I would like personally inform you that I’ve left my position at Donway Ford and have moved on to a new role at BMW Toronto, which is just a short distance away from Donway. BMW now has a Fleet program for businesses. My role as Fleet Manager is to launch this new business to business venture and assist companies with five or more vehicles with their transportation needs.

Meanwhile at Donway Jennifer Fitzgerald (Sales Manager) and Terry Fisher (Owner) will be looking after my accounts until they can find someone to take over my position. Rest assured, the transition will be seamless for you.

I sincerely appreciate having you as my Client and would like to take this time to thank you for your business and support over the years. I’m glad we had the opportunity to work together. If you need assistance or further information for your current or future vehicles please feel free to contact me. My mobile number remains 416-410-4938. You can also view my profile on www.linkedin.com or email me at sean.lockhart@bmwtoronto.ca .

Yours very truly,
Sean Lockhart

What’s New

• 6.7L Power Stroke Diesel maintenance vs. 6.4 and 6.0
• Intelligent Oil Life Monitor System
• Diesel Exhaust Fluid (DEF) requirements and filling practices
• OAT Coolant
• Coolant test procedures

Background

Since the launch of the 2008 Super Duty, Ford Motor Company has made a concerted effort to ensure all Dealers are aware of critical Power Stroke® diesel engine operating characteristics and maintenance requirements. To help accomplish this, there have been a number of initiatives/ communications released.

Even with these initiatives there have been an increasing number of instances of diesel engine issues resulting from inadequate maintenance. Customers may be unaware that more frequent maintenance is required when their vehicle is utilized under severe service special operating conditions (towing, long idle/commercial delivery, off road/dusty, biodiesel).

• Engine failures have occurred due to lack of proper coolant strength and nitrite level checks.
• Turbocharger failures can occur due to a lack of proper lubrication or dusting from unfiltered intake air.
• Turbocharger & EGR valve coking deposits collect faster in colder weather, without proper maintenance.
• Low fuel pressure and/or fuel volume due to fuel filter contamination can cause hard starting and slower cranking times.
• Fuel injector internal failures can occur due to loss of fuel pressure from clogged filters, fuel line freeze up and the injector spook valve can stick when the oil is contaminated and/or the wrong oil viscosity.
• Fuel injector failure, High Pressure Fuel Pump/System failures due to contaminated fuel (water in the fuel as an example)

In addition, customers should be advised that non-Ford maintenance products (engine oil and oil filters, air filters, fuel filters and engine coolant) may not provide an adequate level of protection due to varying levels of aftermarket production standards and processes

Engine Oil Requirements

Ensure you review the engine oil SAE viscosity grade requirements contained in the Owner’s Guide Supplement. To ensure trouble-free operation and longevity, it is essential that these viscosity grade requirements are followed since they change depending on ambient temperatures and vehicle usage (i.e. towing).

Use only Motorcraft oil or equivalent oil conforming to Ford specification WSS-M2C171-E or API service categories CJ-4 or CJ-4/SM.  These oils are compatible with the emission control equipment of the vehicle to meet the more stringent emission standards.

Cold Starting

Warm-Up Idling Time – Adequate warm-up idling time is required. In cold weather, the engine should idle for a minimum of 30 seconds prior to increasing engine rpm.

Block Heaters – Block heater usage is not unique to the Power Stroke engine.  All Power Stroke Diesel engines have recommended block heaters to be used in cold temperatures.  The Power Stroke Diesel Owner’s Guide Supplement strongly recommends that an engine block heater be used at temperatures below -23°C (-10°F). 

Diesel Fuel Conditioners

Additives that will improve fuel cetane numbers may be used to verify and enhance fuel quality. Use Motorcraft Cetane Booster & Performance Improver part number PM 22B. For cold weather operation use Motorcraft Anti-Gel & Cetane Performance Improver part number PM 23B. Both levels of additives are fully compatible with all Power Stroke Diesel engines.

Note: DO NOT USE alcohol based additives. This may result in damage to the fuel injectors/system.

PM 15 is a fuel lubricity additive that was required to be added when injector(s) were replaced on a 7.3L. This lubricity additive is not required for 6.0L, 6.4L or 6.7L.

Maintenance Interval Reminder

A review of your customer’s driving habits is imperative to determine if they should follow a Normal Maintenance Interval Schedule or Special Operating Conditions.  See the Power Stroke 6.0L and 6.4L Diesel Owner’s Guide Supplement for details.

