Fredsvt

The 6.4 I did around Labor Day was in an '08, 400k. It broke that rubber elbow at the drain by the pan rail for the oil/vapor separator, and it pumped out 11 quarts of oil. Owner kept driving it hard in the Poconos with a trailer, saying it was "loud" but seemed to have power. Actually was my first cab pull, wasn't as bad as I thought, and every cab bolt came out fairly easy, I doubt it was its first pull. Finished a complete fuel system today in a '16 F250, owner put 5 gals of DEF in less than an eighth of a tank of fuel, drove it home, it ran poor, then tried to start it the next day. I never tried to start it, it sat for 3 weeks waiting for insurance approvals. HP pump locked up tight.

I wish you luck in not seeing for any warranty stuff. I've had poor luck with Jasper anything. I have a Jasper trans to put in a heavily modded/deleted 6.7 Ram next week. How did your 6.7 start, like they "live ran" or like it was never run? I did a 6.4 complete assembly in a 2008 just prior to Labor day, Ford FQR, no issues. On initial start, I cycled key twice, it fired fast and smooth.

4.71 regular, 6.29 diesel

I switched jobs,(indy) due to the shop I worked for for 23 years closing in late June. It wasn't unexpected. I moved to a shop in the same town as the old one, a much, much more busy, and definitely better run shop. We were 5 guys, one guy went out on disability (neck surgery) and may or may not return. We need at least 2 or 3 more guys. Since I started, we're booked out 5 weeks. Next month, we lose another guy who's retiring. Even finding younger guys, for tires, oil changes, alignments and simple stuff seems to be proving difficult.

I've learned, that anything is possible with enough will and stupidity.

I guess I don't feel so bad. The last beast I had, it recently had new everything brake-wise put on it in the rear elsewhere, the hub seals let go and ruined all that. Why can't they make bolts that last more than 1 time use, it's getting ridiculous. 2 bad ball joints and tie rod ends. Needed plugs and 1 coil, that turned into 3 coils as the inserts in the right valve cover spun on the rotted bolts (3.5). and the coils that didn't were so welded to the plugs had to basically rip them out with channel lock pliers. While doing the valve cover, the cam sensor bolts snapped right off, and I had to collapse the vct solenoid seals to prevent from destroying the solenoids. Prior van, 3.7 coolant turned to jelly, ruined the trans and oil coolers as they were completely restricted with that crap. Did the rad. WTF, can they NOT make them come out the bottom? Changed it to the neon pee colored coolant. Both vans barely over 100k. Oh, and another rant, what asshat engineer decided the "prongs" on the hood hinges were needed. I put two good sized lumps on my head trying to reach into the engine compartment around that stupid hvac air inlet. UGH.

Our shop now has a customer with a fleet of these fine vehicles, all gas, mix of both turbo and non turbo. Is it common, to have jobs on these things "blow up" into bigger than you would normally expect? It seems every time I get into one of these, for even minor things, stuff goes sideways.

The owner of the shop I work at decided to close up, at what looks like a minimum of weeks. No calls came in last week, other than vehicles, that thankfully were fairly big jobs that we could finish. Our local Ford store says parts availability is/was going to be difficult after Weds of last week. Every dealership we buy parts from was completely dead, both sales and service. Getting parts in barely a half hour from some was nice, but scary. I found myself some stuff to do at home, my home garage seems to have become somewhat infested with rodents, started the emptying, cleaning, culling of junk and putting things back today. Hopefully the talk of offering small businesses forgivable monthly grants/loans goes thru, or staying on unemployment may become more permanent.

As of tomorrow it should be very quiet on the roads, as NJ government is going mostly remote work, and Monmouth County is doing the same. I drive a route that's very busy for both county workers and state. This past weekend, no store within 10 miles of me had paper products, cleaning products, bread, meat and of all things ,pet food. Work has picked up from totally dead to just plain dead, a little work has come in the door as people not going to work are doing some basic stuff, nothing expensive though. Hopefully, I'll be able to keep working, as long as Mr Ed (the governor) doesn't flap his lips about a complete shut down. I'm sure when it's over, he'll figure out a way to get a bigger feed bag on his head at our expense (taxes).

