Joey Kaylor

keith-what exactly are you looking for on the IDS capture to prove its sticking? i'm supposed to be getting ours in later this week (been told that for a month now) and would like to see what all PID's are more important than others in various circumstances.

fire rings are stainless, copper, brass, or steel O rings that are installed into a groove cut into the head or block. they are what seals the compression in the cylinder. most head gaskets have a small steel ring that is part of the gasket. these are seperate from the head gaskets, and seal the compression. we run a few of them on high boost gas engines, usually anything over 20psi on race engines gets them around here. the B series cummins usually get them when they are running sequential turbos in the 60-90psi range.

just make sure you get a good machine shop to cut the heads for fire rings! ARP studs will work well, but i think there is a different torque spec on them.

well, we have been doing an assload of 5.7's. mainly due to ringlands breaking or collapsing due to them idling all the time (they run a big ass inverter to run their tools with, let the trucks sit and idle all day long when they aint moving) two have been due to oil consumption, one is locked down (thats the one i snatched the body off of this morning) and one was in an AWD astro that had a close encounter of the 76th kind (thats a rock to oil pan, if you havent ever heard of it) i had my young tech on the last one (a quigley) and he had the body off of it in about two hours, and he had never done one before. the one this morning took about 45 minutes, and that was including having to deal with the shifter and other crap that we normally dont have to deal with. they are so fucking nice! about 12 or so body bolts, all got from under the truck.

glad i aint the only one dealing with van body removals. we have averaged one GM van a month from the local telephone company that gets an engine. the one in the bay right now has locked up tighter than dicks hatband, and its a quigley conversion also. one good thing: GM runs their body bolts in from the bottom /forums/images/%%GRAEMLIN_URL%%/smile.gif none of that removing carpet and crap. i still dont understand why ford did that.

it usually is a rough job with the welding. we have one come in for service work all the time on a savanna chassis, and i have had to reweld the radius arm brackets twice cause they were barely tacked from the factory. they are better than some 4wd conversions i have seen though!

so i assume that since it came with the pump, i am to use that one? thats probly the reason ford sent that one with the pump, i should have figured they wouldnt give me something unless it was needed.

got a 95 in doing an HP pump and IPR in, and i noticed that there were two different numbers avail. for the IPR. one had a bell on the end, the other didnt. both seemed to have a screen on them. is there a functional difference? or is it mainly just a production change? interchangeable? i got the right one for the engine number, but i am curious mainly. and as a side note: i ordered the HP pump from ford, and to my surprise, there was an IPR in the box! that was like christmas, since i already ordered one for the truck a month ago, i now have a nice shiny new test unit! anyone else seen that?

i aint really blaming it on anyone, nor saying its the fault of anyone else, but its mainly the time issues. if it can be taken care of here, why shouldnt it?

tried overfilling it? could be a cracked pickup causing aeration sometimes /forums/images/%%GRAEMLIN_URL%%/shrug.gif when it does stall, have you checked the level in the HPOP?

jim, thanks again for showing this fatboy those pages, i read over them again today, along with reading through the thread on the recall, and now feel like a retard for not doing that before. of course, i never saw or heard about the details of the recall till i was on this board, ALLDATA, and MOD only give vague details. being in the independent shops is an uphill battle for service info sometimes! we have to rely on techs that sell the service DVD's on ebay for any real info, unless we want to shell out the copious amounts of cash that ford wants us to for their info. and people wonder why i am a hardcore follower of the right to repair act?

the only main problem is that the only dealer that will work on the MD trucks is in greensboro, almost two hours away. we were talking about it over frothy beverages the other day, and figured it was something we could do easily in the shop on a sat evening, instead of the truck being down for a few days in greensboro. it has already been back to there once, they had it a week and a half to fix a trans leak and attempt to fix the fuel gauge issue, they didnt do anything we could tell. the tank hadnt been touched, cause he had fairings around it and they were not removed, the dirt was still around all the bolts. its cheaper to fix it and pay for it than deal with that sterling dealer....

is it common for them to have fuel sender issues with minimal miles? my tow companies rollback has 5k on the clock, and 05 model, and the fuel gauge is all over the place, most of the time its dead. wiring looked and tested good, i assumed it was the sender after testing it and getting wacky readings. i reckon since the part number was updated it is better? thanks for the PN, i will use that to check and make sure.

