Transit Engines Recalled What’s going on?
Discussion
chrisgtx said:
Our v6 Mercedes ambulances re gen when they’ve been idling for hours outside hospital. The revs raise slightly and they start to smoke and stink. It’s quite unpleasant.
You can also check DPF percentage on the dash on Sprinters, When it's 100% it'll regen and reset to 0% again.Very handy as you can take the longer road if needed to give it a chance to regen properly.
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.
chrisgtx said:
Our v6 Mercedes ambulances re gen when they’ve been idling for hours outside hospital. The revs raise slightly and they start to smoke and stink. It’s quite unpleasant.
Is that the same lump as the Vito 120? Really doesn't like urban usage, to the point mercedes told me I "wasn't driving it properly"Darkslider said:
Absolutely mental, I thought Ford worked out wet belts were a bad idea with the old 1.8 lynx diesel found in the MK1/2 focus and early transit connects, they revised the design to a chain but seem to have forgotten any lessons learnt.
I have run two Connects, first was an 05 plate with a chain lower belt, this ran a little end bearing near Valladolid in central Spain, no breakdown insurance so had to abandon it! Flew home and bought a 12 plate one, returned to Valladolid to recover the contents of the broken one.As mentioned on the previous page, the second van's wet belt failed, also in Spain, but I had leant my lesson and this one has breakdown cover!
First one failed at 247k miles.
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.
kev b said:
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.
That's absolutely absurd. I did my Vito annually regardless of milage, which was as low as 6k some years, but I had an outdated concept of it being a keeper. Silly me.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.
Trannys just had its second service at 4 yrs/38k. Mechanic expressed suprise I hadn't had the recall inspection...
My best mate is a mechanic.. he currently has a mk8 tipper in with 56k on the clock that ended up needing a new lump.
The owner purchased a bare recon unit from Ford and something daft like £9k, fitted into the truck and it sounded awful and smoked terribly. Ford requested that it was sent back to them to investigate, and basically fobbed my buddy off saying it was his fault as it had ran on old contaminated oil from the breather pipes/turbo/intercooler. Impossible as the turbo had been reconditioned, intercooler fully cleaned out and pipe work came with the new lump. They refused it was an issue with their engine, leaving it squarely on my mate.
He removed the engine again, stripped it, and found that two of the pistons had cracked, and the timing chain guide and tensioner showed significant wear! Reconditioned engine?! Everything is being logged and evidence sent back to Ford. My guess is the engine was cleaned externally and that’s about it. But what on earth is it coming to if a commercial engine has a terminal issue after 56k? After talking with other people, this doesn’t seem to be an isolated issue with mk8’s. A few lads I know are that fed up with them are selling them and buying the latest and lowest mile mk7’s they can find, even so they’re not without their problems but seem far more reliable.
The owner purchased a bare recon unit from Ford and something daft like £9k, fitted into the truck and it sounded awful and smoked terribly. Ford requested that it was sent back to them to investigate, and basically fobbed my buddy off saying it was his fault as it had ran on old contaminated oil from the breather pipes/turbo/intercooler. Impossible as the turbo had been reconditioned, intercooler fully cleaned out and pipe work came with the new lump. They refused it was an issue with their engine, leaving it squarely on my mate.
He removed the engine again, stripped it, and found that two of the pistons had cracked, and the timing chain guide and tensioner showed significant wear! Reconditioned engine?! Everything is being logged and evidence sent back to Ford. My guess is the engine was cleaned externally and that’s about it. But what on earth is it coming to if a commercial engine has a terminal issue after 56k? After talking with other people, this doesn’t seem to be an isolated issue with mk8’s. A few lads I know are that fed up with them are selling them and buying the latest and lowest mile mk7’s they can find, even so they’re not without their problems but seem far more reliable.
I bought a new Transit Connect 1.5 in July 2020 - currently on 13500 miles and I had intended to keep it for a while.
I’m about to put it in for an oil change (last one done a year ago on 9k miles), but am I due a world of wet belt pain anytime soon?
Would rather not face a large bill when I can sell it for almost what I paid for it and buy something else.
I’m about to put it in for an oil change (last one done a year ago on 9k miles), but am I due a world of wet belt pain anytime soon?
Would rather not face a large bill when I can sell it for almost what I paid for it and buy something else.
Teddy Lop said:
kev b said:
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.
That's absolutely absurd. I did my Vito annually regardless of milage, which was as low as 6k some years, but I had an outdated concept of it being a keeper. Silly me.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.
