lmorris

If you read the captions for each of the plants it states that they no longer need that amount of space for iron block casting. Whatever goes in there after the 2 plants are closed may make for some nice jobs for other companies. At least Ford is thinking ahead.

After seeing where they put the spare tire on the Chrysler I have ruled that one out. We no longer need the space of a minivan as of this summer, so I think we will settle on the Edge.

Here in Leduc there are 3 Tim Horton's co-owned by 3 people. Most of the employees are Filipino. Very nice people and very hard workers. Problem is the owners got busted for very low wages, 2-3 bucks an hour, and double shifting them, 8 hours at one store then another 8 at another store on the same day.

This summer we are looking to put our 2002 Windstar to rest. Should have close to 300,000 kms on it by then. I too am trying to convince the wife to let me buy a Flex, but she too doesn't like the looks of them. We may end up getting an Edge. They have more second row leg room than the Explorer. If my son decides to keep up with playing the double bass, then I may end up buying some other minivan, most likely an import..

One more thing to add: Make sure you are using the 32 bit version of IE, not the 64 bit version.

Tough break Keith, lesson learned. Something we can all put in our little books of things to look out for. Like the time I installed a HPOP STC fitting upside down...

It makes sense to use RTV in this case. To put a rubber gasket in there, they would either have to re-design the upper pan with a groove to accommodate the gasket or use the style they use on tranny pans. RTV is more effective and cheaper. They eliminated the inner nut on the cooler for this very reason. No more need to remove the lower pan.

After fighting with Ford twice for coverage on a part that had clearly failed NOT because of modifications,but on its own accord, that would have been caught by the latest update, which had not been installed because no-one bothered to find out if it could or not, because everyone has to tip toe around trucks with chips......... I finally got fed up and decided to figure this little issue out. And it has paid off. I won't install the mods, but on the other hand, I will not turn customers away because of them. I will tell the customer to put the truck back to stock if needed for diagnostic reasons. Some DPF deletes don't have the EGT sensors put back in the pipes which baffles me, but we deal with what we get. BTW..where you been Jim, it's been awhile since you prowled the forums here. Good to see you back. I for one always benefit from your insights, on most things.....

We say the same thing. If the customer can't handle that, then they are not the kind of customer you want. You profit more by weeding out the unwanted customers to make room for the ones that understand us. I finished up an EGR cooler job 2 weeks ago and it is now spewing a little coolant under heavy loads. Customer understood it happens sometimes. We instructed him to keep the coolant level low until he decides to fix it. He went away happy.

Apparently I was wrong. The wording on using multiple PC's was a little confusing.

So what is holding the box to the cab...geez did not notice that.

I don't see any hold down straps attached to that cab lift. So much for safety.

We did the lower right turbo up pipe on a 6L f-series from the bottom by just removing the tranny crossmember and the down pipe. Gives you lots of room to get at the bolts that hold the two pipes together. You can even leave the left pipe clamped to the turbo and working with the EGR cooler clamp is not an issue from below either.

Does anyone have a list of programmers and how stock PCM updates are performed? I know Spartan programs can be applied to any calibration. Edge recommends updating the programmer at the same time. I see many different types coming in now, it seems more and more people are becoming programmers.

Gotta grave dig on this one. Have an 09 here setting P2563, no hard fault when it came in. KOEO/KOER passed code in CMDTC's. Did some digging and the general concenses is the EBP sensor and tube. Nothing from Ford on this though except a PCM update for code setting on KOER, not cmdtc's. Wonder if its a cold weather issue because it hit -33C here last couple of days. Truck is off warranty so we are clearing the code for now and will see what happens. Will update if I hear anymore.

We heard about the recall at our last shop meeting, it covers the Freestar and Monterey, not the Windstar.

They must be reading this thread. The last one I installed had plugs in all the threaded holes and not nearly the amount of paint on it. Sadly they missed half the oil pan. I noticed it when I was putting the torque conv. nuts on. Luckily for me we had a can of black on the shelf and the rest of the pan got a second coat.

Found out why the claim was kicked. It was quoted to the connecting rod, not the failed EGR cooler. Resubmitted and went through. Anymore issues now are on the customer's dime.

No coolant. Was a little iffy on this part of it. The little time it runs shouldn't be an issue. Unless someone tells me otherwise. 2 new lifters are in and head is back on. I think I am going to tear into the oil pump as well. Something about this one tells me it's going to be a bumpy ride before its %100 fixed. Does anyone have any idea the time frame it should take to get oil at all rocker arms if I were to crank over the engine before dropping cab? Never thought to check base oil pressure until now.

A dual mass flywheel is a 2 piece unit dampened buy huge springs. The clutch face part of it will be bolted to the ring gear part. Flip it upside down and you should see the springs. Typically the spring seats will be beat to crap and cracked. It is way cheaper to get the conversion if this is what you have. Google "ford dual mass flywheel" there are a ton of pics on the net. Labour wise 5.5 to 6 hours is typical for this.

Dropped the cab, hooked up tranny cooler lines and P/S lines, hooked up engine harness and frame connectors, hooked up the batteries and ground straps, and BOOM, engine runs. Ran it for 10-15 minutes this way with both valve covers off.

The downpipe comes out real easy. No need to lift the cab.

So, currently I have in my bay an engine that I just removed the head, per hotline, to retrieve a piece of a broken pushrod. Originally it came in with #1 dead. Exhaust rocker broken and intake pusrod bent and broken. The rest off the rocker tips were also missing. It got all new rockers and 10 new valve bridges along with 1 pushrod. After running the engine with the valve covers off to check for any fuel leaks, I noticed that #1 exhaust rocker was not getting any lube oil. The very same that broke. The intake rocker at this point is now shooting oil out like its a geyser. I removed the rocker assembly and inspected the pushrod for any blockages, none, didn't think so because I checked it before assembly anyways. So my conclusion to this is that the lifter is buggered, even though inspection when the head was off revealed a lifter in good condition. Lesson learned, if you have a broken rocker arm and the valves are not sticky, change the lifter.....I have to do this all over again.... On a good note: I only put enough back together to get the engine running.

What version of windows 7 are you running? I run win7 pro, 64 bit, with no issues. To find this info click start, then right click "computer" and choose properties. Another thing is IE9 seems to have issues. If this is what you are running, down grade to IE8.

I have the ok to retrieve all pieces first before further testing. It does not have the 11b23 update, unfortunately. Also had another come in on friday for the recall and excessive smoke. Turned out it had 27L of oil/fuel in it. Performed the update and changed his oil. It's coming back on wednesday for further diagnosis. They seem to be coming in in waves now. Thats 3 on the go.