Keith Browning

I can't seem to find a source for these exhaust hose tips anywhere. Anybody know of one? I could try contacting the instructor at the Ford training center I was at but I don't want to be a bother.

First, RUSTED OIL PANS ARE NOT WARRANTYABLE. It is documented somewhere... perhaps the TSB for oil pan corrosion which I don't have handy at the moment. Ford considers "rust" an environmental issue and not a defect in materials or workmanship. Technically, none of them should be covered under warranty... much to my dissatisfaction my dealer has gotten assistance from Ford for several customers. What burns my butt is most of those trucks were out of warranty to begin with, the customer did not buy the truck from us and have never been to our dealer before. Oh how that KILLS me! Manager says "we gotta try to win the guy over." /forums/images/%%GRAEMLIN_URL%%/smhair.gif BULLSHIT! We never hear from them again. Quote: Local shops around us also won't do the repair "in chassis" and everyone charges roughly 20-22 hours for an F-superuty 7.3 oil pan @ customer pay. The hours are in line with what we charge and I agree that turning the engine upside down eliminates oil leaks caused by dripping oil during assembly though we have done a few while hanging on the hoist.

The only thing even close to that was a few connectors that had oil in them that began to get a little crusty but no melted harness. The rocker arm chafe might have some weight to it though.

Two commercial ads have caught my attention. First is the new Ford Super Duty commercial with an exploded view of the truck. The brawny man walks about describing the various strengths of the truck as parts are highlighted and then the truck assembles itself. I just think its a cool commercial. Second, there are a couple or three new Toyota Tundra commercials, choose your parlor tricks and gimmicks, BUT, something very interesting became quite clear to me. Remember the Ford promotional series "The Truth About Trucks" and all of the comparisons that did make Ford look like the superior choice? It would seem as though Toyota took that one to heart and has "upgraded some familiar components" in the Tundra.

Another one with my immediate reply: CLICKIE HERE! Quote: Quote:-------------------------------------------------------------------------------- Hi all, Pressure at the regulator and or housing is NOT indicative of injector pressure....many folks including me have found extremely low readings when measured from the rear of the heads, which btw is representative of what the injectors are "seeing". Many threads have been posted regarding pressure/flow, have proven the OEM fuel lines are too small. Especially the passenger side. Typical readings of -30psi at steady cruise and -10psi during wot have been documented in all 6.0 yrs. And FMC wonders why warrantee cost are high....Find someone with a quality pressure transducer, tracking software, and laptop. The readings will scare you just driving around town....... If reliable performance is the goal, search the numerous vender's for a regulated return system. This one mod produces amazing real world results! Facts not fiction Wekiwa -------------------------------------------------------------------------------- Holy cow! This might explain why engines actually start to rotate backward during deceleration. /forums/images/%%GRAEMLIN_URL%%/smirk.gif Really! When you accelerate, the tach goes to the right, but when you decelerate, the tach moves to the LEFT! /forums/images/%%GRAEMLIN_URL%%/whistle.gif Think about it. I seen it myself!!! ...Jesus Christ, save me! /forums/images/%%GRAEMLIN_URL%%/rolleyes.gif -------------------- Ford Master Diesel Technician Diesel Technician Society Snap-On KRL1000 Series: 1995 Royal Blue Roll Cabinet, Top Chest and Side Locker -mostly stock. Loaded with tools, Dell Inspiron 5100, Hp 390 Inkjet, locker lights and Power Stroke Badge... "If the going gets easy, you may be going down hill."

/forums/images/%%GRAEMLIN_URL%%/smirk.gif What? Don't you guys remove the cabs on the UPS trucks? /forums/images/%%GRAEMLIN_URL%%/whistle.gif

I get it on our IDS. Been that way for a while.

This falls under the category of God-Dammit!!!! I replaced an EGR cooler last week and of course the turbo had to come off. This was one of the many that come in with the right turbo-to pedestal-bolts missing. Got the truck together and fired it up. WHEEEEEEEEEEEEET! Apparently the upper flex bellows on the y-pipe was cracked un be-known to me. With the turbo positioned properly the crack opened up and it now screeches loudly. /forums/images/%%GRAEMLIN_URL%%/banghead.gif DAMMIT! /forums/images/%%GRAEMLIN_URL%%/smhair.gif

I have read the posts about some of you Navistar guys working on VT-365 engines on UPS trucks and I know the VT has a slightly different tone to it than the Power Stroke. I was out cleaning the driveway in our first winter storm of the year today and one of the smaller UPS trucks slid by my house. It sounded more like a VT-265 when it took off. Is it possible the v-6 is in some of these trucks or was it the sleet filling my ears affecting my hearing? /forums/images/%%GRAEMLIN_URL%%/crazy.gif

Quote: The PCM actually uses 16 or 32-bit info for fault detection, but can't transmit anything bigger than 8-bit. So, what affect on memory and processing power would transmitting in 32-bit have? You have to remember also that when it comes to production vehicles, cost is a big factor and more capable processors would cost more money. We could list many things that have been eliminated from these trucks or that have been made, quite frankly, really crappy. I am for one, all for better data when it comes to diagnosis. Your opinion Jay? do you think it would REALLY be to our advantage??? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

I would document the aftermarket equipment on the repair order and tell the customer to return the truck to stock and re-evaluate the concern before even THINKING about touching that truck! /forums/images/%%GRAEMLIN_URL%%/2cents.gif

I added the files to my post above, he's losing SYNC...

