Keith Browning

Feel free to discuss anything you wish but I for one do not care for the idea of unions in this day and age. I am surprised this topic took over two years to rear it's ugly head though. The two posts above make some important points. I agree with Jim whole heartedly in that to succeed anywhere you must do all that you can to improve upon yourself, learn and try the best that you can every single day. Being able to carry yourself means that you can survive and being the best you can be and standing out means you will be better compensated. Dwayne, sticking together is a great concept and it works when everyone is dedicated to moving in the same direction. Your realization that "individuals" tend to abuse unions is likely because they need to protect their mediocre asses and that stops progress dead in it's tracks not to mention drag everyone else down to their level. I am in a similar situation to Jim and if all of my hard work and achievements over my 20 year career resulted in being held back and my salary limited to what "the union" can bargain (?) for me, I would not have stayed with it, nor would I be looking forward with as many options as I am coming into. Protection usually comes with a price. Wat to help your fellow man? Cool! Give him an atta-boy, show him how to do something better or teach him to open a book. What is asking him for his union dues going to do for him? Personally, I think unions were a smart thing when they were first conceived. They gave workers rights, protection and an opportunity to get paid a fair wage but their time has passed. It has to be nearly impossible to form a union that has a purpose and dedication that is truly accepted by, and functions in the interest of, all of its members without corruption and without eventually becoming an obstacle in and of itself. We now have laws to protect us and more importantly, we have the ability to make choices... for ourselves. For those many thousands of union workers that feel their union has done right by them my hat is off to them. I am sure there are a few unions that are doing a good job. It is just not for me.

Perhaps they may be able to raise the amount of CGI flow. According to their data they use a maximum of 15% CGI flow compared to 30% of EGR flow. With the CGI gasses being clean I wonder if that will have a notable impact on engine life, or should I say I wonder how EGR is going to impact engine life... CAT may still come out ahead in the long run. I am still waiting to see how all of these 6.0L engines are going to age. With all of the carbon that gets trapped around the EGR valve it makes you think about how much carbon is passing through the engine. It HAS to have an effect wouldn't you think???

Mike, I remember the first engine we did in a van, Atom stripped the engine down and had the chain bolted close to the engine with little slack. It also helped to jack the front of the van up to put the boom of the hoist as vertical as possible to reduce interference with the cowl.

The IPR is on the pressure side of the pump and cant technically be "sucked" into the pump. I have seen the plastic ring that holds the screens crack and sometimes stay in the cover/pump when the IPR is removed. If the pieces can be retrieved then there is no reason to replace the pump because of it. Am I wrong? If there seems to be a lot of debris on the IPR then maybe I would. There should also be no problem getting paid for the pump as long as you document the reason why you replaced it. TSB's and even recalls can lead to additional repairs, your manager/warranty person should claim it a "related damage." There are provisions for such occasions and instructions are in the Warranty & Policy Manual.

When I finish building my diagnostic cart I'll take a picture. I am already in the habit of disconnecting the VCM and placing it in a drawer, closing the laptop and closing the lid on my cart. My coworkers can call me a bitch all they want. I bought it for me, not for them and notably because of them as Jim has touched upon. There have been some real characters working at our place in the past that were brutal with the equipment who are no longer with us. There are still a couple that don't respect the IDS unit as they should. Leaving it unplugged in the middle of the shop... leaving vehicle sessions open or frozen in a test session then casting it aside... allowing the VCM to lay on the floor while in use, sometimes in oil and antifreeze. /forums/images/%%GRAEMLIN_URL%%/boink3.gif

Larry, I have already thought of that and as a matter of fact, the hoses at the training center melted after multiple regenerations. I do know that there are flexible aluminum hoses built (for just this application) but again, I have not priced anything out. Having thought about this, I am thinking of trying the "hood" concept but in vertical fashion. Going to Lowe's or The Home Depot I want to look at HVAC registers or any type of ducting that is box like and large enough to fit around the exhaust tips loosely - fabricate a stand for it and connect it to a regular exhaust hose. I think this will also draw enough fresh air along with the exhaust to keep things cool enough in the event of an inadvertent regen. Remember, the service manual AND IDS warn us to perform regenerations outdoors only. We have to come up with something... /forums/images/%%GRAEMLIN_URL%%/flamethrower.gif

GOT IT! /forums/images/%%GRAEMLIN_URL%%/rockon.gif My brother went for a transmission class and got the information off the cone adapters which came from Sourcetec in friendly Canada. I havent gone and priced it out yet. http://www.sourcetecindustries.com/products/automotive.php?190

At this point it is a member of the family considering I chose to create an IDS station, roll cart and all. I ended up upgrading my OS to Widows XP though... I also now have a PDS set up thanx to some very kind person! It was just the bag and PDA with some cables but with a VCM it is complete so I now have complete flexibility... I just have to get all the software versions to jive, I am having trouble getting the PDS to establish and maintain communications. I just don't had a lot of time to mess with it too deep yet.

