mchan68

What is the benefit to investing in one, over and above the existing VCM2?

It's only been me and an apprentice for last week and this week, as well as God only knows how many more weeks at my dealership, out of a shop that normally has eleven more techs working.

Interesting that you mention something to do with parts. I heard rumors that Ford may shut down our main parts distribution center temporarily. If that happens, our dealership and I'm sure others may also have to shut down temporarily. We have already reduced our business hours temporarily until further notice but that can also change very quickly depending on how things go.

Well then..... I guess frequent expensive repairs and the financial consequences of using a vehicle well beyond it's rated capabilities, should God forbid an accident occur IS in the budget? As long as that becomes a THEM problem and not a YOU problem is all that matters.

The owner of this truck should be going into cardiac arrest, when he gets his bill for what you're hooping him for labor. If not, you're not charging high enough!

Just for S's and G's what has that vehicle been repurposed to? I'm going to go out on a limb and assume whatever it is, it's definitely a lot heavier than potato chips judging by your post-repair road test post. That said, either you or the service advisor should be cautioning the owner on overloading the vehicle. You don't want any liability coming back to you in any way.

That truck was very likely a former Hostess/Lays potato chip delivery truck. I remember seeing quite a few trucks like that, of that era. Apparently Ford gave them the green light to extend the wheelbase of those trucks in order to be able to accommodate that size of box to be installed. The reason for this being a full load of potato chips would still be within the GVWR limits for that truck. What really wasn't thought out very well, was the effects of the added mass of that modification, not to mention what the vehicle would end up being used for once out of service and into the hands of the second owner.

I don't disassemble the coolant hoses and wiring harnesses anymore. I just "flip" them all over the transmission side as soon as I have the engine/trans combo dropped. For the hours that this job pays, I've lost patience with wasting time trying to figure where everything goes. The biggest bullshit is getting our parts department to order the multiple page long list of hardware taking even the most seasoned veteran of parts guys three hours to fill!!! That's not to mention the warranty administrator going over the list with you AFTER the job is completed!!! I'm sure you guys have already seen this, but I just top up the coolant on all the 1.5 Escapes coming in for M2s without saying a word because I sure as hell am not motivated to do too many more these. I'd rather do an engine replacement on a 6.0L F-Series, believe it or not.

Just curious. How many of you guys have had the pleasure (DISpleasure???) of short-blocking these 1.5L Escapes? What are your thoughts? I've already done a few, and currently doing another one right now, and I have to say it sure is a lot of work for what it pays.

Customer ended up taking it. Couldn't leave the truck for an indefinite ETA for the part. This one was corroded so bad it may even need a new starter as well.

The vehicle referenced in the post is stated as a 2019 model year, which means it's likely a 6.7L Powerstroke, not a Cummins which I believe the last model year is offered on 2015.

And what would be the logistics involved with purchasing it through Summit Racing and submitting the claim as a warrantable repair, as far as having Ford pay the claim?

Look at that price too. The issue we have, is the particular vehicle in question is well within warranty coverage for replacement of that part, and simply purchasing that part from an outside source that has it in stock as opposed to ordering it through the normal channels will not fly with Ford warranty. My service advisor and I are having a discussion about just band aiding it on the customer's dime just to get him mobile again. The point being, WE SHOULDN'T HAVE TO.

Is anyone else experiencing an extreme shortage of the main battery cable harness for 2011 to 2016 F-250 to F-550 6.7L trucks? I just tried to put in a unit down request for one and the response my parts manager received was to refer to bulletin 7207 for an alternate repair. I have thus far been unable to locate such a bulletin. It seems there are a lot of issues that have happened on these trucks that come back to circuits contained within that harness from the ever so common alternator B+ circuit, along the A/C pressure switch circuit just to name a couple that are contained in that very harness.

