ErickBaker

I'm paid hourly and love it.

I recently read a "discussion" you were having over at FlatRate.com that was very similiar to this one. You really took some heat for trying to impart a little knowledge on that kid. I'll admit to "blindly climbing up on the tool truck" though, but I'm young and think I'll be able to kick the habit. It doesn't take much to rack up a sizeable account on the truck that will eat a paycheck. I never had anyone preach the benefits of off-brand tools to me, but I guess I should have noticed those Kobalt wrenches in my mentor's box.

I had one where the plug had apparently become loose over time and was leaking. I decided to take a "short cut" and do it with the pump still on the truck. Long story short the check ball fell out, which I didn't notice and the truck would not start after this. A couple of guys up here helped me with the problem, I found the check ball and replaced it. The pump was fine and has had no problems as to date.

Your little pr!ck sounds like a posterchild for why new techs should always work as an apprentice. In the store I was at new techs couldn't work as an apprentice because the service manager always had some busy work for them. "Pull my truck in and tune it up, put a heater core in my 1989 Towncar, do this oil change. etc. etc." IMHO, a new tech shouldn't even be allowed to touch a car solo until given the ok from a RESPONSIBLE "master" technician.

I've all but stopped answering TechMail Requests. When I first joined IATN I would try to answer help requests, but most are just looking for magic bullets. You see a lot of requests starting out as "Hey guys, this is my personal/wife's/mother-in-law's......" I only try to help if they've done sufficient diagnostics. As Joey said there are a lot of sharp guys on the forums, but there are also a lot of morons. /forums/images/%%GRAEMLIN_URL%%/boink3.gif

In my perfect world the AE would be comprehensive enough, especially coupled with the Pico. The only thing lacking is my expert knowledge with a labscope, but hey I'm learning. On another note Ford really pissed me off with my personal PDS. My VCM quit after about a month, I recieved a replacement in one day. But somehow with all that I lost about 90 days worth of licensing. Also, being an independent I don't need the latest update, but without the latest $300 update I can't even use my PDS. /forums/images/%%GRAEMLIN_URL%%/boxing.gif Rant over. Check this site out if you want to see some sharp guys with a lab scope. AutoNerdz

I haven't seen any scanner that works well with Chrysler. Both our MODIS and Determinator lock up and lose communication. Even in tech school the Chrysler scanner is touch and go. IMHO its a problem with Chrysler's networks. /forums/images/%%GRAEMLIN_URL%%/shrug.gif We've also had repeated scanner module failures. One thing the Snap-On dealers like to tout is the built in lab scope. I've found it to be slow and cumbersome. I have a cheapy Sun LS200 I use instead. My dream scan tool is a Toughbook with AutoEnginuity and a PicoScope installed. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

I would agree with Bruce. We use a MODIS scanner and its impressive but if you're used to an OE scanner you'll be disappointed. I personally haven't used the AutoEnginuity scanner but the OE capabilities they advertise are impressive. Most independent techs who use the AE swear by it. If you're just going to work on Powerstrokes a PDS will probably do you fine.

Not generally, most of the time new techs are put on hourly and used to do oil changes and such. At our dealer you slowly graduated from oil changes and brakes to harder work. And you worked on your own instead of being an apprentice.

If not a government mandated certification then at least some major restructuring in ASE. I would really like to see some tv commercials or some kind of information from ASE telling John Q Public why he should choose an ASE certified tech to work on his vehicle.

If I may offer the point of view from one of the younger techs who recently left the dealer. There were a few reasons for leaving, mostly dealing with low traffic through the shop and all the corruption that involves. Another big factor was having no real opportunity for advancement(at that particular dealer). I made the transistion to an independent and couldn't be happier. Someone made a comment about how many techs UTI was turning out. As a UTI grad I can honestly say they aren't turning out any "techs", however, they are turning out a ton of know-it-all punks with resumes and shiny credentials. On a side note, I believe we need some other certification method here in the states. Maybe a government mandated certification would help boost our public perception. Of course we should all be doing our part to change the industry shouldn't we.

