Turbocharged engines that make their power easily and a V8 that makes it the old way, with a short list of known faults on both. Al Zaabi Autocare carries out Ford engine repair in Mussafah, Abu Dhabi, across the F-150, Explorer, Expedition, Edge, Escape and Ranger.
Send the model and the mileage. We come back with the scope and a price before any work starts.
An engine comes in for one symptom and leaves after the cause has been found, not after the symptom has been silenced. Ten things make up that difference.
Open the full list below for everything a Ford engine repair covers, and what each part of it involves.
Stored codes say which circuit complained, not what failed. They are read, then checked against fuel trims, misfire counters, timing angles and sensor values with the engine running, so the part that gets quoted is the part at fault.
Before a head comes off, each cylinder is tested for how well it seals and for where it is losing pressure. Air out of the oil filler is rings, out of the intake is a valve, into the coolant is the head gasket. That test decides the whole job.
Chain stretch, tensioner wear and guide damage are measured against the manufacturer's timing marks and the engine's own camshaft correlation data. A chain a tooth out runs as a fault long before it sounds like one.
Leaks are found with dye and pressure, not by degreasing the engine and waiting a week. Heat here hardens seals, gaskets and plastic housings early, and a leak that reaches a belt or a hot manifold becomes a larger repair than the seal it started at.
The system is tested cold and hot, because plastic housings, thermostat bodies and expansion tanks often seal at one temperature and not the other. Coolant loss with no visible leak is usually found here or in the cylinder head.
Shaft play, oil feed and drain condition, and the wastegate or vane control that actually causes most boost faults. A turbo is condemned on evidence, not on a boost deviation code.
Injectors tested for delivery and return, high pressure pump output measured under load, coils and plugs checked against misfire data rather than replaced as a set and hoped for.
Heads are removed, cleaned, checked for flatness and cracks, and sent for machining and valve work where the measurements call for it. They go back with new bolts to the manufacturer's torque and angle sequence.
Where the bottom end has gone, the engine comes out, is stripped and measured, and is rebuilt to the manufacturer's clearances with new bearings, seals and gaskets throughout.
Every engine job is road tested cold and warm, then put back on the ramp for a leak check and a second code read, because some faults only return under load and heat.
These are the ones that come through the door, and knowing them is what turns a diagnosis into an afternoon rather than a week.
A rattle on start-up on the V6 turbo and the V8 is the camshaft phasers, and it is a documented fault. It is measured against timing data rather than left to see whether it gets worse, because it does.
Chain stretch on the turbocharged engines sets correlation codes and changes how the engine runs before it changes how it sounds. It is measured rather than listened to.
Some of the earlier small turbo engines drew coolant into a cylinder. The symptom is coolant loss with no visible leak, and it is confirmed with a pressure test and a borescope.
These engines rely on the oil to cool the turbochargers. Feed line condition, drain restriction and oil quality are checked as one item rather than three.
Misfires on the turbo engines are as often coils and plugs as anything deeper, and they are matched against misfire counters rather than replaced as a set.
Four stages, and nothing is started until you have agreed the third one.
Codes, live data, a physical inspection and, where the symptom calls for it, compression and leak-down figures. The aim is a cause, not a list of parts that might be involved.
You get the findings, the parts, the labour and the expected time in writing. If the diagnosis turns up a second fault, you hear about it before anyone touches it.
Carried out to the manufacturer's specification, with the torque and angle sequences the engine was assembled to and OEM parts as standard.
Road tested cold and warm, rechecked on the ramp, codes cleared and re-read, and handed back with what was done and what to watch.
What you drive away with after a Ford engine repair, beyond the invoice.
You are told what failed and why, with the readings that show it, rather than handed an invoice for the parts that were tried.
The noise, the smoke, the light or the missing power is gone because the thing causing it was replaced, not because the code was cleared.
Traced to the seal or housing losing it, so the drive stays clean and the next service does not start with the same conversation.
An engine that keeps its temperature in August traffic, which is the test that matters in Abu Dhabi and the one most engines fail first.
Where the engine was using oil, you get a measured figure before and after, so you know whether it was fixed or merely reduced.
What was found, what was done and the parts used, so the car's history is a document rather than a memory.
Find yours below. If it is not listed it is still covered, so call the workshop and ask.
None of these fix themselves, and every one of them is cheaper on the day it starts than on the day it stops the car.
Steady means a fault is stored and the car is still managing. Flashing means a misfire is putting unburnt fuel into the catalytic converter, and the car should not be driven far.
A metallic knock that follows engine speed, or a tick that appears on start-up and fades. Both point at timing components, hydraulic lifters or bearing wear.
Blue is oil, white that does not clear is coolant, black is fuelling. The colour narrows the job before the car is even on the ramp.
A gauge that rises when the car stops moving points at the fan, the thermostat, a blocked cooling pack or a head gasket, and in this climate it escalates in days rather than months.
Coolant going somewhere invisible is either a pressurised leak that seals when cold or coolant being burnt, and the second one is not something to wait on.
A cylinder not contributing, a boost or vacuum leak, or fuelling that has drifted. It reads as the car feeling flat before it reads as a fault.
Topping up more than once between services is a measurement worth taking properly, because some engines do it by design and some are telling you about their rings.
The engine has protected itself from something it measured. It should be read before it is driven further, because limp mode is a symptom of a fault that is still there.
Tell us the model and what it is doing. You get a free 360-degree health check and a written price before any work starts, at Plot no 69, Mussafah M-37, Abu Dhabi, UAE.
This page is one job on one marque. The Ford page covers everything else that car needs, and the engine repair page covers the same work on any other car.
German, American, Italian, British, Japanese, Korean and Asian marques, from a daily Corolla to a Rolls Royce.
Not listed? Send us the make and model and we will confirm the same day.
Two fixed lists of work, written down before anything starts. Both come with a free health check, a wash and a vacuum.
Both packages are quoted per car. Call +971 50 187 3124 with the model and we will confirm the same day.
Unedited reviews from Google, the same ones you will find if you look up the workshop yourself.
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Plot 69, Mussafah M-37. Purpose-built bays, a body shop and a detailing bay under one roof.
What Ford owners ask before booking a engine repair in. If yours is not here, call the workshop and ask.
On these engines it is usually the camshaft phasers or the chain, and both get worse. It is worth reading the timing data now, because the noise stage is by far the cheaper stage.
Not necessarily. Boost control, the charge air system and the wastegate produce the same symptom and cost very differently. The turbo is condemned on evidence rather than on a boost deviation code.
Often, yes. Timing work at the front of the engine, gaskets, injectors, sensors and turbochargers are usually done in the car. The engine comes out when the bottom end needs attention, or when the design puts the job at the gearbox end of the block and removal is the quicker and safer route.
A sensor, a coil or a gasket can be the same day. A cylinder head depends on machining, and a rebuild depends on parts. You are given the expected time with the quote rather than after the car is in pieces.
OEM parts as standard. Where a quality equivalent is the sensible choice and you would prefer it, we put both options and the difference to you before anything is ordered, not after.
That is decided on the compression and leak-down figures and on what the strip-down shows, not on the age of the car. You get the cost of both routes with the measurements in front of you, and the decision is yours.
Free 360-degree health check and a written quote before any work starts. Tell us the model and the symptom, and we will come back with the scope and the price.
