Ford f250 rear axle seal replacement

1999 SR5 4x4, 240K miles. North Texas, one owner - been in my family since new. All stock, spent first half of its life in Northern California before I moved to Texas. No rust or frame damage. Clear coat on roof and hood is dull, clock does not work, passenger rear window regulator is slow and needs to be replaced. Front brake rotors need to be resurfaced. Other than that all good, other maintenance items shown on the spreadsheet in the last photo.
Please let me know what you think market value is.

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Toyota has long had an image of quiet sensibleness about it. They used to be the sort of car bought by those who prioritise reliability above all else, and for whom excitement is anathema. That has begun to change, and not just in the fire-breathing GR models. Outgoing Toyota CEO Akio Toyoda (grandson of the company founder) is a car nut to his fingertips, and waged a long campaign to make his family company’s products more exciting to drive, and to look at.
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The once-bland Corolla has been a major part of that plan, relaunched in 2019 with sharper styling and a more invigorating driving experience. Now, for 2023, it’s getting a facelift (of the most minor sort) and an upgrade to its hybrid powertrain. Does that make it a more interesting prospect still, or is Toyota once again playing it safe?
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Exterior design and rivals
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If you can line up the outgoing Corolla and the new side by side and spot all the differences, you’ll probably win a Toyota-branded anorak. The updated Corolla looks all-but identical to the outgoing one, with only the front bumper, the internal bits of the head- and tail-lights and the back bumper actually new. There are some updated alloy wheel designs, admittedly, and a couple of new paint options including the handsome new ‘Juniper Blue’ finish pictured here.
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For all its familiarity. the Corolla remains a smart looking car. It can even look enticingly sporty at times, especially in estate form, and especially in the more overt GR Sport trim (not to be confused with the actual GR Corolla hot hatch that British buyers are still denied). The blandness of previous models has been thoroughly banished, and the Corolla is much the better for it.
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Will that be enough to give the Corolla more kerbside and showroom appeal than the new Honda Civic, or the venerable Volkswagen Golf? Perhaps — impressive though the new Civic is, it is a very conservatively-styled car on the outside, while the droopy-nosed eighth-generation Golf is looking tired already, unless you get a sporty model such as the GTI.
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Hyundai’s handsome i30 Fastback is arguably the Corolla’s sharpest looking rival, although it currently lacks any kind of hybrid or plug-in hybrid option, while the Skoda Octavia provides a strong contest, as not only is it quietly handsome on the outside, it’s significantly more spacious than the Corolla inside.
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Interior and practicality
Toyota has made more meaningful changes to the Corolla’s interior, but those changes come under the heading of technology, so we’ll cover those below. Elsewhere, the overall shapes and styling are the same as before, and so too are the exceptional quality levels — the Corolla remains a car able to put much more expensive models to shame with its cabin quality.
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It’s far from the roomiest car around, though. While the front seats are very comfortable and supportive, and the driving position good, the high centre console and the way the dashboard design juts outward above your knees makes the car feel a touch cramped, especially if you’re tall.
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There’s also a lack of storage space. The box under the front armrest, the door bins and the little shelf in front of the gear lever (which is optionally occupied by a wireless phone charger) are all a bit small, so there isn’t quite enough room for all your keys, wallets, water bottles and so on.
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In the five-door hatchback there’s simply not enough legroom for one tall adult to sit behind another. If you’re going to accommodate anyone over the age of 13 in the back seats, the driver and front passenger are going to have to slide their seats forward. Headroom is also less than generous.
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The boot isn’t much better. Even Toyota people will admit that the 361-litre boot is less than class leading, some 20 litres shy of the Golf’s and hundreds of litres smaller than a Skoda Octavia’s. The only upside is that the Toyota’s boot is roomier or at least as roomy as some plug-in hybrid rivals — such as the Vauxhall Astra.
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You’d be much better off in the Corolla Touring Sports estate. This sits on a structure with the front and rear wheels pushed apart by 10cm and which offers rear space that, if not exactly generous, is at least adequate.
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The Touring Sport’s boot is more useful, too — at 598 litres up to the luggage cover it’s not the biggest in the class, but it’s more than enough for most purposes. Fold the estate’s back seats flat (disappointingly, they only split 60:40, compared to the 40:20:40 of the Peugeot 308 SW) and you’ve got 1,606 litres of load space.
