Tom, I know you like the newer stuff but there are lots of these conversion wheelchair vans used in Fl, and lower states from retirees who moved down south. Many are low mileage and in great shape. I looked at a lot of them online while looking for my van.

 

Thanks Justin!

I'll take a look. Our biggest issue with the used conversion piece is that a state program here in MN should pay for conversion. They won't pay for the value of a used conversion though, and they won't pay for the vehicle. So I either purchase a vehicle and they convert it, or I absorb the depreciated cost of a used conversion all on my own. The second issue is that the overwhelming majority of the conversions I've found have a raised roof, which puts them soundly over the 84" height of most parking garages. Adults in typical chairs can use the extra headroom, but Hannah probably couldn't, and she certainly needs a vehicle that can fit into a hospital parking garage.

Thanks for the suggestion, I'm gonna go do some searches and see what I find down there. I'd love to fly somewhere to buy a rust-free van, it worked great when I bought the Ex.

 

So, here is an update on my POS F-350. I'm really disappointed in it. Showroom new must not mean what I think it does. Since purchasing this truck, I've put about $12k in it, mostly on stuff that I would have thought to be handled in a showroom new vehicle.

Things that were done prior to pick up.

-Both UVCH were replaced with the Dorman 1 piece UVCH as opposed to the Ford two-piece harness, so they will never separate

-All 8 glow plugs were replaced given the age and miles on them

-The front and rear differentials were flushed and wiped clean. The fluid was replaced with the required 75w90 fluid and a new Fel-pro gasket was installed on the rear diff.

-The power steering system was flushed with new Mobil 1 Synthetic ATF

-The oil was found to be long overdue for a change, it was changed with Chevron Delo 5w40 with two quarts held back for Hot Shot Secret. HSS is meant to clean the oil system and should be run for a minimum of 4000 miles. A new motorcraft oil filter part number FL1995 was installed as well.

-The fuel filter and cap that came with the truck was not the correct filter and cap. This limits the filters ability to prevent water from reaching the injectors. This filter and cap were replaced with a Dorman cap and motorcraft fuel filter.

-The transmission fluid was found to be long past over due. The transmission was flushed with 20 quarts of Mercon V and the stock Valvebody was replaced with a John Woods Valve Body to increase performance and overcome stock performance issues with the transmission.

-The top alternator was faulty due to engine cleaning chemicals being sprayed into the alternator. This caused the batteries to not charge properly despite there being two alternators. The top alternator was replaced with a 140 amp large chase alternator. This resolved the charging issue.

-The downpipe and upipe clamps were facing the wrong direction due to being installed while the cab was lifted on the truck. The downpipe clamp had to be cut off it was replaced with a new downpipe clamp.

-The 4 wheel drive ESOF was found to be not working when the truck was inspected. The vacuum lines were replaced with more robust fuel line, but the hubs would not lock and the AC would default to defrost. The ESOF vacuum was replaced and the 4wd found to be working properly.

-The turbo turbine was found to be destroyed causing boost and fueling issues. A new turbine was ordered and replaced, restoring the turbos ability to build proper boost. This was also attributed to the non-stock wastegate actuator. The compressor wheel was also found to be damaged and the CHRA required new bearings and seals due to an oil leak. The CHRA was cleaned and rebuilt and the compressor wheel was replaced with the Riffraff Diesel billet wheel.

- The Riffraff Diesel Frx, CVD fittings, and Banjo bolts were installed to overcome the deadhead fueling issues with the stock fuel system. These components were installed creating a regulated return that also prevents air from getting to the injectors. The fuel system is now capable of supporting up to Stage 2 injectors. The fuel bowl and fuel lines were also resealed to eliminate leaks.

-The Riffraff CAC boots, clamps, and plenum inserts were installed due to the weak and oil soaked boots found. The new boots are thicker, oil resistant, and hold boost better than the stock boots. The plenum inserts were installed to allow proper clamping force to eliminate leaks and the Spider Y-pipe.

-The Riffraff Hpx was installed the equalize ICP between the heads allowing for better performance and more stable ICP readings.

