Keith Browning

Apparently I was not the only technician to miss that one but it is funny how I didn't miss that it was canceled. Fuck me! All those trucks I worked on and I got screwed out of .6 on every one? Wow. I guess it would be prudent for technicians to peruse the labor ops and visit the warranty administration section of FMC Dealer once in a while. I just visited the Message Boards looking for a topic on this, though I might start one but it would not have been pleasant... it really frosts my ass that I lost time (money) because somebody was not informed or the dealer had to watch the numbers. What a crock of shit! /forums/images/%%GRAEMLIN_URL%%/mad.gif

Quote: To: The U.S. Dealer Network While we have made great strides together in the past year, today we are announcing that we must take decisive action in the face of the rapidly changing U.S. business environment that is affecting Ford and the entire auto industry. In recent months, you have done an outstanding job answering consumers' sharply growing demands for cars, even outperforming our targets for car-segment growth. Still, we have seen significant deterioration in an already weak U.S. auto market, a dramatic shift away from trucks and SUVs driven by high gas prices, and a rapid increase in steel and other commodity prices. In response, we are cutting North American production, while at the same time planning further manufacturing capacity realignments, additional cost reductions and changes to our model mix in order to bring more small cars and crossovers to market faster. As a result of the weakening business environment and production cuts, we are revising our near-term outlook and no longer expect that our North American operations will be profitable in 2009. We are meeting today with representatives of the news media and investment community to discuss these changes. We also invite you to join our employees at a town hall that Alan Mulally and Mark Fields will host today. You can view and listen through the FORDSTAR Dealer Communications Network at 11 a.m. EDT In taking these actions, it is important that you understand we remain committed to executing our ONE FORD goal of profitable growth for all. Each of you has helped Ford make great progress in the past year in a very tough business environment. Your commitment to Ford and our customers is truly appreciated. Working together, we will create an exciting and viable future. Jim Special Town Hall broadcast on the FORDSTAR Dealer Communications Network May 22, 2008 - 11:00 a.m. (EDT) The news release with facts and important perspective is included below. -------------------------------------------------------------------------------- Ford Adjusts Production to Lower Industry Volume and Shift in Customer Preferences; Profit Outlook Revised North American car production increased and truck production reduced for remainder of 2008 to reflect the continuation of rapid changes in customer buying preferences Lower industry volume, reduced overall production, dramatic model mix shifts away from large trucks and SUVs, and higher commodity costs force a change in Ford's near-term profit outlook Ford now expects to be about break-even companywide in 2009 on a pre-tax basis, excluding special items, as North America Automotive profitability is delayed North America Automotive operations remain on plan to reduce annual operating costs by $5 billion by the end of 2008 Investment in smaller, fuel-efficient vehicles accelerates; further manufacturing capacity realignments planned in line with the introduction of more small cars and crossovers DEARBORN, Mich., May 22, 2008 – Ford Motor Company [NYSE: F] today said it is making adjustments to its production plan and revising downward its near-term North American Automotive profit outlook, while planning further manufacturing capacity realignments, additional cost reductions and changes to its product mix to respond to the rapidly changing business environment in the U.S. The company said it is increasing 2008 North American production of the hot-selling Ford Focus, Fusion, Edge and Escape, Mercury Milan and Mariner, as well as the Lincoln MKZ and Lincoln MKX. At the same time, Ford is reducing 2008 production of large trucks and SUVs, as gas prices soar and customers move more quickly to smaller and more fuel-efficient cars and crossovers. "We are continuing to make great progress on our plan," said Ford President and CEO Alan Mulally. "We are profitable and growing outside of North America, and our transformation plan in North America is working. The challenge affecting the entire industry is the accelerating shift in consumer demand away from large trucks and SUVs to smaller cars and crossovers – combined with a steep rise in commodity prices and the weak U.S. economy." Ford said it now plans to produce 690,000 vehicles in North America during the second quarter, a further reduction of 20,000 units from previously announced planned production levels and a decline of 15 percent from the second quarter of 2007. The company plans to produce between 510,000 and 540,000 units in the third quarter, down 15 to 20 percent from the same period last year. Fourth-quarter production is expected to be between 590,000 and 630,000 units, down 2 to 8 percent from year-ago levels. The second-half production plan includes higher car and crossover production compared with