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Technology and safety
The new 12.3in digital driver’s display is a welcome replacement for the previous mixed analogue and digital instrument panel, which looked tired and old even when it was new.
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The new digital screen is much sharper, and while you’ll have to submit to a somewhat confusing settings menu to alter the layout, you can at least do so. The graphics look crisp, too.
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A dramatic backlit side view of the Corolla pops up as you switch driving modes.
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In the centre of the dash is a new 10.5in touchscreen infotainment system, which is a massive improvement on that of the outgoing Corolla.
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Its graphics are bang up to date, and its menu layout is significantly more simple and logical. Toyota has helpfully retained physical stereo volume buttons, as well as separate physical heating and ventilation controls, which makes life much easier and safer on the move.
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The screen includes a cloud-based navigation system that can give you live traffic advice, but which can be a touch laggy and slip behind the physical position of the car if you’re in an area of low mobile reception.
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The Corolla now has a built-in antenna for internet connectivity, though, which powers that cloud-based nav, and which is free to use for the first four years of ownership. It also enables connection to your mobile phone through an app, which allows you to monitor the car’s various functions, flash the lights in a busy car park so that you can find it and remotely start the climate control so that you can cool the car down, or defrost it, before leaving the house.
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The app, called MyT, also includes hybrid driving tips for anyone new to part-battery driving.
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The Corolla already had a full five-star rating from Euro NCAP when it comes to crash safety, but Toyota has updated and upgraded the electronic safety kit under the name T-Mate. That upgrade includes a new forward-facing camera and radar that are claimed to be more effective than before, and which give the Corolla standard-fit adaptive cruise control.
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The camera also allows for a new system called Proactive Driving Assist (PDA) — while this has some familiar functions such as collision warnings, it also includes a new active braking system that automatically ramps up the amount of energy recovered back into the battery when you lift off the accelerator while approaching a corner or when there’s a slower moving car in front.
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It’s not quite ‘one-pedal’ driving, but it’s quite a useful and intuitive system that is backed up by a new active steering assistant that can help you swerve away from danger in an extreme situation.
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Optionally, you can fit your Corolla with a blind-spot monitor and a rear cross-traffic alert, and with these systems comes an extra one — Safe Exit Assist, which warns you if you’re about to open a door into the path of an oncoming cyclist. It only works on the front doors, though, and unlike Hyundai’s system — which will actually inhibit the door latch to stop you opening it — the Corolla just has a flashing light and a warning beep.
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Performance, power output and acceleration
While the engine capacity of the basic 1.8-litre Corolla hybrid has remained the same, Toyota says that has been significantly upgraded as part of its new fifth-generation hybrid setup. For the 1.8, that means a new, more efficient, lithium-ion battery and a more powerful — 94bhp and 136lb ft of torque — electric motor, as well as a new computer brain.
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The effect of all that is higher peak power — 138bhp now, up from 121bhp previously — and the same or better efficiency.
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The 2-litre version also gets more power — it’s now up to 193bhp — and it’s slightly lighter than before as it has switched from a nickel metal hydride battery to a lithium-ion pack.
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The 1.8 version arguably makes the 2-litre model redundant, as its extra power is really only noticeable under hard acceleration and that’s just not how you drive a Corolla hybrid. Much better to accelerate relatively gently, and let the improved electric motor do more of the work.
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Do that and you’ll not only save fuel (55mpg is easy, beyond 60mpg is certainly possible), but you’ll also save your ears. Toyota has worked hard — and largely successfully — over the years to remove from its hybrids the high-revving noise when accelerating, and it’s certainly noticeable that the Corolla spends less time grinding away at high rpm to gather speed on the motorway. Long uphill runs are not its friend, but noise levels are rarely excessive in day-to-day driving.
