Keith Browning

Personally I believe it is all in the way you are raised. Blame their parents... or parent.

Yep - and I put a lift drain with my trans fluid pan right under it and use a 4' pry bar to slowly separate the hoses. like you said, gradually. Patience will keep you and the floor dry.

A 2006 F450 dump from a cemetery... holy water in the fuel and grave dirt packed between the wheels. Oh boy. I once knew a guy that worked at a cemetery. He had 600 people under him.

If I didn't understand what I was looking at I would be scared. Layman must think we're nuts.

It's up to you old fuckers to instill some work ethics in these children.

I think this is the kind of thing that can get you in trouble with warranty. I know, not the advice you was lookin for

That too! I have gotten quite good at staying dry when separating those and I even keep the floor dry now as well.

It's like pulling down a transmission pan full of fluid. You learn what not to do by watching other techs and sometimes by learning the hard way.

I like ice cream.

I think it is time your dealer contact your Zone Manager directly.

Ford will NEVER acknowledge anything like that. It is almost as bad as dealing with the government and you will get either no response or a canned reply.

Begins October 1, 2013 as I understand.

I use vice grips too - 'cept mine ain't metric

We had another towed in late Friday... same old funky noise from the turbo and no boost. After re-reading this topic and reading a few others on the public forums I am convinced it's a design issue. This is a turbo that has good oil flow and is also cooled with engine coolant so you might think that heat is not an issue but maybe it is. We have sited it's location and lack of external airflow and close proximity to the exhaust manifolds. The inverted cylinder head design with shorter inlet pipes also means higher exhaust gas temperatures at the turbocharger. Combine that with vehicle usage, meaning higher load, and engine calibration we have many factors to consider. I would also bet that most of the drivers of these trucks do not let the engine idle and cool down before shutting down. In all cases we have discussed all of these turbo failures have been bearing related. The turbochargers on the 6.7L are the sleeve type according to the WSM also known as a journal bearing in the industry. As I research this I have discovered that, journal type turbo bearings are more prone to heat and lubrication related failure versus ball-bearing cartridge bearings. Could this be the design change needed here?

For the most part you are correct because as a species we typically tend to put pride above intelligence which ironically is stupid especially if you are one of those clowns that likes to try and baffle people with bullshit. I think "I don't know" is a perfectly good answer to give someone - especially if it is TRUE! You know what they say? "It is better to say nothing and be thought an idiot than to open your mouth and remove all doubt." I have no problem telling someone that I do not know but I also state that I will try to find out more or look it up... anyone willing to adopt that strategy is a wise man in my book. Also, telling someone that you do no know something can be a useful tactic when you don't want to get involved in something. Leave it to Jim to get us thinking philosophically!

Seriously? That's funny! But not - on a more serious note buying Chinese KNOCK-OFF's is questionable in concept and practice for many reasons in my opinion. But that is a whole other topic for discussion. I have little money for tools these days and recently I needed a new 1/2" gun myself. I got a screaming deal on EBAY on a new IR 2132G for $132.41 with shipping. I think my Snap-On dealer gets annoyed when he sees new tools in my cart that he did not sell me. Sorry, I have no choice these days I HAVE to be thrifty.

Yes, good luck with the new job and remember once a DTS member, always a DTS member.

It helps to be looking for Ingersoll Rand parts, not Ingerson. First website on my search looks good... http://www.toolpartsdirect.com/cgi-bin/grouplisting.cgi/assembly/ingersollrand

That's not good.

To me it does look like the cylinder head came off too but there is not enough detail to really know. My guess is that the people who made and posted the video know for sure and aptly titled the video. Awesome capture of pushing an engine to it's limit!

The Cummins Rep wants to go by the vehicle registration date. Fair enough. Now, the registration card is not in the vehicle and the "contacts" for the company who own the truck have no idea where it is.

I use the OTC - which I like but it requires the use of universal mounting brackets - I wish that I had those nice brackets that just bolt on nice and quick. I also lie to mount transmissions on it as well which has now become necessary with the introduction of the Torqshift 6.

Bingo! That plug fits and works. Part number 3C3Z-6026-DA

This is a good one. Parked outside my shop I have a 2011 F650 with a Cummins ISB engine. No crank condition - the starter turns but does not engage the flywheel. A quick inspection revealed that the ring gear on the flywheel has cracked and separated. Simple.The flywheel is part of the Cummins engine which is warrantied for 2 years, unlimited mileage. Here is the fun part.The truck was built April 8, 2011. OASIS shows the warranty start date as October 21, 2011 BUT Cummins declined to repair it under warranty because the engine warranty is expired. THEY show an in service date of April 21, 2011 which would make the truck out of the two year timeframe, but the customer actually bought the truck in October which puts it within the two year warranty.The truck has 960 miles on it and the customer is PISSED. I am waiting to see what Cummins says about this in service date discrepancy. It is not right.-------------------------------------------------------------------------------------------------------------The rest of the story - this is just an awesome example of the state of our industry.Truck was towed to a different Ford dealer on the east coast of NJ. The technician threw a starter motor at it under the Ford warranty, which did not fix the truck. Apparently, this tech never ran OASIS because if he had he would have received the SSM about ring gears separating, referring him to a Cummins TRP and stating it needs to be repaired by an authorized Cummins repair facility. This suggests a known problem. It also suggests that the technician SHOULD have removed the two inspection plugs in the flywheels housing and checked for a loose ring gear. Apparently he did not. He replaced the starter and in the process never bothered to inspect the flywheel while he had the starter out.The truck is then towed to Cummins where the truck is inspected and the electrical connections are checked, the ECM checked for codes but no mention of the flywheel at all on the invoice, the invoice where the customer was charged $425 for diagnosis and was told "it's not our problem." Not sure what that statement means other than it's out of warranty and we are not repairing it. The customer declined whatever repairs that were suggested which was not printed on the invoice so I have no idea what they determined. I can only hope they discovered the flywheel issue.The truck, for whatever reason is towed to my dealer and yes, for whatever fucked up reason WE are the bad guys. Really? I ran OASIS and then READ IT. Spent 5 minutes inspecting the ring gear and verified it is loose then reviewed the paperwork and discovered the warranty start date discrepancy. A call has been made to our Cummins Rep. and we are waiting to see how this one ends. And to make matters more complicated: my floor transmission jack has been broken for years despite bringing this problem to the attention of two managers in the past.I am tired of this shit.

Interesting topic. This leads me to ask more about IH's Uptime Programs that have been mentioned here in the forums in the past. Did IH make as many changes to the VT365 as they did to the 6.0L - or, to ask a different way - did IH engines see ALL of the updates that the Ford engines did like the communized cylinder heads and thicker head bolts for example?