Customers who operate in Special Operating Conditions* need to be aware of the service requirements, and the service interval requirements (which include kilometres, time/months or hours of operation whichever occurs first)

*refer to PSM 2010-22N for revisions to 2011 Model Year

Intelligent Oil Life Monitor (6.7L only)

The IOLM system monitors several key engine sensors, then, using an algorithm determines the remaining oil life. It notifies the driver via the message center when the engine oil needs to be changed and the Diesel Owner Guide Supplement lists other required services to be performed for each interval.

Refer to PSM 2010-22N and MBG 2010-127N for further details

Diesel Exhaust Fluid (DEF)

DEF (also referred to as Reductant) is to be filled on every maintenance visit, or as directed through the instrument cluster message centre.  Ensure you follow the filling instructions in the vehicle Owner’s Guide.  When the DEF tank is full, the fluid level in the bottle will stop dropping, indicating the fluid has stopped flowing.  DO NOT try to continue to add DEF to the tank by shaking or repositioning the container to induce flow. This may cause spilling and overfill the tank. Overfilling the DEF tank can cause damage to the tank.

Diesel equipped Super Duty vehicles are shipped with a factory fill of DEF.  If the message centre indicates that DEF level is OK, it is neither required nor necessary to add DEF.  If Owner Guide filling instructions are not followed, it is possible to overfill the tank.

Ensure proper storage of unused DEF as the freezing point of DEF is -11C (12F).

Review proper re-filling procedures with your service staff as well as with your customers so they are familiar with this. Directions on proper filling are listed in the Diesel Supplement Guide, and on the back of the Motorcraft jug. The Motorcraft jug comes with an automatic shut off fill spout which aids in preventing overfilling of the DEF tank.

NOTE: Do Not overfill the DEF tank, or damage to the DEF tank and internal components may occur

Diesel Coolant Maintenance – Service Tips

TSB 09-08-05 was released to provide additional information to supplement the Workshop Manual (WSM) and Owner Guide information on the importance of cooling system maintenance for diesel engine equipped vehicles. Some customers, using their trucks under special operating conditions, indicate that operating with insufficient coolant strength (antifreeze or anticorrosion) can result in significant engine damage. Insufficient coolant strength can result when:

• Cooling system pressure and coolant is lost.
• The coolant level is topped off using the incorrect coolant.
• The coolant is mixed with hard water.
• Coolant is mixed at the incorrect concentration.
• Vehicles are operated under the special operating conditions as defined in the maintenance schedule (heavy commercial use that results in frequent or extensive idling, frequent low speed/rush hour traffic use; vehicles   operated under special conditions such as: sustained high speed driving at maximum GVWR load, towing a trailer, using a slide in camper (F-Super Duty) or car top carrier (E-Series).

Proper cooling system maintenance is critical for maximum engine performance and efficiency on today’s high technology diesel engines. It is essential that; the proper coolant is used, the coolant level is checked routinely, the coolant strength (antifreeze and anticorrosion property) is tested frequently and that the cooling system is flushed (with Motorcraft® Engine Cooling System Iron Cleaner) at the proper intervals.

Check the anticorrosion strength (nitrite level) of the coolant using the Rotunda 3-Way HD Antifreeze Test Strip Kit part number 328-00001, 1-800-Rotunda (768-8632) option 2 or equivalent. Perform coolant anticorrosion strength at the frequencies recommended.

Refer to the TSB or updated Workshop Manual for service procedures

For the 6.7L, check the coolant inhibitor strength with a special test kit for Specialty Orange Engine Coolant and increase additive levels if the test kit says they are low.  If incorrect coolant, containing high levels of Nitrite, is added or used in their truck it could cause issues with the heat exchangers.  Use the 3 way test kit to check for Nitrite.  Refer to the WSM for complete details.

Coolant Requirements

6.0L and 6.4L – Motorcraft® Premium Gold Engine Coolant CVC-7 – 3-Way HD Antifreeze Coolant Test Kit

6.7L – Motorcraft® Specialty Orange Engine Coolant CVC-3B and Motorcraft® – Specialty Orange Engine Coolant Revitalizer – VC-12 – 3-Way HD Antifreeze Coolant Test Kit                                                                

Fuel Filters and Maintenance Intervals

The 6.0L, 6.4L and 6.7L Power Stroke Diesel engines are equipped with 2 fuel filters.  Be aware that many aftermarket suppliers sell these filters individually and customers who do not maintain their vehicles at Ford Dealerships may not be replacing both filters and could encounter hard starting, driveability and injector damage concerns as a result.

Power Stroke Diesel vehicles are equipped with a Fuel Conditioner Module (DFCM/HFCM) that houses one of the fuel filters and separates water from the diesel fuel.  Water should be drained from the module assembly whenever the WATER IN FUEL (WIF) warning light comes on or every month, whichever occurs first.  While changing these fuel filters, it is requested that the fuel is sampled for signs of contamination and is reviewed with the customer and addressed.

