Keith Browning

According to my own experience AND the service manual, R&R of either alternator does not require the removal of the FEAD belt therefore, if you were to claim both operations the warranty police would deny passage of the claim. Likewise, as you mentioned, if you had also replaced the belt then yes, you could claim both operations because there is no overlap. Since the belt does not need to be removed to replace the alternator, then doing so is an entirely separate operation not to mention a pain in the !@#!?$!

The TSB 06-21-2 has us checking a lot of things and replacing failed components as necessary. As far as the oil cooler goes, it never says to replace it outright. We are instructed to do so only after one of the following two scenarios occur: Check for cross contamination of engine oil into cooling system by inspecting the coolant condition in the degas bottle. If oil is present in coolant, perform the following repair: Replace the oil cooler, refer to Workshop Manual, Section 303-01C. . Verify that ECT and EOT PIDs are within specified ranges (see PC/ED Section 1: Description and Operation of ECT, EOT). EOT should be about 225° F (107 C) when the ECT is 200° F (93 C). If EOT IS NOT within 25 F (14 C) of ECT during the concern, replace the oil cooler. However, first perform all steps through Step 5 before replacing the oil cooler. Refer to Workshop Manual, Section 303-01C. I have only had to replace two so far, and that is two out o4 only four in total at my shop. One happens to be coming apart in the bay next to me. Nice goo in the cooling system too!

Are you kidding? Ford would bounce the claim just on principal - theirs! Unless it is written in the service manual or published in a TSB, something like that would be considered as un-necessary or not a failed part. Unless you could PROVE that the oil cooler was affected by the EGR cooler or it was leaking oil into the cooling system... you see, Ford calls back many parts for analysis and warranty claims. If the part tests good they can, and have, bounced warranty claims. I have had this happen to me so I can personally vouch for that. Remember Bruce, Ford is bleeding millions and we have to be "spot on" and play by the rules! /forums/images/%%GRAEMLIN_URL%%/readthis.gif

Yeah, we did! There was an initial review then my service manager spent a week or two or more, I can't recall, but he had to gather repair orders from a list and review them. The auditor returned and there was further review. We were high in a few things and of course, 6.0 repairs were on the list. There was no charge back at all BUT he COULD have charged us like $7,000. For us, they were interested in fine-tuning our policy and procedure like punch times, write ups and op codes. After a short probationary period the auditor returned and was apparently pleased with our improvement. I have noticed that Ford, and rightfully so, is tightening their handle on policy and warranty which also effect what we do in the service bays. If you do not follow the diagnostic procedure and claim labor erroneous labor ops and parts you will likely be called on it sooner or later. For example, if you perform every test in the book and end up cleaning an EGR valve and then put in the claim written up that way instead of the TSB you can expect it to bounce. The key for us techs is to follow the proper diagnostic routines, use proper punch times and accurately DOCUMENT EVERY PINPOINT TEST, RESULTS, HOTLINE CONTACT, SERVICE MESSAGES AND TSB'S FOLLOWED NEATLY AND COMPLETELY ON THE BACK OF THE REPAIR ORDER. AND DON'T FORGET TO DOCUMENT THE INCOMING AND OUTGOING MILEAGE AS WELL. Doing all that will most importantly help you and your dealer get paid, good write-ups will be you best and only defense when a claim is bounced or you are subjected to an audit or review.

06S47 Certain 2006 Low Cab Forward Vehicles - Injection Pressure Regulator (IPR) Connector Inspection and Repair For those of us who work on these you could probably have seen this coming a mile away. The IPR is exposed to the elements with the connector facing down allowing the harness to trap water and enter the connector. We all know what forms inside wet connectors don't we? /forums/images/%%GRAEMLIN_URL%%/wink.gif

Sounds similar to the one I had where the customer brought his truck to Circuit City to install an new stereo system with a power amp in the back. Long story short; the hole they drilled through the harness and firewall grommet to pass the amplifier power cable through cut about 12 circuits shorting many together. This caused a few strange things to happen like no starting, warning lights and running with the key off... all different things and at random! Before I found the "whoops" I swore the truck was possessed! Concerning your nightmare, it sounds like the PCM and FICM are not powering down. The most obvious possibility looking at the schematic... with the key OFF I would begin looking for power at circuit 16 from the ignition switch which feeds power to both the PCM and FICM... faulty ignition SW., short in the wiring and I suppose that even the FICM could be back feeding power to that circuit too. That is an assumption that it's even possible that the module can do that though but hey, you can't rule out weird stuff like that.

