I have been told that I need to have my timing chain replaed at 100,000 miles. I do not hear any rattle upon start up or while running. The maintenance guide does not indicate this as a item that has to be changed at any interval.

Has anyone had issues with yours, I have dad 2 ford dealers tell me they have not had any issues but the private mechanic said he has!

I want to drive to Texas In december of 2010 from Kansas but if it needs to be changed I will want this done before going.

Any advise?????????????

 

Get another mechanic. Timing chains don't need to be replaced at 100k. Belts on the other hand do.

 

You know, it's funny how I read so many members referring to my place of employment as a "stealership" and all the dealer technician bashing that goes along with it. Bear in mind, Ford dealership technicians work on FORD vehicles 5 days a week. Your private mechanic works on how many different brands of vehicles? 'Nuff said.

For what it's worth my '95 Crown Victoria with 425,000 kms. on the original engine is STILL running with the original timing chains in it, and the ONLY time the engine has ever been "opened up" was to replace a set of valve seals at about 300,000 kms. back in 2006 some time.

The above two paragraphs should very clearly answer your question. As far as maintenance, I would be doing transmission services RELIGIOUSLY at the Ford dealer using ONLY the Ford CVT transaxle fluid (looks similar to two stroke engine oil in appearance). Because when that CVT lets go, it is EXPENSIVE to replace.

 

Last guy I talked to with a timing chain replacement was my mow & blow gardner. He replaced the chain and tensioners on his Toyota 22R somewhere in the 300,000 mile area. 100k? Not to worry.

 

Very well said. I get on here once a day and prob 25% of posts I read bash dealers. You are going to pay more per hour and for parts at a dealer. But you will save in the long run when the problem is diagnosed right the first time instead of Joe Blow throwing parts on hoping he gets lucky. Oh and +1 on the CVT maintenance. Make sure they replace the high pressure filter during the fluid change too.

 

THANK YOU!!! I'm glad SOMEONE agrees with me. A little off-topic here, but I've had more than my share of vehicles brought to me after "their mechanic" has thrown more parts (and the customer's money) at a problem that they couldn't fix until it landed on my doorstep. A prefect example of this, was one 2004 F-250 6.0L diesel truck. By the time I ended up with it, the inertia switch has been bypassed with electrical tape, the FICM had ZERO fasteners securing it to the driver side valve cover, not to mention a lot of misrouting of the main engine wiring harness. I couldn't believe the customer had spent over $4000 at this private shop to fix a lack of power concern caused only by a misinstallation of the turbo. The y-pipe had about a 1/4" gap where it enters the turbo, leaving for a MASSIVE exhaust leak.

Sorry for the rant. But back to the topic at hand, Ford does have some very weird maintenance schedules. I find common sense should play the biggest part in determining one's preventative maintenance schedule. Did you know that Ford recommends that timing belts on a 2000 Focus epuipped with the 2.0L Zetec engine be replaced at 200,000 kms. (120,000 miles)? Yet, I can't tell you how many of them I've had coming in on the hook with far less mileage than that after the belt has sheared teeth. Even dumber, is that on a 1998 Escort ZX2 with the same 2.0L Zetec engine (and same timing belt part number as the Focus), the recommendation is 100,000 kms. (60,000 miles).

 

I know what you mean. How about the non-serviceable fuel filters and 150K ATF? WTF Ford?! Once I had a 2000 Explorer get towed in with a no-start. Joe Blow Auto had already replaced the PCM, Coil, fuel pump, and a few other parts for $1000. All it needed was a PATS key. I had it running in 15 mins. Go figure.

 

Speaking of 2000 Explorers, I had a guy calling me asking how to time his 4.0L SOHC engine on HIS 2000 Explorer. This was the owner of a garage that had just purchased this vehicle and wanted to do a "gasket re-seal" (completely unnecessary work). He went to the trouble of pulling the engine, both cassettes and oil pan, then wondering how to time this engine. I guess he learned the hard way that these engines require FIVE dedicated cam/sprocket/crank holding tools to time. So there he ended up with his then new Explorer apart in pieces that he couldn't put back together that he had just financed (the vehicle was about three years old at the time).