Best Practice:  Some Dealerships have included draining the fuel separator whenever a customer brings their truck in for service.  This low effort service has high value for the customer and shows that you are looking after them and their vehicle.

Not addressing fuel contamination and or not draining the WIF, ignoring the warning, and or the use of alcohol based fuel additives will allow water and contaminates to bypass the WIF separator and fuel filters, resulting in damage to the engine.

just became the most powerful and the most fuel efficient with gas and diesel engines.

DEARBORN, Mich., Feb. 25, 2010 – Facts are facts: The 2011 Ford F-Series Super Duty delivers leadership in torque. Leadership in horsepower. Leadership in fuel economy. Leadership in towing. Leadership in payload. Leadership in everything that matters to heavy-duty truck customer.

With Ford-built diesel and gas powertrains, the all-new Ford Super Duty dominates the competition in payload, conventional towing, fifth-wheel towing and gross combined weight rating in both pickups and chassis cabs.  Diesel engines account for 65 per cent of the Super Duty sales with gas engines making up the remaining 35 per cent. 

The new 6.7-litre Power Stroke V-8 turbocharged diesel – designed, engineered and built by Ford – delivers class-leading fuel economy as well as best-in-class 390 horsepower and 735 ft.-lb. of torque – that’s 75 ft. lbs. more than its nearest competitor in the market today. Plus, the all-new Super Duty fuel economy improvement averages 18 per cent better for pickup models and up to 25 per cent for chassis cab versus the outgoing Super Duty.

This significantly improved torque – 85 ft.-lb. more than the current 6.4-litre Power Stroke diesel – is good news for the nearly 97 per cent of Super Duty customers who tow and helps the 2011 Super Duty deliver class-leading towing capability at 11,068 kg (24,400 pounds). The 2011 Super Duty also has class-leading payload capability at 2958 kg (6,520 pounds). 

Built to last, just the way customers like

During the Super Duty’s development, engineers put more than 10.3 million equivalent test miles on the new diesel engine, including extreme road and weather conditions. The new Power Stroke diesel is the most-tested Power Stroke ever, incorporating the most rigorous engine tests found in Ford globally.

Extensive CAD (computer-aided design) and CAE (computer-aided engineering) work was completed to identify any potential challenges before hardware was created, which not only is time-efficient but also helps ensure quality at the outset. Further, a comprehensive examination of warranty data and quality tools was used to identify potential failure modes for every component and system.

Customer data, including driving styles, road types and vehicle usage (towing and payload), also played a key role in developing the testing program that best replicated Super Duty use.

Components were tested in the laboratory with a regimen designed to exceed what even the most extreme-use customer might dish out. Engines literally ran continuously for hundreds of hours.  Engines were started in below-zero temperatures more than 2,600 times. Plus, laboratory tests simulated 10 years of use in arctic conditions.

B20 compatibility added for 2011 model year

The strict testing work also ensured the new engine is B20 compatible, which allows customers a fueling option using blends of up to 20 per cent biodiesel and 80 per cent petroleum diesel. Because biodiesel fuel varies in quality around the United States and Canada, durability testing cycles were run on multiple blends of the fuel to ensure the robustness of the system. This is especially important to the agricultural industry where biodiesel is often the preferred fuel.

“These tests give us the full spectrum of Super Duty customers – from those who run their trucks at maximum power with a maximum load for long periods to those who use them more in a start-stop mode,” said Ed Waszczenko, lead engine durability engineer.

Finally, a battery of in-vehicle, real-world tests validated the work done in the laboratories. The 2011 F-450 Super Duty, for example, can tow a 11,068 kg (24,400-pound) trailer up a 6 per cent grade at 47 mph, which is more than 50 per cent faster than the outgoing product.  The F-450 and F-550 have no competitors in the marketplace.

“That’s the difference between trucks passing you, or you passing trucks,” said Chris Brewer, Super Duty chief engineer.

Class-leading capability

Growing Super Duty’s heavy-truck leadership, the 2011 F-250 and F-350 pickup trucks have best-in-class conventional towing and payload capability. The F-250 and F-350 single rear wheel can tow up to 14,000 pounds (6350 kg) with payloads of 4,050 pounds (1837 kg) and 4,600 pounds (2087 kg), respectively. In addition, the F-350 dual rear wheel delivers best-in-class conventional towing of 16,000 pounds (7258 kg) and fifth-wheel towing of 21,600 pounds (9798 kg) and best-in-class payload of 6,520 pounds (2958 kg).  With chassis cab sales accounting for up to 25 per cent of the Super Duty mix, the leadership towing capability of the F-550 fifth-wheel hitch is notable: 26,400 pounds (11975 kg).

