Keith Browning

Though I have only seen a handful of these I have been bitten by the HPOP. Regulator screens not attached have always been found damaged by me though not crushed as illustrated on page 7 of the attached "High_Pressure_Oil_System.pdf" document. This is also covered by TSB 05-12-3. What bothers me is that there is mention of debris as the likely root cause of IPR screen damage. Are the screens coming off because of this? They don't mention separated screens! /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

Well Steve, I don't think we could cover this any better! /forums/images/%%GRAEMLIN_URL%%/wink.gif I am sure there are other cranes but as you can see this adapter is purpose designed and built. Perhaps there are other cranes that could be used with this.

Larry, I-beam cranes are great but for Power Strokes you need crane. If you are doing a cab off engine removal, you cant use a ceiling crane. If you are removing a diesel from an Econoline, you NEED an engine crane - one that can be used with the lifting adapter that grabs the engine from the front. This is a picture of the crane I use at work with the black engine adapter attached.

That engine crane rocks! We have one but we bought it from OTC, not rotunda and I am sure we saved money by doing that. It folds up which makes it easier to store. It is very sturdy ans the best feature is the larger sized wheels that make rolling it with an engine on it much easier.

No surprise this thread lives on. My advice to you all is continue to do your jobs: diagnose and repair diesel engines. Be professional in carrying that out and most importantly take great care in the administrative part of your jobs. Like it or not, this is all a part of being a modern, professional service technician. Documentation should be second nature and really should not add much time to the job if you do it as you go. If you do your job here, your manager should have no problem doing his job getting the claims paid. Document vehicle mileage, coming in and going out.. Every repair order should have an OASIS printout including any pertinent symptom codes and DTC's. Remember the three "C" write up: Concern, cause & correction must be clearly stated.. Document your diagnostics including things like: DTC's, fuel pressure and other similar readings, pinpoint test numbers, connector and circuit numbers along with wire colors, HotLine contact ID# and engineers NAMES, TSB#, SSM#, FSA# that might have been performed.. If it brings you comfort, print out IDS vehicle session logs. Just remember to enter the VIN, RO# and mileage at the beginning of each session. A good habit to get into in my opinion.. Proper punch times on your time cards!. If you are claiming M-time, punch on a separate flag(s) for the work and accuratly document the reason for M-time on the repair order. If you use M-time for accessing non-OEM equipment for example, make sure there are separate flags/punch times for disassembly and reassembly.. Always return warranty parts to your parts department with the repair order and date written on the box or tag. It would be a shame to have a claim denied because your dealer could not return the part when Ford calls it back!. Do not over repair the vehicle. Replace only the parts that failed. If there is related damage to non-causal parts, document the "how and why." If there is any documentation for replacing "other parts" in the service manual, TSB or SSM then cite that documentation. If it is in (their) print they cannot deny it. The fact remains that the 6.0L equipped Super Duty is a flawed product and despite the 126 report, high numbers should not necessarily indicate any wrong doing by the dealerships! You can prove it. If you let them push you around, they will. On the flip side, if you cannot prove that you followed the proper guidelines and procedures then you have work to do at your dealership That is exactly what you have got to do these days to protect yourself from the Big Blue Borg. IF you have been around long enough to notice, ford has shifted a lot of the responsibilities and thus expense of doing business onto the dealerships. For example, now they have this "self audit" deal where your dealer and its personnel have to gather all kinds of data, piles of paperwork, and go through it only to be grilled by telephone, asked to fax numerous documents and emails. They cant even send anyone out to ream you now because they have cut back their personnel to the minimum. I want to see Ford Motor Company turn itself around and become profitable again, but not at my expense! If you actually do the work properly, document your repairs and return parts requested then you shouldn't have to worry too much and the Rep's can shove the 126 numbers... I still don't get the whole "numbers too high" deal. For cryin out loud, they KNOW they have a seriously flawed product. Probation? Really? I guess they want to start pissing customers off again... or maybe they aren't done shutting down dealerships. My /forums/images/%%GRAEMLIN_URL%%/2cents.gif on /forums/images/%%GRAEMLIN_URL%%/ford.gif and it's /forums/images/%%GRAEMLIN_URL%%/readthis.gif

Some time ago I was going to slip that picture of you into YOUR avatar. /forums/images/%%GRAEMLIN_URL%%/smirk.gif

It is those oddities that really challenge us because we think that things like this *cant* happen.

Right you are. The only engine runaway I have personally witnessed was in technical school... setting the injector racks on Detroit 8V-92's. A two stroke V-8 runaway screams like the devil. The instructor was prepared with a fire extinguisher. Think he's seen that happen before?

Nothing. Good for you in fact, dammit. I am just jealous. VERY JEALOUS! Oh, and you suck! /forums/images/%%GRAEMLIN_URL%%/smirk.gif

Power Strokes top out a little over 4,000 RPM.

What TSB? Ford? I don't recall seeing this but it is basically the same as putting air at the nozzle... thanx for sharing this! The ONLY problem with this is I have had bad luck over the years with my vacuum pumps leaking. Mighty-Vac's they were, I now have a Snap-On which seems to be okay.

That is the importance of being able to connect to a vehicle AND the Internet at the same time. You can run tests, monitor PIDS and have service publications up on your IDS all at the same time which is quite desireable... and don't forget when IDS has to go look on the network for that calibration file while you are starting the reprogram process!

You are kidding right? This is like the third vacation he has had in the last six months! But who is counting? /forums/images/%%GRAEMLIN_URL%%/whistle.gif

I still love it!

I love it! /forums/images/%%GRAEMLIN_URL%%/rockon.gif

Yes. I still remember our experience with fire, the unmistakable odor has finally gone but there are still other reminders. It doesn't matter what the cause is, fire safety should always come to mind but like this incident Jim, danger can sneak up. Good catch my friend Good catch indeed! /forums/images/%%GRAEMLIN_URL%%/rockon.gif

Concerning this wireless issue of VCM/Internet, has anyone tried adding a wireless card to their laptop and run two wireless connections?

It was one of the first 6.0L engine failures we had. It was the classic fuel diluted oil scenario, caused by the leaky fuel injectors in the early build engines. The engine held together but after it revved out of control there were many bent valves and a lot of piston to cylinder head contact. You could tell that the engine had been running poorly and using oil for some time. I remember the tech who was scared out of his mind because he didn't know what to to when the engine took off and kept running after removing the key. /forums/images/%%GRAEMLIN_URL%%/whattodo.gif Here are some of the pictures---> Engine Failure One

Anybody see this month's RTTP on-line flier? This creeper is on sale until March 31, $279

No need to 'pologize! I was making sure you got you r answer. /forums/images/%%GRAEMLIN_URL%%/smile.gif

Holy cow! When I read that I was a little skeptical. My new tech has a bank of injectors out and I remembered this statement. So I tried it. One injector was allowing air past the pintle and bubbles were coming from the fuel inlet port. The other three injectors, no bubbles. By the way, this engine was missing on all four on bank two. Cool stuff! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

This is an old topic. I also experienced this in a 2008 truck so I would say that the SSM above is applicable to all model years since it was released.

If it doesn't have a Ford part number then Ford will not approve it or pay for it. But there is nothing stopping you otherwise I should think.

Oh wow! I forgot about this. If he re-used the front cover he should have claened and inspected the pump... I recall the same failure, take a look - http://www.forddoctorsdts.com/photographs/index7.php