lmorris

Just replaced the valvebody/solenoid body on a 66RFE. Filled the transmission with fluid total of 9 liters. Transmission has no reverse or drive now.  Made sure the shift linkage was lined up. Tried to perform the TCM quick learn and it fails then I get codes for no pressure. Pulled pan and checked my install. All is good. The secondary filter is full and the fluid is warm, which tells me the pump was actually moving fluid. My question is: Are there any tricks to this? I am using Prodemand for service procedures. We think the new valvebody is bad. Just want to be sure. Thanks.

I'm not really sure what this guy was thinking....

14 hours ago, mchan68 said:

Just for S's and G's what has that vehicle been repurposed to? I'm going to go out on a limb and assume whatever it is, it's definitely a lot heavier than potato chips judging by your post-repair road test post. That said, either you or the service advisor should be cautioning the owner on overloading the vehicle. You don't want any liability coming back to you in any way.

It's used to store and transport event rental equipment, lighting, tables, chairs etc. I discussed the over weight issue with the driver of the truck, he doesn't seem to care. His "treasurer" makes all the financial decisions and apparently purchasing a more suitable vehicle is not in the budget.

2 hours ago, mchan68 said:

That truck was very likely a former Hostess/Lays potato chip delivery truck. I remember seeing quite a few trucks like that, of that era. Apparently Ford gave them the green light to extend the wheelbase of those trucks in order to be able to accommodate that size of box to be installed. The reason for this being a full load of potato chips would still be within the GVWR limits for that truck. What really wasn't thought out very well, was the effects of the added mass of that modification, not to mention what the vehicle would end up being used for once out of service and into the hands of the second owner.

Actually it was.

Re: previous post. Holy shit is this thing overloaded. They should be running at least an F650. That was one scary road test. But the clutch works and the E-brake holds. 

Schools are closed, rec centers are closed. Libraries are closed. All gatherings over 50 people are cancelled.  Also our Ford training center is shut down for 4 weeks. People here are also preparing for the end of civilization. Hoarding toilet paper......WTF.... Worse thing is I can't get a freaking coffee at work. All kidding aside though. I think the majority of people are taking it pretty good though.

1991 F350 with extended frame. 5.8L ZF5 2WD. Clutch, oil pan gasket and a couple of E-brake cables. Thing barely fit in the shop.

I should have taken a picture...I actually had a fleet truck in for an inspection that had the service interval sticker in engine hours. Quite a surprise to see. They are a rare breed around here as well. Most trucks have just as much, if not more, idle time time compared to drive time. And they come in over due for services based on mileage only. We have one fleet that I have personally replaced 3 engines on. All gas. 

I have done one so far. I took pictures as it was coming apart and created a parts layout that let me remember the order in which things came off the engine. The big issue I found was routing all those coolant hoses. OMG, I agree with you Keith about all the hoses...….

Just 6 gear incorrect ratio code. Thing has intermittent no reverse. And harsh downshifting, even with the select shift. Once it held 3rd for a while then shifted to 4th. I suspect most of this is caused by all the metal in the main control. I'm just stumped as to where all the metal came from. I haven't got the pump apart yet. I don't think low pressure is an issue though. 

Has some funky shifting and engagement issues. Found transmission fluid in the bulkhead connector. Fluid is black and metallic. Removed and tore down transmission. Lots of metal in bottom of case, almost sand like in texture but not big chunks. All internals that I can see are fine. Some heat marks on intermediate clutch pressure plate. Steels and fibers are in surprisingly good shape. Torque converter looks like it was overheated. Does all this metal come from the torque converter? Looks like they got it stuck in a snow bank and possibly tried to drive it out.

For the last month and a half I've had a Vulcan reman. 6.8L sitting beside my bay. Last year I installed it in a 2008 F550. It came back in November with just over 20,000 km on it knocking. Found the balance shaft broken and various cam caps loose or broken. Also #3 cylinder wall has a nicely machined groove it from a broken piston ring. For some reason there are no cylinder heads available for Vulcan to build me a replacement engine.

On ‎12‎/‎16‎/‎2019 at 10:38 AM, mchan68 said:

 so I may end up needing to temporarily roll the van back to give me the needed room for the cherry picker to get into that space.

Back it in instead.

There is nothing in the WSM to support that. I know it will auto update for different sensors if you don't train them, but it will randomly place those new sensors if all 4 are different.

Haha....Left a little comment, let's see how long it takes to have it taken down. Nothing bad. Just suggested it may be his customer base he needs to get away from.

All those sensors share signal return. PCM connector Pin 4. You most likely have an open or high resistance in that circuit somewhere. The splice is in the area of the main alternator. These also are bad for the harness rubbing on the EGR cooler gaskets.

Looking over the wiring diagram, that does make sense. I do recall doing a few of these years ago. All the other wires in that harness are going to be powered anyways. If you look at newer vehicles the ground and motor common are merged in the wiper motor already.

Read this: https://www.motortrend.com/news/2021-ford-mustang-mach-e-electric-suv-became-mustang

Nope....I think bad financial planning promotes fraud. That plus Service writers that turn a blind eye to obviously over inflated retail times. I've seen many fleet companies leave dealerships because technicians charge to much or call un-needed repairs.

I know a few technicians that fit that category. Thankfully they are a low percentage of the population.

Fleet and insurance companies around here are starting to get access to retail labor time companies like Mitchell ETC. They double check all estimates before approving.

I have seen times drop over the years and I stick to book times, oddly enough my paycheck has not suffered. It's like you said, if you are a valued technician the employer takes measures to keep you.

I've been a Ford flat rate technician since 1994. I do agree that labour times have decreased, both on the warranty side, and the retail side. I have heard various explanations as to why as well. I feel they are accurate and warranted. The days of the 200-300% gain time technician has long since past, and most likely for good reason. If I was not a technician, I doubt I could afford some of the bills going through my shop. I have heard other techs say the same thing. I feel the current labour time are fair and just. I also feel that some people just shouldn't work flat rate. That's my opinion.

The real reason for child safety locks!!

https://techxplore.com/news/2019-10-diesel-humble.html

This popped up in my feed today.

So I finally got around to getting this thing into work and hooked up our Snap on scanner. I found all the TPMS pids and they all show as being active with one Tire showing low pressure. But still no light on. So far I've had no low pressure issues with it but.......well you know how it goes....

This is baffling, it makes no sense as to why there is no light on. I don't want to spend the money on sensors if for some reason the system is disabled. Seems like a potential waste of money. I was tempted to use the wheels off my Focus put beside the GMC and see what happens, but with my luck it would learn those sensors and then turn the light on after....

Sadly Steve, I didn't think to get one. It left the shop with the pipes ending at the T-case and went elsewhere to get some custom duals built. I will say I felt it in my chest driving it out though.