Keith Browning

If I am not mistaken the Snap-on catalog states that. "Eliminates the need to remove the truck/van cab from the chassis to access the rear head bolts, saving time and preventing damage to the rear heat shield."

Nothing local though

Anybody know what the deal is with 6.0L fuel pressure regulators being on intergalactic backorder? 3C3Z-9T517-AE

Sooooo, I guess this part was stainless which I suspected and was hoping for.

Is there a new part# or has the existing part been updated with the same part number? I just got one out of my parts department 3C3Z-6C683-AB and we really cant tell by looking at it but the screen material is shiny... it COULD be steel... but it does not stick to a magnet.

"...and while you are there ask them if you can borrow thier knob polisher."

I proposed on the spur of the moment to my wife at a wedding where we caught the garter/bouquet and I borrowed a ring. We had discussed marriage and it was only a matter of time any way. My dad told me that if you wait for the right moment it will likely never come. I think that can also be said for waiting for things to be perfect... the fact that you are thinking about it is a sign in my opinion. Good luck to you whatever you decide my friend.

Rust. On all of them the stems were dry and had a dark rusty layer of crud in the guides. It is actually surprising to see just how little oil is on the valve stems of the good valves... and I mean they really seem dry!

The seized valve phenomenon is something I have seen on all Power Stoke engines - four 7.3L engines, two 6.0L engines and one 6.4L engine. Out of those I only had one where I could not get the valve to move and come out which was on a 7.3L. The rest were removed and replaced with new valves and I honed the valve guides with a transmission valve body hone I bought just for this purpose. It works fantastic and I have never had any of those engines return. Incidentally only two of those engines were brand spanking new, one a 7.3L came off the car carrier popping out of the intake and the last was a 6.4L that was on our lot a month or so. As a matter of fact that truck was sold to an overhead door company and was parked outside my shop a week or two ago as they repaired one of our shop doors.

See THIS TOPIC where Larry offered repair kits as well...

I did head gaskets on an E350 6.0L that had a seized turbocharger. That is all it takes though less likely to occur in an Econoline.

The only term I have ever heard them use related to this topic is "alternate fuel source" which I have used on one or two repair orders. My experience has been that the 6.0L does not like either above and beyond the dangers of using it in the first place. They don't seem to roll over and don't want to crank. Seems like less violent propellants work better. We found that CRC MAF sensor cleaner works very well too. You don't get any violent noises and the engine picks up speed relatively slow. Not sayin it's "safe" or anything.

Well for starters you wouldn't have to pull the engine again for head gaskets.

I attached the dealer and technical bulletins PDF's to this post for your reading enjoyment.

How 'bout now?

I'd be willing to bet that we all have set at least one filter on fire or blown apart a housing at least once in our careers.

Sure can. I will turn it into a PDF document to make it more user friendly. I should probably ask the dude first before I post it though.

I had to look this one up. kerfuffle noun a disorderly outburst or tumult; "they were amazed by the furious disturbance they had caused" [syn: disturbance]

Yes, the information I got was from Loren Klebe. He sent me a document with pictures and a cylinder head removal procedure.

Head bolt adapter for the 6.0L Available from Snap-On for those of you who don't lift cabs or cant lift them. I recall a guy from the FMC Dealer Message Boards developed a prototype and even sent me pictures of the tool he developed. I think his was similar in design but instead of a 1/2' drive lug it had a socket end. I wonder if he sold the idea... yes I realize this is not breaking news.

Ever try cleaning one off with compressed air? So clean you can see though it like it was glass!

<shaking my head> Forget the symptom and any notion of logic. You are embarking on a base engine repair and I'll give you 50 to 1 odds that the warranty guillotine will cut this repair because you didn't perform a manual compression test... although the warranty Nazis have eased up as of late and I am now second guessing those odds. For me they seem to question what we DID do and not what we DIDN'T do.

Got a link to a post or a VIN?

I hate those friggin moon rocks!

The 6R140 was designed for the new Ford diesel in part to handle the high toque output of the 6.7L. Since it a stout unit it also can, and will be used in the 650/750 trucks. I was told this by the Gents from Ford that came down to our dealer for the in dealer training. Another benefit of this is that we no longer have to deal with Allison whom are worthless with when it comes to support when you are not a certified Allison dealer. They didn't even want to speak with me when I had 5 trucks in the lot with problems. Even more shocking was the cat that my FSE and the engineers back at Ford had little technical information available to them nor did they have much leverage in getting any. Keeping everything "in house" may prove to be better... provided the products are better. Time will tell.