Keith Browning

I learned a LOT about turbochargers and strategy this week... but that's another topic altogether. I replaced a turbo today and it was only the secoind one I have replaced for a performance issue. As soon as the new (reman) turbo got hot it froze up leaving me with no boost. I retested the system putting the VGTDC to 85% & "tapped" /forums/images/%%GRAEMLIN_URL%%/shrug.gif

Quote: The trucks I've seen were no doubt tight.. But 25-40hrs for engine R&R , I don't think so.. The evap isn't in your way anymore and the body bolts are all accessed from underneath.. I'd figure on about what it takes you on a 6.0L.. But Hey! If Ford is willing to pay 25-40 hours and it takes 20 I say it's payback time!!! in all seriousness, I would rather not have to replace engines anymore. It's getting old. I would say that all of the new emissions equipment is what they are thinking is going to consume some time.

Yes but if NHTSA gets involved and this leads to something official it wont be on an "as you see it" basis. I think we leaned from the 05S34 recall that stalling engines are not taken lightly by the Federalies. On a lighter note I agree with Ed here. While the truck is in the air why not do a QCRC inspection and sell some front end work or brakes if they need it? Personally I love when an opportunity falls in my lap! 1999 and 2000 trucks are likely going to need something serviced or repaired. Right?

Clutch season? /forums/images/%%GRAEMLIN_URL%%/smirk.gif What kind of ammunition do you use when hunting clutches? Jim I get the impression you see a lot of manual transmissions eh? They are very rare here in NJ or at least in my neck of the woods they are.

I'm still waiting for an opportunity to try this!

Maybe I should have added the photo showing the very same dirt on the fuel filler neck, cap and threads. Good note on the rear vent but I really have not seen any major contamination issues at all. I did have a handful of trucks with utility bodies installed that someone used the wrong sized hose on the vent tube on the filler neck. The result was a bunched up hose that allowed water traveling down the filler neck to travel straight into the tank. Very ugly.

My company has embraced the Internet as a valuable tool. We not only have our own computer system (which most do) but just about every job position has the ability to use the Internet. In my shop for example, most of the technicians have their own PC or laptop. I have a nice new Dell laptop nested in a Snap-on cabinet mounted to my tool box. We are all directly connected to the server and a nice speedy T-1 line. As far as use is concerned there really is nobody looking over my shoulder though they can monitor my usage if they wanted to.I am typically logged-on to FMC Dealer all day and I usually peruse my site and some of the other forums during by breaks and lunch. I think that as long as an employee is productive and does not break any company rules, a limit is really unnecessary.

That is some pretty forward thinking /forums/images/%%GRAEMLIN_URL%%/thumbup.gif Perhaps a look at the new diagnostic codes and pinpoint tests will provide a little incite.

Well it didn't turn out to be as horrific as I originally feared. In fact the owner got lucky on this one pending any long term damage. It looks like he was getting fuel that had a very fine reddish brown clay silt in it which clogged the HFCM and the primary fuel filter. The pump failed. The most worrying part of the initial diagnosis and discovery was that the primary filter was cocked in the housing. Someone had changed the filter and left the inner o-ring and retainer behind (see photo) and I was concerned that that silt on the bottom of the housing was getting past and to the injectors. Long story short, I replaced the HFCM entirely, cleaned the fuel filter housing, flushed the lines and the customer had the tank washed. With ten gallons of fresh fuel I had the truck running and a road test confirmed that no injector damage had occurred. It actually runs very well... I added a little cetane booster to help get it fired. /forums/images/%%GRAEMLIN_URL%%/eek.gif As for an article on this, it's not enough on it's own but I am compiling some good stuff like this to write one. If anyone would like to help out I need to know more about the effects of poor faulty and low fuel pressure on the injectors and the internal components. Any help or photo's would be appreciated. Since I haven't seen too many failed injectors lately, it may be a while! On Edit: The customer is dumbfounded as to how the contamination got in his tank. I took a fuel and oil sample for him to send to a lab. He just doesn't get it. Perhaps he an enemy out there!

I believe many of them are fleet vehicles. I also think that the average diesel owner is not anything like your average car owner. It's almost like a cult in a way and many of them work on their own trucks. My experience over the years is that most owners do not continue to use the dealer for service and repairs after the warranty period is expired. That said, I also think that the older engines are still within the capabilities of most owners and private technicians. The newer engines like the 6.0L and the new engines coming at us may prove to be very different. Perhaps if "we" get our act together now the new generation of diesel engines and trucks will be a different story in the long term. I also believe that it may be wise for any diesel technician in the dealer ranks today start paying attention to hybrid design and technology. Alternative fuels and clean diesels are the future. I mention that for two reasons; Self preservation for one and secondly, I predict great numbers of people who currently own these big powerful diesels like the 7.3L/6.0L may insist on keeping them for a long time. /forums/images/%%GRAEMLIN_URL%%/cool.gif

One word of caution though. In speaking with the HotLine I have become aware that performing this recall on trucks with "mods" can create driveability issues. Trucks with monster turbo-back exhaust systems and especially non-OEM intakes may develop problems because of the changed airflow characteristics through the engine affecting the MAF sensor. My guess is that many, not all but many of the guys running intake and exhaust mods are running some kind of a tuner and probably don't care about the recall anyway. This is okay with me because I would rather not deal with those hard heads anyway. Mod your truck all you want, I understand! Just don't complain to me or shake your fist at Ford when you have problems.