Okay, mystery solved. The F7TZ-12B533-CA only comes up if you look up a 12B533 for a 94/96 truck. I rarely ever see trucks that old anymore and we don't stock that relay because we have always gotten by with the F81C-12B533-AC. After a conversation with my parts asst manager we are going to stock the older one instead. Hey, if I don't need the jumper, I can just throw it away. Sorry I dragged this on and thanx for the help! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

The relays I have been using for like the last 10 years have been F81Z-12B533_AC Motorcraft # DY-861 These have never come with the washers and nuts. At least the ones I get don't! Maybe it's a conspiracy! /forums/images/%%GRAEMLIN_URL%%/rofl.gif

I personally have not seen repeat failures of the fitting but I recall speaking to an engineer before the bracket was released who told me there have been instances where it has. I don't see how the fitting can possibly come apart with the bracket installed. I guess the o-ring can fail though. It is very important to replace BOTH the block and the fitting because separation can damage the metal. It seems to me that the International guys see more problems with the branch tube than the Ford guys. Perhaps the difference with the rear covers has something to do with this?

I tried the Hot Line today too, asked if they REALLY wanted me to tear down a 6.0L that grenaded leaving a hole in the block and the #7 rod cap laying next to the starter.You know what they told me right? You know the drill. Disassemble and provide a description of the failure and a cost cap analysis. Repair if under $9600. But but but the 7 & 8 pistons hit the heads and... and...

Okay, we are definitely on the same page as to what I am looking for but to remove all doubt I took a picture. I found one wayyyyyy deep in the bottom of my junk bucket and cleaned it up a little. All of the relay boxes I open have no 5/16" washers or nuts. NONE OF THEM. I will add the part number of the one's I am installing to this post in the morning.

Nah... that's not going to have the 5/16 washers and nuts. It only has the jumper harness and the two small nuts that attach it to the relay. The real prize I am after here is the two conical washers with the slotted surfaces that keep the nuts from loosening and backing off.

Here's a good one for our resident parts guru: 7.3L glow plug relay terminal hardware, nuts and conical washers, once upon a time came with a new relay. This stopped a long time ago and I have from time to time needed new washers and nuts because they burn and corrode or I lose them. I would love to have some in stock being that we are into relay and battery season... yes, I realize that a standard 5/15" nut from the hardware bin works just dandy... Is there a hardware kit or part number for the nuts and washers?

There is a hot thread going on right now about the tubes but while you have me, I had two of these come in this year. Both customers came in with an oil leak that had a cracked rear engine cover because the branch tube had either smacked it hard when the SCT fitting failed it rubbed through over a period of time. Both of these trucks ran fine. If you install the bracket with a new SCT fitting you should be fine.

Yep, sure have.

More recordings, these of an engine with a high pressure oil leak that is not big enough to cause the engine to immediately shut down. The screen shot is of the IPR increasing at idle after recovering from an RPM dip after decel. This was the worst reading that progressed as the engine warmed up. Once stalled, the engine would not restart until cold. This is the recording the low ICP during cranking with the engine at operating temperature. Once cooled down, it fired right up.

I don't know if any of you have noticed but when you start a new topic OR replay to one, you have an option to add a poll AND upload a file attachment to the post! As long as it isn't abused I plan on keeping that feature turned on. Feel free to use it for files like this (Bruce's) and other things to be shared.

