Chad_Kelsoe

At first I did upper oil pan reseals, but had a few come back leaking in the same spot (the t-joint at the upper oil pan, front cover, and block). Starting doing front covers and haven't had one come back. But I also do my front covers different. I hate working on stuff up above my head, so I would pull the cab and engine, put it on the stand and when it came to reseal the upper pan flip the engine over and let it sit overnight upside down. Throw it back in the morning and have it running by lunch. It takes us just as long to clean the block and upper oil pan properly as it does to remove and install. But I always see oil up above the upper oil pan, usually 2-3" above between the front cover and block.

Still working normally at this time. Coworker and I have 6 front cover jobs to do ( some warranty, some CP) along with some other work. If we have parts for everything, we could work for 2 weeks with nothing else coming in. We've went from 4-5 a day dropped off to 1-2. Service manager is taking some precautions, porter is supposed to be wiping down vehicles down in the service lane. Parts told us our cutoff time for ordering went from 4 PM central time to 1pm. Our truck shop is separate from the main shop and service lane so I don't see customer's usually, and only deal with my service writer and parts. No confirmed cases within 30 miles of here as of now, but probably because not everyone is getting tested as needed. My biggest concern is taking this home to my daughters, oldest will be 5 next month and youngest will be a month old on Friday.

I saw this in a news article about the lawsuit..." This is the first time we’re hearing from the Diesel Brothers after a four-year lawsuit against them has closed. A federal judge ordered the custom truck makers to pay more than $800,000 to the U.S. government and Davis County for polluting Utah’s air. Firing up the engine on his diesel truck, David “Heavy D” Sparks from the Diesel Brothers on the Discovery Channel, points out the tailpipe vibrating, but you don’t see anything come out. “That is the majority of what’s in question here with this lawsuit,” said Sparks. Sparks is talking about the Diesel Particulate Filter (DPF) that prevents black pollutants from coming out of the tailpipe. After the first 20 or 30,000 miles of driving, Sparks said the DPF gets clogged and it’s a $5,000 to 10,000 dollar fix. “Whereas to bypass that, you’re [looking at] 500 to 1,000 bucks,” said Sparks. “The vehicle runs better and gets better mileage, creating more power—that’s why people are interested in taking those off.” " After reading this I realized he has no idea how the emissions on the diesels work and I guess he doesn't understand how DPF regeneration works either. And the truck doesn't magically run better just because you removed the DPF, its part of the tuner you installed that probably doesn't care about safe fuel rail pressure, injection timing, or boost pressure. It's sucks driving trucks that are deleted and tuned because they usually have horrible drivability characteristics.

I had one of these trucks about a year ago. After conferring with hotline, we determined it was indeed the IRMC actuators causing the noise, and replacement of the manifold solved the noise. Haven't seen one making noise since and that truck has not returned.

I'm not Joe, but I can verify this works on the 2017 and newer trucks with the trailer modules. I had my dealer purchase a couple last year and have used it several times. I will say before you attempt to diagnosis for no 12 volt supply to the trailer plug, read the WSM. From the WSM " Trailer Battery Charging The TRM provides voltage to the trailer tow connector for trailer battery charging when all the Following are true: the TRM detects that a trailer is connected the ignition is on and engine is running a brake pedal application has been detected in the present ignition cycle the BCM load shed strategy is not active (a message will be displayed in the instrument cluster, such as "Low Battery Features Temporarily Turned Off" or "Turn Power Off To Save Battery", to indicate that BCM load shed strategy is active) The TRM directly (no relay) supplies fuse protected voltage for trailer battery charging"

I've found that I need to remove the degas bottle hose from the radiator to the bottle to get the system to drain all the way. Otherwise, it will only drain about 3/4 of a gallon. With the hose off, I'll get about 2 1/2 gallons. Then it doesn't make a real mess for me. I also remove the inner fender liner and that allows me to access everything pretty easily.

I've done 3 in the last week and have it down to about 2 hours or so. I don't remove any coolant pipes, only loosen them and rotate the smaller tube reward. Unbolt the dipstick tube and pull it up slightly enough to help the cooler clear. Installing the front lower bolts are really the only thing that hold me up. Otherwise, I kinda enjoy the job. I also got the approval to drive one for about 3 weeks. They need 2000 miles put on them before May to be able to offer a $3000 discount. It will be nice to find out fuel mileage and the normal day to day drivability of this engine paired with the 10-speed.

I have been slammed since the end of January. I currently have 16 tickets. A couple of front cover/upper oil pan leaks on 6.7 trucks. Some 6.0 trucks with main harness issues and another with oil leaking from the oil cooler. A 6.4 truck that sets P0087 when towing, found fuel system contaminated with gas and metal in fuel. Another 6.4 that makes oil every 200 hours, we sent off a oil sample but have not gotten the results yet. A warranty DPF on a 6.7, and another getting the collar kit for 17M04. 2 F-150's that the need the recalls done on the diesels. Another 6.7 that has a tank full of water. We received nearly 12" of rain last week, several gas stations had their tanks flooded. A F-450 with a V-10 that appears to have cracked or broken a flywheel a few thousand miles after another shop installed a trans. A brand new F-250(16 miles) with the 6.2 gas engine that has a hole in the fuel tank. Couple of state DOT trucks, one with no taillights and a tapping noise in the engine(6.2 gas) and another with a V-10 that's missing and making noise.

