Brad Clayton

Straight up family man here. My boys and I hit the movies on Sunday and eat at the best Mexican place in the Northeast. We wait patiently on Winter because we all work at the same ski lodge and are diehard snowboarders. This will be my third season and their "old man" plans on kicking their arses, I've got new gear, new insurance and plan on hitting the terrain park this year. Gonna be tough to do winter sports if I ever get to west Texas. I used to customize cars down South, but up here it's a lost cause so now I just watch 'em rust.

Dustin, I was on the cruise with you. Wish I knew you were there, could have met the face behind the Bronco. If you attended the PTS Idol at the Voltage lounge and heard the loud mouth drunk that went down and took the mic away from Jason "Seacrest" then you would have saw me and my wife. We were sitting beside him trying to keep him quiet. He showed up to the formal dinner later that night even more hammered. After spilling his drink at our table and hitting on some wifes, he was escorted out. We all flew back and forth from the Manchester New Hamshire area (7 total) and our flight was after lunch so we told him all about the events of that night, as he didn't remember a thing. Nice guy just too much to drink. The cruise is cool because you meet alot of new people from all over the country. We had meals with people from Montana, Cali, Texas (who offered us a place to stay when I told them I wanted to move to Texas) and so on. I like the fact that the significant others are treated as well as the techs. My wife competed in every event she could get into. The spark plug challenge was a trick for her. That one guy that one the event had his technique dialed!

Reminds me of the front difs on Explorers where they revised the cover with a baffle.

Anyone work with wood? If so check this out! http://www.sawstop.com This is the coolest thing since sliced bread.

The year was 1994, the mighty "power stroke" was unleashed on the public. What a power plant, it looked unique, sounded wild, and had an incredible amount of power. The warranty on this engine was unheard of at the time and was actually questioned quite a few times. Interestingly enough, for the F-350 in 1994, there were quite a few engine options: the 4.9L, 5.0L, 5.8L, 7.5L, 7.3L IDI, 7.3L IDI turbo, and last but not least the untested 7.3L DIT. Quite a few options when ordering a new truck. Our fleet sales manager came to me and said the local stereo shop was unable to put speed control on the new truck which was not equipped. He wanted to know if I could do it, saying that a 30 truck deal hinged on this issue. No problem I says, thinking the stereo shop were a bunch of slackers. I popped the hood, after already agreeing to the job with a pocket full of confidence, what the...... there's no throttle cable! What kinda space age crap is this, drive by what? After some investigating and studying I found out it was as simple as replacing the horn pad [with switches] in it and a new master cylinder with the [redundant] deactivation switch. Hey this drive by wire is pretty cool. The engine management was interesting, it was tested using OBD I methods and was crude to say the least considering it's 104 pin processor capability. The engine would shut down injection when not needed (downhill stints at speed). It had a programmable RPM feature for people with PTOs. Unfortunately you almost had to write the code for engine management to diag. any problems with the super star II tester and throttle blips to scroll thru diagnostics. So a PCM flash was developed. Huh, more new stuff. This allowed the inside OBD II connector to be utilized along with a whole new wealth of information. The only drawback was the selectable RPM feature went away, and customers had to bye the brand new APCM unit, which worked much better any way. OBD II.... the only other car that comes to mind in '94 was the 4.6L T-bird. First encounters with the new unit involved more oil and a much bigger filter during services. No more air in fuel problems during fuel filter changes, nice. Breakdowns were spaced out pretty even. Mostly consisting of glow plug relay failures. It had this tiny little relay which would almost melt off the engine. Water pumps went out for a while, which was odd compared to the IDI. Then came the two biggest reasons for un commanded shut down, the cam sensor and the IPR valve. Took quite some time to figure these puppies out considering I had no idea how they operated in relation to the engine. The first crank no start bombarded my diagnostic abilities and wore them down to nothing. It was a major learning curve and left a lasting impression in my Ford diesel career that will not fade as long as I am in the game. I thank the Good Lord I was around during these learning pangs, because I believe it helps out in todays arena. I would hate to start out as a new tech today. I quickly learned that the shop manuals were for information only, and not to be followed to closely. The injector removal process was the most time consuming thing with some really "hoaky" tools involved. I tried that once then it was my own process after that and the tools collected dust in the box. The 7.3L DIT was over engineered and built to last, which was refreshing after seeing great cars in the 80's fade to blah cars of the mid 90's. The only bad part is it outlasted the governments ideas for emissions and was retired long before it's time.

