The models up till around 2002 (gen2) were total buckets of crap. No end of troubles with engines, turbos, clutches, gearboxes, diffs, random interior/body faults, just not a nice thing at all. 2000-onwards (gen 3) were improved but not great. Clutches are a nightmare to do (subframe out) and dual-mass flywheels are a mandatory swap when doing the clutch. That's $1200 in parts right there. Door latches fail, front wheel bearings are a regular thing (needing a specially turned down, extended torx bit of course) and you also need to split the front hubs to change the discs. The diffs on the RWD versions are the same shitty design they've always been, even on the old ones (i think they have a C8 part number on them). They have a supposedly hardened section of axle at the flanged end that runs directly on roller bearings. The rollers wear out the axle, so when you do an axle bearing, you're doing an axle as well. They're a C-clip design that has the side load working on a clip and machined groove in the axle end inside the diff centre. If the clip wears out or the axle breaks off at the groove, your axle and wheel will walk themselves out of the diff housing as you're driving down the road. The backing plate adjustment window on the rear brakes doesn't line up with the adjustment wheel, meaning you can't de-adjust to remove the rear drums if there's a lip. A Ford dealer's answer (before we sorted it ourselves)? Cut the drum off with an oxy. As far as I know, any transit will have this diff design. Engines were pretty reliable on the later ones except the diesel pumps used to have an internal haemorrhage. These engines are still in use today in the Ranger in 2.2 and 3.2 (5-pot version). Even at that, there was a mob in Melbs doing E-series/AU conversions on the later models with gas power. That could have been a good business for Ford to get into: import bodies in CKD kit and assemble locally with a Falcon drivetrain. Sent from my CPH1607 using Tapatalk