Trannys just had its second service at 4 yrs/38k. Mechanic expressed suprise I hadn't had the recall inspection...
I’m a Courier. Lots of stop / start urban driving, (35-40 miles per day).
On both of my vans, (Kangoo and a Trafic), I change my oil & filter religiously every 5000 miles.
Square Leg said:
I bought a new Transit Connect 1.5 in July 2020 - currently on 13500 miles and I had intended to keep it for a while.
I’m about to put it in for an oil change (last one done a year ago on 9k miles), but am I due a world of wet belt pain anytime soon?
Would rather not face a large bill when I can sell it for almost what I paid for it and buy something else.
If I were in your position, I’d be looking to sell the Connect and buy a Renault. My two have been almost faultless.I’m about to put it in for an oil change (last one done a year ago on 9k miles), but am I due a world of wet belt pain anytime soon?
Would rather not face a large bill when I can sell it for almost what I paid for it and buy something else.
The Kangoo is on 128’000. The Trafic on 107’000.
Looking at most of the Connect sized vans, they all run a 1.5 Diesel engine - I assume they’re all a similar variant with a wet belt?
The Nissan Townstar with a 5 year warranty has a 1.3 petrol but I don’t know what type of belt they have.
Ran a Navara pick up (last shape) for 3 years and it was faultless.
The Nissan Townstar with a 5 year warranty has a 1.3 petrol but I don’t know what type of belt they have.
Ran a Navara pick up (last shape) for 3 years and it was faultless.
Square Leg said:
I bought a new Transit Connect 1.5 in July 2020 - currently on 13500 miles and I had intended to keep it for a while.
I’m about to put it in for an oil change (last one done a year ago on 9k miles), but am I due a world of wet belt pain anytime soon?
Would rather not face a large bill when I can sell it for almost what I paid for it and buy something else.
I’m not aware the connect is a wet belt, it’s descendant of the old 1.6I’m about to put it in for an oil change (last one done a year ago on 9k miles), but am I due a world of wet belt pain anytime soon?
Would rather not face a large bill when I can sell it for almost what I paid for it and buy something else.
Square Leg said:
Looking at most of the Connect sized vans, they all run a 1.5 Diesel engine - I assume they’re all a similar variant with a wet belt?
The Nissan Townstar with a 5 year warranty has a 1.3 petrol but I don’t know what type of belt they have.
Ran a Navara pick up (last shape) for 3 years and it was faultless.
It's got a timing chain https://www.motorreviewer.com/engine.php?engine_id...The Nissan Townstar with a 5 year warranty has a 1.3 petrol but I don’t know what type of belt they have.
Ran a Navara pick up (last shape) for 3 years and it was faultless.
We had Transits on long term testing from Ford,serviced exactly on schedule at the dealers . Every one of them blew up and always many miles from home , Poland ,Spain ,Italy . All transported back to Ford and never seen again.
The exception were the big 5 cylinder turbo lumps ,they were flying machines and had all sorts of different ECUs tried in them . They did go bang but they were rebuilt and returned. Some set up for power , sometimes set up for economic running.
One had 300+bhp !
We had special oil from ford just for their vehicles and all had to be logged when topping up .
The exception were the big 5 cylinder turbo lumps ,they were flying machines and had all sorts of different ECUs tried in them . They did go bang but they were rebuilt and returned. Some set up for power , sometimes set up for economic running.
One had 300+bhp !
We had special oil from ford just for their vehicles and all had to be logged when topping up .
grumpy52 said:
We had Transits on long term testing from Ford,serviced exactly on schedule at the dealers . Every one of them blew up and always many miles from home , Poland ,Spain ,Italy . All transported back to Ford and never seen again.
The exception were the big 5 cylinder turbo lumps ,they were flying machines and had all sorts of different ECUs tried in them . They did go bang but they were rebuilt and returned. Some set up for power , sometimes set up for economic running.
One had 300+bhp !
We had special oil from ford just for their vehicles and all had to be logged when topping up .
That sounds like a great gig to have tbh.The exception were the big 5 cylinder turbo lumps ,they were flying machines and had all sorts of different ECUs tried in them . They did go bang but they were rebuilt and returned. Some set up for power , sometimes set up for economic running.
One had 300+bhp !
We had special oil from ford just for their vehicles and all had to be logged when topping up .
What was it you do to get such privileges from Ford?
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