Sounds like they’re going to owe you an engine. With oil loss that substantial and the low oil pressure warning coming on it’s next to impossible that there is not internal engine damage.
A shock is a wear and tear item regardless of manufacturer. If the CPO warranty doesn’t cover it you can’t expect the manufacturer to make an exception, especially when it was purchased used.
However, I’m sure the dealer made a healthy margin on the sale. They sold it to with the clunk sound...
“Blue Certified” means nothing other than a limited warranty; most dealers just pencil whip the inspection and put it on the lot. Even if they are aware of a potential issue they may let it go so that the Ford warranty has to pay to fix it later instead of it coming out if their used car budget...
Well I’ll say you had me laughing out loud at “reliable 3rd Gen Tacoma”. Nothing like pulling an entire engine to reseal the extremely common timing cover leaks, or paying $13k out of pocket for new cylinder heads for the notorious valve failure issue.
For the vibration issue I would recommend...
If its when the transmission is “cold” that’s entirely normal. The F-clutch applies for the first time on the 3-4 or 3-5 shift, so it takes a second to refill the cylinder.
It’s a problem throughout the industry. Good techs have been leaving dealerships/retiring and there is a huge gap between them and the incoming 16 year olds. It’s not good. But if dealers would start treating technicians as professionals and paying them a fair salary things would be much...
So I should have been more specific; you’ll need to block off the air filter (plastic bag works well) as well as the the turbos or exhaust in addition to the throttle body inlet. Otherwise pressure will not build.
Cam phasers have been fixed for half a decade now. It’s ridiculous to continue to even bring it up.
Tesla designs for cost savings and assembly. Not for service. Which is why they’re a nightmare to work on and are often totaled after a minor fender bender. In other words, they’re disposable...
Exactly. Service Managers do not have access to information like that, nor would any manufacturer release information stating there is a “100% defect rate” on a particular vehicle or component.
Looks like they found the root cause! Fuel in the oil causes severe wear, luckily it took out the VCT units before the bottom end of the engine.
That also explains your earlier update where the oil was overfull.
What do you mean by “failing”? What’s the message and DTC that are setting?
You literally said you had this problem before and it was caused by the truck being overloaded, not sure what you want Ford to “fix” in that regard.
Being a used truck it’s impossible to know if the truck was...
Reliability is basically the same for 2021+ 2.7/3.5models. If you don’t need the extra power and towing capability, fuel economy is definitely a benefit to the 2.7.
There is quite a big difference in maximum towing capacity between the two engines. Definitely something to consider, reference...
Nope, no issue. Just clarifying that a 2017-2020 Gen 2 3.5 non-HO cannot be used in place of a 3.5 HO due to the internal differences. A 2021 3.5 it not backward compatible per Ford, but the aftermarket may have already solved for that.
Never seen a single stock one fail in my experience. On...
Sounds like either a restriction (intake tube or filter collapsing) or a boost leak. You’ll need a high pressure smoke machine to test the CAC system for leaks.
Yes. But this discussion is on a 2018 Gen 2.
“Seem to break”? I’ve never seen a single one. Crankshafts do not just “break” for no reason. The HO engines have the same crank as the Ford GT.
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