I was diagnosing a P0170 on a 2015 F-350 the other day, which lead to pinpoint test MX. When I got to step MX13, it asks "Are all the fuel balance quantity PID values within 6.4 mg (0.1 gr) of each other?" . If I perform pinpoint test M step M7 it asks "Are all 8 fuel balance quantity PID values relatively in line with each other?". I asked hotline a couple years ago about step M7 and they responded that anything above 0.1gr would be considered out of line. Anytime I see injector balancing pid swing back and forth more than 0.2 grs either direction, I find metal in the LH fuel rail. Hotline had told me if no metal is on the VCV, then the high pressure pump is good and the metal came from machining of the fuel rail. But I've always been taught that on a common rail system no metal should be present. So who do I trust?

I rarely see any failures on the Torqshift 6. I think over my 7 years with Ford, I've replaced 3 under customer pay. Warranty has consisted of Torque Converter seals leaking, multiple shift solenoids, and 1 time I replaced the output shaft bearings due to noise. Now the last trans I replaced was right before Christmas. Truck had over 350k miles, and over 11,000 engine hours. The bearing in the pump that supports the torque converter failed, and it was pumping fluid out from behind the starter. Based on the mileage and hours, it got a reman.

Well I was gonna say the power points , but it appears the BCM controls the relays for the power points. The only thing I can find is the up fitter switches are not controlled through a module, but still receive their power through fuses in the BJB and BCM.

Yup, my dealer just bought 2 of these. I like it, LED's are bright, plenty of cord to reach the inside of the truck. Much smaller and less bulky compared to the Tekonsha tester. The only thing I like about the Tekonsha tester over this one is the abilty to see both voltage and amperage from the brake controller, but so far the IPA tool has not failed me. It sells on the Rotunda site for just a little over $100.

Yup, but I'm the only guy that does diesels and my truck shop is separate from the main shop. The main shop is similar to yours, but 4 techs, 3 oil changers, and 1 tech that does used cars. My shop is 4 bays, 1 flat stall, 12k 2-post, 15k 2-post, and a 30k drive all. All newer Rotary lifts. Boss said this morning they are looking to add about 3 bays, and I requested 2 15k or 18k Rotary lifts for those.

Then I have a whole parking lot left to diagnosis. 2014 F-250 6.7- CEL is on, A/C not cooling well, Works package, balance tires, and fuel filters. 2016 F-350 6.2 gas- CEL, engine stalls. Flashers inop, trailer brakes inop, tire rotation and brake inspection. 2015 F-250 6.7- CEL, reduced engine power at times, will not start, works package, fuel filters. 2015 F-450 6.8 gas- Ticking noise from engine. 2011 F-350 6.7- CEL, customer states is has DTC for DEF sender under 18M01 2015 F-250 6.7- CEL, backup camera inop. 2018 Transit 3.2 Diesel with 19 miles- No start, CEL is on. And I think I have 2 coming in Monday for appointments, and we are booking other appointments out 2 weeks. Still just me doing diesels now that I've been back full time since spring. Told the boss the other day we need to add on to the shop, I know a kid that finished ASSET school working at another dealer that I want working here. But current building size will only support 1 tech right now.

Well I feel like every truck in my county is here for me to work on. Currently waiting on parts or room in the shop for repairs: 2012 F-350 6.2 gas- SPW heater core- Flushing cooling system as well as this is the 2nd core it's eaten in less than 6 months 2008 F-350 6.4- EGR temp sensor in the RH up-pipe and EGT 11 sensor. Quoted the RH up-pipe just in case 2016 F-250 6.7- Getting a starter and EGR bypass actuator under warranty. 2011 F250 6.7- Cab mounts and coolant flush. 2012 F550 6.7- MAF sensor,air filter, and resealing the air box. Truck belongs to the local airport and is set up as a fire truck. The up fitter added a filter restriction gauge inside the cab, and ran a vacuum hose to the air box. But they cheaped out and tried sealing a plastic vacuum tee to the inside of the box, but failed. Dirt getting sucked through this hole contaminated the MAF. Went by Lowes last night and picked up some brass fittings to install in the box for a good seal and attach their vacuum hose. 2008 Explorer- Belongs to some of my wife's family, getting a ABS module and both front hub bearings. 2013 F-250 6.7- DEF Sending unit under ESP, front brakes and fuse for trailer connector retail pay. 2012 F-350 6.2 gas- Brake Master cylinder is bypassing internally, and all 4 brakes are smoked from overheating. Even the rubbers on the slide pins were melted off, and the paint on the backing plates were burnt off. So it's getting a complete brake system-MC,HCU, all calipers, hoses, rotors, slide pin kits, pads, seals, and front wheel bearings. Only thing left will the hard brake lines.