Aaron

Hey guys sorry for the delay in reply. It's an L series, yeah. The retainer that holds the engine harness up on the back of the cylinder head at the very back broke, and the harness fell down onto the exhaust manifold. I couldn't see it because I wasn't able to climb my crippled ass up into the engine compartment to see back there. Even less fun to repair. LOL.

Parts even available yet? That BFCF or BECF plate worries me... Indicates to me it wasn't plated that long ago... Which possibly means it wasn't safetied all that long ago... Howkd that get missed? Lol That shit would sit outside till I had the fresh axle in my grubby little paws. Ford can't keep rotors and pads in stock for a flex... And that's a new vehicle!

Thanks for this info guys. That little tab can be mighty brittle sometimes.

I know its still a little early in the game for numbers yet, but I had a customer in the other day who is a 6.7 owner, and he was concerned with the effect this campaign has on fuel economy/urea usage, if any at all. Any real-world reports from anyone yet guys? I think his primary concern is the fact that he is averaging around 700 km a tank, and likely would like for it to stay there, or improve. Thanks in advance guys!

Ahhhh... That explains the lack of power I noted then, too.

Initially I was looking towards that o-ring based on my horrific air leak. But when I noticed cycling the IPR didn't seem to change it much, I kept digging.

FICM failures seem to be pretty rare on vans, from what I have seen. Especially on something this new. Think it might have something to do with it being located away from the engine heat.

Keith I remember that discussion as well. Brandon -- what's the concern? Setting a MIL? Hard start? Is the FICM on the new body style econo in the same place as the early ones?

Man there must have been some weird star alignment this week for sure. I had the same damn thing happen, but the original HPOP was replaced for a no start. I had about 50 psi ICP. Ended up having the IPR screen blown out and jammed between the regulator piston and the bore. I air checked it and when I aired it up from the ICP port it was blowing out of the turbo drain as fast as it was going in. Weird because for the most part whenever I have seen an IPR fail, I get more than 50 psi... I think the last couple I did (now keep in mind these were later models with the aluminum cover and I would assume a different relief path for the oil to bypass the regulator) made over 200 psi. 274 or something. I only remember because it was TWO different trucks, and they made the EXACT same pressure.

I saw that post on InFord, I meant to go back and see what the fix was. Thx for the update. See something new on these heaps every day.

Never thought of that. Good point

I saw the TSB yesterday, no mention of additive or anything, but I gave it a quick skim. Long and short of it, it says don't compare it to another unit, because they may be different, and don't try and fix it. It then goes on to mention that everyone else's engine makes this noise, so its okay that this one does too. I'm not sure the severity or intensity of this noise, I haven't heard any 6.7's that make any noise at all.

BRS-170 is the updated seal. The basic number is 1S175. The seal is installed using a suitable tool I use a 3/4" diameter brass drift and to fully seat the seal after I start it using a 4" or so diameter to get the seal started in the bore. Drive the seal in around the outer diameter with the drift until it bottoms out. The seal I believe actually comes with some install instructions in the bag. I use some emery cloth to clean the rust and shit off the axle before I put it back in, and put some grease on the contact surface of the seal itself before it all goes together. Make sure you change the rest of the hub seals and junk too!

I believe they want it looked at, the two lights, because that is the hinging point for it to sell, I think. It is the 6 cyl. I was tending to agree with you on the tech2 thing. I was just throwing this out to see if there were any silver bullets out there. I haven't worked on any off brand stuff in a while, so I haven't been keeping up with the aftermarket publications. I realize the odd time when I have a situation like this, how great it is to have a position at a dealer where we have all the proper scan tools, diagnostic tools and publications that are required to fix it right the first time. Especially when it comes to network concerns. Thanks Fred!

I have this for our UCD. Airbag light on, "Service" (wrench) lamp on. Only code I can get out of ANYTHING is U1000, and I can only get that from the BCM. Can't communicate with the PCM on an engine/trans level with the snap-on red-brick scanner. Anyone good with these things? Thanks guys!

It's one of those flaming bags again! DON'T PUT IT OUT WITH YOUR BOOTS TED! Which end ya want first?

I agree.

Why does healthcare in the US cost so much? Because it's WORTH it.

I've seen a few of 'em with the rod off and the butterfly jammed open up here... Coldest we see is MAYBE 0 - 10 F

(Hopefully you guys have CIL paint in the states, and that comment makes sense...)

Each component is dipped in paint, then the entire assembly, AFTER all the hot parts (turbo, exhaust manifolds, up-pipes, etc.) to ensure a quality seal, as well as a quality rebuild by CIL.

How much 'flop-about' do you see with the trans out and the engine running?

I'll take a copy to big_angry_hillbilly@yahoo.ca if it's not too much trouble, Keith. Thanks in advance, sir.

Unreal... You gotta think the guys assembling this stuff at the origin are just chuckling away to themselves... "Wait 'till someone's gotta take THIS apart!"