Hi guys. I haven't really needed much assistance with diesel Transits much, but this one does have me scratching my head a bit. Unit is a 2015 with about 161,000 kms. (about 100,000 miles). I already replaced the EGR cooler on it awhile back. According to OASIS, two other dealers have already replaced EGR bypass solenoids on it. On the pinpoint test, I get 12 volts at key-on engine-OFF on the one pin, and zero ohms on the other pin and pin 39 of the PCM connector. I get an OL between the pins of the component (where the test asks if it's between 10 and 40 ohms). So am I about to become the third dealer needing to replace the EGR solenoid? How about the P2539? The fuel pump seems to be working and the relay tests out fine. The customer complaint is the check engine light, and it shakes upon engine shutdown.

You know Keith, you're not the first one I've heard that from. Having said that, I may actually attempt an engine removal by that method, should God forbid I ever end up with one in my bay needing one. The only issue I foresee is the lack of space in my shop, so I may end up needing to temporarily roll the van back to give me the needed room for the cherry picker to get into that space.

You should count your blessings it was towed away. These vans are not fun to work on at all.

If you choose to come out the bottom, be prepared to do a lot of screaming and swearing when you attempt to remove those seized crossmember bolts. You may want to quote a set of lower control arms too, if you end up needing to cut those off with the torch to get the crossmember bolts out.

I just went through MONUMENTAL grief working on a high mileage 2016 with the 3.5L EcoTURD like you. Don't even bother with intake gaskets. Get the whole damn intake itself, along with the coolant crossover tube that sits under the intake at the back of the engine between both cylinder heads. The price of those two components equates to far less than two hours of your hourly door labour rate, which it'll take you far more than, when you attempt to remove any of those seized fasteners. If I have time, I'll see what I can dig up for you.

It's amazing sometimes how quickly manufacturers will make eleventh hour decisions or changes when public pressure comes into play. Look at the Ford Probe. THAT car was destined to become the new Mustang at the time, before it's release for those of you old enough to remember. Well, apparently news of this didn't sit well with Mustang enthusiasts all over, so Ford listened and out came the '87 to '93 generation that sold like hot cakes. And look at how the Probe turned out. Can you imagine imagine, the outcome if Ford had actually followed through with that plan? If so, I would have predicted a monumental failure, worse than the '74 to '78 generation. I'm in the same camp as those who feel a different moniker would better suit the upcoming all electric SUV.

Now that you mention it, I vaguely recalled seeing a classic Volkswagen Beetle from the '60s era fully restored, but powered by an all electric motor floating around somewhere. The job was done so cleanly, right down to the last detail where the factory original fuel filler houses the universal charging port as though it came that way from new. I'm not sure what to make of it, but I'm sure some purists aren't too receptive to it. I thought it was pretty cool personally.

This Ford F-450 May Be The First Tesla-Powered Pickup Truck Ever

What's the deal with these? Is there some kind of change up in progress that's making them unavailable for now?

First two PIDs checked. Both reading correctly. Factory tune. Customer took it, and will return if the symptom becomes more consistent.

I have one here, an '08 E-450 that has had numerous repairs to it before it landed on my doorstep. A brief 'history' of repairs it has had with me is all injectors on bank #2 to repair a previously hacked up injector pass through connector to the rocker box as well as a high pressure oil leak for a blown out top d-ring on another, as well as the heater hose that someone else repaired with worm clamps, and then a main engine harness due to multiple plugs hacked up and wires misrouted. The truck apparently ran fine for a while in service (moving company). Now it's been back a couple of times with a complaint of intermittent stalling with a 'wrench' light, but will restart and run and drive with no problems. DTCs are as they appear below, and they are CMDTCs. On-demand tests pass. I can't seem to duplicate concern. The only thing untoward to me, is an aftermarket ICP sensor but the ICP volts are within specs when viewed on datalogger along with other PIDs. Really unsure where to go with this. Customer has already dumped way more money into this than it's worth, as you can imagine. ADDED: EGR valve was replaced just a week ago, and the EGR VP reading is high at 1.22 volts but that's obviously not the cause of the issue. I'm leaning towards a v-ref short concern by the sounds of things. The question is WHERE? Is there anywhere else on an E-Series 6.0L that's outside of the engine harness that is common for a short. It's been a while since I've had to dig into an E-Series 6.0 and I don't miss it one bit!!!