it is designed for construction companies that will stop up a filter in a heartbeat, since the replacement filters are only about 15 bucks each, instead of 60ish wholesale for the powercores. we have seen them come in, the filtration is pretty good for what they are, if i recall the filter number is the same as one for the 7.3's in the second gens. in the field, its easier to change them out for people that dont know the tricks to changing the powercores. its worthwhile for people that are constantly in a dirty enviornment, but not worth the cost (kit is about 300 if i recall) for most people that have the powercore replaced every 30k or so.

yep. same powercore thats been in it for about 8k miles. the only thing i wasnt sure about was the fact the IPR was at 22% at idle. i wasnt so sure what the target should be for it, i know a 7.3 you want no more than about 13%, i was kinda worried that was a little high. The MAF was cleaned when apart, i usually always to that whenever we get one in for service, as kind of a PM thing. CRC MAF cleaner works damn nice! the driver is out beating the piss out of it now, i will find out from him tomorrow afternoon how it did. yesterday he told me that the only time it surged was with a 24' gooseneck loaded about 9klbs, i guess now that the clutch is working and they are off their lawsuit kick about the used truck being a lemon they tell me things

no, the cooler wasnt leaking internally, at least not that i could see. the EGR ports in the intake looked good, the valve had been replaced last year about 20k miles ago. the intake looked pretty good, alot better than some i have seen before! its building about 22-24psi max boost on a hard pull, and i dont hear any good whistles (much more than over the exhaust, it does have a banks exhaust on it. before saying anything, this has been on the truck for 2 years now, and hasnt had a problem yet, even after the 06E17 that was done earlier. it does have the cat still, only difference i have noticed was it has alot louder whistle, but no driveability issues seen since install). the customer had to have the truck back to run a load of sod this evening, he will be bringing it back so i can finish smoke testing for boost leaks. as far as i can tell, there isnt any exhaust leaks, but i will check it again. the only thing that i didnt like on installation was how the inlet pipe and the turbo didnt line up right, it took some finesse to get them to clamp together. i did smoke test it when it got put back together, and had no leaks there. as a side note, this truck has been in to one local dealer about 18 times, towed in about 9 times, driven there the rest. i think there have been about 14 injectors replaced, i gotta go back through the records and see. the original owner was in the middle of a buyback suit with ford, and couldnt afford to wait the time for them to figure out what was going on, so he bought a GMC 5500, and sold this truck off. the new owner has had it about a month now, 3k miles, and it is having the same fits, always a different problem each time. Jim-thanks for the .pdf's, i have read about them in Bruce's book and online, but never had them as a saved file to reference on my computer. i dont have OASIS, my IDS is on backorder from my supplier, but i gotta make due with what i got for now. i do have ford service DVD's, get new ones every few months, along with several other info sources too. we try to stay as on top of things as ford will allow, but its a whole nother animal in the independent side of things. ford does not want to come off of information, even when we offer to pay for it. oh well. but thanks again for that set of links.

got the clutch working now, so i will test drive this beast and see what is going on. one thing i did notice was the degas bottle has a small crack in the bottom, leaking onto the IDM. i wonder if that was making it not happy and killing injection?

got finished a few weeks ago with an 03 F550, no start. wound up being the front seal on the HP oil pump blown out, replaced it, turbo due to shaft wear and hitting the housing, EGR cooler cause it had a small crack that looked like it would break, IPR due to metal shavings in it, and the IPS cause it was leaking. cust drove it about 500 miles so far, and came back in for a blown clutch line. he mentioned it was surging intermittently, it was kinda light but noticable. the guy that was behind him said that the truck was smoking black when it did it "cause the turbo aint workin" i pulled some codes last night while waiting for the master/slave, and got: current codes: P0683 P0132B KOER codes: P2263 no KOEO, no codes for balance test, or buzz test either. i cannot find a definition for 132, the 683 is glow plug issues, and i am chasing that one, but the turbo performance code is worrying me, cause that definately will cause what this dude is saying. anything in particular i should look for? i dont have an IDS, just a mentor, so i cant check the VRL_LRN PID (i think thats the one for the turbo relearn, i have it written down at work)

my first 6.0 that got major work: needed a high pressure pump, early build 03. get the pump in, all back together, go to fill cooling system and hear coolant hitting the floor. realized it was coming from under intake, and after teardown found EGR nipple to intake smashed cause i installed it cocked. good thing the truck had higher milage, cause i didnt feel bad about getting a new cooler for it since i have seen them go out before. i would rather do it now than later!

i turn the clamp around, but have had issues with installing the reman turbos and the inlet to y pipe not lining up correctly. usually takes some cussing and creative bolt tightening to get the flanges to seat all the way. but some berryman B12 will knock them clamps loose in a heartbeat!