Keith Browning

I cant find parts for the Rotunda Diesel Engine Lifting Attachment, tool number 303-D043 ( D83T-6000-B ) I need the long threaded adjustment rod, nut and bearing shown in green below. The bearing and the threads are worn really badly and are now in self destruction mode. I can't say how many more times it will last. I cannot find a parts listing for the adapter ANYWHERE, not Rotunda or OTC and an internet search has come up empty. Anyone have suggestions? I looked on the part itself and there is a number on the "swivel" OTC 33538 but that is just for the end piece which does not seem to include the threaded rod/nut/bearing.

Oh, the best part is that I didn't need someone to hold the engine stand to prevent it from rolling. That can get annoying

Not as much as I used to smartass! But yes, that helps.

I don't often get to torque head bolts with the engine mounted in a stand, but when I do, I do it vertically. For whatever reason I decided to do just that and I found it to be remarkably easier and smoother. Amazing how a simple change can make a difference.

Well guess who just discovered that what USED to be a 10 minute job now requires removal of the dash and the HVAC box in 2011 and newer SD trucks? I am telling you, I am convinced that there are engineers who do this kind of shit on purpose. Ahh! But they still fucked up an opportunity to out-do themselves. They could have mounted it in the bottom of the housing so that condensation in the housing would cause 90% of them to fail. Now THAT would truly impress me!

What would an ASSET student possibly have in that box that you need? 'cept maybe a diloma?

Because some days you can't remember where you left part 1. Maybe it will re-appear as ominously as is disappeared.

I could swear I recall somebody mentioning that they had a leaking 6.4L kick their ass and discovered high crankcase pressure pushing oil out of crank seals but it was not caused by the bottom end... pressure blowing through the turbo oil drain. I have someone reaching out to me so I don't have the truck or any other info. Compression is good supposedly. Anyone? Anyone? Bueller?

Yeah, it warmed up but there is still a lot of snow. I got 30" in Flanders, three towns over had the storm record @ 33" for NJ. It's just tough to move all of that snow when the region is not equipped to deal with that amount at one time. There are still lanes of roads not cleared.

I do it by feel. I tighten the nut up while rotating the rotor and then loose to bring back play. Then I I slowly bring it to 0 play and a little resistance on the nut. Not specific but the end result is a minimal amount of preload. No failures for me either.

Well this lil ol nor'easter is just dumping snow on NJ. Heavy winds earlier. 2nd pic is my picnic table showing at least 2 feet in 18 hours. Last pic is my Freestyle and Explorer covered - cleared the driveway around one this afternoon. Good thing I did. I have a decent snow blower but it's just one of those storms you have to keep up with. More pics in the morning when I dig out.

Could just be age and wear. I have seen multiple glow plugs fail on 7.3L engines many times. As usual be sure to inspect the harnesses and pass though valve cover terminals. They say excessive battery voltage can shorten the life of glow plugs so checking the system voltage at start up is in your best interest. Remember that if the truck has dual generators, the lower generator is controlled by the PCM which turns it off when the glow plugs are commanded on to avoid possible damage to the glow plugs. Faults there should result in DTC's in the PCM. I have also seen some non-OEM high output systems installed on trucks that might also cause issues. A post like this REALLY should have been it's own topic. That makes it better for discussions and allows the topic to be searchable.

I wonder if you could push it out into the back of the parking lot and let it rot until it's eligible for lemon law. Then Ford can waste their time and money getting it resolved. I know, I know. That is neither responsible or the right thing to but this kind of aggravation leads to these kinds of thoughts. Our 4+ week Explorer waited another 4 days after being told they were sending an adjuster out... then the phone rings and it's magically approved. WTF?

Matt has it right - let IDS connect to the vehicle then answer no to all questions until You get the option to.enter the vehicle manually. THEN enter the VIN and IDS will download and install the correct calibration. Depending the model year you may need to enter some configuration data, set parameters or PATS functions. I haven't had to do this in a while but I did replace a 6.7L PCM... I don't see it being any different.

Just finessed two of those bolts out!

If you think about it, it is. Pull this kinda shit enough times and Ford wont be selling a lot of them so it wont matter what comes off of the assembly line.

We have an explorer Police Interceptor on the lift - 4 weeks now. You know, the one with the engine with the water pump inside the crankcase. Low Compression, misfires. It overheated severely. It also looks like the oil has not been changed as frequently as it should have been but that is not why it failed. They want to know why we want to replace everything. 4 weeks! Engine dropped, heads off. 30+ pictures submitted and still no fucking decision.

I think it dies hide body lines and styling cues. Its the trucks running around with the covers and what looks like padding in "key" areas that are hiding something new. I have to agree with you though as there is not much left to the imagination and the wrap attracts attention.

Right. Don't know why I typed that. I meant cab and chassis with the 6.7L.

I always had to update the cluster first but those were on 6.4L trucks not 6.7L models. 6.7L cab and chassis.

I was under the hood of a 2011 today and noticed the two front and two rear bolts on the drivers side had a lot of "water crud" in the recesses around the bolts and the bolt heads were corroded. Do I look up. I see that water is either sneaking past the weather strip and dripping off of the under side of the hood or leaking past the washer jets and dripping off if the washer hose between the two jets.

It looks like 2011? and up it is in the cluster but you needed IDS to enable it and until recently, it was not available on IDS. That is my guess. Whether it was intentional to put the parameter in IDS or not is the question. This is what pisses me off. If it was intentional then why no notice of any kind. Why did I have to learn about it on the Internet? Why did I have people asking me about it and I had no clue what they were talking about? *sigh* Beh! What difference does it make any way.

I don't blame you for using your one suggestion on a raise.

I was able to get mine out but now I think it would be prudent to stock a few of those bolts.

Okay, so we are getting conflicting information here? Perhaps you could drop a note in the suggestion box at the water cooler at Ford to have someone make a document explaining the addition of this screen and the OCR functionality? I am kind of pissed that I have to learn about this stuff on the Internet in public forums and look like a fucking idiot because I don't have a clue about this and cant find any documentation from ford about it. Nothing. Not a SSM. Nothing. I apologize if I come across as belligerent but it frosts my ass that this happens time and time again.