-Diesel Purge fuel injector cleaner was used to clean the fuel side of the injectors and fuel system.

-The transfer case fluid was black and found to never have been changed. The was drained and refilled with Mobil 1 synthetic ATF as required.

-The gauges installed were not functioning correctly due to improper plumbing. The boost gauge was not plumbed correctly, so the Riffraff AIH delete plug and mechanical boost fitting were installed to resolve this. The transmission gauge was plumbed to the pan and not the correct test port on the driver side of the transmission. The Autometer 2253 temp sender fixed the issue with the incorrect readings. The EGT probe was post turbo and covered in oil due to the seal on the turbine failing and leaking.

-The turbo pedestal was found to have a slow leak at the EBPV rod. The pedestal was replaced with a blank, non-ebpv pedestal so the leak will never occur again and since the EBPV is not used due to the Banks Brake.

-The cooling system was found to have green coolant which isn't meant for a diesel engine due to silicate drop out. The cooling system was flushed with Motorcraft VC9 and distilled water. The system was refilled with Final Charge ELC which has no silicate drop out and is meant for a diesel engine.

-The front wheels were rusted to the hub. Once removed, they were cleaned with the wirewheel and penetrating oil to eliminate the rust.



Things that I noticed upon arrival in Texas.

- big scratch in both drivers side doors
- dent in tailgate
- drivers front fender a little wavy
- brakes pulsate
- truck still lacks power, slow boost build up.


Things that I have done or had done since.

- Brakes all the way around, pads, rotors, rear brake lines (due to being pinched by j-hooks by the towing company)

- replaced carrier bearing

- replaced leaking up pipes with new IH bellowed piped - helped cure spool up

- removed the banks brake and monster exhaust and installed new Magnaflow turbo back and Garrett high flow turbo outlet. Banks brake contributed to blowing out uppipe gaskets.

- new glow plug relay - truck would not start at all after arrival in CT.

- new icp sensor and harness - code comes up in hard acceleration.

- new front hubs

- full detail with paint correction, which revealed some minor paint flaws.

- removed bug shield, revealing hood damage.



The truck still has trouble starting, and skips on cold start, without smoking. It gets better as the oil warms up. Based on research that I have done, it sounds like a worn poppet valve in the injector or two, and it goes in on Wednesday for diag. There is one injector that is intermittently noisy even when warm. I'm hoping the HPOP, and engine internals are ok.



Plans for it include:

- if more than one injector is bad, replace with 160cc/30% injectors and tune.
- 05-07 nose (have)
- 08-up taillights (have)
- 4" ICON lift and new Bilstein shocks (have)
- American Force 19.5" Classics with Toyo 265/70
- Magnum Hollow Point headache rack
- paint drivers side doors
- Replace both front fenders and hood and debadge fenders
- 08-up tailgate


I think it may be time to sell the car to fund this POS.

 

Wow Brendon, that's quite an extensive list. Seems like plenty of stuff was neglected over the years.

ON edit: Never mind.

 

That's, uh, pretty bad. I'm sorry to hear you've had that much trouble with it. Hope things get sorted out and you can get around to enjoying it some. Let me know if I can help at all with anything.

 

Brendon, to good looking truck to have all that work. She sure is pretty. Good luck with the list of to-do things. Will we get to see it at the GTG?

 

At least it's not a 6.0!

 

hey thats what i was gonna say

 

Good evening everyone!

 

Brendon I'm fairly positive that 7.3s came from the factory with green coolant in them. I believe the switch to gold coolant came with the 6.0L

And how many miles on it?

 

I could drive it to the gtg. The truck has 154k miles on it.

 

Good evening everyone! Really hope you have better luck with the truck Brendon!

 

morning


Going to be a gorgeous day out there today.


I loved my 7.3. easy to get to things / no emissions / reliable most of the time / A real work horse.


My 6.7 has more power but working on it is a pain and there is so much more to go wrong.


As for the 6.0. Just ask Miles. lol

 

Good morning everyone!

 

Happy Tuesday all!