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The extra power on offer has given the Corolla swifter 0-62mph times — 9.1 seconds for the 1.8, 7.4 seconds for the 2-litre, but you’ll need to be in Sport mode if you want to feel the system at its highest performing. In the more likely event that you’re driving in Normal or Eco modes, the Corolla’s hybrid engine just rows along nicely, if unspectacularly.
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It’s certainly more noticeable how much more of the work is done by the electric motor than before. Not so long ago, you had to drive any Toyota hybrid with exceptional care to keep it running on electric power – as indicated by a little “EV” icon in the instruments. Now, you can accelerate quite decisively, and get well above 30mph before the petrol engine wakes up.
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Toyota reckons that as much as 80 per cent of urban journeys in a Corolla can be done on just electric power, which is impressive if it can be replicated (we scored an apparent 50 per cent electric ratio on our mixed country road, motorway and town drive if the dashboard display is to be believed).
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Ride and handling
In 2019, the Corolla was almost shocking in how nice it was to drive. Previous generations had been pretty forgettable, but with this 12th generation, suddenly there was sharp steering and a willing, engaging chassis. That carries forward to the updated model.
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Comfort is still clearly more of a priority than excitement. The Corolla rides firmly, but with a well-damped sense of comfort. It only gets harsh if you spec it up with the 18in alloy wheels of the GR Sport models. The mid-spec 17in wheels are perfectly fine when it comes to comfort, although all Corolla models seem to suffer from too much tyre roar on coarse tarmac, which does spoil the refinement.
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The steering is light but very fluid in feel and quite quick across its locks. The Corolla also seems to have plenty of front-end grip in reserve, so tightening corners hold no great fears.
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It’s not as sharp in its steering feel as say a Ford Focus or a Mazda3, but it’s certainly satisfying, and on a twisty mountain road it’s easy to get the Corolla into a pleasant and enjoyable rhythm, sweeping from corner to corner.
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That Proactive Driving Assist also helps, as the extra bit of regenerative braking when approaching a bend can help you better balance the car on corner entry, so it’s as much a driving aid as a safety and energy-saving feature.
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Pricing and on-sale date
The Corolla is on sale now and prices start from £30,210 for an Icon spec hatchback with the 1.8-litre hybrid engine. Standard spec for Icon models includes 16in alloys, LED headlights, the 12.3in digital instrument screen, the 10.5in infotainment system with online connectivity and cloud-based navigation, a wireless phone charger, keyless entry and ignition, two-zone air conditioning, a reversing camera, front and rear parking sensors and heated front seats.
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If you want the 2-litre engine in Icon form, that’ll cost you £31,955 while the Touring Sports estate costs £31,545 with the 1.8 engine, or £33,290 as a 2-litre, both in Icon spec.
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For £31,780 you can upgrade your 1.8 hatchback to Design spec, which comes with 17in machined-look alloy wheels, uprated LED headlights, rear privacy glass, auto-folding door mirrors, rain sensing wipers, ambient cabin lighting and a self-dimming rear-view mirror. A 2-litre hatch in Design spec costs £33,525, while the estate 1.8 Design is £33,115 and the 2-litre Design is £34,860.
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Sporty-looking GR Sport spec starts from £32,990 for the 1.8 hatchback (£34,735 for the 2-litre and £34,705 or £36,450 for the 1.8 and 2-litre Touring Sports respectively). For that you get a chunky body kit with unique front and rear bumper designs, 18in dark grey alloys, black door mirror caps, red contrast stitching for the inside (along with embossed GR Sport logos) and the option of a contrast-colour roof.
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At the top of the range is the Excel model, which will set you back £33,400 for the 1.8 hatch; £35,145 for the 2-litre hatch; £35,115 for the 1.8 estate; or £36,860 for the 2-litre estate. Standard Excel equipment includes 18in alloys, adaptive high-beam control, leather upholstery, a head-up display, blind-spot monitor, rear cross-traffic alert, safe exit assist and the option of a panoramic glass sunroof.
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Verdict: Toyota Corolla Hybrid review
The fact that Toyota hasn’t changed the Corolla much is perhaps not very surprising. After all, in 2021, the 50 millionth Corolla was sold, underscoring the success of the model’s history of steady evolution rather than stunning revolution.
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It remains a sensible choice, and the upgrades to the hybrid system are welcome both for the extra power and for the still-excellent economy. It’s no high-performance ball of fire but the Corolla is sharper and more rewarding to drive than you might expect. Given Toyota’s well-earned reputation for reliability, it should be a satisfying car to own in the long term.
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Source: driving co