The improved torque also enables the driver to hold a higher gear longer, which helps with highway fuel economy. “This prevents transmission ‘gear hunting,’ and lets you stay in gear longer before downshifting, ultimately saving fuel,” Brewer said.

Quietest Power Stroke ever

In addition to its capability, the new 6.7-litre Power Stroke V-8 has the lowest NVH (noise, vibration and harshness) in the class with a notably quieter, more refined sound than ever. Improvements to the combustion system, structural integrity of the compacted graphite iron block and the single turbocharger mounted to the engine block account for many of the NVH improvements.

Specific design upgrades were made to both the piston and the piston bowl to optimize the combustion process, which features a two-stage combustion event instead of a single-injection event. Single-injection events can cause harsh, sudden and loud combustion. On the 2011 Super Duty, a starter or pilot injection of fuel begins the combustion process before the main injection.

The result is smoother combustion and a more refined sound for the customer. When at idle, two pilot injection events are used to make the firing process even smoother and aid in quietness. The “ticking” of the high-speed injectors also is quieted by specially designed covers on the engine.

Mounting the turbocharger from the center housing directly to the block provided several advantages as well in terms of NVH.

“When turbochargers vibrate, it can lead to other parts of the vehicle, such as the exhaust system, vibrating,” said Adam Gryglak, chief diesel engineering manager. “So when the turbocharger vibrates a lot, the exhaust system vibrates too, and that’s disturbing to the customer. Bolting the turbocharger directly to the block eliminates that concern.”

Using one turbocharger, instead of two operating in series or sequentially, helped resolve some NVH challenges as well. The single turbocharger eliminates air-handling noises – the whooshes – typically heard when the engine switches from one turbo to the next. Also, the single turbocharger has ball bearings that pilot the shaft in the turbo, eliminating the potential for the shaft of the turbocharger to gyrate in its housing, another potential NVH issue.

Other improvements include the addition of two resonators in the intake system as well as a third resonator near the air cleaner. These additions made it possible to tune the diesel intake system to the desired sound.

New gas engine leads in torque, horsepower and fuel economy

The 2011 Super Duty features a new, more powerful and efficient standard gasoline engine that also delivers class-leading numbers. The new 6.2-litre V-8 gasoline engine produces 405 ft.-lb. of torque (at 4,500 rpm) and 385 horsepower (at 5,500 rpm) on regular gasoline. These numbers represent an increase of 40 ft.-lb. of torque and 85 horsepower versus the current 5.4-litre V-8. The new engine also is E85 compatible.

Already cementing its ‘Built Ford Tough’ status

Nearly all the components of the 2011 Super Duty 6.2-litre V-8 are shared with the 6.2-litre V-8 engine found in the 2010 F-150 SVT Raptor, a purpose-built, high-performance off-road truck versatile enough to take on the most challenging desert adventures as well as the everyday commute. In November 2008, the 6.2-litre Raptor R not only survived its first grueling Baja 1000, it earned a podium finish.

Testing on the 6.2-litre V-8 included running multiple engines for more than 500 hours at peak torque and peak horsepower as well as customer-correlated 1,000-hour road load tests to ensure dependability for even the toughest Ford F-Series Super Duty customer.

“Having two outstanding powertrains to choose from is a real win-win for Super Duty customers,” said Doug Scott, truck group marketing manager. “Both Ford’s new diesel and new gasoline engines deliver the ‘and solution’ – best-in-class horsepower, torque and fuel economy.

“Leadership in areas that matter most to customers will help ensure the 2011 Super Duty will continue to be the undisputed leader in full-size pickup towing, payload and capability.”

Highlights include:

• Fuel economy on the all-new 2011 Ford F-Series Super Duty equipped with the 6.7-litre Power Stroke® V-8 diesel engine averages an 18 per cent improvement for pickup models, up to 25 per cent improvement for chassis cabs versus 2010 models. Trucks equipped with new base 6.2-litre V-8 gas engine average a 15 per cent improvement versus 2010 models

• The all-new Ford-engineered, Ford-designed, Ford-built 6.7-litre Power Stroke V-8 turbocharged diesel engine has best-in-class torque of 735 ft.-lb. (at 1,600 rpm) and best-in-class 390 horsepower (at 2,800 rpm) – 85 ft.-lb. and 40 horsepower more than the outgoing product – with best-in-class fuel economy; new engine is B20 biodiesel compatible as well

