Same Van Different Question...

[Dooheid]

2015 FWD Custom 2.4 109k miles

I already posted about smoke & oil use. I was under the van last night to see about removing the turbo. Wow! Another, in the litany of reasons why I avoided Ford for 3 decades

I think it would be easier to remove the engine & gearbox to get at the turbo... What a tree climb in a greasy wetsuit this'll be!!

I priced a turbo with my local engineering place. Under £500 for a recon unit. However, looking at the turbo last night, it looks recent! BUT... I spotted oil that looks to be coming from the feed pipe & dripping over & off the return pipe studs. So, could I simply be looking at a loose oil feed to the turbo spindle, or something more sinister?

Also, I see there is oil here & there. Some from careless filling no doubt, but I am concerned about crank case pressure. My limited knowledge of the brand is that there isn't a PCV on these, but rather it goes via the inlet manifold. Does this go wrong & what are the symptoms?

Having driven the van I am certain the turbo is worn and looking at the join after the DPF to the rear (or is it middle? I was upsides down) silencer, there signs of oil weeping out, so I am certain that the oil is going down the exhaust thanks to the worn turbo.

Any heads up on reaching & removing this CAD mess (Computer Aided Design no doubt headed up by an utter Cad who drives a Jaaaaaaaag ) of a turbo.

Thanks all

PS, I think I'll be sticking with my Froggie stuff. It's MUCH easier to work on

[metalworker0]

suggest everyone read this thread ..or no one will know what your talking about as the guys that will likely read this and try to help, don't hang about in the custom forum

viewtopic.php?f=65&t=228950&p=1851493#p1851493

and is it not a 2.2 not 2.4

note there are faults that can occur with the injector sealing washers ..consequences of this is that it puts pressure from them into the crank case, as a result of the sealing washers being buried inside the rocker cover...which in turn may result in oil burning because the excess pressure and may cause and oil leaks.

That's just one of many things that may be wrong..

blocked exhaust can result in all sorts of other faults ..including more oil burning as the thing moves around in circles between blocked and new DPF also can lead to oil leaks

You can also go round in circles with diagnostics, treating the symptoms and not the route cause

my answers in the custom forum are based in what you told me me, you did not mention crankcase pressure then ..or the turbo oil leak .

To do a rough test of the turbo undo the large pipe that comes out on the non exhaust side...and feel the blades ...they should not shake up and down.

all the best.mark

[Dooheid]

suggest everyone read this thread ..or no one will know what your talking about as the guys that will likely read this and try to help, don't hang about in the custom forum

viewtopic.php?f=65&t=228950&p=1851493#p1851493

and is it not a 2.2 not 2.4

note there are faults that can occur with the injector sealing washers ..consequences of this is that it puts pressure from them into the crank case, as a result of the sealing washers being buried inside the rocker cover...which in turn may result in oil burning because the excess pressure and may cause and oil leaks.

That's just one of many things that may be wrong..

blocked exhaust can result in all sorts of other faults ..including more oil burning as the thing moves around in circles between blocked and new DPF also can lead to oil leaks

You can also go round in circles with diagnostics, treating the symptoms and not the route cause

my answers in the custom forum are based in what you told me me, you did not mention crankcase pressure then ..or the turbo oil leak .

To do a rough test of the turbo undo the large pipe that comes out on the non exhaust side...and feel the blades ...they should not shake up and down.

all the best.mark

Hi, thanks for your reply. I was under the impressionit was a 2.4, but you are correct, it is a 2.2.

I have been busy with the deck work and forgot the original response. However, I didn't spot the oil leak(s) at the exhaust pipe join and turbo until last night.

I did recall the injector possibility, but wasn't sure about the crank case pressure. However, mating that with the injector seals, it makes a whole lot of sense and I now feel I can proceed (if I EVER finish this bleedin deck it just keeps pishing rain ).

I don't imagine the new DPF is blocked because the van starts & drives & idles beautifully. I suspect the oil in the exhaust is heating up once the van is driven, causing the clouds. But that was my main concern as I am very unfamiliar with the model. So now that I have read & understood the "reason" for leaking injectors causing a build up of pressure & oil leaks, it all falls into place. I didn't realise the system was somehow enclosed. Yet ANOTHER reason for my hatred of these things. They seem to be going backwards, not forwards with design

Thank you once again, I can now proceed with less of a cloud hanging over my head....

[knobby1]

2015 FWD Custom 2.4 109k milesThanks all

No such animal as a 2015 2.4 Custom I'm afraid. The 2.4 engine was never in a FWD and was discontinued on Sept 26 2011.

Lord Knobrot

[andz327]

2015 FWD Custom 2.4 109k miles

I already posted about smoke & oil use. I was under the van last night to see about removing the turbo. Wow! Another, in the litany of reasons why I avoided Ford for 3 decades

I think it would be easier to remove the engine & gearbox to get at the turbo... What a tree climb in a greasy wetsuit this'll be!!