Well I finally got all the parts and got the truck back together. While letting it run in my bay the radiator side tank sprung a leak. I still drove it and performed the high pressure fuel test and everything worked as anticipated. So I wash my hands of it as I am leaving for the senior master cruise Monday. When it came time to start the truck I used the old fuel pressure hose from our long dead WDS and hooked it to the shrader at the fuel cooler. It took 4 key cycles at the full 30 second interval to get steady fuel flowing! After that the truck started up first hit, stalled as the high pressure pump ran dry and then restarted after 10 seconds of crank time. Reminds me of the old IDI engines. Here's two more pictures of a better view of the chaffe point, that circle area is nice and sharp.

I'll be the first to tell you that flashing 6.0 liters over the years has been a chore and with mixed feelings as to what was happening to the truck afterwards, but..... This latest is amazing in my eyes and I think they don't need to change the formula. I actually call customers back that have had the post buzz flash to get this new flash, this goes against what Ford wants. That post buzz would drive me nuts if it was mine. I would have to say that half the trucks we update would qualify for miracle cure status. We have saved quite a few from the knife and having to open them up. I would consult with Bruce on the tcm deal.

At least it wasn't a piston cooling jet, or as customers on the phone say "this pencil looking thing that came out while changing my oil".

Got yourself a honey wagon, or as I like to call 'em a turd herder.

I had a bolt backed out into the turbine wheel not allowing it to turn, skipped some basic tests and performed the daig with new tool and it passed with flying colors. Truck had no power, finally got back to the basics and replaced the turbo. The tool works fine but it only checks the variable vanes for proper operation and response. Which is a nice test but it doesn't check the rest of the turbo. I jumped the gun even though a boost test revealed 0 mgp. So it was my mistake not the tools. I was just noting the wording of the tsb to not replace the turbo if the test passes. You can't read to much into these tsb's.

Quote: Article #09-C-2007 6.4L Plastic Heater Supply Tube Damage - 2008 F-Super Duty A review of warranty claims indicates that some 6.4L plastic heater supply tubes are being damaged and replaced during the repair. Please reference the updated RH valve cover procedure in section 303-01C of the workshop manual (WSM). Category: Powertrain – Diesel Engine Do: Follow the updated 6.4L RH valve cover procedure in WSM section 303-01C. Don't: Bend or flex the plastic heater supply tube or damage to the tube may occur. Is this what we have to look forward to? You have to be super careful with this tube that has always been and should be now metal! Any kind of miles on her and this thing snaps when you look at it cross eyed. Looks like the next 200,000 miles or so of warranty are going to be under a microscope, fun.

Quote: If the turbocharger passes the turbo tests, do not continue with this TSB. Follow the online KA pin point test found on the Profession Technician Society (PTS) website and continue air management diagnosis without replacing the turbocharger. NOTE: VEHICLE PERFORMANCE ISSUES RELATED TO FUEL QUALITY, MAINTENANCE AND AFTERMARKET MODIFICATIONS ARE NOT COVERED BY FORD MOTOR COMPANY WARRANTY. I pasted this from the action section of the TSB. The problem with the statement is a frozen turbo will pass this test all day but the turbo is still bad. I hope for the customers sake they don't enforce the fuel quality issue, or they'll have to take on the fuel suppliers also.

Looks like somebody drained the oil out and ran it out back with a brick on the gas pedal.

Once you get the turbo out of the way it's all down hill.

