Keith Browning

By the way, I recall rating this course very low on the post survey.

You have an obsession with welding don't you! Oh boy...

I counted AT LEAST 6 totally incorrect parts in the scenarios. I was fit to be tied as well.

Diesel Fuel Supply & Fuel Injection Systems (51S04W2) and Diesel Air Inlet & Exhaust After Treatment (51S05W2) web courses have been updated to include 3.2 L Power Stroke information. All new Diesel Diagnosis (51S14W0) web course. Diesel certified technicians will need to take this course by 10/31/14 to retain certification. New Diesel Engine Performance Classroom Course (51S15T0) now available. Currently certified Technicians are not required to complete this course to maintain their certification. New wait list roll tool will automatically roll all techs currently on the list for 51S08T2 & 51S13T0 to the new 51S15T0 wait list.

Just an observation for you all to digest - while this topic is interesting there are MANY posts in here that would make great threads/topics of their own where they could be discussed more in-depth and make them easier to find and search for. The last several posts on using a welder on broken studs for example... and there are many others buried in here. Just saying. Carry on Gents.

I recently had a newly installed gasket fail - I replaced the pump a year prior and it got a revised gasket of course. I remember there being something wrong with the convolute but my memory is fuzzy. Obviously it had moved and exposed the wire as mentioned. It drives you nuts when the "fix" needs a fix!

I have only seen an injector stick in the bore once at my shop. Don't think we had to resort to a slide hammer though. Sucks when things like this happen though! In the video you said you had a brush and a drill and were going to clean out the bore. I have tried that method with marginal results. The injector cups on any cylinder with combustion leaks and loose injectors should be REPLACED. Otherwise the risk of a repeat failure is very high. Also you do know that when this happens it is recommended to replace all injectors on the affected cylinder bank as well as the fuel inlet fitting/check valve at the cylinder head? (I never saw the point in replacing the check valve and I am still struggling to understand the reasoning)

The GM 350 CONVERTED to a diesel.Can anyone tell me why after around 100 years Ford still cant build a truck engine that does not break exhaust manifold bolts & studs? Seems to me that this would have been fairly easy to remedy after soooo much time. It is the simple, basic things that still plague motor vehicles like the manifold leaks. V-8 Modular engines that are self destructing left and right after being in production for well over20 years.Mike I remember the Dodge Omni GLHS - stupid concept but was indeed a fun car to drive. I was no so fond of those 2.2L turbos as they shoved that engine into a lot of models. My brother had a Charger with that engine and he commented that is was nothing special because of that. Proof of that - a friend of mine had a Chrysler New Yorker (K-car) with a 2.2L turbo in it. Funny shit but that platform is what saved Chrysler as it included the Aries K, their minivans as a few other models.

Nailed it. I am sure this would piss them off to hear as it could be considered wasting their time. I will say that they are good for providing answers or specifications that I cant seem to find in the service literature.

Funny you guys are mentioning "age" here. In this class almost every guy looked like they were older meaning there were no young bucks attending.

I think the point of this topic is the fact that the Hot-Line "engineers" FREQUENTLY come across a not having thoroughly read or comprehended what was submitted to them. I myself have read Hot-Line responces to my requests with utter amazement in that it is almost as if they are responding to a toally different request. At this point I avoid the hot-Line if at all possible.In an interesting related posting by Ford on the PTS website "what's New" section from may...

Make that none. As of Friday I qualified as a Ford Senior Master technician.Notice the date when this topic was started. I was not the only guy waiting long time for this course to become available. There were SEVEN of us that needed this class to become Senior Masters. For God's sake!!!But none the less - I am happy I finally reached this goal. Now I can quit!

The one piece fitting is installed in production engines starting from: V8 engines: Engine ser# 431736 on 2/9/07. V6 engines: Engine ser# 431705 on 2/8/07.

Dry starts = cracked injector tips. This can also happen from revving the engine after major repairs - let them idle 15 minutes to reduce the possibility of this happening.

4. (couldn't resist)

Common mis-conception. You know how Ford loves to introduce new stuff in mid-year production runs but there were trucks produced with 7.3L DIT engines as 1994 models. I remember I had two customers that had '94 trucks with Power Strokes in them. Yes Sir! The 7.3L idi Turbo was indeed a factory option. The engine does not just have a turbocharger bolted onto it. While the engine was basically the same it had many changes with two big differences such as different pistons and head gaskets. Yes, there were (and are?) aftermarket turbo kits for the 6.9L and 7.7L idi engines but they are not the same thing as the factory set up. These engines were RARE! I did get to see and work on one a lonnnnnnnnnnnng time ago. Go to the Coffee Table Books page here in the DTS website under the "Inside DTS tab" and you will find the Coffee Table Book for both engines being discussed here. Take note that the first generation 7.3L DIT book from '94 through '98.

This suggests the ICP sensor is bad - I have seen quite a few BIASED sensors that read okay when checking ICP voltage KOEO. If this truck were in my bay and I have no DTC's or obvious concerns to go by I would spin a new ICP sensor in it and see what happens.

Brad that would be a great trivia question.

The topic title indicates this is an IDI he is working with and the 7.3L IDI was produced and available for the 1994 model year. In either case we got it covered!F2TZ-9A451-A - fits 1992-1994 7.3L idi

Try This: http://international4700parts.com/products/?view=product&product_id=9

http://news.pickuptrucks.com/2014/08/spied-camouflaged-2016-super-duty-catches-fire.html I hope they at least got some of their equipment out of that truck and have some indication as to what the hell happened. There is nothing left to examine!

I fixed the links to this document in this thread. We had a couple of websites hotlinking to my documents so I had to change a few things with the tech resources.

The important point to make is the price of the Ford Motorcraft pigtail kits are wayyyyyyyyy too high not to consider alternatives at this point. The prices on some things absolutely defy reason. Quite often I am putting together a quote for a customer and I cannot believe the price of some things - and I am not the person paying for it.

Not a head gasket surface so I am not all that concerned despite what the WSM states. It is not going to make any difference on the exhaust manifold surface especially when you take the severity of corrosion that is taking place here. If you saw this thing before I cleaned it up... plastic scraper - BEH! Are you fucking serious? Let's take step 8 from the WSM procedure which is a warning: NOTICE: Do not use metal scrapers, wire brushes, power abrasive discs or other abrasive means to clean the sealing surfaces. These tools cause scratches and gouges which make leak paths. Use a plastic scraping tool to remove all traces of old sealant. Failure to follow this procedure may cause future oil leakage. Old sealant? Oil leaks? Looks to me that Ford does not proof read their own publications for accuracy and content. No wonder we are all so confused... well, some of us are. We need to think about what it is we are being instructed TO DO - or - NOT TO DO when following a procedure. Yes. Can you think of a reason NOT to? ...before we get into a long un-needed debate on the use of thread compounds or the stainless steel hardware that introduces new problems and does not exactly "fix" the problem with snapped off manifold studs. If this is your ambition then let us start a NEW topic in the subject. I have seen repeat failures. I am positive this truck will one day need to have this repair made again and If I am the poor bastard that has to work on it again I will not likely need to drill anything out.