lmorris

I got to ride in a Chevette with a 350 in it back in the early 90's. Can you say HOLY CRAP THAT'S FUN!!!!

From what I recall from my Midas Muffler days, the entire front end was the same as the Chevette, except for the struts. We built exhaust for one that was being turned into a Ferrari Testorossa kit car with twin turbos. We never got to drive it, but the guy claimed it would reach over 150 MPH.

Done 2 more since this one. Latest had 7 bent rods and the heads were fine. That one got a short block. After some evaluations of the truck, we believe they ended up swamping all 3 trucks( same customer for all 3). They have their own techs on site, so they came to us slightly cleaned up.

I have had 1 break so far. We welded a nut on the end and it came right out. Cleaned up the threads and it was good to go. We have a crappy welder, but I am told a new one is on the way.

We had one come in like that, would not run and lots of air in the fuel. It was towed to us from the local Indy diesel shop. They just did head gaskets and stuff. Turns out none of the injectors were torqued past the initial 177 inch pounds. They towed it back to there shop.

Not so...My HP laptop is touch screen and runs Windows 7.

The Windstars and a few other vehicles also have an REM.

One more 2012 F500 5283 km, 1206 hours, 1015 idle hours, Same company as the last 2 engines I replaced, this one has a bent #6 connecting rod. The last 2 work orders are currently under review, we are in stage 1 of an audit. This is going to get real interesting. Owner instructed me to pull the engine and see what Ford says. After tear down I found it has 7 con rods bent just enough to drop piston height but not contact anything. This short block lasted 8 months, I replaced it back in June last year for 1 bent rod. Now I get to push the truck out because there are no readily availabe head gaskets.

One more 2012 F500 5283 km, 1206 hours, 1015 idle hours, Same company as the last 2 engines I replaced, this one has a bent #6 connecting rod. The last 2 work orders are currently under review, we are in stage 1 of an audit. This is going to get real interesting. Owner instructed me to pull the engine and see what Ford says. I failed to mention the reason we are in a warranty audit. The company that owns those trucks is also allowed to do certain field repairs under warranty, for some reason they have a hard time keeping front wheel bearing assemblies in their trucks. Since all the work orders go through our dealership, we get the blame, for now.

One more 2012 F500 5283 km, 1206 hours, 1015 idle hours, Same company as the last 2 engines I replaced, this one has a bent #6 connecting rod. The last 2 work orders are currently under review, we are in stage 1 of an audit. This is going to get real interesting. Owner instructed me to pull the engine and see what Ford says.

Browsed over this a few days ago. I think I will do my own Escape, but that is about it. Can't wait to see who they sucker into doing them here.

You can't buy them any more, most places don't stock them because they are crap.

That's because they are going to send you a box of 500, Ford does that sometimes.

Saw one of these yesterday, sure looked funny with that solid trubular arm in the back. Looks like an over grown Caravan.

Truthfully, I have never seen a front crank seal actually leaking on a 6.7L, it's always the vacuum pump with loose or missing bolts. I actually started to change a crank seal, I saw the bolt from the vacumm pump resting in the battery harness a few seconds too late and had already mangled the seal. Using the removal tool sucks, I ended up using a self drilling sheet metal screw to get a hold of the seal to pull it out.

All the D-links are sub standard and Ford has even admitted it when we called with wireless issues. The VCM II is designed to only work with the crappy little things, but aparently D-link has changed the source company that makes them and they are hoping for better results. Ours work for a few months, then go stupid for a week, then back to normal for a few months. We are not to sure what is the cause, something in the shop, perhaps the Airport across the highway, it's an issue we deal with.

1200 rpm is the minimum you can get using SEIC. Using any part of SEIC will disable regen. It will not work unless the park brake is engaged. If the customer wants to use this feature to disable the idle shutdown, they will have to make sure it is allowed to regen when needed. There is no other way around it.

I googled it and they are available. The only issue here that I can see is there is no way to determine a stiction issue because the equipment has nothing to reference the injection cycle to.

That site has a lot of useful information and has a very nice tool inventory program for sale.

Try this, we use it, works nice. It was created by one of our trainers. http://www.toolcrib.ca/

Just priced one of these kits at our local International dealer, suggested retail is $145.86 Canadian. Still cheaper than a pump though. I am assuming they are pretty quick to change judging by the cut away. Adding 1.0 to pump r&r I assume should surfice?

On this last one they even asked for a manual cost cap to see if it would be more cost effective to put in a complete drop in versus a long block and fuel system. Needless to say, the extra cost of the turbo on the drop in, made it not the case. Got my long block today and the rest was in stock.

These guys are being dicks, plain and simple. Even with the evidence that the truck now has a new engine and still no EGR coolers, AND IS RUNNING FINE, they will not budge. We are urging the customer to put in a complaint to see what happens.

Let's just say that I have never had an easier time getting prior approval codes than I have with these 2 engines.

I wish I had the real story on how this engine spent it's last hours. It came out of one of two identical trucks from the same fleet, the other engine suffered the same fate. 2011 F550 that hauls around a welding unit on a flat deck for a pipeline company.