CyberEric said:
Curtis, what does TC shudder mean? I've got a slight shudder/hesitation at low rpm and low load situations in my E250 with the 4.6. Edit: Sounds like torque converter. I'm thinking that might be what's going on for me.
GPz11, which urethane bushings did you use?
The TC clutches start to wear and when the valve body engages lockup, the clutches chatter for a split second as they engage. It usually doesn't sound like anything, but it feels like you ran over very mild rumble strips.
For the most part it's harmless, but if you don't replace the TC for a long time, it can vibe parts it's not supposed to vibe. IIRC, there is a sprag that fails and the splines on the input drum start getting hammered.
Yours doesn't sound like TC shudder. The TC on Ford trucks usually engages somewhere in 2nd or 3rd after attaining a speed at which downshifting is unlikely. I've never had a TC engage at low speed. If you're doing something like getting on the freeway at half throttle, the TC won't engage until something like 45 mph, and I don't think it ever engages under 35.
Best way to check would be to have a live data scan tool and see if the shudder occurs at the same time as the ECM commands TCC lock.
A 401 CJ said:
Pete. (l33t FS) said:
In reply to yupididit :
Note that the Powerstroke vans are not intercooled.
however, if your front clip looks like purple frog's in the above pick, the truck intercooler will fit. If it doesn't look like his, swapping the newer fenders and hood over is a bolt-on deal.
ok, now that there is cool to know
In reply to Curtis73 (Forum Supporter) :
Good to know, thanks. Mine happens only at higher speeds (40mph or more) and at low rpm and small throttle input, when in higher gear and before downshifting. Very inconsistent. Feels like a slipping clutch in a manual trans equipped car. I'll probably make a post about it so as not to thread jack.
The last time I worked in a warehouse, we had an E350. It was unkillable, not that we didn't try, but one problem it always had was that it would cup it's rear tyres. We never discovered why, but a set of rears were good for about 10 to 15k miles before they started cupping and vibrating the van like crazy.
In reply to mad_machine :
If they were on the back for that long, without ever being rotated, that's a big clue 
I'm surprised the fronts didn't have more problems.
Inner cupping in a solid axle is kind of weird, I had only seen it a couple times. I am assuming that it is driver habits, as my first RX-7's rear tires looked like they came straight off the back of a mid 80s Jetta, after I replaced them, the tires wore normally.
myf16n
New Reader
3/18/23 12:05 p.m.
Pete. (l33t FS) said:
In reply to yupididit :
Note that the Powerstroke vans are not intercooled.
I have an E350 6.0 diesel. They are factory intercooled. I know most people don't think of them as Powerstrokes.
In reply to myf16n :
How hard is it to work on your van? I had a 6.0 f250 before, I loved it.
In reply to yupididit :
My 7.3L vans were pretty easy. Fuel filter, GPR, and other maintenance items were top and center right at the front. Valve cover gaskets weren't bad except the middle three bolts. I've honestly never had anything else break on a 7.3, so can't say much more. There really isn't anything in the middle except the engine block, so anything that ever needs work is either on the bottom or the front.
In reply to Curtis73 (Forum Supporter) :
I've had a 7.3 and 6.0 vehicle. My 6.0 was just as reliable as my 7.3 but my 7.3 was also fairly reliable. But, I figured the diesel being in a van would suck for fitting.
Even the 7.3 vans, I can't imagine having to touch the turbo and the exhaust that comes off the turbo.
Pete. (l33t FS) said:
In reply to mad_machine :
If they were on the back for that long, without ever being rotated, that's a big clue
I'm surprised the fronts didn't have more problems.
Inner cupping in a solid axle is kind of weird, I had only seen it a couple times. I am assuming that it is driver habits, as my first RX-7's rear tires looked like they came straight off the back of a mid 80s Jetta, after I replaced them, the tires wore normally.
That I cannot tell you. I was not the only driver. It was just a problem the van had through several sets of tyres over the years. The Fronts stayed round, the rears got cupped. I can only think, as the van was bought used, maybe somebody had tweaked the rear axle in a pothole or on a kerb?
myf16n said:
Pete. (l33t FS) said:
In reply to yupididit :
Note that the Powerstroke vans are not intercooled.
I have an E350 6.0 diesel. They are factory intercooled. I know most people don't think of them as Powerstrokes.
I didn't know that they ever put the 6.0 in vans.
Man, that must suck to work on. Practically everything on a pickup is cab-off. Now try that in a box van.
yupididit said:
In reply to Curtis73 (Forum Supporter) :
I've had a 7.3 and 6.0 vehicle. My 6.0 was just as reliable as my 7.3 but my 7.3 was also fairly reliable. But, I figured the diesel being in a van would suck for fitting.
