Keith Browning

I have never had a problem with injector installations or the clamps to be honest. The only problems I have run into with regard to repeat injector failures and loosening injectors were caused by damaged injector cups.

You don't have to be so polite about it. Say it! It's BULLSHIT!!!

I have seen my share of transmission harnesses on gas powered Soooper Dooodies laying on the right exhaust manifold. No matter how little damage it looks like the harness is always junk. From under the truck you might notice it laying there but because it has heat shielding around it you cant see the cooked wires inside. The harness usually has chafed through, but if you don't move the harness and look at it closely you might miss it. I even tried repairing one by splicing in new sections of the damaged circuits. What a waste of time. Glad to hear that you gound your gremlin.

And that CAN'T be good can it?

Wasn't razzing you really. Just adding that it is a good thing to do. Some FICM's I have run into only showed low voltage when running... and they were likely tow-in's with a full list of FICM DTC'S

Well DUH! I always monitor FICM voltage KOER after initial testing.

Ohhhh I remember that nightmare!

The only time I have ever seen a 6.0L injector dump fuel is when the tip was broken or the injector was loose and the compression gasket and lower fuel o-ring were toasted. Maybe he needs to grind the #8 injector clamp a little more.

Oh wow. I guess I haven't been on that site for a loooooong time. Now they want you to pay to view replies? I'll pass. I can read plenty of bad advice for free elsewhere.

Did you call him on it???

Yeah, we have had that problem now and again and considered leaving them in transport mode.

An interesting post brought up in the Diesel Stop... from a different forum. I saw this awhile back and since I am seeing it again thought I would point it out. I have to read this again closer... not quite awake yet. http://www.powerstroke.org/forum/6-0-mot...e-temps-21.html

It is explained on step 7 of the 2011 Super Duty Pre Dlivery Inspection Sheet that you SHOULD be using... I have attached a copy for your convenience. 7. Exit battery saver transport mode - with ignition in RUN, press brake pedal 5 times and press hazard switch 4 times (on, off, on, off) within 10 seconds.

My personal experience with these types of failures has proven to me that the hard parts in the transmission are not the problem. What screws us up is when we "just had the trans apart" that has us thinking like that. I would agree that this is likely a harness issue. Start with the things you touched or disturbed such as the internal harness and the connector at the case. My experience has also been that these modules rarely ever fail and since the truck didn't originally come in with this problem the odds are it's something you touched. I am probably serving more as a cheerleader at this point...

The topic is PRIOR APPROVAL (on diesel repairs.) That would be from Ford Motor Company, NOT the customer. "Warranty" can't afford to make un-necessary repairs or over repair vehicles. Prior Approval WILL have you make the lowest cost effective repair often utilizing remanufactured parts. "Warranty" absolutely is PROVIDING a second opinion, they are not asking, they are INSISTING... otherwise we wouldn't have things like Technical Service Bulletins, Real Time Diagnostic Assistance, Prior Approval and ESP inspectors. Why is all this? Some may blame it on the product for which there is absolutely justified, but this situation is largely due to the fact that "techs" in the dealerships have made a bad situation worse by not properly diagnosing vehicles and making un-necessary repairs or over repairing vehicles by throwing as many parts on them as they think is going to fix them. The attitude that "warranty" can afford to fix trucks is evidence of a lack of ability and the willingness to do the job correctly and professionally. It is evidence of the "I don't give a shit anymore" attitude that plagues our profession and solidifies our reputation with the public and possibly Ford Motor Company. As long as this attitude continues so will the situation. It is unfortunate for the technicians who do their jobs correctly. It is unfortunate for the consumers who have to suffer through repeat repairs, extended downtime and increased expense of ownership. And speaking of the customers, I am SURE that for the most part aren't thinking that they are GETTING something for free as they would assuredly rather not have to be in a position where their truck needs to be repaired in the first place. I contend that your Ford Master tech turned Indie friend shares the blame for this as most of us all do. Chris, I don't know you and I am not judging you as I am replying your post and I am not sure if this is your own opinion or if you are simply sharing your friends thoughts on this. I do think that you need, we all need, to form our opinions and manage our careers based on our OWN perspective and not that of our Indie friends or the clowns in the bays next to us. We should be asking ourselves what kind of technician do I want to be? What do I need to do to be the best I can be? At the end of the day we should ask ourselves did I make the effort to do the right thing? Is my integrity in-tact? Can I be proud of myself? Can "Warranty" afford me?

Oh wow, that reminds me. I need to fill out the prior approval for the truck I just fixed.

I made one as well... right after that I discovered the one Ford sent all diesel dealerships that goes into that miscellaneous tool kit. This was a bad year as far as I am concerned. I spent less than $100 on tools this year, I have no winter work jacket and my work shoes are almost 1-1/2 years old. Like Mr. Alton Brown (from Food TV fame) I like tools that multi-task. This is a good practice not only in the kitchen but vocationally as well.

One problem not mentioned here is that future repairs can be a nightmare if the engine ser# is not used... or some unsuspecting un-informed individual in the future has no idea the engine is not what it is supposed to be. Then there are the chassis bastardizations that might cause confusion too.

I am not calling bullshit here but I had a bus this year that required 4 injectors that suffered from very low fuel pressure and clogged fuel filters... which I explicitly documented and the prior-approval "team" basically skated past that tid-bit of information. They completely fabricated their own diagnosis of an injector hanging open affecting the others on that bank... completely ignoring the fact that the combustion gas in the fuel rail test passed. The customer in all fairness had no right to a warranty repair. I am slowly becoming convinced that taking the time to properly test and document my findings is a waste of time and that the prior approval forms need only contain what "they" want to hear.

Timely post. It seemed that for some time the warranty kickbacks and claim reviews had died down. I recall some topics on this where we were holding out cyberspace torches up high at the warranty Nazis. Seems like it is ratcheting up again. I have had to "justify" a few repairs lately by explaining what was clearly written on the back of the RO's. I swear that some of these people are speed reading or something. Also, when you have to point out a specific page in the WSM to answer a question you know it's going to be an uphill battle.

Congratulations Jim! Those hands look like they are clenching wrenches!

Insurance.

Somehow, I don't think you do!

Are you fellers supporting the turbos so that they are aligned? The tool is only meant to draw them together.

I have not had any problems as of yet. The manual says to measure the gap but I recall being told the thickness of the flange on the assembly tool or the lifting bracket is sufficient. I am suffering from CRS at the moment.