I priced a turbo with my local engineering place. Under £500 for a recon unit. However, looking at the turbo last night, it looks recent! BUT... I spotted oil that looks to be coming from the feed pipe & dripping over & off the return pipe studs. So, could I simply be looking at a loose oil feed to the turbo spindle, or something more sinister?

Also, I see there is oil here & there. Some from careless filling no doubt, but I am concerned about crank case pressure. My limited knowledge of the brand is that there isn't a PCV on these, but rather it goes via the inlet manifold. Does this go wrong & what are the symptoms?

Having driven the van I am certain the turbo is worn and looking at the join after the DPF to the rear (or is it middle? I was upsides down) silencer, there signs of oil weeping out, so I am certain that the oil is going down the exhaust thanks to the worn turbo.

Any heads up on reaching & removing this CAD mess (Computer Aided Design no doubt headed up by an utter Cad who drives a Jaaaaaaaag ) of a turbo.

Thanks all

PS, I think I'll be sticking with my Froggie stuff. It's MUCH easier to work on

Pigeonheed yer going on aboot yer French stuff and slating transit engine here's something to read
https://www.greencarcongress.com/2005/1 ... sa_la.html

Sent from my SM-G990B using Tapatalk

[andz327]

The injector problem Metalwonker mentions is mainly Euro4 problem , your custom will be Euro5 which have their own problems from dodgy oil pumps, cracked pistons knackered turbos etc etc..... suppose sombody may have messed with injectors and not tightened properly like the oil leaks your finding , check turbo impeller for excessive movement

Sent from my SM-G990B using Tapatalk

[Dooheid]

2015 FWD Custom 2.4 109k miles

I already posted about smoke & oil use. I was under the van last night to see about removing the turbo. Wow! Another, in the litany of reasons why I avoided Ford for 3 decades

I think it would be easier to remove the engine & gearbox to get at the turbo... What a tree climb in a greasy wetsuit this'll be!!

I priced a turbo with my local engineering place. Under £500 for a recon unit. However, looking at the turbo last night, it looks recent! BUT... I spotted oil that looks to be coming from the feed pipe & dripping over & off the return pipe studs. So, could I simply be looking at a loose oil feed to the turbo spindle, or something more sinister?

Also, I see there is oil here & there. Some from careless filling no doubt, but I am concerned about crank case pressure. My limited knowledge of the brand is that there isn't a PCV on these, but rather it goes via the inlet manifold. Does this go wrong & what are the symptoms?

Having driven the van I am certain the turbo is worn and looking at the join after the DPF to the rear (or is it middle? I was upsides down) silencer, there signs of oil weeping out, so I am certain that the oil is going down the exhaust thanks to the worn turbo.

Any heads up on reaching & removing this CAD mess (Computer Aided Design no doubt headed up by an utter Cad who drives a Jaaaaaaaag ) of a turbo.

Thanks all

PS, I think I'll be sticking with my Froggie stuff. It's MUCH easier to work on

Pigeonheed yer going on aboot yer French stuff and slating transit engine here's something to read
https://www.greencarcongress.com/2005/1 ... sa_la.html

Sent from my SM-G990B using Tapatalk

Nice insult. Non taken....

I understand the colab with France, but I have found that somehow the Citroen is just made better than the FoMoCo stuff. I mean just look at the stupidity of FoMoCo losing market share after announcing their heaps will clipe on you and/or other models if you break the speed limit. Nice one Ford "engineers"

[Dooheid]

Finally found a few hours spare to do the van. As suspected, the fitters at the garage had just dropped the injectors in (2 new, 2 original) without cleaning the seats

Every single washer was covered in carbon lumps

I already have a seat cutting tool so I got to work and did all the seats, then checked they were clean & grease free before reinserting the injectors with new copper washers & new bracket bolts. And yes, I put the washers on correctly with the chamfered edge facing the injector, flat edge to the seat

Bled it, fired right up and I let it idle for an hour to let it warm up & set the copper washers and heat the exhaust system to get rid of the oil that had collected there.

Then I took it for a run and expel the now hot exhaust oil (nice clouds ) then I accelerated and it took off I braked & pushed the clutch & it revved hard and I was about to connect 2nd & dump the clutch when it died down & idled fine. I won't lie, I had visions of clouds of smoke, 10,000rpm and a detonated engine. But I suspect it was just blowing out the last of the oil I left it idling for another half hour, revved it gingerly and no more smoke. I think it's cured.

However, I would still like to check the turbo. So is there an easy way to get at it as I don't have a lift and my home made ramps are 30cm high (made using 10 x 2's and big ply) so can't reach lying on my back.... I've done loads of turbo's, but all were very easily reached like our DV6's are on front. Others are at the side, but this one is right at the back with no apparent way of reaching other than on a lift

Thanks