a year ago and will be achieved through overtime and added shifts at Ford's smaller car and crossover assembly plants. Large truck and SUV production in the second half will be lower than a year ago, with reductions achieved through a combination of additional downtime, shift reductions and line-speed actions. The lower overall production, dramatic model mix shifts and substantially higher commodity costs are forcing a change in Ford's near-term financial outlook, the company said. "Rapidly rising commodity prices – particularly steel prices – and higher gasoline prices that are accelerating consumers' shift away from large trucks and SUVs together are having a tremendous impact on our sales, our manufacturing operations and our profitability as we look to 2009," said Mark Fields, Ford's President of The Americas. "Unless there is a fairly rapid turnaround in U.S. business conditions, which we are not anticipating, it now looks like it will take longer than expected to achieve our North American Automotive profitability goal," Mulally said. "Overall, we expect to be about break-even companywide in 2009 – with continued strong results in Europe and South America." Given the external challenges, Ford said it is more critical than ever to continue executing its transformation plan, which includes: Aggressively restructuring to operate profitably at the current demand and changing model mix Accelerating the development of new products that customers want and value Financing the plan and improving the balance sheet Working together effectively as one team, leveraging Ford's global assets "The most important thing we can do right now is to continue to take decisive action implementing our plan to respond to the rapidly changing business environment," Mulally said. Ford remains on track to reduce by $5 billion its annual North American Automotive operating costs by the end of 2008 – at constant volume, mix, and exchange and excluding special items – compared with 2005. However, further cost reductions and recognition of anticipated retiree health care savings from Ford's recent UAW labor agreement will be needed to offset higher commodity costs. Ford previously had anticipated that ongoing retiree health care savings in 2008 would allow it to exceed the $5 billion target. In addition, the company said it is planning further manufacturing capacity realignments, as it accelerates the introduction of more fuel-efficient small cars and crossovers. Cash outflows associated with operating losses and employee separations now are projected to be between $14 billion and $16 billion for 2007 to 2009. This is a deterioration compared with previous guidance but remains better than the original $17 billion outflow projection. Ford's Automotive net liquidity remains substantial. Total liquidity – including available credit lines, the majority of which are in place through Dec. 15, 2011 – was $40.6 billion as of March 31. Ford said it will continue to evaluate overall liquidity and alternatives to further improve its balance sheet. Ford now expects 2008 U.S. industry volume, including medium and heavy trucks, to be between 15 million and 15.4 million units. Ford, Lincoln and Mercury U.S. market share is expected to be approximately 14 percent this year – supported by the introduction of several new products. "We are making great progress on the acceleration of new products, and our initial quality is among the best in the business," Fields said. "The new Focus, Edge and Escape have had significant sales growth this year, and the pace of our product introductions accelerates even further this summer." Production of the Ford Flex crossover and Lincoln MKS sedan is under way and soon will begin for the new generation of the F-150. Ford also just introduced the 2009 Ford Escape and Mercury Mariner small utility vehicles. They have new 4- and 6-cylinder engines with 11 and 20 percent more horsepower, respectively, and 5 percent better fuel economy, thanks to new engine technology, aerodynamic improvements and new six-speed transmissions. In fact, Ford now offers more vehicles with fuel-saving six-speeds than any other automaker. New versions of the Ford Fusion, Mercury Milan and Lincoln MKZ mid-size cars also debut later this year, as do all-new hybrid versions of the Fusion and Milan. By the end of this year, 70 percent of all Ford, Lincoln and Mercury products by volume in North America will be new or significantly upgraded compared with 2006 models. By the end of 2010, 100 percent of the product lineup will be new, including the next-generation Mustang in 2009, new fuel-saving EcoBoost engines in 2009, a new European-engineered Transit Connect in 2009 and all-new Ford Fiesta small car in 2010 – as well as several other vehicles not yet announced. As an example of working together and leveraging its global assets, Ford said that it is accelerating even further the North American introduction of many of the small cars and crossovers that the company profitably sells today in Europe and South America. "We remain absolutely committed to creating an exciting, viable Ford going forward – and to transforming Ford into a lean global enterprise delivering profitable growth over the long term," Mulally said. "We continue to make progress on every element of our plan, and we are taking steps in the near term to ensure our long-term success."

