Fredsvt

The 4.3 oil leaks from the pan and front cover, and crankshaft sensor are very common. GM seems to still use rubber ribbon gaskets that swell up and allow oil to pass. Got used to doing Express vans with 4.3 oil pan gaskets at about 120k until the fleet we used to see went belly up. Check crank endplay on the V6. I've seen a bunch with destroyed thrust bearings with no other symptoms. The fixed orifice deal has been around w/ GM for about 10-12 years now.

Interesting, was that lower hose original GM? The ones I've done have been molded. Rarely see issues with them. Even on fleet vans with 300k on them. On SUVs and vans with rear heat, the plastic Y for both become extremely brittle around 150k. One touch the wrong way and they're done. .

On those G vans, you know, they NEVER have cooling system problems, why would you need a 20 cent drain plug? Yep, pull the lower hose and let the coolant flow all over the whole front of the van to drain. If replacing the rad, beware, many aftermarket rads have the lower fitting just a tiny bit bigger, so the hose starts, but you can't push it on all the way. The last one I had was a TYC rad, forget it. At least the aftermarket rads put a drain plug in them.

Update on Windows 10 so far. - Firefox has come out with 41.0b1 which is now made for Win 10, it's much faster and stops the odd behavior of windows losing the start menu and not being able to access taskbar programs. - there has been 2 more cumulative updates, that still require you to sit through restarts. You can't shut down the computer and come back later. A restart is the only way to install updates. A pain in the ass. - startup time from "off" is now even faster. On my desktop, a dell xps 8300 quad core I5, it's ready to use in 30 to 45 seconds. dual core I5 laptop 45 seconds to a minute. - if you were using core temp (processor core temp monitor) on some it will cause win 10 to lock solid on start, and require accessing safe mode to uninstall. My desktop did this, but the laptop runs it with no issues. - to access safe mode, you have to restart, either from the main screen or from the sign in screen, get to the point where you pick "restart" hold the shift key while you select "restart". You will come up with a menu to choose what you want. Do not "refresh" or "reset" windows unless you know what a mess that's going to make. - Edge seems more stable using PTS, I had no issues with it locking up yesterday when I accessed it on my laptop using Edge. The site does now warn me that I'm not using IE

I wonder what the shop owner will do with this pig. (it's shiny!) 2009 E450 cutaway school bus. 109k Fool just purchased it for his private fleet. I guess the 5 gallons of antifreeze behind the driver's seat wasn't a clue. Coolant blowing out the degas bottle, horrible smell of coolant and it looks like a space shuttle on acceleration. ECT EOT correlation codes, turbo under boost codes,FICM performance code, multiple cylinder contribution codes. Engine oil on stick smells badly burnt. Has uneven cranking cadence and runs rough for the first few seconds of hot running, then the rocket cloud when you gun it. It's been a week of vehicles that we are giving huge estimates on. Some are biting, good for a change.

So far on 4 PCs at home it's working well. Had issues with an all in one with a touch screen where it took 3 or 4 logouts then logins to get the screen to display the desktop. A regular desktop PC (Dell XPS 8300), no issues at all, so far, other than when it updated to the latest cumulative 10 update, the computer froze and I had to force it to shut down, then it completed the update. I don't like having to sit through updates, why it can't be like win 7 where it downloads and installs, as it shuts down. My laptop, well, it's a Dell Inspirion 17R with an Alps touchpad, with win7 I had to find an alternative driver for the pad, as it was unstable. Windows 10 has brought back the alps driver and I have issues with multiple button presses, and some skittishness with the pad. The cumulative update seems to have fixed the losing of the start menu after using the computer for a while. I lost the ability to print to the wireless HP I had installed a week prior in win 7, uninstalling the basic driver software and reinstalling seems to have fixed it, or so it seems, I lost the print spooler last night and had to restart the PC. I have yet to fathom why restarting takes forever, but a cold boot from a full shut down is less than a minute to usable. I have logged into our shop's access of fordinstallersupport.com (PTS) and have worked with it a bit. Using Edge. One issue, if you have a session logged in, and minimize to to use firefox, or something else, the next time you go back to Edge, it's locked up and pages are just white. I had to shut down the PC to get Edge to close. All 4 PCs took less than 1.5 hours to complete the upgrade.

