oilhammer
Certified Volkswagen Nut & Vendor
Drove it about 150 miles this weekend...fuel gauge finally moved down one bar from full (it has an LCD type in the center of the cluster). Lisa had it cookin' along at 80 on the Interstate.
Nice Van Oilhammer. My brother in law has had a couple of the MB cargo cans and is still driving one. He started buying them to replace the old VW T4 Transporter cargo vans which he had a fleet of. Unfortunately he has had a lot of problems with them...but he also works them hard, and has them overloaded most if not all of the time, and pulls a trailer often as well. He had a 2006 model with the dual rear wheels, but his current machine...I think a 2012 model is a single rear wheel.Drove it about 150 miles this weekend...fuel gauge finally moved down one bar from full (it has an LCD type in the center of the cluster). Lisa had it cookin' along at 80 on the Interstate.
Yes, I suppose so. The MB vans my brother in law runs not only get worked hard, they would never ever be washed, and most definitely not waxed.The white cargo van fleet workhorses rarely ever get such care.
Well any time I can use a much simple analogy it makes it easier to understand. Cars can be complicated.The more you explain things, the happier I am that I am not a mechanic. Glad you related it back to a bike since the gearing is much easier to understand when you can see it in action.
Is your Eurovan a diesel?Oh, and at 80 MPH it is turning 2600 RPMs, which is only about 100 RPMs more than my diesel B5 Passat turns. Pretty good. Eurovan is singing along at 4k RPM at that speed That 5 cyl howl starts to wear on you after a while.
Ahh, OK. I thought you guys got a diesel T4 in the US for one year only. I knew most of them were gas engine models. I think the T4 gassers were somewhat rare in my part of the world...I'd say most of the ones I've ever seen were campers. The T4 cargo vans were all diesels afaik.No diesel T4s sold here. Mine is a '93, so it got the 2.5L gas engine, and the lowest output version at 109hp, bolted to the optional 4sp 098 slushbox.
It actually moves along OK though. And it has been very reliable for us. It will be a great vehicle for someone whenever I go to sell it.
The "5 speed" in Lawson's 6.0 PowerStroke was like this. It could make 6 ratios, but 2 ended up being really close together. Depending on conditions it would pick a different "4th" ratio as I recall....All they did was play a little with the gear ratios and changed the software, but they are essentially the same transmission.
IIRC Eaton made the whole trans for the 6.0, it's not a normal Ford unit.
Well they sure look the same on the outside, LOL. Maybe you are thinking of the lighter duty 6sp, which IS a totally different transmission... but that is not used in the big Super Duty trucks, and not what I was talking about. That is what the F150, Transit, etc. get. Our shop has had all of these out already. And we have installed more "lead plates" in those lighter duty 6sp transmissions than I can remember. The early ones were under recall, but the later ones (which still break) are not...so we get to do those. Basically the one-piece electrical bus bar taking the place of the traditional internal wiring harness inside the transmission. It has the ATF temp sensor, range position sensor, shaft speed sensors, and connections for all the shift solenoids built in, all the way to and including the pass-through at the rear of the transmission case. Unfortunately, Ford in all their infinite wisdom decided to place it ABOVE the valve body. So you have to drop the pan, drop the valve body, unscrew the lead plate from the top side of the valve body, then bolt it back up making sure the little pin for the range sensor slide is indexed properly... all the while ATF dripping on you. Of course, that is on the F150. On the Transit, which clearly was NEVER intended to even have a slushbox, the pan is strategically placed about an inch above the giant subframe. And since the unibody rails and sheer size of the van makes them difficult to impossible to get on any of our two post lifts, and the subframe is also the mounting points for the engine mounts, steering, and entire front suspension save for the upper strut mounts, that job is daunting to say the least.The 6R transmission is entirely different from the old 5R and is no longer a 3-speed with an overdrive tacked on..
Ah, yes. The Transit trans pan. I was able to do an oil change on on, but not a filter change. That would have required dropping the subframe. I wonder how that van is doing now. It should have 200,000 on it by now.Well they sure look the same on the outside, LOL. Maybe you are thinking of the lighter duty 6sp, which IS a totally different transmission... but that is not used in the big Super Duty trucks, and not what I was talking about. That is what the F150, Transit, etc. get. Our shop has had all of these out already. And we have installed more "lead plates" in those lighter duty 6sp transmissions than I can remember. The early ones were under recall, but the later ones (which still break) are not...so we get to do those. Basically the one-piece electrical bus bar taking the place of the traditional internal wiring harness inside the transmission. It has the ATF temp sensor, range position sensor, shaft speed sensors, and connections for all the shift solenoids built in, all the way to and including the pass-through at the rear of the transmission case. Unfortunately, Ford in all their infinite wisdom decided to place it ABOVE the valve body. So you have to drop the pan, drop the valve body, unscrew the lead plate from the top side of the valve body, then bolt it back up making sure the little pin for the range sensor slide is indexed properly... all the while ATF dripping on you. Of course, that is on the F150. On the Transit, which clearly was NEVER intended to even have a slushbox, the pan is strategically placed about an inch above the giant subframe. And since the unibody rails and sheer size of the van makes them difficult to impossible to get on any of our two post lifts, and the subframe is also the mounting points for the engine mounts, steering, and entire front suspension save for the upper strut mounts, that job is daunting to say the least.
Have not had one of the big Aisin boxes out of a Ram yet, though. That thing is huge, it looks much like the ones that many of the tilt-cab Japanese trucks use.