Keith Browning

I hate to break it to ya but your Fluke 23 Multi-Meter is a general purpose meter and does not have a duty cycle function. For more functions you would need to move up into the Advanced or Specialty class of Fluke meters. My Fluke 88 Automotive Multi-Meter has been serving me for well over 15 years. I just wish I could take better care of the leads.

As for the new PTS site I am getting used to it but I still have problems with it being slow. I can't blame Ford for that as my dealer is still using the "old dealership's" computer system and Internet line which is choked and slow. That and my work laptops are aging. We will be switching to a nice speedy fiber optic Internet connection soon however and this issue should improve for me drastically. I also think the new WSM format is nice from the navigation to the added embedded features like links, videos and color pictures. We have come a long way. My only real criticism for now is the appearance of the site, it still looks outdated and clunky. If you were a web developer or webmaster you would know what I saying. You can layout a web page to make it easier to view, buttons and tabs could be neater and easier to read and given an up to date modern look. This is Ford for crying out loud - it's not like they don't have the money and resources to allow their IT team to do things a smidge better.

But I have to ask... you have been around long enough, don't you know what filters you use continuously? Just sayin. I do think though that a parts counter person should know the simple common things off the top of their heads. Especially if the dealership is a one or two car line store... it's not like NAPA where they sell filters for everything.

Okay, the cracks extend to the valve seat and is much easier to see with a picture than with your eyes. Should done this from the start - my bad. None the less I escalated this and called the Gents in Dearborn who now agree that the head requires replacement... re-ran the cost cap and updated the file and printed it out. Bruce, the root cause here was an injector that was over fueling. The short term fuel trim was +19, Relative compression -9 and manual compression 305 PSI. The piston is also melted in the shape of the injector pattern, the cylinder is glazed... where it isn't scored from the piston. Your bet would have paid off if you put money on it. This all shows that an engine failure is not always catastrophic in nature. With the calibration this truck was running I would have expected the check engine light and engine de-rate to have been triggered much sooner. Nedless to say that the "acceptable cracks" in cylinder heads need to be fully scutinized.

Unfortunately Bruce, I cannot make the call under warranty. You do know that everything about this repair requires prior-approval right?

Fuel pump relay is.

I have not run into this until now... a 6.4L that melted a piston but sustained no other damage. Cleaned the heads and the affected cylinder has a crack from the glow plug bore extending to one intake and one exhaust valve. According to the HotLine and the WSM this is acceptable... they define these as "microcracks." I don't feel good about this. Am wondering if any of you have run into this and what your experience was. For some reason I cannot connect to any videos from Ford... see this video if you can:m multimedia.ford.com/seopts/wsm/cylinderheadflatness.wmv Keep in mind this head was not magnafluxed and the crack is easily visible with the naked eye. Here is what the HotLine said: Quote: Keith, Small cracks in this location are normal and do not require cylinder head replacement. This information can be found in the cylinder head cleaning and inspection procedure(online WSM 303-01C). This is the note from step 3 of the procedure, NOTE: The cylinder head combustion chamber area may exhibit very small 'surface fissures' or 'microcracks' during a Magnaflux inspection process. These surface fissures or microcracks are typically located between the glow plug and the valve seats. They DO NOT extend into the coolant jacket and will not cause coolant loss or cooling system overpressurization. The presence of surface fissures or microcracks is not cause for replacement of the cylinder head.

Took my parts guy less than a minute... neener neener neener! F81Z-6F089-BA Turbo wastegate actuator, rod, clip, o-ring and three nuts. Cost $334 list $556 here in NJ. Applies to 00/03 MY

No GEM on a 2002. I was thinking the same thing until I remembered that model year the GEM functions were split up into the cluster, VSM, 4X4 module and of course, the wiper motor. The wiper motor itself contains the microprocessor for the motor and washer control.

Bruce my thought is similar to yours in that it would have to be some sort of harness issue...

Just worked on an 03 F350 that had it. I dont see many gassers at all.

What's wrong with the decal under the hood? Funny you mention this, I have never "looked up" spark plug gaps.

I am surprised no one has commented on the new PTS format and service manuals yet. Perhaps my laptop is showing it's age but the site runs slow for me but it's slow at home on my new PC too. I do like the new WSM format.

A CO2 tester is great when you aren't 100% sure!

Yeah, that too! Shows you how much I pay attention to Government Motors... Obama Motors... er, General Motors

Well, you can join the DTS where you can speak your mind and have decent technical discussions for one. On a side note, it just doesn't feel right in my shop unless there isn't a fucking cab in the air. Got me a 6.4L with a low cylinder now... outside is our first 6.7L locked up and a 6.0L with a leaking bed plate seal waiting ominously in the wings. If it wasn't for shit work I would have no work. What a fun scenario. If I didn't like what I do, I would hate my job.

I actually like those trucks a lot. My only gripe is the lack of leg room around the engine compartment. I think they could have worked on that a bit more. That and the shitty 40 gallon aft-axle steel fuel tanks that rust up. As I recall the cabs are actually built by Mazda. The F650/F750 trucks are also good trucks over all in my opinion and always have been. When my company was owned by Warnock we sold some medium duty trucks to a lot of our light duty customers who needed more tuck. All were equipped with CAT engines so I saw very few Cummins or Power Stroke equipped versions. But in the last 3 years we were not selling them. Now, our new owners the Bayer's who are "The Truck People" we are getting back into the medium duty truck business. Me and my partner are scheduled for some intense training through Cummins to get us up to speed. I am excited to see the new ALL FORD Medium Duty trucks coming out for 2013. I hear that GM is getting out of that segment? If so, things could get interesting if the new trucks are actually something to get excited about.

Odd, depending on which section you refer to, the 2000 WSM calls this valve two different things. 1- Anti-drain check ball 2- Oil pump relief valve

A friend of mine wants to do all timing chains / tensioners on his wife's '03 3.9L LS at 100k before things start to break down. Manual says AC compressor has to be removed, but he says it almost looks like it can be moved to the side like the PS pump to get the front cover off. Anyone know if this is possible? He just needs to know before starting the job so that he can get the system evacuated if the compresser MUST come off. I have never touched one of these cars so I am clueless.

There's a guy in my shop who decided to spray a brake rotor with Brakleen WHILE it was being machined with the on the car lathe. A similar reaction occurred.

I don't see any reason why that wouldn't work for you. Better get those old recalls done!

Nice to see that corporate bias and sensorship are alive and well on the Ford boards.

The original 6.0L HPOP was a 7 piston swashplate style pump. In late 2004 the HPOP was changed to a V-4 style pump for the 2005 model year.Like Greg said, you would use the ICP voltage pid and make a recording. During playback you can fiddle with the view to examine the signal close up. I had one early style pump with a cracked rotating cylinder that had low ICP while cranking at operating temperature. The signal was quite clear... see attached screenshot.

A change was made to the injector clevismid-way through the 2003 MY. The revised clevis in the injector improves the lateral support of the plunger and dramatically reduces injector scuffing.

I dunno bout this Jim, I am of the opinion that a guy who can't recognize that his car IS NOT RUNNING is running in stupid mode. As for the rest of your post, you are on target as usual