Well, if you come through Texas on I-10 stop at exit 505, I got a quart ziplock bulging full of the special brown injector bonnet ho-rings, and a few spare plastic bonnets. Got sick of them being unobtainium and ordered 1K (minimum) of the correct durometer and composition from Moss.
I spent my day wrenching in the shop, 102F, trussed up under a %&$*(*$ 2013 Ford Escape 1.6L with a toasted water pump, timing belt, and belt tensioner. Apparently I'm the only one in the shop qualified to work on such import garbage. Interestingly, the interference engine has no keyway for the timing belt sprocket or harmonic balancer with reluctor ring, and they're a slip fit on the crankshaft snout. Hmmm. Splain me how the hell that's supposed to work. Oh yeah, torque-to-yield, throwaway balancer bolt, $300 worth of special tools, and friction. So I got the RH axle shaft and bearing bracket out of it (to access the crankshaft holding pin plug) along with the starter, alternator, motor mount and timing cover and a snake pit full of coolant hoses so I can install a crankshaft locking pin, timing sprocket locks, harmonic balancer alignment and lock plate, and a flywheel lock plate, just so's I can keep it all in time while I apply a stoooooopid amount of torque plus degrees to the crankshaft bolt. What was ever wrong with a Woodruff key? Put the pulleys on the marks and pull the tensioner pin, right? Honda/Toyota/Mitsubishi done it that way for 70 years and it worked like a champ, only special tool needed was a drill bit to keep the hydraulic tensioner captured after compressing it with a bench vise. To add spice, the timing belt tensioner is on international backorder, no aftermarket option yet, dealer has no release date. Ducky. Apparently the water pump is a guaranteed 75K mile failure (according to repair statistics), which is 15K after scheduled timing belt replacement which nobody ever does because "maintenance??? Whasssat???". Fine if it's a 2.5 hour job with no special tools like it ought to be, but it's more like six to do the belt which the water pump trashes via coolant bath for many K's of miles before the ECM finally derates power due to overheating. Could have been three hours if the starter and axle shaft didn't have to come off for the holding fixtures....if any of the new string of so-called "engineers" (haha) at Ford had ever been shown a Woodruff key and what it's freakin' FOR. Guess those things are "obsolete". While I was pulling half the car apart to get the starter off I got bored and counted 32 linear feet of cooling hoses, 26 plastic coolant hose connections, and two electric coolant flow control valves, all crammed into a space the size of a travel bag, wondering how many hours and how much it would cost to replace it all when it turns to mush in a couple more years. This is just a 4-cylinder FWD cute yute, how much plumbing does it really NEED? Who dreams this crap up? (oh, right, the same group of mental midgets from the hipster generation that can't figure out how to design a basic mechanical alignment mechanism between a sprocket and a shaft). I'm SOOOOOO glad I gave FMC the finger 15 years ago and went indy. Even gladder I went HD ten years ago, and gladder still I'm managing the parts end now, except when I'm not, like today, and tomorrow when I get to put it back together with the old, worn-out timing belt tensioner.