As far as the cars go, they are only answerable to the NJ MVC inspections, which can be done privately, and if you pay the right people, anything passes. They skirt NJ DOT inspections on passenger vans and buses by registering them in Pennsylvania, and keeping their trip routing starting and ending there, rather than what they do do, which is keep the vehicles here in NJ and start and finish the runs in NJ. IF they ever got stopped by NJ State Police and they found out they were originating and ending in NJ. Oh, boy. I've tried with other vehicles to have them pulled, it hasn't worked. Last was a lunch wagon on an older F series. The frame was snapped in two ahead of the forward spring brackets. On both sides, only the body on the right, and the propane tanks (100lb) mounting bracket was holding the truck from splitting in two. I called both MVC and State Police. Nothing happened. The only way livery cars get pulled is IF they opt to use DOT to inspect, on a limousine, over 8 passenger is required DOT, under, not. Vans, over 10 people, DOT inspection is required. I've yet to see any of these things road-sided like troopers do to commercial trucks.

Already has.

Finally got work in, after a month of dead-ness and "part time" work. Got a supposed fleet moving in the building next door a car, van, bus service. Keith, any experience with State Shuttle? They're based out of Lake Hopatcong/Sparta area. So far, totally unimpressed with the first 4 POS vehicles they brought. 3 Town Cars and an E350. Two t/c have no a/c, one no brakes, pedal on floor and no rotor visible through wheel. E350 has no brakes and blown front wheel bearings so bad, wheels wobble on their way in, caliper bracket only thing holding wheel on. All have the cheapest Chinese "ling-long" tires. All so worn out and tired, they need to be put to pasture. Owner's are 2 blonde females, take that as you wish. "safety is our priority" says blonde number 1. COUGH! The Town Car I have has no a/c, with new compressor, new evaporator, NO orifice tube in it, but full charge. Ask for a look-see of the car with a service, 2 el-cheapo front wheel bearings (new) with 2-3 inches of play in each. Pinion seal blown, LR axle seal blown, 1" of mud in LR wheel from oil, brand new brakes on LR destroyed from oil, caliper slides and piston boot swollen up from oil and appears it caught fire at once point melting some other parts back there. And a whole host of other minor stuff such as missing SRS airbags, disconnected seat sensors, bad cats, broken dash buttons for cluster, bad TPMS sensors. We're told, "we want the a/c to work"; "change the oil, leave the rest alone". Quote from "manager" in Sparta. "We use these cars to make money, not to spend it" Ok. This is going to go over well.

Finished up on Friday: a 2005 F250 5.4 3 valve engine replacement. Engine was in its death throes. Trashed thrust bearings, blown rear main, bank 2 not contributing and wiped cam bearing surfaces. Beat on fleet truck. Also took care of rear brakes, rotted backing plates, rotors and calipers. It will be coming back for a trans pan (rot), ball joints, spring towers and tie rod ends.

This particular ambulance has a separate electrical system for the body, with a shut off master switch on the inside of the driver's seat base. The wheelchair vans only have additional interior lamps and a step well light. I had no codes related to the shift interlock. It did have all codes for tire pressure sensors, and none for keyless entry that I can recall. The display in the cluster had a warning related to the TPMS system. Data stream showed learned keyless transmitters, and tire sensors. It wouldn't "see" them. When I hooked up the IDS, I did PMI, which it seemed to kick out of? (I'm not 100% using all IDS functions yet) and immediately went to Ford's server to get a rather long list of files it wanted for the SJB. It asked me if i was ready to replace it, it did a very fast read of the old SJB then told me to replace it. I did, IDS programmed it and immediately the shift lock worked, so I continued on and everything was fine. I've replaced a few clusters before, and those were really fast doing a PMI in comparison. I don't like where the SJB is, on the E, the ambulance drivers tend to kick them with their feet.