I got a GT ricochet that lacked wheels. I swung by a community diy bike place and got a couple wheels, But I need advice on how to adapt them. The rear is 141mm spacing but uses qr. I got a 141x12 thru axle wheel. The fork has ~15mm holes on either side (neither one is threaded)... I'd like some advice on which adapter & axle to get to make this set up work. Lastly, the rim I got is dented, so some advice on how to make it less likely to leak sealant (or if it needs to be replaced) would be appreciated. https://imgur.com/a/uDCqhCf

I bought my first rc truck 2 days ago and already bent a wheel axle. I have the replacement parts coming and managed to take apart the hex nut and safety pin in the wheel. But I have no idea and can't find anything on google to remove these pins. Do I just smash the rear side with a small screw driver and hammer? Don't wanna break it even more though.

Went to the shop with my ‘14 trail edition to get some driveline fluids changed along with coolant flush and I was hit with a randomly leaking axle seal??? Apparently it led to a bad axle bearing and an additional $1200…. This was “the truck shop” in San Diego. This is why I usually do my own maintenance and save quite literally 75% of the cost

I had nothing wrong with my 2008 Ford Escape Hybrid other than a rear squealing noise. I have busy work schedule so my dad went and he doesn't really seem to care and trusts the mechanic blindly. They both dismissed the sound and this recording I sent them and changed both my front brake, both front rotors, driver side control arm...
They said these were the important things I needed but now my car is vibrating and feels like bouncing up and down. I am asking the mechanic what in the world he did to my car and he is saying that I need brand new 4 tires?? I never had a sway in my car or this vibration type feeling. I asked him is it safe for long drive, he's like no axle can pop out or something you need to change your tires.
I got very upset and asked him that I told you to fix the sound that was coming in the first place and he's like "oh yea those are your rear brake pads probably"
The dude first quoted me $120 per tire but now is saying $125 because it has alloy wheels and needs aluminum weights? Along with balancing and stuff
At this point I have no Idea what is going on and need advice. Should I not go to this guy, but even if I am to find another mechanic he already charged me $520 for bogus repairs
I am reading online that it's useless to replace just one control arm and they should be done in pairs
Rear Noise
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Old Parts that got replaced. Front brake + Front rotors (both) + Lower Control arm (driver side) = $520

Howdy all,
I have some questions for some seasoned Miata DIYers... I have a 1997 at 159,000 miles. Two problems.. first the rear diff.
I've noticed some fluid on ground where I park my miata on the rear end - it seems that I have a leaky rear differential! I am posting pictures and I pose the question - do I need to replace the axle seals as well or is it okay to permatex the case and replace the fluid? Axle boots look okay to me but there is definitely a leak somewhere.. Pictures below...
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rear differential
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underside of rear differential
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left axle boot
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right axle boot
next question
A couple of weeks ago I was backing my Miata out of the garage and it died on me - the clutch pedal began to feel glued to the ground and I could not shift the car into gear at all. The master cylinder looks a-okay (no leaks near the line and the reservoir is full) but there seems to be a leak near the slave cylinder (near the clutch fork boot to be specific) video is attached. My question is - do you think the slave cylinder is the culprit here? The clutch fork boot seems to be loose and greasy too - could this be the problem? I can go back and grab some photos of the master cylinder but to my eye (albeit inexperienced) it looks fine. Lots of leakage near the slave cylinder.
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messing around with slave cylinder and clutch fork boot
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alternate view of slave cylinder from right side wheel well
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It goes without saying that I am not driving this thing anywhere until I get these fixed. Any help and guidance would be greatly appreciated! Thanks!