Perhaps something smaller? Motor Trend has spy shots of a new Lincoln Navigator with a funny looking twin tipped tailpipe. They also report that there are also F150 test mules running around with the same tailpipe. Could these be the new gotta have trend or will they even make it to production? I have read that manufacturers are holding off and waiting to see what happens with this fuel crisis... is the added power and economy of the diesel enough to sell or will the record high prices for diesels kill what until now was a highly anticipated power plant for smaller trucks?

I haven't seen any reference to this yet but I too have not gone looking specifically for anything. I am curious as to what and how this is going to correct radiator problems. Did I miss something?

I thought Fram was a cheapy. I recently did heads on a truck and the owner gave ME THE OIL AND FILTER he wanted IN THE TRUCK. The filter was a Fram so I assume the one I removed was too. The filter pleats were separating from the bottom cap.

A Hit by falling demand for Ford diesel pickups, International Truck and Engine will temporarily stop diesel production Friday at its Eastside Indianapolis engine plant, idling 500 workers through mid July, UAW Local 98 bargaining chairman Roland Rusie said today. The plant supplies diesels for Ford pickups. Ford truck sales have slumped because of soaring fuel prices. It is closing its pickup plant at Louisville, Ky., for one month. In Indianapolis, International is tentatively set to resume diesel output on July 14, the end of the regularly scheduled three-week summer shutdown. About 100 employees will continue working in International’s machine shop. Next door, International Casting, the company’s the 550-employee foundry, will continue operations without layoffs, said Navistar spokesman Roy Wiley. International is the operating arm of Warrenville, Ill.-based Navistar International.

That would be a good idea. Hey Jimmy? Is there a higher resolution version of it? I wouldn't mind posting/hosting it too as our streaming media server is sitting idle anyway!

Mike, I personally wouldn't get involved in that type of cab removal but depending on the configuration of the body and the attachment it can be done. Obviously busses and ambulances or any body that hangs over the cab wont allow cab removal I know there is an earlier topic on this but these pictures were posted by muttstang and pretty much explain your question.

Quote: This is a cargo van, has nothing in it. That makes lifting an attractive option. I do recommend warming the body bolts like we do with the 2008 trucks only you have to warm up the tip from underneath. Otherwise the mount flexes and absorbs the torque and just laughs at you as you try to remove the bolts.

Ahhh! What do you guys know about cool? I make this shit look goooood! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

If you are using Tracerline UV dye the ratio is one bottle (1-oz.) per 5 quarts of oil. I have noticed over the years that ratio is not always necessary depending on the fluid it is being added to and the CONDITION of the fluid. For instance transmission fluid allows dye to show with lighter concentrations as does power steering and even coolant. Diesel engine oil always requires 3 bottles in a 15 quart capacity engine and clean oil works best. Really filthy oil with a lot of soot seems to mask the dye.. How do I diagnose a leak? Patiently. If you are using dye, it needs to be mixed with the fluid and it needs time to reach the leak. I have found that dumping the dye directly into the oil fill causes it to slowly migrate into the oil. I will take a quart of oil and dump some out, empty all three bottles of dye into it, put the cap on and shake it up to pre-mix it, then I pour it into the engine. I like to get engines warmed up to operating temperature and actually drive them if the leak is not dripping. This is important with HEUI engines as a high pressure leak might only leak while driving under a load with ICP raised.

Stephen, the even is easier than 2007 and older Super Duty's in my opinion. I have three under my belt. You need to remember that it is more like an Excursion if you have ever done one, meaning you have to disconnect the fuel filler and look for other body connections from underneath. If I recall, there were a few things that were "sneaky" to me. Twice I snapped the braided ground at the right rear of the engine, there used to be a ground hidden under the bracket for the Power Distribution box. Other than that, disconnect the same stuff and once you get the body off you can see just how little room there really is! I think I have pictures too. Of course, this all goes out the window if there were any major changes in the 2008 Econoline... other than the extended nose. I agree, that sucks!

Well Dave, you can look on the bright side, we might get lucky that the 6.4 wont have head gasket problems and the new stuff will keep things "fresh and interesting." /forums/images/%%GRAEMLIN_URL%%/smirk.gif Way to go Keith, look for the positives! /forums/images/%%GRAEMLIN_URL%%/boink3.gif

You betcha. This is a common sense topic. You simply cannot tell which of the two EGR coolers is leaking unless you REMOVE BOTH and TEST THEM BOTH. A shop manual section and page reference or a Hot-Line printout is all you need to combat these bean counters. He should have been paid to R&I both regardless of the fact that he only replaced one. We know this, the Hot-Line Engineers know this, the FSE's know this and the shop manual knows this. Why do we have to waste our time documenting this crap for these people?