Gentlemen, We work on a fleet of ambulances and ambulets (handi-wheelchair vans). We've been seeing a rash of SJB failures. So far the most common issue has been loss of TPMS, it won't read the sensors, and the Keyless entry quits at the same time. I am unable to train or re train the sensors or remotes, even when the info is in the SJB by looking at data stream. The most recent, had both systems out, the customer took it to use, and three days later, the shifter interlock quit. Couldn't get it out of park without pulling knee panel and pulling release pin manually. The SJB provides power to the interlock solenoid. It's gotten much worse as the weather is cold, regarding the rate of failures we're seeing. Replacing the SJB and programming with IDS fixes it. Also, if you're seeing issues with Handi-vans and shift interlock and/or inoperable wheelchair lifts the Intermotive interlock ECUs are now having cold weather issues. They lose connection to the van's network.. Getting one is a joy. Sorry, I forgot, these are 2010-2012 model years, 4.6 and 5.4 gas.

Wow, I haven't seen 7.3 injector o-rings that bad in quite some time. At least not since a few early 95, 96 models that were fairly low mileage prior to the upgraded rings Ford started selling. I wonder if those injectors were out before and someone put on Dipaco o-rings? Don't ask me how I know that one..... (less expensive, doesn't mean better)

Today an almost antique. 1997 F350 crew cab, 4x4. 7.3 auto. 54,000 miles, all original, no rust anywhere. Guy just bought it from a friend's widow. PM service. Found fuel filter housing leaking from rot due to who knows what sitting in the bottom of the housing for so long. New housing, all the fuel lines to the tandem pump and off it goes. He keeps getting begged by people to sell it. Looks near showroom.

hi matt the '01 has no returns from the heads to the fuel bowl, so the oil that crosses over rarely makes it back to the bowl if the orings or injectors have an issue, at least from what I've seen. a customer of ours with an '02 had a similar issue for a while, usually a gallon plus gone in 3,000 miles. Issue started at around 100k. Only indication was dark blue smoke showing on cold starts and extended idle hot. At around 130k, it gelled the fuel during winter, and starved injectors. It was very difficult to cold start below 40F after. He opted for a new set, oil consumption gone and it starts great now. As a side note the old injectors, the orings weren't excessively worn or damaged.

only thing this week of any merit, 2002 K3500 crew cab dually duramax, replacing all brake lines and fuel supply and return lines plus fuel cooler. Also doing rear brake hoses, metal rotted, and engine fan drive for loose bearing. Only 50,000 miles on it. GM knows of these POS lines they use, they now sell complete set of pre-bent coated lines for $153 list (I see a major recall coming). Fuel line set are $250 list, and they use 1/2" feed, 3/8" return and come with all holders and hardware. The stupid flex lines to the sender are more than twice as expensive as the whole line set. told customer 6 months ago they were rotten. they declined work, had another shop "certify" it safe. She blew a brake line with 6 people and her 8 horse trailer on it in rural Maine 3 weeks ago. We've probably done two dozen or more 1999-2005 GM truck brake lines and fuel lines. Now that GM sells them inline tube is sure going to lose some sales.

Ours never got to leak. 250k was 2 years, and "tune up time" plugs were never really worn, but the distributor bearing would be gone and all 3 seals, w/p drive, distributor drive and front hub seal would be leaking, which soaked the ignition wires, and the misfires were there. Never had to open one up, and a small handful had broken exhaust manifold bolts. At around 700k cold engine piston slap was quite pronounced, but they kept on going. With the pathetic 2,29 gears they still got up and moved rather well for a whale.

