They struggle because they were too mean to buy their fuel injection equipment from a specialist supplier. Remember the days of FoMoCo carburettors? The diesel problems are simply a re-run of the same thing for the same reasons. Cost, complexity and tolerancing are in a different league though.
It's time that Ford learnt that low build costs are not an automatic route to profit - I'd love to see the warranty figures relating to Ford diesel fuel systems, but I never will.
659.
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Remember the days of FoMoCo carburettors?
Certainly do. I replaced many a lot of those VV's.
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>>Up until about 6 weeks ago i couldn't fault the car. The car 6weeks ago lost severe amount of power, and the glow plug light started flashing. Took to Ford, who diagnosed that the injectors needed to be recalibrated. This was done and the car was back on the road, except I otice a 'pinking' sound was now coming from the engine. Calle the garaged who told me the new software would change the tone of the engine (utter rubbish) >>
It is not utter rubbish, the learning function of the ECU will have been reset and the car will feel less refined until it has a few miles under it's belt.
I have had one instance if this in 114k miles, at about 70k, an injector was reprogramed and all has been fine since.
>>i have started to smell burning oil, opening the bonnet last week to see white smoke come out of theright hand side injector. Took back to the same garage who said it was a loose pipe.>>
Sure it was not diesel? there is a return pipe from the injector that is removed durting the calibration, if this is not replaced you will have diesel all over the top of the engine.
The car is now at the main branch waiting to be looked at. >>
I have had good experineces with Ford dealers, hopfully this mainbranche willl be better for you.
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It's time that Ford learnt that low build costs are not an automatic route to profit - I'd love to see the warranty figures relating to Ford diesel fuel systems, but I never will.
Warranty Direct quote figures for fuel systems, Ford are much better than, for instance, Toyota.
TDCi's are numerous and do above average mileages, also the same systems are on Transits etc that are also nemerous and high mileage therefore the number of issues reported are no more than average, perhaps better than that.
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They struggle because they were too mean to buy their fuel injection equipment from a specialist supplier. Remember the days of FoMoCo carburettors? The diesel problems are simply a re-run of the same thing for the same reasons. Cost, complexity and tolerancing are in a different league though. It's time that Ford learnt that low build costs are not an automatic route to profit - I'd love to see the warranty figures relating to Ford diesel fuel systems, but I never will. 659.
Interesting comment given that Fords warranty costs are lower. I certainly wouldn't want a Bosch injection system on my car after the grief & cost I went thorugh with my Alfa. Delphi have to be better!As for FoMoCo carbs yup changed a few but did loads of rubbish on Vauxhalls & VWs at the time as well. So don't tar Ford with that brush.
Also a mate worked for a Ford Dealer at the time & had gone on a traing course for the VV carb & could fix 99% of them.
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The only carbs I have ever fitted have been those wrongly diagnosed by colleagues.
With some perserverance, they can all usually be fixed. VV carbs were a doddle - the real villain of the piece was the 4A1, makes 2e3s look like an SU!
The same was true for the Vauxhall Varajet carbs - most mechanics didn't really know how they worked, and in particualr, how to set up the idle using a manometer. There were also a couple of hidden adjustments screws, beyond the usual idle adjustments, which were under metal anti-tamper plugs - tweaking these would sometimes make all the difference.
However, none of this happy reminisance is any help for a TDCi problem. Perhaps they aren't quite ready for public consumption?
Number_Cruncher
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The problem with the VV's is that they weren't made to a very good quality standard and basically wore out. We had the special tools (to set the fast idle etc) but not much help on a worn carb. Most owners wanted a Weber replacement which gave better performance and also economy.
The GM Varajet was basically a much better carb, but it was complex.
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The problem with the VV's is that they weren't made to a very good quality standard.
Yes, that's fair.
Besides the usual VV diaphragm and adjustment problems, I saw lots where the choke housing had become loose, which would cause an erratic idle. I wonder how many of those would have been diagnosed as a fauly carb by other mechanics.
Number_Cruncher
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Besides the usual VV diaphragm and adjustment problems, I saw lots where the choke housing had become loose, which would cause an erratic idle. I wonder how many of those would have been diagnosed as a fauly carb by other mechanics.
The VV on my Sierra was utterly reliable up to 180,000 miles when I sold the car. None of the Ford techs I knew at the time could believe I hadn't had any trouble with it, but the car started fine, drove fine, and passed the MOT emissions check each year with a reasonable margin. Even the automatic choke worked properly.
I guess with all these things, it's luck of the draw. If the quality of build was that variable, I obviously got a good one. I had a good secondhand Weber 34ICH sitting in the shed with the correct jets in it, ready to swap at the slightest sign of trouble, but I never actually needed to bother.
Cheers
DP
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Varajet 11 was an appalling device, autochoke was laughable, icing occurred with monotonous regularity and the response to enthusiastic driving was pathetic. Replace with 38DGAS at the earliest opportunity.
As for TDCi problems. There are none, because Cheddy said so....
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As ever Micky, you know best.
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">As ever Micky, you know best.<"
Such praise is to be valued. Thank you.
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