Stupidity isn't just a union issue, I'm no union fan, but stupid seems to be contagious these days. I'm honestly surprised about NJNG as their headquarters are about 3 miles from our shop. I see them doing some kinds of work on their trucks in the garage there, but I guess not enough. The enviro company I see routinely, they had a guy that handled the fleet, and went through ARI (sometimes good, and bad). They let him go, and the trucks are going anywhere if anywhere, they nearly have to die before they get even a regular service. For that fleet, the intervals are set by ARI at 3 mo/4k, regardless of engine, vehicle and usage. Not that we see them on time/mileage. We are forbidden to do any trans/transfer case or axle fluid changes, even on 6.7 trucks running severely overweight and over driven (fast). Spark plug changes are forbidden unless they cause a driveability issue, and ONLY the affected cylinder. Their reasoning is, if the vehicles makes it to 200k, they dispose of it anyway. All of their ecoboost 3.5 F150s are gone prematurely, due to turbo failures and oil and coolant leaks, from the excessive hours. Repairs on them were refused by ARI or the company. The '15 F150 I mentioned the hours on, it came in with "no heat and excessive blower motor noise". Well, no coolant, and the radiator fans at hurricane force do tend to be noisy. Had it not been cold, the driver would have kept going. These are the same dolts that are GIVEN a code reader/clearer, when a check engine light causes a de-rate, they repeatedly clear the codes to keep the trucks moving. A few years ago, they had 4 utility body F350s, 6.4, guy came in, with it coding cooling system performance, and leaking rad. He couldn't leave it, I filled it, he went up the turnpike clearing codes as it derated, after about half a dozen clearings, the motor let go, rather spectacularly. They blew the motors in the other 3, for various reasons, all clearing codes with their "readers". I'm sure we pay for this, when the gov't foots the bills for clean ups.

Keith, it's not just utility fleets. Environmental companies that do a lot of water sampling, just got a 2015 F150 3.5 non-turbo, just over 100k on the odo, 7700 total hrs, 4700 idle hours. Also, some DIY customers are just plain, well, ignorant. Just finished brakes on a 2012 F150 5.0, owner complained of "oil leak". No leak, when he changed filter in December, he never attempted to clean around the filter, not that it's easy, so there's oil all over the rack, frt diff and forward cross member. But, the biggie, I just added 4.5 quarts of oil to the motor. When asked how much oil he puts in it at changes, he states, "5 like all V8s take". UGH.

And off it goes, what a waste of time. The owner, when she bought her fleet signed Fidelity warranty paperwork. All were in her name. And so...when we called to start a claim, the warranty was invalid because the van has commercial plates and lettering/wrapping. Needless to say, after way too many emails, phone calls and hysterics, my boss decided he didn't want to be in the middle of such a cluster. It should be getting towed to the selling dealer who says they can correct the issue with the warranty. After filling it with oil, and running it afterward, it started smoking incredibly bad. Still zero boost and rocks in a blender noise coming out of left side turbo.

thanks!

Hi everyone, If someone could possibly help as our labor guide is incomplete for this vehicle. I need some times for the following: Left turbo R&R RIght turbo R&R Long block replacement with transfer, or if an ecoboost 3.5 comes with turbos, haven't gotten that far as to ask our Ford parts guy. I'm assuming, the drivetrain drops out the bottom? Catalyst replacement. Back story: customer is clueless when it comes to her fleet, oil changes are neglected. Van has 94k, MIL illuminated, no power. Left turbo came apart, probable turbine in cat, was able to get inlet duct off turbo, turn it and it's done, hitting housing, compressor wheel extremely loose. Right turbo is seized. Was 3 qts low on oil, oil is thick black tar, sludge in valve cover. I'm guessing turbo feed filters have plugged with debris and starved them. Adding 3 qts of oil, the smell of oil coming out the exhaust is obvious, but no smoke. My opinion is there's no point to try and put turbos on it, since the feed filters will clog with the crap floating around the engine, and how long before it has timing chain issues, I'm sure isn't far away.

I'm guessing these are quite a high failure rate item? Had one with confusing issue, where it would derate, and run on 3 cylinders, with only a U401:68, invalid data received from PCM in the ABS module No data would show that the TB was having an issue, things were pointing to the APP sensor. Changed TB based on what our local Ford store said, and the customer was willing to take a stab. It fixed it. I took apart the old one, and found the case for the TPS/motor and gears filled with motor oil. I'm guessing the seal (if there is one) on the throttle shaft went bad, and allowed boost to blow engine oil into the housing. I'd estimate about 3-4 oz of oil came out of the case after I loosened the screws.