I had the joy of working at a Limo company early on in my career. 4100 cadillacs (100 of them) in STRETCH limos. Using thousands of GM coolant cookies to seal the POS freestanding iron liner's o rings to keep coolant out of the crankcase. Then the eventual engine knock and seizure from liner and block shifting. 5.7 diesels in buicks and cadillac sedans (300 of those), injection pumps about once a week, head gaskets every other month, oil leaks like the Valdez, blocks breaking since they are the open web main bearing saddle Olds 350 gasser block. 4.3 diesels in FWD Buick Park Aves with the early 440t4 auto. they vibrated so bad we had shelves of accessory brackets for them, the transmissions were velcro'd in as they had to be changed so much. We had several Lincoln stretch limos with 5.0 throttle body injected engines, what a total nightmare they were. We also had 200 Merc GMQ, with 5.0, 1987-1988, most made it well over 1.2 million miles on original engine and trans barring driver idiocy. As time went by, we got many 4.6 Lincoln/Merc/Ford sedans. What a revelation, reliable, but slow, until around 350k miles and we'd have to do valve stem seals on 1991-1994, after 1995, we never had to do another set of stem seals. Most of those cars made it 900k easy. In 1994 the owner went with Buick Roadmaster with the 5.7 LT1 reverse flow cooling engine. Power! Other than the hideous distributor and ignition wire setup, they were very reliable. The interiors fell apart though, nothing unusual for a GM.

The engines in the Sprinter and 1500 only share similar displacement. They may look sort of the same, one's the VM the other a Benz diesel. The Benz, you probably won't hear when it's running. Wait till the oil cooler seals start leaking on the Benz motor. What a mess.

VM Motori, an Italian company who's supplied Fiat (and owned by) with diesels for quite some time.

Silly question: I was looking at the WSM for both the US version of the 3.2 vs the Euro version. Why would they eliminate the centrifugal oil filter in the valve cover that the Euro version uses, or did I just miss it? With that tiny looking main oil filter, what's the US change interval? From watching some GB auto shows and other Euro stuff, the 3.2 is very popular. Especially in the new Ranger and Everest we don't get. WHY? I think it would sell like crazy here.

IF the VM Motori engine proves reliable, and Dodge + reliability are not normally said together, I wonder if it has the godawful MB trans behind it? The engine hasn't gotten the best reviews in the Grand Cherokee as it's NVH isn't really great, but in a truck, maybe the "diesel-ness" will be better accepted.

A bad Chrysler PCM, no it can't be! Is the engine out of a 2001? Those years of Chryslers changed PCM types, as well as the way the ckp/cmp patterns read, you can't just swap in a used or reman motor. Years 2001, 2002, and 2003 and up of the 2.0 are all different.

From this week and into next: '03 Hummer H2, Idler arm, steering box (locknut rotted off, pitman arm loosened and destroyed splines), RF wheel bearing with about 8" of play at tire, front pads and rotors (completely rotted). Customer declined on steel rear brakes, and LF window glass (all inside door). '05 Toyota Sienna, almost melt down, radiator, melted t-stat, melted water pump seals, timing belt, associated pulleys and tensioner. It lived. '05 Lexus RX330, rack and pinion, timing belt, 4 wheel brakes and rotors on steel, 4 bald and belt-shifted tires. '99 F350 dually 7.3 2wd, 3 out of 4 brakes nearly locked on, LF rotor, 2 front calipers, hoses, loaded rear calipers, rotors and hoses. '01 F250 7.3 4x4, stuck on rear brakes, rotors, loaded calipers and hoses. Front shocks. PM. '10 E350 ambulance, 6.0, no ICP while cranking when hot. '10 E350 ambulance, 6.0, still no trans for it yet. Nasty old 1999 B1500 Dodge van, complete front end, 4 ball joint, all steering linkage. Several early '00 Honda Accords and Odysseys with check engine lights. Finally have some work.

We've seen the price of energy overall is what seems to drive the repair it all, repair a little or patch it up deals. When gas drops a bit, more come in looking to do work. The oil companies are in collusion with this regime in power, there has never been any explanation given to why gas/diesel prices doubled just after the 2008 election. It makes one wonder WHO else is making money on this. The barrel price of oil is still hovering at 100 to 105. After 9-11, when the price went up to 146/barrel we were no where near the prices we're at now. I was in Winnipeg, MB during the attacks, when I crossed the border 2 days later, seeing prices of 2.56 in ND was shocking, hitting Chicago it was at a gouging $4.50 to $5.50. Watch what happens when the new EPA regs come into full effect, watch electricity prices go insane.