Keith Browning

/forums/images/%%GRAEMLIN_URL%%/thumbup.gif It also makes me feel a little better about some of the trucks I work on that take weeks to get done. I was lucky that I was able to get the rack off of the truck I replaced a 6.4L on.

Dwayne I have been waiting for someone to try this and see if or how well it works. All you needed was an additional wireless card in your laptop PC card slot. Keep us posted on how well it works. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Dwayne, this isn't about coking for me, it's about not properly diagnosing on the premise that the part can be assumed as defective. This brings be back to the topic post and EGR valve build dates. So, if there are a bunch of EGR valves that Ford suspects are bad (enough to cause problems) then why not pull them off the shelves, put out some sort of official notification indicating the affected parts?

Maybe I am just lucky, perhaps a little skeptical, or just plain cynical - I have yet to get a "bad" EGR valve out of the box. This goes for my whole shop. I recently worked on a Econoline that has has 4, yes, count them, 4 EGR valves installed in the last 6 months. It took me ten minutes to find that it had a poor connection at pin #33 at the engine PCM connector. The van came from another dealer who tried three times, one of my guys ripped it apart the fourth. With all of the chatter about EGR valves supposedly being bad I would think there would have been an SSM or something bringing attention to the subject... as for the HotLine telling us this, I wonder what their basis is. I look at the HotLine like a computer, garbage in, garbage out. I think a lot of techs calling in are simply wayyyyyyy off track by the time they call and the engineers can only go with what is presented to them. They don't have the advantage of actually seeing the vehicle hence, they rely on the garbage some techs are feeding them. The result? Garbage out. I may be wrong. I am venting. I am tired of cleaning up after "stupid!"

Is there a standard pay scale in Canada?

I believe that is way out of line. If a dealership wishes to invest in a young technician and train him or her from early on it is the dealerships responsibility, NOT yours. There is more to this. I have my first real apprentice technician right now. He is paid hourly by the service department and I was to be compensated by being given a portion of the hours he produces, not all because we need to show that he is in fact producing. Fair enough because for some time this arrangement actually affected MY PRODUCTIVITY because of the time spent with him... and because at first he was using MY lift. I know that I have not been given anywhere near the hours from him that I should have but it did not affect my bottom line. He is to work along side me and learn as he has been doing. Now I have been assigning him his own work and booking his own hours... when he needs help, he gets it and unless my involvement is more than 10 or 15 minutes for example, I don't bother flagging any of his time. There are times that I may diagnose a truck and ask him to finish the repair. We each take our share of the time. This is the only example of where you could/should give up anything but if the guy is doing the work then you really have no loss to argue over. And if you are reading this Dan, you are doing a great job! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif Just remember to double check your work and make sure everything is tight. /forums/images/%%GRAEMLIN_URL%%/fouet3.gif

I have had a few engines crank and not start like that after performing repairs and then clear up after finally getting them to start but this is a different situation. Did you remove the FEAD belt and try turning it over? Over the years I have run across 10 or 12 trucks where the A/C compressor had seized causing a slow crank condition preventing the engine from starting - Both 6.0L and 4.5L engines.

Jim, as far as it being the same, it is, but it isn't. I wont get into the details but the most significant detail confronting you is as you stated the electronic engine control and the equipment used to diagnose it. The engine itself is pretty much susceptible to many of the things we encounter in the pick-ups though I suspect not nearly at as much. I have used the inductive heating update on a couple LCF's and one F650 with relative success. The F650 is now back needing an injector. When you work on one of these you really get a sense of just how we have got it with IDS and the tools Ford gives us. I am not aware of having to be a MD dealer to use the software but if you don't even have the cable and adapter you are kinda screwed. The software now requires a "key" that you have to fill out a form to get and you will need to call the Ford Hot Line to get a user name and password to access NETS, the source for reflash calibrations VIA the Internet.

Not an easy position to be in for most techs I assure you. First, you have to want to do the job, and be fairly successful at doing it. Being a "diesel specialist" can be difficult work and prove to be even harder to be productive in general. I am technically on flat rate but because of my background, training and high success rate during my long term of employment I have a nice hourly rate AND a decent guarantee with a team leader bonus. I discussed my employment several years ago and respectfully advised my managers what I will accept to keep me showing up. If you are doing primarily all diesel work and are well trained you are not out of line to settle on a decent but fair weekly guarantee with a productivity bonus. Only some employers will go salaried or hourly. Its just the way this business is.

