lmorris

All the broken ones we have seen were tight to the EGR cooler and vibrating nastily at idle.

I am curious about how he, and only he, managed to procure that special German Engineered coating all for himself. You would think they would mass market it before giving it to this guy.

I would be tempted to drain some coolant out of the block and check the temp. If that coolant is higher that your ECT reading I would most definitely suspect flow issues.

The vacuum pump uses engine oil for lube. We have seen a few go bad.

My Escape has almost 8000 KM on it now, had it in for the recall at 6600 KM and had no leaks. Coming due for it's first oil change soon, so we will see if any have sprung since the recall. We have had one in with 12000 KM with a bad valve cover leak so far.

The 6.4l stud torque is 270 ft/lbs. That's a lot of pull. Had to break out our big 3/4 drive torque wrench we got for doing F550 pinion nuts.

As long as it ends AFTER our work's year end luncheon then I am good. If I don't get my free lunch I will be PISSED.

My first question to the advisor is always the same, "How much money are they willing to spend on this truck?". Our advisors always tell customers we only guarantee what we fix today, if it quits tomorrow it's not our fault. If it gets you home then what we fixed worked and you may have other issues because we can't fix it if it doesn't act up here.

Now it is getting 2 heads for cracks going through the exhaust seats.

MChan's batteries is probably why my last 6.4L headgasket job keeps getting kicked back. The last comment we received was that the TSB lists the use of 6051 gaskets, not 6079....WTF...where is this phantom headgasket tsb for a 6.4L? Stupid thing is we have even used the 6079 gasket kit on 6L and got them paid under warranty.

Doing a set right now. Customer even brought in a set of ARP studs for it.

And other articles about this state it as being based on the popular European engine. Most likely it has a few tweaks for our market, like 12V glow plugs.

Doesn't really apply to this conversation a whole lot, but this statement reminded me of a discussion I got into a few years back about wind chills. It does not affect vehicles, only warm blooded creatures. There has to be a heat source, like your skin, that the wind can wick heat off of. It might cool the rad off faster, but once it reaches ambient air temp, the wind no longer affects it. Just thought I would throw it into the mix.

Funny thing is, it is made in Africa.

They show no front engine mounting in there, so there must be room for side engine mounts. Honestly doesn't look hard to work on. Just getting to it is the big mystery.

Here too, and that is one ugly m.f. Ford should have no issues selling these.

I noticed the front engine mount bracket and no room for side engine mounts. Wonder what tranny goes behind it in order to accommodate the missing side engine mounts?

Ditto...

Are you also getting a P1298...IDM failure, PCED has you replace IDM for this code.

Look at page 21 of this: http://www.gmceast.com/technical/Swartzendruber_Generic_TBI_SlidesNotes.pdf

I did a bit of digging and oddly enough it is correct. The only thing I can't find is what actually shuts off the engine. My theory is that if a fuel line ruptures the engine loses fuel pressure and shuts off, oil pressure drops as a result and shuts down the fuel pump.

Noticed something even more baffling after putting this one back together. The strap doesn't even tighten up to the battery, it has about 1/8" slack....

See, who needs "monkey house" members when we can laugh at ourselves?

Who are these DOME people of which you you speak?

Second hole in your theory...and it is a big one. If the strap is connected to the wedge... and the wedge is not secured... how will the strap secure the battery? I was thinking along the lines that the side of the tray was broken but the bolt was still in place. Should have been more specific.Maybe it's there to provide some extra comfort for the PCM, nows it's not so worried that the battery will jump onto it...