I pushed in a 2006 E450 State Mobile Inspection unit with a crank/no start condition... been staring this truck down for several days thinking the worst, blown injector seal or STC fitting. No, I'm not paranoid but it's been one rolling pile of crap after another lately. So I get it pushed in and check it out, code P0611 and fuse F1.19 blown. DTC chart instructs to install a new FICM... I ordered it.

My VCM finally arrived! For those not paying attention it only took a little over 15 weeks to get since I ordered it on 01/19/07. We called last Friday to see what was going on and were told that there were 57 in and mine was on that list... "be there in 7 to 10 business days." Two days later it shows up. Should I be suspicious? I think I'll just be happy I got it. /forums/images/%%GRAEMLIN_URL%%/cool.gif

Funny you bring this up. I just made a repair to an'03 that someone had installed the incorrect IDM power relay in the relay box. It burned up the relay and the large green wire not to mention the plastic housing. Once again my salvaged harness box saved the day!

What's with these lined tanks anyway? What happened to plastic and good `ol galvanized steel?

All I have to rely on right now is the on-line manuals @ the PTS web site... the earliest available manual for trucks is 1996 for F-Super Duty. IF 1992 is the same as 1996 the minimum (discard) thickness is 36.3-mm or 1.43-inch

I'd hate to be the first guy in the shop tomorrow when you open up!

Man, I have had it easy over the years! I stumbled upon a dildo under the driver's seat of an Escort which I didn't care for but it was easier to deal with than the barrel of a handgun pointed at me from under the seat of a pickup. I was under the dash when I saw it. I am not a fan of loose weapons, particularly those that are bouncing around loose in vehicles. /forums/images/%%GRAEMLIN_URL%%/cover.gif

I took the ACERT Operation Readiness Test today. Scored a 97% /forums/images/%%GRAEMLIN_URL%%/rockon.gif I still think CAT is out of their minds with that crazy ass complicated system. Recirculating clean exhaust gases is a great idea but damn! My head hurts. /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif

Are you telling us this truck will not initiate or pass the network test?

Yeah, pretty much the same here, full access with a smut filter Borg turned on. There are some web sites that are banned outright due to abuse. I think a lot of people have gotten over the newness of the net. I for one will now visit my site, this one /forums/images/%%GRAEMLIN_URL%%/grin.gif, while choking down my lunch or when something hits me and I need to post a question.

I am assuming that this would be for 7.3L engines? Making the tool is straight forward as you suspect but it will require obtaining both the male and female 42-way harness connectors with a length of wiring still attached. The 42-way connector is the main engine harness connector between the engine and the body that has all of the injector circuits... along with everything else you will need to splice together.

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What the hell is a Studebaker? Is that the guy that kiln dries 2X4's at the mill? /forums/images/%%GRAEMLIN_URL%%/eeeesh.gif

