Keith Browning

I think I simply used a chrome universal with a short 13mm on it at the end of a long extension. .

Yeah but those two top bolts on the bell housing are a bitch! Ran into that pulling an engine. While doing that, I was wondering how bad pulling a transmission on one of these would be. You know, this trans in all of it's incarnations has been around for what? 30 years? Still cant get it right.

Like!

THAT is something our shop has been lobbying for.

I am sorry Joe but applying a standard torque value and tightening procedure to a TTY bolt WILL result in an improperly tightened bolt and likely result in repeat failures. Do it right guys!!!

You can't do that. Remember that when you torque a bolt you are measuring the resistance to turn. Torque to yield bolts begin stretching once they reach the yield point and the bolt begins to stretch, the torque measured to turn the bolt no longer increases proportionally and will actually decrease as the fastener exceeds its maximum stretch or "yield"

I dropped a 3.5L Ecoboost today. The WSM procedure was pretty good. I had to drill some holes in the arms on this old stand and use a couple universal mounting arms from our heavy duty engine stand. It works.

I bet if there was a PST challenge for service managers they would be paid.

My warranty administrator brought this out to me today. I am surprised that Ford has not been more active in recording engine hours on warranty claims in the past. Not surprised to see it here with the new heavy trucks though.

This is actually a tool/equipment discussion. I have a 3.5L Ecoboost I need to remove. I was reviewing the WSM and discovered that ALL engines come out the bottom. No big deal but I am wondering if any of you guys have yet to remove an engine (any) from a Transit? Did you drop it out the bottom or through the nose? We have one out the nose that another dealer started but I want to do this one by the book the first time. I have that blue and white OTC rolling engine cradle we got back in the Contour days which looks like it might work... somehow.

WTF was in your coffee today? :hammer:

I am not sure what it is you are doing there but a good 6.4L injector will measure between 150 kOhm - 250 kOhm and I have never seen any pulsing with my meter. The only erratic readings I see are poor connections that vary during a wiggle test.

Isn't that the truth!!!

Yep. I lifted the crank just enough to slip the bearings out/in. If my memory serves me well, I think I discovered a main bearing a bit too worn when I took the bedplate out. Not screwed up, but worn enough to warrant replacement while the engine was out.

We had another one roll in this week. This time the extension housing to trans case bolts SNAPPED. Caused by the rear driveshaft forward flange being loose. Took out the tail shaft and the inside of the forward clutch hub. Surprisingly little damage considering.

It seems like all of a sudden this year I am seeing a lot of injector circuit codes that I narrow down to the connections at the injectors under the valve covers. I noticed on two that the connector, while fully seated, did not seem locked in. I mean, I used the release tool with no effort or feel at all. I think one even came off by hand and just would not lock. In these instances I have been replacing the injector as well as the harness.Anyone else? I did however have one injector that went "open" when it cot warmed up.

I kinda have to agree with you at this point. I think the manufacturers wanted all of this to be as seamless and as little of a distraction and concern to the driver. I think they underestimated how concerned some of these knuckleheads get and the lengths they will go to pick it apart. Some of them actually agonize over this shit.

Here is the problem I have with the whole issue. The two current TSB's seem co contradict each other: one says its "normal because of the way the truck is being operated" and will address the issue with a future calibration change and the other has us changing valves in the left cylinder head. Well which is it and is there a correlation? It would seem so but I also have a hard time believing that the valves only stick during regeneration. That defies logic. Mind you, I am one that is waiting an official explanation from Ford... if we ever get one.

Hee hee hee!

https://youtu.be/UV6H9uBprFk

I would consider this a common problem.

The reason I asked what model is that the 250/350 series backing plates tend to rust out and allow the parking brake retention pins to pull through causing problems. In all honesty, the parting brake actuators tend to fail more than anything, slipping before gripping. You should never lube that assembly. I would verify that your cables are not frozen and that you can see movement at both levers going into the backing plates on both sides and if okay, replace the actuators. Since the trucks are high mileage it would not hurt to disassemble the brakes and inspect the parking brake assemblies as well.

What models? 250/350 or 450/550?

Given some of the heated discussions found on a few of the public forums I am surprised that we have not discussed this though it may not be all that common. I have attached both current TSBs to this post because we all know how they can disappear from the Ford database. I have not had any customers complain about this. While there seems to be a calibration change coming, it seems to be related to the valves in the left cylinder head. As we know, the left bank injectors are used to fuel the aftertreatment system regeneration process. So does anyone know what the relationship is with respect to the valves? Reports are that replacing them only temporarily corrects the problem which underscores that a calibration adjustment might be the real fix. Has anyone encountered this and what information have you gotten from Ford and the Hot-Line? tsb15-0106.pdf tsb15-0124.pdf

Sounds like you are traveling a path infrequently traveled.