BA for a 2003 F-series in case you're wondering.

I wonder if they're going to be available with manual transmissions. I find it very interesting that it's going to use the same transmission as an F-250. That'll be the first time in my lifetime that I've seen a 3/4 to 1 ton truck use the same powerplant in a truck with a 26,000 lb. GVWR.

Are you going to machine those brake rotors?