Clark

Thanks for the input guys. One interesting thing I found after looking deeper into the OE Spectrums, is that the "Limited Lifetime" warranty actually covers struts being worn out for the original purchaser. Not a small thing to overlook if you're trying to sell a customer on a new set. http://monroe-px.rtrk.com/en-US/resource-center/limited-lifetime-warranty/ http://monroe-px.rtrk.com/downloads/warranty/warranty_claim_en.pdf All 3 listed a lifetime warranty, which I assumed was the usual "defects in craftsmanship" warranty, which I now verified for the KYB's. I cannot seem to find any specific strut warranty info for Motorcraft, other then the standard 2 year warranty. The plan right now is to use this car for another 3-4 years, so this warranty is probably what's going to put me over the top for the OE Spectrums. Maybe I'll throw a fresh set in right before it gets a for sale sign in the windshield. In hindsight, this probably should have gone in the Parts forum.

Hey guys, my wifes 2008 Taurus AWD is about to hit 150k and is in need of new tires. The car is long paid for and still in great shape, so Id like to spend some money while Im in there. There's not a lot of strut options for a 2008 Taurus, but the 3 "higher quality" ones I've found are Motorcraft, Monroe OE Spectrum, and KYB. I've used cheaper Monroes in the past and didn't have good luck with them lasting past a few months, but I've never used the OE Spectrums. My gut would say that the Motorcrafts would be the highest quality/longest lasting, but I bought some higher priced GM shocks in the past that also did not live long. Price between the 3 is close enough that its not a factor. Just looking for any customer reviews/complaints or personal experiences that you may have had over the years to help me make a decision! Also, I was told the front strut mounts got replaced on this car about 80,000 miles ago right before I bought it. From what I understand its fairly common on these, and I believe I'm starting to hear the same clunk again. My sister had a similar noise and same problem on her 2011 Explorer. Any input on the quality of the Motorcraft strut mounts vs aftermarket? Have there been any updates to try and help this issue?

Thanks a bunch! We discussed regreasing it with the xg-8 but decided against it. Kind of a long story... Put the new shaft in today and everything is smooth again!

Wow, I feel like a jackass. That's my wife's car. Must have grabbed the wrong sticky note. Doh! How about we try 1ftfw1ef0bkd26268. Just trying to help a guy out, thanks again.

Good afternoon gentleman. I don't want to be 'that guy', but I'm back over here to try and verify the Ford part number for a new driveshaft. The only info the ford parts website will give me is '4r602', which doesn't appear to be the complete number. For whatever reason, I can't seem to get ahold of a dealer that is willing to give me the full part number. VIN is 1fahp27w88g146529 I'm replacing the driveshaft to try and fix a slip yoke bump. I'm told there was an update to the slip yoke, but the shaft is coming from an used car salesman, so I just want to verify that he's giving me the correct, updated part. No part in my hands yet. Also, if anyone would be willing to see if this pickups had any warranty work done I would greatly appreciate it. Thanks in advance!

After a pretty long process, i made the decision that flat rate just wasn't the move for me right now. I found a job a a nice independent truck shop. Pay is right where I want to be, benefits are... meh, but it's an independent atmosphere and I think I'm going to like it! I appreciate everything! Good luck to all of you!

No worries man, they've got calipers and parts washers and stuff...http://www.enginetechmachining.com/about/equipment/

Well gentleman, the offer was made. The shop is great, the company seems great, the benefits are actually quite good, but holy crap the base hourly rate sucks! Crazy confusing incentive plan or not, I think I understand why their looking for techs. I spoke with the service and HR managers and the base pay is non-negotiable unless I flat out turn down the offer, then they might reconsider. I want to move, and I knew I'd take a pay cut, but damn, I didn't think it'd be 40%.

Glad to hear your nightmare is over. If you don't mind me asking, how'd you come out on getting paid for this whole thing? Did you get compensated for your time tracking down all this info and parts for something you don't typically work on?

I really appreciate the feedback guys. The meeting for my job offer is Friday morning. I'll keep you posted!

So the general consensus is that I need to ask the techs themselves about the warrant/customer pay ratio, and ask the SM if I'll be stuck with all the warranty work. I'll have to see what I can do next time I'm there. I appreciate it guys. In a lot of ways, I dont think I know the right questions to ask about this job.

Don't most new compressors come with a full charge of oil? Maybe add a couple ounces for the extra large evaporator and condensor, but I would think you'll be just fine otherwise. Does the system even have a refrigerant capacity sticker? Filling those big suckers by measuring the condensor sub cooling is always fun

One of the things I specifically asked about was what the shop environment was like. I only spoke with the service manager, but he said the 2 diesel guys get along very well. His exact words were, "They're too busy to care about what job the other guy has." I like to think I'm a likable guy.

Hey guys, I brought it up in the introductions thread, but I'm looking for some honest opinions on the flat rate business. I've got 5 years of experience as an hourly truck tech - everything from in the shop, to running a service truck, to running the shop and parts department as night foreman; and I've spent the last 2 years doing tech support for dealerships at a large Ag OEM. I'm looking to make a personal move to a different area and I have a job opportunity as a Ford/Chrysler diesel tech at a decent size dealer. I've spoken with some friends that have worked flat rate in the past with mostly positive reviews, but like anyone else I've heard all the horror stories. I'm just looking for some honest opinions from both sides of the fence to help me make a decision. The job would be straight flat rate with a possible guarantee for a short period of time right after I start. The dealer has 1 primarily Ford diesel tech and 1 primarily Chrysler diesel tech, and I would be jumping between the 2 lines. Thanks!