2012 VW Golf with 104K KM. Is this worth getting the dealership to repair the top 3 issues and knocking off some money or should I just look for something else? I really like the car, it’s exactly what I need in terms of mileage and year. Pretty disappointed seeing I put a deposit down on it already

The Mark II was Toyota’s first attempt at a mainstream big car in the U.S.
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The song Corona by the Minutemen is a two-minute, twenty-five-second polemic about social injustice. In contrast, today’s Nice Price or No Dice Toyota Corona seems to be a car that a lot of people might enjoy. Let’s see if that justifies its price.
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One of the most common horror movie tropes is the single survivor, or “final girl.” The character often is actually female and is usually the smartest or most virtuous member of their fated group. When it comes to Volkswagen Golf models, we’re getting down to final girl time. The lineup was once rife with coupe, saloon, convertible models, as well as their sporting variations. In the U.S. at least, we’re now down to just the performance-oriented GTI and the even more rabid R.
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We looked at a 2016 VW Golf R yesterday, which had been made even more ready for battle owing to some well-chosen factory options and aftermarket massages. At $36,000, however, that wasn’t enough to survive our vote, and the R went down in a massive 90 percent No Dice loss.
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In Henry IV, Shakespeare writes “Uneasy lies the head that wears a crown.” This has often been misquoted as “heavy is the head that wears a crown,” but the meaning is still there — crowns can be burdensome.
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Today’s 1973 Toyota Corona Mark II takes its name from the Latin for Crown, but it doesn’t seem to offer any burden in its purchase outside of its possibly weighty price tag.
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We’ll get to that in a moment, but first, let’s talk about the car itself.
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Toyota debuted the Corona Mark II in the U.S. in 1972 to replace the non-Mark II Corona line. At the time, this was Toyota’s “big car.” It features six-cylinder power, slotting it above the four-cylinder Corollas and Carinas.
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Carrying just through the 1976 model year, the Mark II would be supplanted by the Cressida nameplate for its ’77 restyle. That model would run until the 1990s when it was discontinued in the U.S. upon the introduction of Toyota’s up-market Lexus line. A less luxurious Avalon model took over as Toyota’s big car in 1995.
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Being a wagon, this Mark II is the coolest of the lot, only missing top honors due to its lack of that wonderful touch of ’70s pastiche, woodgrain on the flanks. Instead, we get mustard yellow paint that the ad claims to be original, and a black vinyl interior. No, that’s not “leatherette” or “vegan leather,” that’s good ol’ sticky in the summer, creaky in the winter, vinyl.
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It all looks to be in very good shape save for a wonky glovebox door and the twitch-inducing use of the same piece of plastic for all three horn buttons on the steering wheel meaning that only one can be right-side up.
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Gold-colored aftermarket alloys spruce things up on the outside, but the ad notes that the original wheels also will come with the sale in case those are more to the new owner’s liking.
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There are a claimed 39,000 miles on the clock and a sticker on the door jamb that indicates an oil and filter change was undertaken at 26,691 miles. Hopefully, it’s had a couple more since then. That 39K could actually be more since there are only five barrels on the odometer and records from this era are sketchy at best.
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The engine is a 2563 cc SOHC inline-six good for 109 horsepower. That’s mated to an Aisin three-speed automatic which sends power back to the live rear axle. Mechanically, there’s nothing much to go wrong here. And, this being an old Toyota, it’s unlikely anything ever will.
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According to the ad, this clean-title Corona Mark II has been a lead car in not one but two movies. You’d think with such a pedigree they would tell us which movies those were.
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Discounting the fact that this is apparently a Hollywood celebrity, there’s still a lot to like about this quirky classic, and we’re likely not going to find many others in this sort of shape anytime soon outside of Hemmings. At $16,500 this Mark II is kind of priced for Hemmings. We’ll just have to decide if that’s ok for Craigslist as well.
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What do you think, is this nicely preserved Corona Mark II worth that $16,500 asking? Or, does that price have you unwilling to accept this crown?
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You decide!
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Source: jalopnik

Is this a reasonable labor price for this repair? I’m providing all of the parts except the rear main seal.