I'll give you the winnings from my first "spin" if you send me a snowball and it makes it here frozen! /forums/images/%%GRAEMLIN_URL%%/wink.gif Yeah, I don't get it why Ford would treat us differently simply because of borders. Why, you guys are kinda like us, I think. /forums/images/%%GRAEMLIN_URL%%/shocked.gif EH? Edited because I can't spell "frozen"

Well, you reported that it fixed it so there must be something to it or maybe the ICP was having some funky reaction to the hydraulic pulses in the oil rail? Was this an engine with the ICP in the right cylinder head? /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif Man, we come across some weird stuff on this site!

Well this is interesting and I would love to hear an explanation from someone who actually knows about this particular topic. I don't doubt you Jim but I would love to hear the "official" explanation from the horse's... mouth. If this is true, I wonder if there is any way to detect that it is happening.

Is that even POSSIBLE? Oil acting as a conductor?

It does say that. In my haste I failed to sit down and take the minute and a half to carefully read the recall instructions. I must be "para-reading" or something. Picking out words like inspect welds, install clamp... there are a couple of "pairs" of images showing front and back views of the seat and if you are skimming and not paying attention you can assume there are to be two clamps installed. Apparently I am not the only one who did not carefully read...

Oh for cryin out loud! /forums/images/%%GRAEMLIN_URL%%/banghead.gif I re-read the damn recall... had to three times because i cant concentrate in this friggin place!!!! You are right, only one clamp per seat, inboard side. Sometimes I am a complete moron. /forums/images/%%GRAEMLIN_URL%%/boink3.gif

I just ran into a problem. The 08C01 seat back recall that uses a clamp kit used to come in a white and blue box with TWO individually packaged and labeled clamps. The recall calls for ONE KIT. I had to order a few kits for stock units and they finally arrived but instead of a box with two clamps, they all came as individual clamps with the kit number on the label. In order to perform the recall we need to charge out two but the recall states to use one. Anyone run into this?

I did not remove the fuel cooler either. It clears with at least an inch but I believe Jim is right about the bleeding which is not a problem it you have a coolant exchange machine or the Rad-kit system. My first 2008 cab off exhibited why bleeding the fuel cooler is important... it makes noise if there is air trapped in the system and more importantly, it will not self purge because the cooler inlet and outlet are located on the bottom of the core. I used our coolant flusher to force the coolant through the cooler and chase the air out. The cab bolts are something that have been discussed here and at length in the Ford Message Boards. The common trick that had been discovered is to heat the bolts and wait a few minutes for the thread-lock to soften before hand wrenching them out. It has worked for me very well and other techs are having good success with this technique. P A T I E N C E is the key! I recall removing earlier model cabs being a "job" in the beginning but they got easier too and they were not designed to come off for service reasons. I think that the efforts made by by Ford to make cab removal easier were well though out but I do agree a few things require improvement. Those radiator connections are much better than a clamp but they leave the possibility of the clips to pop out uncontrolled or get lost during the whole repair. I know. I lost one and you cant get just the clip. You have to buy the whole hose because they are not available separately. Stupid!

Excellent, glad to hear of successes. Feedback is a great way to make our posts more valuable. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Why not contact ARP and ask them? Here is the link http://www.arp-bolts.com/Contact/Contact.html

One picture is worth a thousand words. This is from the FUEL CONTAMINATION ARTICLE showing a rusted Super Duty tank. The fine rust Bruce mentioned will discolor the outer part of fuel injectors where the fuel rail supplies fuel to the injector. The same rust that is fuel borne enters the injector where it does the damage.

Here we go again! I recall last year wasn't good for me because warranty work decreased. Maybe this year will be better. I want to know what is up with the "opt-out option" they added. WTF is with THAT? I would lose it if my Dealer Principal took away an incentive program from me. That is just out of line!

The problem is that you are copying the address from the address bar of your web browser that contains instructions for the server making it act like a link, and not access the image. Code: [img]http://www.forddoctorsdts.com/photopost/showphoto.php?photo=418&limit=recent[/img] Instead, any picture that is in our PhotoPost will have the code listed below to paste in a post. To make life easier, there is a button below the box that says "Copy to clipboard" which copies the code for the image to your Windows clipboard, simply right click and click on "paste" to enter the image. Take a look at the difference in the text: Code: [img]http://www.forddoctorsdts.com/photopost/data/500/medium/6_4.jpg[/img] If you will notice, I edited your post replacing the top code with the lower and there is your picture. Voilà! This concludes our computer lesson for today, now back to our topic.

Cool! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Is this "Tool Crib" a Ford thing or is there someone privately involved? I see it is Canadian, does anyone have any info on this?