I have a DS808, works very well. They were originally near clones of factory tools in the way they operated. They have since changed them a bit, so you have to really look around through various menus to do what you need. Such as clearing KAM, it's nowhere near powertrain or PCM. It's in another menu entirely. Autel has an adapter harness to jump SGM on Frysler. It does require accessing it though, on trucks it doesn't seem too bad, no idea on other models.

Second vehicle with this issue, in a short period of time, other was a 2008 F250 with a 5.4 3v. Just about every code for the ETC was spit out by this, check engine light, wrench light, engine would race, then drop two cylinders and chug at around 1100 rpm. Looking at scan data, throttle opening at idle was 91%, all APP values were zero, TPS values were also zero. I started by following diag for TPS at throttle body, once I verified reference voltage at throttle body and wiring to PCM checked out ok. I left throttle body unplugged and noticed, I have APP voltage values on scan again. Plug it in, dead. It seems the throttle body was pulling the 5v ref for the APP and the throttle down. Ordered new throttle body, getting argument from our Ford parts guy that he's never sold one. Opened up the old one, and found 1 line to TPS "rotted". Pins going into connector clean and tight, since the location of the TPS and throttle body place it right in the line of crap flowing through the radiator and up under the hood, the weather-proofing appears to have failed. Same thing I found on the 5.4 I mentioned at the beginning, the cowl was dripping right down on the throttle body, causing the insides of the assembly to completely rust and corrode badly.

Looking for some input on this truck, 2012 F350 4x4 srw, supercab, 6.2 gas, stock, 310k on it. Has cooper all terrains, not off road tires on it, stock size. Customer said he nearly hit a guardrail when it started a death wobble, and it wasn't the first time the truck has done it to him. It was at another shop, and he claims to have spent thousands on the front end trying to stop this. I didn't see anything "new". On test drive it didn't wobble, but it had poor, very poor wheel control, bigger bumps would have it changing lanes as it would just judder all over the place. Steering wheel never oscillated. Tire pressures were 65f 75r. I did raise the fronts to 75. Found the following, original front and rear shocks, aftermarket steering stabilizer, that was dead. Right outer lower tie rod end shot play at LF wheel was nearly 2 inches. Also found frozen LR caliper and burned up pads on that wheel. Track bar ball joint was tight, I couldn't get it to move and the bushing had no side to side play, a small amount fore and aft. All bushings in the large trailing arms looked good, no cracks, no excessive movement. Customer authorized all work, after finishing work, it drove much better, I didn't have any wheel oscillation and the wheel control over the same bumps was vastly improved. Should this thing return, what else should I be looking at?

Interesting. Did they go after Toyota who has been using the same thing for several years now on a few different engines, but mainly the 3.5 2GR V6?

Only thing I've seen that's common to those years is the connectors/pins going to the tipm. They aren't weather sealed well, if at all. Green death is often found.

The pump didn't shear the drive off the cam? By the look of it in SI it's part of the cam and not replaceable. Recently did a Land Rover LR2 (2.0 ecoboost), snapped the pump drive right off the camshaft. Had to spin out the broken end and get a drive for a same year 2.0 ecoboost Escape. LR dealers in our area don't deal with aftermarket shops. The pump for the 2.0 also doesn't come with the seal. Same issue.

Zero failures with them on the main fleet we service, 08-17 F250 to F550 both gas and diesel, all run severely overloaded and put away wet. Owner of company that runs them disallows fluid changes on them via the management company that handles their maintenance-ish.

Ford and Volkswagen could announce an alliance during Detroit

Rain? Come have some. Today, nearly 10 inches in 5 hours. Needless to say, down by where I work, it was an absolute mess. Very localized. GSP washed away at exit 91, tons of local roads and highways closed. Amazingly, we kept power all day. Test driving through flooded roads on our usual test drive loop. Stopping at an intersection on my way back, across is an office park, out comes a UPS truck, water as deep as its headlights. And the rain was still coming down.

After the past two weeks I wish I could have built-in body air conditioning. I truly despise humidity....