I had replaced one lower ball joint on used Econoline that had already been sold and was to be delivered that evening. It was a last minute vehicle inspection and service but the parts were in stock and all was completed in time. So I am driving home and I got this deep rooted nervous feeling that I had left the caliper bolts loose... almost home and it was 1/4 to eight as it was and I panicked. I called the dealer and explained the situation to which an unhappy sales person agreed not to release the vehicle. The next morning I checked the bolts, they were tight! /forums/images/%%GRAEMLIN_URL%%/rotz.gif Moral of the story? Better safe than sorry YOU BET! The sale went though anyway and no one got hurt. I thought I would be embarrassed but the sales dept understood though slightly annoyed. I was assured that my (incorrect) gut feeling was better heeded than ignored as for the potential for disaster would have been worse than the one day inconvenience to the customer. It bolstered my faith in human-kind to hear that.

My brother who works two bays from me at the dealer just completed the CVT transmission course at the NY training center (in central NJ) where their 6.4L training engine had just arrived. Point of the post, training schedule to begin mid-January. I intend to keep an eye on STARS and enroll as soon as the courses are available. It is recommended that the earlier you enroll the better. That goes for all training by the way. Ford is jammed with transmission classes for the CVT for all of the techs/dealers that waited until the last minute to sign up... mot of which are now Senior Masters hoping to retain Senior Master status. By the way, John Clark is our instructor in this area. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif He is well liked. I always return from his classes having learned a lot and looking to learn more.

Thank you for the report Bruce. I am sure we are all a little green with envy! You should post those pics of Henry's office in PhotoPost and slap 'em up here. I will admit to not reading your email first, I unzipped the pics and at first I thought, "WOW! Bruce is doing well!!! /forums/images/%%GRAEMLIN_URL%%/smirk.gif Then I spotted the picture of Henry over the mantle and I knew what I was looking at was NOT the Amacker estate. As for the rumor mill and what I viewed on FordStar a few weeks ago, I am confused about when production and delivery of the 2008's is to begin. The official word I got was just after New Years with a possible run before the holidays. My commercial sales director told me that our first shipment of 2008 chassis cabs is due to arrive in two weeks. That is mid-December. He did not state whether they were equipped with 6.4L engines though. Hey, wouldn't it be funny if Ford ran off a few hundred 2008 trucks with a 6.0L in them? Couldn't they do that theoretically as long as production is before December 31st? Ain't I a stinker? /forums/images/%%GRAEMLIN_URL%%/cool.gif

Someone over at TDS posted a couple of links to some interesting articles about acetone as a fuel additive. There is a lot to read but the subject is very interesting and worth the time. I posted n my reply that acetone may affect fuel tank linings like some bio diesel blends are suspected of causing fuel tank delamination. Acetone will affect some paints and cheap plastics according to the article. Well, yes, it is a solvent right? /forums/images/%%GRAEMLIN_URL%%/wink.gif I am actually considering trying this in my car but I want to find more info on this first. article @ LubeDev.com article @ PureGreenSystems.com

Jim I agree with you on the human factor. Because I rarely get to work on anything straight through without interruptions by my techs. I sometimes end up in a loop of frustration because I unknowingly "skipped" something like an important pinpoint test. /forums/images/%%GRAEMLIN_URL%%/banghead.gif A voice of reason and a reminder of the basics I just completely forgot about is all I need to get it right. Now, it looks like I will only be going to the HotLine when management wants to cover their butt. Who knows, I guess the new procedure deserves a chance I suppose, so I am not going to pick it apart unless it's way out of line! Besides, we haven't used it yet.

Joey, The Rotunda Technician Tool Program (RTTP) is where we Ford techs can buy them. The last I looked, maybe a week ago, the VCM kits were still shown on backorder. The original PDS kits which were the VCM and PDA combo are no longer available. That was a nice deal because you saved a few hundred bucks and there was a nice case that held everything together... now you have to go and buy a PDA on your own. No big deal but you still can't buy a VCM at the moment! You are not the only one waiting my friend. I have been waiting almost a year. First I didn't have the cash, now I do and I can't get one unless I want to pay too much on eBay. /forums/images/%%GRAEMLIN_URL%%/mad.gif Since you have some cash to throw around, toss some my way! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Give that man a pat on the back! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif (cause we ain't got no prizes... someday maybe)