Mind you, this is a new tool and I was told by my service manager that it must be used for warranty. I don't know if that is "the law" or if it's etched in stone where getting claims paid is concerned. Since it is expected of me, I do as I am asked. It just amazes me that we are asked to do more paperwork, fill out more check sheets and use more and more of these silly tools. Then they ask why productivity is down! Do they have a Quality Care sheet for that too?

I commented on the stupidity of this while on the Hotline too. The engineer agreed... did you know this little move will save Ford about $5 Million in EBP sensors? /forums/images/%%GRAEMLIN_URL%%/puke.gif

Quote: Sounds like your done, you'd be better not to do any more to it(as far as Ford is concerned).. Unfortunately,like you said, if you do anything, it could jeopardize the case when it goes DSB.. It never dawned on me before but once the customer gets Ford involved you really have to watch what you are doing even if it means your hands get tied. I had an Econoline with a 6.0L that was towed in a THIRD time with no ICP and I was only allowed to verify the ICP PID and oil level. It was hauled away and the customer has a new van... with a 5.4L in it. I know it wasn't my fault but I felt like that van beat me as my hands were definitely tied. /forums/images/%%GRAEMLIN_URL%%/rotz.gif

To me, based on descriptions, this sounds like the engine is suddenly defueling like you took your for off the pedal abruptly. It is very hard to catch it. Even more intriguing is that it can be stopped by shutting off the engine and restarting. I am anxious to see what you guys have to report.

The new emmissions specifications, low sulfur fuel and engine oils are starting to be a hot topic. Did I say starting? Anyway, I thought we might start keeping our eyes open for information on the subject of API CJ-4 oils. Here are a couple links to get us started. Anybody else have knowledge and information to share? Rotella Newsletter equipmentworld.com Article

Correct me if I am wrong but wasn't there a re-cal issued last month for this on the 2005's? I have two customers with this concern which they only experience while towing making it difficult to diagnose them. To make matters worse, I cant verify the complaint on either truck! Both of these trucks have auto transmissions, one is an '04 and the other is an '05. Coincidentally the owner of the '04 is bringing his truck in today... I am not going to work today to take care of some personal business so he won't be happy. He was last in a month ago when we put the VDR in the truck but the recordings showed nothing. As a bad twist of fate, the day we took the VDR out, the truck lost power and the MIL came on. With a little luck the code and data will still be in the PCM. I'll check back with you fellas after I get to look at it tomorrow. (if it's still there)

It's the GR1-190. Nice tool but it can take a considerable amount of time to complete a full test with charge. We are bound to using it for warranty codes. We still use the hand-held units for quick testing and for completing the QCRC inspections.

Anybody run into this little gem of a tool? Yet another TIME WASTING piece of crap dreamed up by the bean counters. 3-1/2 hours to test, charge and retest a battery I knew was bad to begin with. What are we supposed to do with a customer that has been jump starting their car for a week and want to wait while we "test" their battery?

Quote: I highly doubt the 6.0s will make it that far. Not to change the subject but why do you say that? Many people speculate that the EGR system is going to play a role in longevity of the new engines. Perhaps the lack of EGR will make the 7.3 look superior over time?

No comments on this one yet? I'm shocked! I don't get to see many post warranty vehicles but I recall two that were in the 200,000 area. They were both travel vehicles for a fifth wheel camper and a horse trailer and in quite good condition. That likely explains the mileage. Most of the trucks used for vocational purposes get beat up rather quickly in my area. I don't get that at all. You would think that an expensive truck is an investment when it comes to businesses.

Yeah, the broadcast message above stated the EBP PID would no longer be available. I have always thought that for some reason that the 2003 trucks just seem stronger than most. This I determined with my seat of the pants o-meter. Anybody else think that. It's amazing just how differently a lot of these trucks run with the various calibrations and states of condition.

What are your RPM's doing when this happens?

For our CAT gurus I have a diagnostic question. 2006 F-650 with a C7 engine cranks no start condition. Am I right in thinking this engine's fuel system is similar to a 7.3L? If so, what is the minimum "desired actuation pressure" required before the ECM enables the injectors? I recoreded this: desired actuation pressure = 1275 PSI actuation output = 89% actual actuation pressure = 290 PSI (I also have a screen shot of the graph) Additionally, I only get a very light trickle of fuel out of the filter head. Is this normal at cranking speed?

I finally got my software key. /forums/images/%%GRAEMLIN_URL%%/rockon.gif ...and I now personally know the owners of the local CAT dealer. /forums/images/%%GRAEMLIN_URL%%/laugh.gif