I tell ya though, this one WILL fit in a Super Duty pick-up bed!

Since the new Fiesta will not have the diesel engine option for North America I found something else to consider, especially if oil prices continue to rise. There are Two in my area, one right in the neighborhood. It is actually made by Mercedes Benz and it boasts great fuel economy and cost of ownership. For something to go back and forth to work it might actually be a smart car to have. smartusa.com

That is what that new Diesel ESP plan was for. /forums/images/%%GRAEMLIN_URL%%/wink.gif

But I have always been taught that lug nuts and studs should NEVER be lubricated and that they should be clean, dry and hand torqued. Wouldn't lubricating the threads cause the studs/nuts to actually be over-torqued risking a failure?

I found this link on Jimmy_Megginson's forum about producing oil/biodiesel from algae ---> http://www.oilgae.com/. Interesting reading.

Quote: Vehicle dosen't have excessive blowby when it's running. Man you set yourself up with that statement! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Great video. Itr does an nice job explaining the importance of the right filters and what can go wrong. Where did it come from?

I was really probing you guys for experiences and known issues. I am not sure there is any one answer. But I can summarize this a bit. The truck is a 2005 E350 Quigley that has been problematic for, ohhh, maybe the last year. It started with a complaint of no power and I think smoking. Long story short, the technician originally replaced the EGR/cleaned the intake. It returned quickly with loud screeching noises first diagnosed as leaking EGR cooler exhaust gaskets. You know, that strange high-pitched screech? I remember this kicking his ass. We finally decided the turbo was bad. It was. Along the way, the PCM had gotten one of those strange reflashes that affected performance so when it returned 10 minutes after being picked up, I got involved for the first time. It seemed normal to me but I was thinking "de-tuned" because it was a van after all. The van returned a few times only for us to come up empty handed - NPF. Ford got involved and the FSE came down and we had fun making data recordings and playing them back. At this point we finally could verify the customers complaint. Under full acceleration the engine just lacked that extra pull, didn't quite accelerate as quickly as it should. In one recording we observed that the EBP voltage at full throttle and RPM would jump to 4.98 volts. Ahhhh Haaaa! A new EBP cured it. For three months. It returned a couple weeks ago doing the same thing. This time the EBP read properly and all other tests showed nothing unusual. Somebody asked what the load PID was at idle. 41% was the answer and I was told to install 8 new injectors. During the repair process I discovered the ground rear the bottom of the FICM bracket was cross threaded, snapped off and had been that way for some time as evidenced by the rust on the bolt. I repaired the ground and still have no idea if this had any affect on performance. I assumed that one of the ground circuits was the FICM ground shield because it looked like it was. There is another ground attached there as well. Ever go looking at those grounds in the manual? I THINK they are G101 and G105 which are a PCM ground and supposedly a fuel pump(?) ground. When my head clears and I have another free moment I will research these grounds again. I am still licking my wounds from the injector R&R. 7.4 hours for 8 injectors "by the book SUCKS! Oh wow, I wrote a short story! /forums/images/%%GRAEMLIN_URL%%/crazy.gif

I think it is required because it is the only course that covers anything on the LCF specific to it, most importantly, the engine. While we casually state it is a 6.0L with two cylinders lopped off it has some significant and very important design features that you must be aware of if you are going to make any base engine repairs. I recall the course was not all that bad. It was nicely paced and covered the vehicle fairly throughly building upon what you already know... the 6.0L and the Torqshift transmission. Some guys greatly benefit from the introduction to the Navistar powertrain control system, using MD Truck, NETS and Master Diagnostics.

Yup would mean that yes, the aftermarket program will be lost. The only problem is that IDS might not recognize the vehicle properly and you may have to enter the vehicle manually by entering the part number off of the PCM... I doubt you will find the tear tag but you never know. I prefer the PCM # any way. I ran into this twice before.

Dodged a bullet on this one. Got the pump off this morning and found a nice chunk missing from the front crank seal. WHEW!