Keith Browning

I finally got the pump back from the fuel shop that rebuilt the pump - took two weeks for crying out loud but they did find the problem and the pump is good as new - good for another 20 years. I realize now that not many Ford techs ever work on or even see trucks this size and any diesel engine other than the V-8 diesels in the light duty trucks. So I am sharing a few pictures of this job. Truck runs well for what it is. These engines did not have the get up and go we are now accustomed to.Here is the Bosch in-line injection pump with the drive gear not yet attached to the drive plate on the pump shaft.A close up of the drive plate and gear with the timing pin installed. The pin aligns and locks the drive plate to the pump through a hole that goes through the gear, adapter plate and then the timing plate and sets it at TDC #1. The gear is bolted to the plate and has elongated holes to allow for the removal of backlash once the pump is installed on the engine and then the bolts are torqued locking everything in place.Here is where the pump is mounted on the right front of the block behind the timing cover. Yes, it's tucked next to the right frame rail making things a little tight to work - especially if you have big hands.A shot of the front of the engine showing the timing lock pin that locks the crankshaft to the cover. The pin engages a slot in the dampener. You can see the pump installed and it's timing pin sticking out.All done and running! Check for leaks and go for a ride.

But no ford part availability. This is something my parts department will not want to go and stock. Especially if its going to sit on the shelf for an unknown period of time.

You need to change the rings or at least the compression/ copper gasket. You don't want to create an issue while you are diagnosing one. Right?

Actually, you might want to pull both adjacent injectors and look at everything. I recently had a 6.0L with an injector issue... somebody replaced it three times before it came to me. I did the same and it returned fairly quickly. I pulled the rest of the injectors out of that bank and discovered the copper gasket on one of the adjacent injectors was leaking combustion into the fuel rail. For whatever strange reason it had no affect on that injector which happened to be #1. It did make #3 misfire though. None of the typical diagnostic tests showed anything that would have led to this. It just acted like the injector was bad. I serviced the cup and replaced all four injectors on that bank. released the truck never to be seen again. Perhaps your #3 is blowing bubbles downstream to your #5. Just a thought.

Update: everything working perfectly. VERY HAPPY! The touch screen is nice to have as it's just faster navigating through menus and such.

The 2015 Transit equipped with the 3.2L diesel offers OCR or Operator Commanded Regeneration. Read that as "manual regeneration" which can only occur with the vehicle stationary and idling. It appears to be an option for the diesel? Makes me wonder also if it is available only on certain chassis and can it be configured or programmed to add it after production.

So I completed the web-based NMT. One of the interesting features of the vehicle and the 3.2L Diesel is the fact that the aftertreatment DPF regeneration does not use dosing for regeneration. There is a fuel vaporizer and a glow plug located before the DPF and it uses it's own fuel pump. This is a departure from what most Ford guys are used to seeing. I think educated consumers will see this as a good thing as dosing is not looked upon as favorable.

I dunno... I am one of those people who subscribe to the concept that we shouldn't put things in the fuel tank that an engine was never designed to burn. Just because we can does not necessarily mean that we should. Particularly, despite any filtering that is done to process these waste products, there is still carbon and metals and chemical byproducts like acids in used engine oils and used trans fluid can still contain abrasive particles. Don't get me wrong, I like the idea of alternatives and blends but using used garbage in a modern (expensive) diesel is risky in my opinion. And what about emissions? Has there ever been any testing on this subject? I am just curious. I also remember reading about a couple of guys over at the Monkey House whose trucks are developing starting and drivability issues after using WMO for an extended period of time.

I signed up for the New Model Training for this one. I have knock off the web based course first though... Ill do it this weekend.

Brain fart. I had it in the back of my mind "Cummins" but now I remember that was Nissan using that engine which I haven't heard anything more about. So, this engine in the Cherokee and who makes it?

Seems to me there has long been a lot of buzz over manufacturers offering a smaller or lighter duty truck with a diesel option. Well, here you go! What ever happened to the F100? What about the diesel Ranger that is in production BUT NOT IN NORTH AMERICA? It seems that diesel power is finally beginning to work it's way into our market so it will be interesting to see how this goes

Anyone know of a pigtail connector for this sensor that will work? There are two different connectors used as the harness connector was updated at some point but the sensor has remained unchanged.

Easy there! Getting groceries areound these parts is work some days. My monthly trip to the bulk store can get interesting and I wish I Had a bigger vehicle

+12 STFT is a wee bit too high. You might want to remove the bank 2 valve cover and inspect the valvetrain - pay close attention to the rocker arm tips which can show accelerated wear, seizing, missing tips and valve bridges that pop off as a result...