Remembering the good ol' days, or least as old as they get for me. The 7.3L was a brand new power plant and of great improvement over it's predecessor. The fuel water separator actually worked, and the glow plugs were controlled electronically instead of mechanically. The manual transmission models were a dream to diagnose, they had no PCM! A truck would come in running rough and you grabbed a 5/8 wrench out of your toolbox cracking injector lines loose to get to the root of the problem. A manual compression test actually revealed problems with the engine. These engines were not trouble free by any means but they were reliable, although underpowered compared to todays standards. Common problems in the hot states consisted of broken exhaust valves where they met the seats in the heads. Lifters would break, the push rods would go right through them. If a fuel knock occurred and was allowed to persist, a rod could "shorten" up on ya and if #8 did this then the piston skirt would strike the crankshaft counterweight and shatter. In the early years of the 7.3, hard starts could be tough to diag. You had to keep your wits about you do to a design flaw in the precombustion chamber. It would allow for carbon build up around the glow plug and absorb the heat. The easiest diag was to plug truck in for a while, if it started ok then the glow plug system was at fault. If all the glow plugs were ok and heating up correctly the truck was getting an updated set of heads. Speaking of heads, it seems the gaskets are always gonna be an issue, after all they have a pretty tough environment. These were bad about splitting around the water inlets at the end of the heads and would allow coolant to leak externally. Timing the engines was unique at the time, the cam and crank had a mark while the cam and injector pump had a "y" mark to align correctly. If the tools for dynamic engine timing were not available they could be set with a pulse generator box clamped to the #1 injector line and a timing light with an advance option built in, 8 degrees(positive)+/-2. The fuel system was nice and simple. If the cam driven lift pump were to get weak then parking the truck nose down was a must to get the truck started. The injection pump had alot going on inside of it, but it worked or it didn't and you replaced the whole thing anyway. The biggest drawback was air in the fuel. This could cause problems that would make you pull your hair out to the equivalent of todays electrical/pid data. Keeping some fresh diesel around when doing a fuel filter could keep a starter out of the rebuilders hands for years. I had these thing clocked and then all of a sudden the whole world changed and the Powerstroke was on my doorstep. There was absolutely no hype like todays new models that are waiting to arrive and training is needed for and so on. I had no idea that it was out or what it was until one came in on the hook shortly after it's debut. But this is for another post

Did you guys know that the warranty clerks are supposed to read the shop manual procedure from front to back for the claim they are flagging? Every seen that happen? /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

I'm just kiddin', I had to get that one in /forums/images/%%GRAEMLIN_URL%%/poke.gif in one of those moods. We have a big shop meeting with the owners tomorrow, looks like it's gonna be a real ass-chewin good time. So I'm trying to stay light hearted. I guess I would pull some valve covers and take a little looky loo around, can't hurt. Customer might not like it, after all it's his truck, but it could save trouble in the long run. How's he feel about opening up his virgin truck? I pulled a fill plug out of the rear dif on one of these and it had a giant piece of metal hanging off the magnet. Told the customer, got him a ride home, pulled the cover only to find it was a piece of slag off the case halves for the carrier. The guy was out of his truck for the day, but he got fresh fluid and the relief of knowing his rear wasn't gonna grenade.

Upsell him a BG EGR flush. /forums/images/%%GRAEMLIN_URL%%/rofl.gif

Good deal /forums/images/%%GRAEMLIN_URL%%/thumbup.gif A potential ball buster put behind ya!

4.0l efi is good for life of vehicle (provided the heads don't crack) 4.0l sohc should go 250k roughly. So you got some time to sort those projects out. My ranger's 2.9l was dumped in favor of a 302 cid, all go and no show.

Wow, sounds like the local dealerships keep you guys in business. Lets hope they don't get their act together for your sake. [Jim's gonna blister me for saying that]

Quote: I DARE you to make that post on any other Forum - especially The Diesel Stop! I double dare... no wait, I triple dawg dare ya to do it! lol

Now that I think about it, our teacher recommended using the radiplus fill kit to avoid problems he had heard of with the main cooling system and possible derate issues.

In reference to the fuel cooling system, if not bled properly it may derate. The bleeder is in the top of the vgt actuator cooler. You have to remove the screw, lay the fuel cooler radiator down to where it's horizontal, fill the system til coolant reaches the bleeder, remove the hose at the fuel cooler and run engine til pump turns on and coolant flows, then put the hose back on and remove the plug again and top off, then run and recheck for proper level in sight glass. I say avoid the breaking into the system at all if possible.

Quote: I was offered the job.... even though I told him I couldn't drink that much coffee... Quote: Did I mention that my basic job description is "take one for the team"?.... Ahhh Jim, that was the pick me up I needed after a long day.