Tony, what is the complaint with the truck? I think you left that our of your post. Second, good job with making the screenshot, but, sometimes when the image is reduced it becomes difficult to read. Could you email me the original screenshot so I can fiddle with it? These are the images:

I would like to know how you "flush" a HEUI injector and what are you flushing? If the customers oil changes and filter services are at consistent intervals and good clean fuel has been used there shouldn't be any reason for thinking about doing this. Furthermore, if there are injector related performance issues, I would tend to believe there is some scuffing in the injector that cant be "fixed" short of injector replacement. I would live to know what is in these flushes anyway...

I don't come across too many modded trucks but I had a doozie in the shop recently. Failed EGR cooler, no big deal. When I had the turbo off I noticed that the CAC tube and the turbo compressor housing did not have the usual loose oil film rather, it had a thin, blackened, very sticky coating. Obviously cooked oil. My question for those more familiar with modded engines: is this typical of a modded engine that is run hard? I am thinking higher boost and hotter temperatures combined with hotter blow-by is causing this normally oily coating to cook onto the surface. By the way, it had an Airaid intake, 4" straight pipe with no cat and an Edge-2 tuner. I found the Edge owners guide and box in the console.

I would suggest running OASIS before working on these and make an effort to perform the recalls it's in your shop. My dealer has seven in stock and I ordered parts for all of them... the fuel lines are not released yet. I performed the recalls for the first time today. All pretty straight forward and easy to do but you will want to do them (engine related) all at the same time because it's easier to get at the IPR and right fuel line with all inlet tube and air cleaner out of the way. This one was not sludged up but there was quite a bit of water in the vapor separator.

Found more notes in my student guide: The ECM (1)turns on the coolant pump at 77 degrees (2)turns it off at 68 degrees (3)steps up fan at 151 degrees and (4)derates engine at 194 degrees. Feel free to correct me if this is wrong, havent seen the OBDII Theory & Operation for this engine yet either

I looked into this (Google) and so far I believe the "national speed limit" was repealed back in the 1990's and maximum speed limits are the responsibility of the States. I know the maximum speed limit here in NJ is 65 MPH so my friend Ricky Racer shouldn't have a legal gripe.

Customer ordered a 2008 F450 6.4L dually, loaded to the T. Tows a sprint car hauler 5th wheel... calls the dealer yesterday complaining that his truck will only go 80 MPH. His 2006 F350 6.0L Dually goes over 90 while towing. He wanted to know what was wrong. We told him, and we explained that the engine was also slightly detuned. /forums/images/%%GRAEMLIN_URL%%/smhair.gif WHAT! This might explain why he has gone through two sets of head gaskets and an EGR cooler. What a !@#!?$!. Don't these people know this before they order these trucks? Remember, he is a race car driver. They DO know everything you know. I wonder if my sales team knows about this...

Ya know, I noticed a couple of these trucks cycling the cooling fan a lot while I had them running in the shop. It cycled even when cold and continued after warm up. I know they want to keep em cool but it caught my attention enough to think it was odd. I didn't notice where the EATC was set.

I think we have now delivered three and have ten that just arrived that are waiting for their PDI's /forums/images/%%GRAEMLIN_URL%%/grin.gif So I am guessing we can sell them... I noticed the window stickers have no pricing printed on them.

I have heard that term being used before, but I have never heard any kind of an official explanation describing exactly what it means or the effects of "it." (assuming this is real) Perhaps we need to get our hands on an engineer... /forums/images/%%GRAEMLIN_URL%%/popcorn.gif

Released February 2, 2007: Customer Satisfaction Program 06B40 Certain 2006 and 2007 Low Cab Forward Vehicles - Engine Crankcase Ventilation System Upgrade and Oil Level Indicator Tube Inspection OVERVIEW This program involves upgrading the crankcase ventilation system. One of two service kits will be used for the upgrade depending on the year designated on the label affixed to the breather assembly. The breather assembly is located on the left valve cover ...

I would say about the same. I have a 45' bay with a twin post underground lift. The front piston moves to accommodate different length trucks. The largest we sell are LCFs with Utilimaster box bodies.

The reason you get the ice skating effect is probably die to too rough of a cut for what ever reason. A rough surface means less metal to pad contact and therefore less brake effectiveness. Me and my techs have pretty much been cutting rotors on a bench lathe. Even with our brand new machine using virgin bits the rotors often end up with a really poor cut, chatter marks and roughness. One important thing about these Pro-Cut machines is many guys have forgotten that to properly cut a rotor, you need to take a fairly heavy cut with only one pass and for me, that has made the difference. Usually, I have to hold the silencer by hand and squeeze a little to keep chatter from ruining the cut. Cleaning the rotor does help and one other important thing, are you burnishing the pads on your road tests? If I recall, it is recommended to make 4 heavy stops to heat up the lining and rotor surfaces. I have noticed that after parking the truck and letting the brakes cool afterwords, they feel perfect. For the most part, I dispatch all brake work to my team mates so I haven't done many brake jobs over the years... just the ones that get screwed up. /forums/images/%%GRAEMLIN_URL%%/shocked.gif