I had a truck in that the EGR cooler had failed on and the turbo had the normal amount of coolant in the exhaust/turbo. I dried the turbo out as I normally do. I drove the truck and the smoke cleared out unless I let it sit and idle for a while in which case the smoke became continually thicker until driving. To make a long story short I believe the coolant in the exhaust damaged the turbo.

I appreciate your help. I believe what they sent me was for the IRS rear ends in the Explorers. The pinion was about an inch longer.

I was wondering if any of you parts professionals could help me with a little problem. I'm trying to replace the differential in my truck but my two local Ford dealers are contradicting each other. I remember when I worked for Ford they told me there was a complete kit I could buy to rebuild the differential. My truck info is... 2002 Ford Ranger Edge 2WD 1ftyr44u92ta18690 8.8 inch 3.73 Locking diff One dealership is trying to sell me this part number... 5l32-4209-c The other tells me I need to buy everything individual and the first part number doesn't even go to my truck. I really want to get the right stuff the first time so I don't keep a lift tied up at work. Thanks in advance guys.

Speaking of unions... I was cruising the boards at flatratetech.com and came across this. /forums/images/%%GRAEMLIN_URL%%/eeeesh.gif Flateratetech.com Jim made a few good points that really upset the union guys. I got a good chuckle out of the thread anyways. /forums/images/%%GRAEMLIN_URL%%/rofl.gif

Thanks man you rock. /forums/images/%%GRAEMLIN_URL%%/rockon.gif My personal scan tool calls it Cylinder Velocity. I've always been a little skeptical of this data as it always reads about the same. Both on trucks that run a little rough and trucks that don't. Usually, as you state, cyl. 8 reads about 2% but I've also noticed cyl. 6 reads around 2% as well. Excellent information man.

Wow! What are the chances of that? I put up a post inquiring about the Cut out box at the same time. Does anyone know if the connectors are available from Ford or will the have to be scavenged from somwhere?

I was wondering if there is some place to get Essential Service tools if you are an aftermarket shop. I'm especially intersted in an injector cut out box. I believe I've read a post where a member made on, if anyone has any details on that I would appreciate it. I'm beginning to see more 7.3L that run a little rough and don't set any codes. I feel like an injector cut out box would be really handy to have around and I'd be particularly interested in making one since that wouldn't cost me an arm and a leg. Thanks in advance for any help you guys can offer.

Man thats got to be the nicest shop I have ever seen. That looks better than the show room at my old dealership.

Vin 5LMPU28L7WLJ26675 1998 Lincoln Navigator 5.4L EATC with Auxilary Air. Thanks.

Can anyone tell me the part number for a compressor shaft seal? I know there was a TSB our for it but Shop key doesn't give it to me. Our local Ford store says you have to get the whole compressor but I know I have replaced just the seals before. Thanks in advance.

I would be very worried about an $800 bill for replacing a cam sensor. Is that all he had done? I'm fairly certain that every Ford dealership is required to have a WDS or IDS. Cam sensors are a very common failure on the 7.3 and very simple to replace.

I admire you guys that have been able to stick it out with Ford for years and years. I only made it a little over two years. Maybe you guys had better managers than I had. There was just no respect from management for anyone, young or experienced. Any time you approached them with a problem the responded with a giggle and a shrug. /forums/images/%%GRAEMLIN_URL%%/boxing.gif

Just to update you guys. We informed the customer that there was a problem with the PCV system and we were trying to find the TSB information. The customer decided he didn't want to spend any money on it so he took the car. I did however clean the plugs and clean the screen. /forums/images/%%GRAEMLIN_URL%%/hammer2.gif I also noticed very minimal carbon fouling on two other cylinders but eight was the worst.

I have an '88 Crown Vic with a 5.0L in it. Customer recently replaced plugs, wired, cap, and rotor. Now it has a slight misfire under light acceleration. I found cylinder 8's spark plug to be oil fouled. Wasn't there a TSB or SSM out about this concern? I seem to remember hearing about this a few times but never remember seeing a solution. Any help is appreciated.