Sounds like they did not follow the TSB properly. The root cause for the failure in the TSB was that the gear cover (machined casting mounted between the engine and transmission) was not machined properly. The TSB states that they need to remove the gear cover, use micrometers to measure thickness all the way around, and replace if not machined parallel. Everyone I saw that repeatedly failed had a mis-machined gear cover. Time to talk to service manager to see how they verified that the gear cover was good. I bet they didn't even remove it to check, just replaced the other parts to get you out the door. Email me to let me know what transpired.

 

as doghed said--also--make them put a dial indicator to the crank--and turn over by hand--as one other said--rear of crank may be machined off--stranger things have happened---and see if they replaced the spacer part for sure----

 

I'm the one that found the problem and wrote the TSB. I have not seen any problem with crank machining. There was a definite problem with the gear cover (hence the TSB). Most likely, the mechanic did not measure the gear cover: 1) He did not have micrometers, 2) He didn't know how to use them, 3) Service Manager wouldn't approve time/labor to remove gear cover.
DAVISRATS, please email me directly. I'll give you my office number for the Service Manager to call if he has any questions.

 

He's probably already gotten rid of it from the sounds of his last post, but this is great information here. Thank you for contributing.

 

Dodgedh2, thanks for writing TSB on the flex plate issue.
I have 96 F250, that makes knocking sound when in gear only. Drive, reverce etc. No knocking noise in Neutral evern revving it up.
From all internet research I have done it points out to cracked flexplate.
Could you concur that.

 

Not necessarily. The flexplate is bolted to the crankshaft and the torque convertor and turns with the engine (whether or not it is in gear). The torque converter drives the transmission pump at all times. What I'm getting at is, that the flexplate does not go into a "neutral" when the transmission is in neutral, there is always a load on it. Have you used a mechanics stethoscope to isolate where the knock is coming from? If it is coming from the bellhousing area, it could be a torque converter issue, rear main engine bearing, transmission pump, flexplate, or several other things. First isolate the area that the knock comes from, and then it can be better diaganosed. Also, is it a knock or a rattle?

 

95 % sure that the knocking sound, about 3-6 time a second, with gear engaged is coming from belhousing area.
Could have flexplate issue cause torque converter, rear engine bearing, etc. to fail?
And does the rattle usially assosiated with flexplate?
Is it possible to see a root cause by removing little plate guard right below bell housing, but not really sure what to look for. I am not by any means certified mechanic, but not a stranger when it comes to working on equipment.
Does anyone has any pics. of cracked flexplate?

 

Rattle in the bellhousing area is usually associated with an internal torque converter issue. Flexplate cracking has not caused the other failures that you mentioned (to my knowledge). Try removing the inspection cover (small metal shield at bottom of bell housing). If the sound is coming from down there, then the only way to determine if the flexplate is cracked is to remove the transmission.
If you decide to go that far, you will need to remove the transmission, remove torque converter, and remove the flexplate reinforcment plate (bolted to the flexplate with the crank bolts. The crack would be around the crank bolts that attach the flexplate )from hole to hole). Many times, which may be your case, the flexplate actually has shifted its index. Once you have gotton the flexplate completely exposed, a crack will be very evident. If yours is cracked, then follow the TSB for which parts to replace. DO NOT just replace the flexplate, otherwise the failure will occur again.

 

The truck did get traded in. After the dealer put a transmission in it, flexplate and machine spacer, it did it again. It was replaced by a F250 gas model. too bad it was a good truck.

 

Thanks for gettig back to us. As I suspected, the dealer DID NOT follow the TSB. The problem is the gear cover. It is attached to the rear of the engine block. Some of them were not machined properly by the supplier and cause the engine and transmission to be out of line with each other. This in turn causes extreme stress on the flexplate. Unless this part is replaced with a verified good part, THE FAILURE WILL REPEAT over and over.

 

For those who have done it. How much did parts and labor cost to implement
TSB 99-23-6. Also if torque converter is bad, how much additional labor and cost would be included.

 

Don't know about the TSB cost, however, there should not be any additional labor for the torque converter since you have to remove it anyway to perform the TSB. All that should be is the additional cost of a new convertor.

 

Is it safe to assume that your reference to the "rear gear cover" is the same part as <TABLE cellSpacing=0 cellPadding=3 border=1><TBODY><TR><TD class=NOBORDER align=left>F4TZ-6A369-A</TD><TD class=NOBORDER align=left>Engine Spacer</TD></TR></TBODY></TABLE>

Not trying to be picky, and I know sometimes same part can have several diffirent names.
Also I don't understand why it was bad to machine off those covers parallely.
I would logically assume if they were not parallel then they would cause overload.
Thanks.

 

I have found the TSB, covers our truck from 94 to 97.5 as well

Article No.
99-23-6

11/15/99

TRANSMISSION - 4R100 - FLEXPLATE
REPLACEMENT - VEHICLES WITH 7.3L DIESEL
ENGINE - SERVICE TIP

FORD:
1994-1997 F SUPER DUTY, F-250 HD, F-350
1994-1999 ECONOLINE
1999 SUPER DUTY F SERIES

ISSUE
The transmission adapter may cause a misalignment between the flexplate and torque converter causing a pre-load condition between the two components. This concern arises during a transmission flexplate replacement.

ACTION
Inspect and replace (if necessary) the flexplate reinforcement plate and crankshaft spacer when replacing the flexplate. In addition, replace the engine spacer during this procedure. Refer to the following Service Procedure for details.

SERVICE PROCEDURE

NOTE THIS PROCEDURE SHOULD BE USED FOR BROKEN/CRACKED AUTOMATIC TRANSMISSION FLEXPLATES. THIS PROCEDURE IS PARTICULARLY IMPORTANT FOR VEHICLES WHICH HAVE SHOWN REPEAT FAILURES AND/OR LOW MILEAGE FAILURES.

1. Inspect the flywheel reinforcement plate for damage. The plate should be flat and free of any galling. Replace Flywheel Reinforcement Plate (F4TZ-6A366-A) if damaged.

2. Inspect the crankcase spacer for damage. The spacer should be flat and free of any galling. Replace Crankcase Spacer (F81Z-6A366-AA) if damaged.

3. Replace the Engine Spacer (F4TZ-6A369-A).

4. Install the crankshaft spacer and flexplate reinforcement plate (less flexplate) with the flexplate attachment bolts. Tighten to specification. The crankshaft spacer and reinforcement plate should be firmly secured and bolts seated. If the bolts are not seated and/or the parts are still loose, remove the bolts, spacer, and reinforcement plate and bottom tap the crankshaft holes.

5. Reinstall the crankshaft spacer, flexplate, reinforcement plate, and reinstall the flexplate attachment bolts.


PART NUMBER PART NAME

F4TZ-6A366-A Flywheel Reinforcement Plate
F81Z-6A366-AA Crankcase Spacer
F4TZ-6A369-A Engine Spacer

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 497000, 504000, 597997, 601300, 603300

 

YOU TRADE THIS IN OR GET IT FIXED FINALLY??