Even the 7.3 vans, I can't imagine having to touch the turbo and the exhaust that comes off the turbo.
The doghouse makes life easier. And speaking of touching, I can say from experience that Diesel exhaust is cool enough that you can rest your hand on a 7.3 turbo after the engine was idling for 15 minutes. That was a shock . "OHCRAP... wait, I am not burned??"
mad_machine said:
Pete. (l33t FS) said:
In reply to mad_machine :
If they were on the back for that long, without ever being rotated, that's a big clue
I'm surprised the fronts didn't have more problems.
Inner cupping in a solid axle is kind of weird, I had only seen it a couple times. I am assuming that it is driver habits, as my first RX-7's rear tires looked like they came straight off the back of a mid 80s Jetta, after I replaced them, the tires wore normally.
That I cannot tell you. I was not the only driver. It was just a problem the van had through several sets of tyres over the years. The Fronts stayed round, the rears got cupped. I can only think, as the van was bought used, maybe somebody had tweaked the rear axle in a pothole or on a kerb?
My RX-7's axle was straight per the alignment rack. All I can figure is lots of tight low speed corners do weird things to the rear tires.
Normally the twin I beam suspension wrecks the FRONT tires, too. Very odd.
myf16n
New Reader
3/18/23 11:06 p.m.
In reply to yupididit :
Definitely more difficult to work on than a pickup. Mine has 90k miles and been trouble free, nothing other than fluids and filters. I've kept it completely stock in an effort to not negatively affect the reliability.
That's my 7.3's engine from the cab side, turbo just removed. I sit on one of the front seats when I work on it. It's quite comfortable.
It will be hard to hit your price point with the later vans , but the 08 received the updated exterior sheet metal and 09 and later received an updated interior. I like the later dash better.
now that it's cool to live down by the river in a van the prices have stayed higher
In reply to yupididit :
Just flip two latches on the doghouse and it's right there. You can sit in the driver's seat and work on it.
Pete. (l33t FS) said:
myf16n said:
Pete. (l33t FS) said:
In reply to yupididit :
Note that the Powerstroke vans are not intercooled.
I have an E350 6.0 diesel. They are factory intercooled. I know most people don't think of them as Powerstrokes.
I didn't know that they ever put the 6.0 in vans.
Man, that must suck to work on. Practically everything on a pickup is cab-off. Now try that in a box van.
It's actually easier in many aspects. The trucks are cab-off because of the huge slope of the windshield covering most of the engine and there is no doghouse. 80% of the engine in a truck is under the dash. The vans have much more access to some things because you can access the front half from the hood and the back half from the doghouse. This is especially true on a powerstroke van since there is no ignition system. The only thing in the middle is engine block.
In reply to Pete. (l33t FS) :
Touching as in getting them out of the van. The bellowed up-pipes are a PITA in the 7.3. And 6.0 work can be a bitch with cab removal being a part of doing the work.
I know I can literally touch them, I've owned both powerstrokes; a 6.0 F250 and a 7.3 Excursion. I wasnt aware the diesel vans had a doghouse access though.
In reply to WillG80 :
I'm glad to find out there's a dog house. Whew!
yupididit said:
In reply to Curtis73 (Forum Supporter) :
I've had a 7.3 and 6.0 vehicle. My 6.0 was just as reliable as my 7.3 but my 7.3 was also fairly reliable. But, I figured the diesel being in a van would suck for fitting.
Even the 7.3 vans, I can't imagine having to touch the turbo and the exhaust that comes off the turbo.
The 6.0L isn't quite as bad as the internet makes it out to be, but if it does fail, it fails spectacularly... like 5-figures spectacularly. Best case is that you develop a leak in the oil cooler and you notice a milkshake before it locks up. At that point you're digging into the top end and doing lots of labor and replacing some pricey parts. Worst case is that you don't notice the milkshake, and we know what happens then.
The 6.0L longblock itself is wonderfully beefy when you fix the top head studs. It's the go-to for big hp pulling and dyno challenges in the blue oval world.
In reply to Curtis73 (Forum Supporter) :
I loved my 6.0, it was stock besides a bullet proof oil and egr cooler. It went 212k trouble free miles before it was stolen out of a mall parking lot. I had every receipt from the previous owners, only time it needed a repair was at 46k miles the egr cooler was replaced under warranty. When I got it, I just did those two mods and left it be, no tunes! Mine was a late 2006 and I would definitely get one again, if the previous owner never tuned it.
In reply to yupididit :
Once they've been bulletproofed, they are one of the finest diesels out there... aside from the Dmax, of course, but I'm biased :)
