Transit Engines Recalled What’s going on?
Discussion
We have had yet another Transit 2.0 eco blue blow up
A replacement engine arrived but we’ve been told to return it as it may be faulty.
Seems that there’s a big problem with wet belts or something and Ford will not supply belts or engines.
No date for re-availability given!
This means we have an 18 plate Transit stood idle with no idea of when it can be repaired.
We can’t change any wet belts on our other Transits when they become due either.
What on Earth is going on?
A replacement engine arrived but we’ve been told to return it as it may be faulty.
Seems that there’s a big problem with wet belts or something and Ford will not supply belts or engines.
No date for re-availability given!
This means we have an 18 plate Transit stood idle with no idea of when it can be repaired.
We can’t change any wet belts on our other Transits when they become due either.
What on Earth is going on?
I’m now thinking that because one of the first signs of belt breakup is the failure of the vacuum pump, that someone has lost servo assistance and crashed badly.
Leading to lawyer involvement and a corporate scramble to limit damage perhaps?
Those with long memories may recall the Ford Pinto when corporate greed led to a number of people burning to death before the whistle was blown.
Can’t do links but googling “Pinto scandal” should bring up the appalling story.
Leading to lawyer involvement and a corporate scramble to limit damage perhaps?
Those with long memories may recall the Ford Pinto when corporate greed led to a number of people burning to death before the whistle was blown.
Can’t do links but googling “Pinto scandal” should bring up the appalling story.
Currently have four of these off the road and another one limping along with leaking injector seals.
One has blown up and we can’t get an engine another won’t stop regenerating and filled the sump with diesel, can’t put that back on the road even if we cure the fault because the unavailable wet belt will need replacing due to contamination.
These vehicles have been serviced every 6,000 miles and still constantly give grief.
On the other hand the chassis seem very tough, no good though if the engine is wrecked.
One has blown up and we can’t get an engine another won’t stop regenerating and filled the sump with diesel, can’t put that back on the road even if we cure the fault because the unavailable wet belt will need replacing due to contamination.
These vehicles have been serviced every 6,000 miles and still constantly give grief.
On the other hand the chassis seem very tough, no good though if the engine is wrecked.
You can tell its doing a regen by plugging in a decent scan tool, we use Autel or SnapOn.
Other giveaways are a huge cloud of black smoke, heavy fuel consumption, a weird roaring sound from the exhaust when revved up, oil dilution and injectors on maximum duty cycle.
Cannot find a resolution, swapped sensors with an identical vehicle, borescoped the dpf, currently been off the road a month with no sign of a resolution.
Other giveaways are a huge cloud of black smoke, heavy fuel consumption, a weird roaring sound from the exhaust when revved up, oil dilution and injectors on maximum duty cycle.
Cannot find a resolution, swapped sensors with an identical vehicle, borescoped the dpf, currently been off the road a month with no sign of a resolution.
We had five wet belt failures within the Ford warranty period which was 100,000 miles.
Serviced at Ford promptly when the message appeared, around 30.000m intervals!
We wanted to have more frequent oil changes but were told firmly that it would invalidate the warranty!
All failure occurred between 85 and 98K miles, unfortunately the replacement engines were only warranted until the vehicles had reached 100K miles.
Wet belts were due at 140K miles.
After kicking up a fuss because we lost the use of the vehicle for weeks whilst new engines were sourced and fitted, Ford HQ decided to switch to condition based service intervals.
Oil changes come up now between 5 and 7K miles and reliability improved.
However recently we have been plagued with AdBlue and DPF problems,, including the one previously mentioned that won!t come out of regen.
Currently have four out of eight vehicles out of action.
Serviced at Ford promptly when the message appeared, around 30.000m intervals!
We wanted to have more frequent oil changes but were told firmly that it would invalidate the warranty!
All failure occurred between 85 and 98K miles, unfortunately the replacement engines were only warranted until the vehicles had reached 100K miles.
Wet belts were due at 140K miles.
After kicking up a fuss because we lost the use of the vehicle for weeks whilst new engines were sourced and fitted, Ford HQ decided to switch to condition based service intervals.
Oil changes come up now between 5 and 7K miles and reliability improved.
However recently we have been plagued with AdBlue and DPF problems,, including the one previously mentioned that won!t come out of regen.
Currently have four out of eight vehicles out of action.
One more thing to be aware of re Transits is the astonishing cost of spare parts, many of which can’t be obtained elsewhere yet.
EG wiper motors, common failure item, c £1K a pair, rear heater pipes, very prone to salt corrosion- £500+ for a partial section, slding door catches - £500.
Driveshafts for autos are over £400 each and can’t be repaired, no aftermarket available atm a split CV boot means a new complete driveshaft, £150 each for an aftermarket manual driveshaft however.
EG wiper motors, common failure item, c £1K a pair, rear heater pipes, very prone to salt corrosion- £500+ for a partial section, slding door catches - £500.
Driveshafts for autos are over £400 each and can’t be repaired, no aftermarket available atm a split CV boot means a new complete driveshaft, £150 each for an aftermarket manual driveshaft however.
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