Keith Browning

Gheeeze. This is an old dead horse. Or maybe not. He heat seems to have been turned down yet it still pisses me off every week on one job or another. Veterans of the disastrous 6.0L diesel years are probably still bitter and there are others who have moved on. Evidenced here as several members are no longer Ford technicians. Maybe we need to form a union!

Josh I will ask for sure. The peeps in the office get panicked when the 30 day mark approaches on any jobs I have hanging around. For me it would be a diesel repair and a big one. I have trouble these days being left alone long enough to get work done. Better days are coming... better days are coming... better days... are... coming...

You guys in Canada get 60 days? We have 30 days to submit a claim from the RO date. Did you ever think you would have trucks sitting around so long?

I do wish you luck! And never forget, once a DTS member, always a DTS member so feel free to continue visiting. Another one bites the dust.

Heh heh heh! What a finish to the 2011 NASCAR Sprint Cup Series. Tony's win was bitter sweet as I am a big fan of his AND Carl Edwards. My other fav's not so good though. Mark Martin and JR. were pretty much no shows all season. It is what it is.

That's because they (fleets) make Ford Motor Company money. "We" (the technicians) are an expense that needs to be controlled. Remember that my fellow knuckle dragger! I know that comment is atypical of me but when you boil it down that is the bottom line.

Perhaps the difference between you and I when it comes to snow is that you see a more significant amount of it than I do. I still enjoy tinkering with my snow thrower and playing with my kids. I admit that a winter like last year where we seemed to have a decent storm ever week for almost 2 months it did begin to get old but it didn't crush my enthusiasm. This summer I picked up one of those fire pit thingies at the Home Depot. I don't live in the woods so these are necessary in the suburbs if you want a fire in your back yard to sit around. I envision myself sitting in my lawn chair drinking beer in front of a fire with snow all around me. At least once anyway. Hey what the heck, I use the grill in snow storms so why not? And cleaning the yard this fall with a fire going was nice too. I enjoy the smell and the ability to warm up every so often. ... now that I think about this more, I can sit in my back yard, drinking beer by the fire as I watch my kids shovel snow! Yeah, that's it!!!

I love snow too and was quite excited when it began falling. Then it fell at an alrming rate, big heavy flakes too. Look at it this way, you fixed your power outage problem right? Now that his is a few weeks behind us I was just amazed at the widespread damage that early snow storm caused. The real problem was just that, and there were just so many tress down that took out power lines, downed utility poles, blocked roadways and such. It just took time to get it all cleared and repaired. Fortunately my in-laws had a 2000 Watt Honda generator they lent us that allowed me and the wife to stop back at the house twice a day to run the sump pump and keep things dry. All in all we only lost some frozen veggies and a bit of sleep. It is what it is. I would love to have a generator in storage for just such occasions but as usual, it's not in the budget. Maybe Obama can send me one.

Let's all get on the same page just in case we are confused about the terminology. The left image is a Flare Nut Crowfoot, the right image is a Flare Nut Socket. Typically I use a standard crowfoot for injectors on say a 6.4L because it works and allows me the ability to access the nuts on the injectors with the angles and clearances we have to deal with, especially with the cab on. Also, since we are not dealing with very high torque specs a flare nut crowfoot is not all that necessary and a standard crowfoot will do... Here, I am replacing injectors cab on through the wheel wells. I haven't performed injector replacement on a 6.7L yet and don't know if there are any clearance issues that would make either tool the better choice. Number one, I want to be able to do the job right and second, money is really tight and I don't want to spend $47 on a socket that is going to only take up space in my tool box and never get used.

And your skills at putting together the documents have grown immensely. They look very nice!

Thanks for the input guys. Steve, have you used BOTH a crows foot and the flare nut socket and if so, which works best in your opinion? BTW, his is really what I am after here.

What are you guys using to torque the fuel injector lines on this engine? I am looking at a Snapp-On Socket, Flare Nut, 11/16", 6-Point... a crows foot looks like it might not fit the bill here.

You need to determine the power wattage needed by looking at the devices you want to power by looking at their specifications. Then determine the required output of the inverter you need. Remember that peak output is not the same as continuous output. Two more important things to know is that deep cycle batteries are recommended in applications where the engine/charging system will not be running and it is recommended not to use more than a 2500 watt power inverter on automotive applications. I found some good information at this link http://www.invertersrus.com/inverterfaq.html and remember Google is your friend... there is a lot of information on this!

Mike, you are one of several ambulance fleet techs that have joined us. I don't recall which ones of you were Ford dealer techs and if you were one of those members, but you can access many of the Ford web based training materials that Ford technicians are required to complete. I believe they are all about $90 each and you can access them at the Motorcraft Service website. http://www.motorcraftservice.com/vdirs/r...p;menuIndex1=29 And I am proud to recommend our fellow DTS member and sponsor Bruce Amacker who owns Turbo Training. If you have enough technicians in your fleet it may be in your best interest to contact him directly here by sending him a PM or visit his website for more information - http://www.turbotraining.com

My dealership is in the process of changing owners... everything is fucked up. But I still have all kinds of shit warranty work stacked up though.

Oh, just for the record, I whimped pussied out and pulled the cab. I still have too many problems with the bolts and studs fucking up on me. And of course I had to repair threads on the turbo in this one. I wish I bought that group of tools that was offered on the RTTP. I have another truck lined up after this one.

Yet another nice write up Brad!

No WIF, No Code either but I drained about 2 ounces of water from the separator. It takes a little more to reach the sensor electrodes. It's a pretty roomy collection bowl on these trucks. The fuel quality however is a different story. It was cloudy as could be. This brings us back to the water emulsified in fuel conversation. The damage to the fuel system is long term when it is continuously exposed to fuel with a lot of water in it. The station this customer fills up at regularly is in a flood prone area. Remember NJ had a hurricane come through not too long ago? Here is the pressure regulator from this truck.

A week or so ago a 2011 was towed in customer stated that it was running rough and now it won't start. Cranks but won't start. P2291, FRP cranking is 700 PSI. Fuel sample taken at the FCM had a couple ounces of dirty water and the fuel itself show water emulsification. Fuel sample from the engine return had the same emulsified, cloudy water. I have rust and debris in the system and a large insurance estimate out there waiting to be approved. This is my first time diving into a 6.7L so it is interesting and I am taking it a little slow but no big deal. The only thing I am not liking is that removing the HPOP takes you through 4 or 5 sections of the WSM. Just annoying more than anything.

Knock on wood we have yet to see a turbo failure on one of these.

I have always wondered that. If the majority of dealers that works on trucks/diesels is over the average then there must be some doing NO repairs. The way I see it is that we have no control of the quality of the product and what gets dragged in to our dealer. How you repair them is another story.

At my shop 1.5 is typically the normal basic diagnostic charge for diesel driveability. THis is enough time to road test and verify the concern, do the pre-checks and inspections, run self tests, look at PID's and an initial fuel pressure test - as required. Additional diagnostic time is requested as needed.

I also have had many biased ICP sensors over the years. I recall two that had the proper KOEO voltage. If you look at ICP, ICP Desired, LOAD and IPR closely you can discover this scenario... or you could spin in a known good sensor too.

HOLY CRAP!

My biggest problem is jacking with the up pipes and the EGRDOC pipe. I cant seem to get these apart without using fire to heat up the fasteners. I recently did a cab off HPOP but left the turbo on to see if it could be done. I did it without a lot of fuss. I have to do a HPOP cover gasket for a short (hopefully) and I beleive removing the trans will be easeir than lifting the cab. This will still give me excellent access to the pipes... This is what I am thinking anyway. I dunno.