Keith Browning

I discovered this too when the tool first came out. Basically it is the dynamic version of the compression bubble test or the balloon test. Obviously it wont work on engines that don't run but sighting bubbles in the flow tester tubing is a great way to confirm combustion leaks on the ones that do. Great job with the video Brad! (I do wish it was in focus though)

Outstanding! That is excellent advice which had been given to me when I was a diesel pup myself and I still hear it from time to time. Doing a job correctly is the most important and first rule to apply to anything you attempt. I smell an article...

I have always been a "heavy line bitch" but I am simply tired of it at this point. Being the team foreman I still do a lot of the heavy work because it is a necessity due to the lack of techs on hand. We are a team and we all pull our weight. My problem is I insist on quality being my fist objective which is not conducive to making time as a rule. The last 6.4L I had fail could have been repaired with a short block but the cost cap analysis blew the cost out of the water by a few grand. I recall the total labor being in the 33 hour range too so that is not out of line at all. By the time I got done fucking around with looking everything over, looking up parts, labor, calling the Hot-Line and filling out forms just to have a complete engine approved all hopes of just breaking even were gone.

Just wait till the workshop manual refers us to a TSB!

I saw oil cooler delete kits listed too I just didn't have time to explore...

Good advice there buddy! I have a new clutch and blade on the bench waiting to go on the truck.

Seriously. I made my own too having completely forgotten about that tool until the plastic case arrived. I still have not put alligator clips on the one I made so I have been using the shop's. I don't really need the clip for the tool but now I am starting to feel guilty for... oooh! Okay, I'll admit stealing it to fix a customer's truck. My intentions were good mind you. Does that count for anything?

I agree that the heat levels might be higher in Econolines as there is a lot more crap packed in a smaller space which reduces airflow. I think one thing that may have compounded this bus's problems is that it was fitted with an add-on A/C compressor requiring additional belt, pulleys and the required brackets. Anyone familiar with this knows that in order to do that the installers have to remove much of the fan stator which was done here. Along with that, the shroud is slightly broken, the fan is missing pieces of several blades and it has an extended front bumper with no shrouding on the bottom to force incoming air through the cooling stack. We discussed replacing Econoline engine harnesses in another topic and I remembered the tip for snaking the CMP harness without any disassembly: I removed the hardshell connector and taped it to the end of the original wires that I cut from the harness at the main loom. Whoever it was that suggested that I owe you a cold pitcher of beer and a plate of chicken wings!

Well that's just it, I think if we take a look at almost any job different techs will find one or two different approaches to it and for different reasons. It is good that we discuss these things.

Tell us the story Uncle Aaron - puhleeeeeeeze? We like stories!

I Googled "6.0L oil cooler relocation kit" which does bring back results but after following 5 links I have yet to find one actually listed. This is evidence that such a thing exists... Though I don't agree with doing so, I can see why guys want to delete EGR valves and coolers but an oil cooler?

Well you did ask for it Pete! Pulling the cab on pre-2008 trucks is a preference thing. For me it is better all around with the cab off as I can access everything on the engine easily which helps ensure proper assembly. For me it is easier to torque the head bolts - and be sure I got it right. For me it is getting old laying over the radiator working with my ass in the air.

Except not all wrenches are bent he same or have the same sized handle. I will keep this one on my mind though and try it on the next one I do. However, I tossed the cheesy plastic bracket a long time ago and started using one of the steel ones we were installing before this new fitting was released. It only takes a minute to bolt it up and fitting is guaranteed to align properly.

Good deal. I do the same and it works well.

I see the metal retainer is missing from yours.

What SSM#? Shoot, I was looking in TSB's as I remembered there being something in print about these needle bearings and outer shaft parts.

I am replacing the coolers in an E-Bus and while stripping the harness back the convolute started to crumble in several places. Obviously heat got to it but I don't see any other signs of overheating so I assume this is long term heat damage. I haven't really seen this before other than one time I had noticed some crispness... Anyone else see this? Now my fun cooler job has just become more fun.

I had a couple laying around but I finally tossed them. I did spy one sitting behind the antifreeze drain barrel. But I don't have a way to cut one up or at least not cleanly. You need a band saw.

Boy, I have to wonder if a cutaway oil cooler would reveal anything visible to show what is happening with them.

What's wrong with being talented monkeys?

I don't think you will see this engine on the street much before February 2010. This is what I keep hearing anyway.

We are talking about a 6.0L right? As of yet I haven't seen anything like this and I have never heard of it happening. Like Bruce stated, this would be achievable through the processor. Now if we move up to a 6.4L engine the answer is YES. I have had a tow in that had a failed fuel pump - the fuel pump monitor recognized that there was not load on the pump circuit and disabled the starter. No crank. Unfortunately this is not stated in the manual anywhere, or at least at the time I encountered this is was not. When I discussed this with the Hot-Line they confirmed my findings. Since a 6.4L will not run without fuel supply pressure it seems needless in a way. But, since 6.0L injectors can draw fuel and the engine can run with a bad fuel pump or tripped IFS this starter disable strategy would be better suited to a 6.0L in my opinion. I would save some injectors from destruction for sure. I think this was discussed here somewhere...

This bleed tool really only needs to be used when the engine has been apart or the customer/technician has run it out of fuel or without bleeding the system after a filter change or fuel system repair. Like Chris mentioned it blocks off the return and it will remove air from the engine fuel system quite efficiently but if you have only opened the low pressure supply system, like when servicing the filters, you need only cycle the ignition six to eight times for thirty second intervals.

The last time I spoke with my FSE we agreed that is the more likely scenario. At the time he still had no clue what the official plan is.

Jim you continually remind us to use our heads and this post begs us to use our hearts. Thank you for sharing your wisdom.