I was asked this question by someone who assumed that since diesel is "less refined" it certainly must cost less. Right? No. There are four prominent reasons diesel fuel is more expensive than gasoline. First, diesel is a seasonal fuel requiring different blends to compensate for varying climate conditions: temperature. This added processing and the addition of other distillates raises the cost of production. Second, demand is very high for diesel fuel globally and in the U.S. and it continues to rise while the demand for gasoline is declining. Adding to that, a barrel of oil produces about twice as much gasoline than it does diesel. Third, the requirement for Ultra Low Sulfur Diesel (ULSD) for use in model year 2007 and later vehicles, which are equipped with advanced emissions control systems. ULSD required billions of dollars in upgrades to the refining, storage and distribution of diesel fuel. The additional processing the fuel to remove sulfur from the fuel also adds to the cost of the fuel. Fourth is taxes. Diesel fuel caries a heavier tax burden than gasoline in the U.S. and while this is not the biggest factor in the difference between the pricing of the two fuels it is a factor.

Wow, I forgot about this. .I ran into two of these in the past that were intermittent. If I lifted up under the pedal on one truck the idle would come up. Don't recall a warning light either. Therefore I agree that the pedal is probably your target of interest.

WTF is going on in your service department Matt? Tech gets the keys and reg? Really? I guess I am spoiled to have writers who know how to do their jobs and take care of customers. In theory a manager should not be writing ro's, dispatching and so on but be there to help out or cover when things get busy or is out for the day. I would think that a manager's responsibilities would have them doing "other things" such as making sure the employees are doing their jobs correctly and straightening out any deficiencies to start with.

My guess is that the turbocharger heat shield bolts would not line up because the turbos were not pulled together enough. The gap looks a little too wide from my experience. Should end up about the width of the lifting bracket tool when all is said and done yet here it looks like it's about three times that. The WSM mentions measuring that space and reinstalling them to the same dimension but I prefer the "bracket gap" setting personally as it works perfectly every time. I recall that was mentioned in training too. Just sayin.

Looks like a Tiger Truck IS a golf cart! Hino.

Update: cooler flow was blocked by the cooler bypass valve/thermostat which was stuck in the valve body. I could not get it out of the body to inspect the bore so the truck gets a new valve body.

Ahhh, budget minded household repairs! LOL! I temporarily seem to have stopped my leak with some plumbers putty under the drain cover. Mind you, at this time the leak is only "suspected" to be the tub. My brother-in-law suggested opening a hole in the ceiling downstairs to look at things closer and be sure. The ceiling needs repair now any way.

I mentioned in another topic that I had a 6.7L time out too son on for no explainable reason - the DPF was loaded. On my second try it timed out again and I just left the truck alone. 15 minutes later id throttled down and completed the regen. I rechecked the DPF state and it showed clean.

I have yet to use mine yet as well. It seems as though broken manifold studs come in groups about once a year for me. I'll see 3 or 4 trucks seemingly all in one month and then nothing for a while.

My opinion is some people should stop blaming there lack of money management or just plain lack of management in general on commodity prices and start taking responsibility for their life and there vehicle maintenence. It's quite possible a lot of the above problem's may have been available. Nothing against you Brad, it just seems sometimes too much of the norm today is about finding someone to blame instead just taking responsibility. I am not referring to the people that are actually doing everything they can to get by. I didn't hear anyone blaming other people or reasons here. Sounds mostly like simple economics: they don't have the money. I make a decent wage but my Explorer is neglected to some degree because I have to pay the mortgage, the utilities, feed and clothe my wife and two daughters. EVERYTHING is expensive, the cost of energy is high and well, we cant leave out the fact that we are taxed out the ass... some of use more than others depending on where you live. While from our stand point I agree that this is not a good situation however I can totally relate.

Tough times here in the U.S. Mike. A big reason for a lot if all this the poor economy and lack of jobs. Abother layer to this is much of the work "we" do is expensive and I see a lot of work going to independents who offer lower labor rates. Unfortunately many of these people are getting screwed in the long run. To Greg - you are teaching the right thing so please do not stop! Perhaps you need to prepare these students for the reality of life on present day America and change their approach in communicating with customers. They still deserve an honest analisys of their vehicles. If we dumb ourselves down and take the defeatist's approach then our industry is doomed. Kudos to you for at least caring!