• All-new 6.2-litre V-8 gas engine also best-in-class with 385 horsepower and 405 ft.-lb. of torque – 85 more horsepower and 40 ft.-lb. of torque more than the current 5.4-litre V-8 gas engine – combined with class-leading fuel economy and E85 compatibility

• The all-new powertrains are the backbone of the new 2011 F-Series Super Duty, which has class-leading towing capability of 11,068 kg (24,400 pounds) on pickups and 11974 kg (26,400 pounds) on chassis cab; best-in-class payload capability of 5766 kg (12,711 pounds) on chassis cabs and ( 2958 kg) 6,520 pounds on pickups

by Gary Grant on January 18, 2010

Way back in the dark ages of my youth I spent some time working in a publishing warehouse. Often I would have the task of delivering law texts to lawyers in downtown Toronto. Of course the chariot of choice was a 1 ton CheForPar panel van. You know the kind, big and ugly and covered in dents because they are impossible to see out of and have the turning radius of an aircraft carrier. All that size for a box of books or two. Sure, the CheForPar monster van is a great tool when there is a big load, but most often it seems to be overkill for most businesses. The more recent euro style Sprinter is even bigger, not to mention uber expensive.

Thanks to their smaller roads, European manufacturers have never really built the gargantuan delivery van, instead focusing on smaller solutions. The Ford Transit has long been one of the primary tools. In the same vein, Ford has developed the Transit Connect for the North American market. What a bunch of smart cookies, these Ford folks!

 The Transit Connect is a much smaller package that offers better thought out storage space combined with manueverability and far better fuel economy than the traditional V8 powered machines. In fact, the Transit Connect is powered by a 2.0l Duratec 4 cylinder that puts out 136 hp and 128 ft/lb of torque. That power reaches the front wheels via a 4 speed automatic transmission with overdrive as opposed to the rear wheels of the traditional CheForPar.

 The result is a peppy drive that could almost be called fun when empty. With a full load on, acceleration to highway speeds won’t win any contests but that isn’t really the point. Thanks to large mirrors and those massive side windows, the Transit Connect is actually very easy to see out of, making parking a breeze in tight spots.

 The human area is sparse but nicely appointed for a work vehicle with some well thought out storage cubbies. The cloth covered seats are comfortable though a couple of front seat passengers wished for a center armrest on their seat like the one on the driver’s seat. Our tester didn’t have them, but the optional rear seats and side windows could add a whole new element of flexibility for the small business that needs to move crew and tools.

 Access to the cargo area comes via large sliding doors on both sides and a pair of barn doors at the back. These barn doors have a quick release for the hinge stoppers that allow the doors to swing right out of the way when loading large objects. The cargo area floor is completely flat, making full use of the big box. The floor is covered with a non skid rubber mat that keeps your load stationary and is easy to sweep out.

 Perhaps my only complaint with the Transit Connect may be considered a niggly one depending on your outlook. The center console contains a 12 volt power outlet and a cigarette lighter. Here in Ontario, smokers aren’t allowed to light up in the workplace and the nasty habit police have actually charged a truck driver for smoking at work. In a truck he owned, occupied by him alone. I understand that decontenting a vehicle for one market can actually increase the cost, but this seems like a strange equipment choice for our market.

Here in Canada, GM no longer sells their small cargo van so the commercial buyer would have to choose a full size van. The base vehicle starts at over $31,000 which is a hefty chunk when compared to the Transit Connect that begins at $26,799. Add in the extra fuel costs, body damage and the like and Ford’s little Euro van is a very smart choice.

5 CANADA‘S TOP SELLING VEHICLES THIS YEAR

1  Ford F-Series pick up truck           $24,599*   68,140**

2   Honda Civic compact car               $15,990*   53,374**

3   Toyota Corolla compact car           $15,260*   45,476**

4   Mazda3 compact car                      $15,995*   40,451**

5   Dodge Caravan minivan                $27,445*   32,998**

*   Base Price       ** Volume first 10 months

Source: Company reports and DesRosiers Automotive Consultants

Full mobile office functionality

A 4-gigabyte computer, developed by Magneti Marelli and powered by Microsoft® Auto, makes your Ford pickup or van a full-functioning mobile office.*

Open a word processing or spreadsheet document, generate invoices, or perform a variety of other business tasks – all on a bright, high-resolution 6.5” in-dash screen with wireless keyboard. Load and back up files with the built-in USB port or SD memory card slot. Make prints on an available Ford-certified, Bluetooth®-enabled wireless inkjet printer.** And that’s just for starters.