First off, let me apologize for digging this one up from the grave, but I noticed it and couldn't help but respond as I basically do the same thing currently for an Ag manufacturer. What can I say, a desk job was just too tempting. Nailed it.I've been the guy to write a response like the original post more then once, but honestly, with some of the stuff we have to sift through, it's going to happen. Between The "Your stuff sucks, fix it for me" guys and the "They're only a phone call/email away" anti-training dealers, theres times we get pretty good at second guessing everything were told.I can only imagine it's that much worse with the volume of dealers Ford has.At the end of the day, some are better then others, and we do want to help, but there's only so much you can do remotely. I'm never happy when I realize I wrote/said something stupid.

I don't think its outrageous to question a dipstick, but Im also not saying its a common issue. Allison has pretty specific procedures to check and re-calibrate dipsticks. But thats more due to OEMs being responsible for the dipsticks/tubes and transmission coolers. Motorhomes and other custom jobs can get pretty interesting. Does Ford give specs to check dipstick calibration? If an incredibly paranoid customer wants to spend the money, hey, why not.

Most turbos are only designed to work in a very specific range of angles. The shaft seals are actually pretty similar to piston rings. If the turbo is at too steep angle, then the rings will not be able to seal properly. If the turbo was vertical with the turbine facing down, then oil seeping out of the center section would be expected, but would not be an issue. Some racing turbos are designed with much more elaborate sealing systems to allow running at very steep angles.

Heres the front, you can see the pan is almost flush with the bottom of the DPF and air tanks. Looking at that canister now, I wonder if it might be a filter. One of their test hoses was leaking. Its pretty big in there, but honestly, I almost think the final production ones might actually be easier to pull then a fuller. TCM was mounted under the hood, standard 4th gen, but this thing looks like it was ordered with a 4000 series as the old harness was tied up in the framerail so who knows. Also noticed that it had a cooler bypass valve that you see on alot of firetrucks, so Im curious if that will be standard or not. Maybe they need it to keep the temp up with as much cruising as these will be doing. EDIT: Pics were screwed up.

I got my first chance to put my hands on a new Allison TC-10 last night, in a 2011 Cascadia demo truck that Allison brought out for a local fleet. Overall, it looks pretty good. Big, for sure, but bottom pan is completely flat and low so it should be super easy to pull. I think all the extra hydraulic hoses they had running to the pressure taps, and extra wiring/sensors probably made it look worse then it is. Driver said shifting is barely noticeable, but hes not pulling a trailer. I didnt have time to track down the TCM, so Im not sure if they're using a 4th gen or what. 2 electrical connectors on the back of the case, one is the old round connector like on the back of the 1000/2000 and the other is new connector I haven't seen before. I didn't see remote filters anywhere, and the pan is flush, so Id assume were back to pulling pans for services, but it looks pretty lightweight. Also noticed what looks like a fairly large accumulator on the cooler return line. Not sure what thats about. Didnt have a camera on me last night, but if its still around tonight, Ill be sure to get some pictures. Info here, and here . 500,000 mile service intervals, 750,000 mile warranty, and a price competitive with an autoshift? Thats pretty cool.

A coworker of mine had his whole sleeve light up for an instant in the exact same situation not long ago. Ill wipe mine down with a brake-wash soaked rag if its REALLY bad, but I haven't sprayed it down since.

I wasnt trying to imply anything about F1 engines, just saying that coated MLS headgaskets are produced and used by many companies that clearly make good quality, highly engineered parts, and are not a bad thing when done properly. I just doubt that the ones currently available for the 6.0l are done properly, and I think itd be a good market for a well known/well equipped company to step in and make a quality product. I always like checking out the old 2 strokes the old timers are always tearing apart. They use the same individual fire ring/o-ring system. Ive heard through fairly reliable sources that Cosworth also uses individual fire rings/o-rings in some of their more potent production-based engines.

Coated MLS headgaskets are nothing new. Companies like Cosworth (you know, the guys that make Formula 1 engines) use them in everything and they are genuinely good for performance applications. Ive been very curious about these "black onyx" gaskets for a long time, and short of actually making a phone call, I cant find any specific information about them. Are they die cut or laser cut? Is the material pre-coated? What the hell is the actual coating? The lack of actual information makes me think that the gaskets themselves are a joke, but Im also curious how much of it has to do with them usually being installed by some hot rodder yahoo, and not someone at a dealer that knows what they're doing.

Im assuming were talking flat rate here, which Im a little naive to being an hourly tech. What is common flat rate pay for an experienced and certified flat rate tech? Im currently at $19/hr, with 3 years of experience, but I am getting 8+ hours a day guaranteed.

Just curious, what exactly is it about the rust buildup that causes an issue?

This guy should be thanking that lady. His pickup sounds like a diesel to me. If so, he should probably get that whole, "gas guzzling piece of shit" thing looked into. This kind lady is just trying get him to shut his engine off so he doesn't have to buy a new fuel system.