Quote: Ford Announces Discontinuation of E-Series Diesel Vehicles Chassis used for most Type II & Type III ambulances Ford Motor Co., which makes the majority of ambulance chassis used in the United States, announced Feb. 7 that it would no longer make E-series diesel vans and cutaways, used for Type II and Type III ambulances. "Ford is experiencing a supply issue related to the E-series diesel offering, and once the supply of 6.0-liter engines has been depleted, E-series will only be offered with gasoline engine options," Ford said in a statement. "At this time, we have enough engines to meet our production needs through the first quarter of 2007." The company declined to elaborate on this statement. However, Ford spokesperson Kristen Kinley stressed that the decision to discontinue distributing E-series diesels "is not a part of the lawsuit" that Ford recently filed against International Truck & Engine Co. (a division of Navistar), which manufactures the Power Stroke diesel engines used in Ford E-series and F-series vehicles. "Ford Motor Company has debited funds from ITEC, the company that supplies our 6.0-liter diesel," Ford said in a statement about the lawsuit. "Immediately following the debit, [Ford] filed a lawsuit regarding the debit and other commercial issues with ITEC. ...We have made several attempts to get ITEC to accept responsibility ... and live up to its contractual obligations. ...We would not be taking this action today if we felt progress could be made and the situation could be resolved through discussions. It can't." Marc McEver, an owner of Olathe (Kan.) Ford, which supplies 80% of all Ford ambulance chassis sold in the United States, said, "I understand there's still hope this could be worked out between the two companies, although there might be a gap [in production] for awhile." Several sources who spoke with Ford insiders report that the problem stems from the fact that the new 6.4L engines produced by ITEC do not fit into 2007 model E-series Fords (although they do fit Ford F-series vehicles, which are used for Type I ambulances). New federal emissions standards forced Ford to switch from the 6.0L to the 6.4L engine Jan. 1. Some background Ambulance services have experienced a lot of problems with the 6.0L diesel engines, which power 2003–2006 Type II and Type III units, and some services recently filed a class action lawsuit against Ford as a result of those problems, seeking replacement vehicles, reimbursement for repairs and employee costs and punitive damages. (For more on that lawsuit, see "Class Action Suit Filed Against Ford," January EMS Insider.) "The industry was doing fine until 2003 with the Power Stroke 7.3L diesel engine, but new federal emission standards went into effect [Jan. 1, 2003], and Ford went to the 6.0L," said Mark Van Arnam, president and chief executive officer of AEV/American Emergency Vehicles, Jefferson, N.C. "Ford is between a rock and a hard place," said Mel Globerman, who purchased all ambulances for the U.S. government for many years until he retired in 2004 from his position as director of vehicle engineering and commodity management for the General Services Administration. "Customers may have some problems with the 6.0L, but they want the benefits of the diesel engines." Globerman said Ford captured much of the ambulance market because its diesel vehicles "had a longer chassis that was more suitable to conversion to an ambulance." In the mid-1980s, "99.9% of the ambulance engines were gas, but because of more stringent federal emissions standards, Ford had a lot of problems with those gas engines in ambulances, [resulting in] heat, electrical, air conditioning, reliability and fire problems," he said. "In ‘86–’87 when we were formulating the C revision to the [federal] KKK specs [for ambulances], we made diesel the standard engine to eliminate the heat, fire and related problems with both Ford and GM [-based ambulances]," he said. Chuck Drake, president of ambulance manufacturer McCoy Miller in Elkhart, Ind., said, "A solid 50% of the ambulances [in the United States] are Type III, and approximately 28% are Type II." According to the Ambulance Manufacturers Division of the National Truck Equipment Association, he said, "1,656 Type III ambulances were delivered during the first half of 2006, and 1,552 of them were on an E-series chassis. During the same period, 730 Type IIs were delivered, and 720 of them were E-series." Replacement parts & engines According to McEver, ambulance services shouldn't worry about replacement parts or engines for their existing units even if Ford never resumes production of the E-series. "Whenever a manufacturers builds a vehicle to sell, the federal government requires them to warranty the vehicle and have parts available for 10–15 years," he said. Where does this leave ambulance makers? "We have enough chassis to take us to mid spring; in the meantime, we'll be working on other chassis platform alternatives," Van Arnam said. "In most cases, we will need to work with services to switch their entire fleet to another chassis. This is a huge change a multimillion dollar issue for many providers, both public and private." According to Drake, "For 20 years, the industry has engineered and designed ambulances around the E-series, so there's no quick fix. My fear is that in the long run, we will be unable to provide products to communities that need them." Although some other companies do make chassis comparable to the lighter E-350 chassis used for Type II units, added Drake, "no other manufacturer offers something comparable to the E-450," which is used in the Type III. "There could be some shifting from an E-450 to an F-450," Drake noted, "But that will change the engineering, the design and the price." According to Globerman, "The Type III is more popular because it rides better and has better maneuverability than the Type I, which uses the F-series. The E-series was designed to carry people, and the F-series [was] not." Ford will continue making gasoline-powered E-series vehicles, and several sources predicted that Ford might begin offering ambulance "prep" packages for gasoline-based E-series chassis. But Globerman said, "It would be a gross mistake to go back to a gas-based ambulance package. There have been some problems with the 6.0L engines, but they're still a fraction of the problems we had with the gas engines. Diesel engines also have substantially better fuel economy and are much less likely to overheat." Globerman noted that GM recently began producing a diesel "ambulance prep package" for its van chassis, and he predicted "GM vans and cutaways will become the number one ambulance chassis." According to Globerman, the combination GM Duramax diesel engine "appears reliable, with no problems that I know of." Ambulance manufacturers also use chassis made by Freightliner, Navistar, Sterling and other companies for the larger modular ambulances.

I sure have. Try this part: 6E7Z-14S411-A This is the wiring pig-tail for the IPR but it also fits the VGT and and 7.3L injectors in a pinch. Conversely, you could also use the injector connectors from a 7.3L under valve cover harness in a pinch. This is one of those times where saving old harnesses can save your ass. /forums/images/%%GRAEMLIN_URL%%/cool.gif You may also want to visit THIS TOPIC for more information and International part numbers!

I was told by the HotLine that retrieving the nut was a must. Apparently the oil pan is a good place to begin looking but this one was sitting in the head not bothering anything or anyone but me!

I realize this is probably old news for many of you but I finally came face to face with one of these. What I thought was a routine injector swap turned into hunt for the missing nut. The shaft was barely hanging onto the injector.