Keith Browning

Plenty of low side pressure is not exactly a good description... low side should be low with the compressor running and considerably lower than the high side. Since you have a manifold gauge, what are your pressures and what is the system pressure with KOEO? The pressure number should be near what the ambient temperature number with a properly charged system is as a general rule. (at least with the Ford systems it works out that way) I suspect that your system charge is low. Ford systems won't cycle at all with low system pressure but I am assuming GM is similar. The fact that you can command the compressor clutch on with a scan tool and that the system does not cool when it is kinda backs up my guess here.

We have an excellent platform here and not just these forums.

This is going well.

That is an oldie but a goodie and I still inspect for that to this day when I have a 7.3L in for a driveability concern which is not very often anymore.

Jim has a valid point. IT'S YOUR SAFETY AND YOUR LIFE that is at stake here. If Matt brings this up to the management or owners and they do nothing about the hoist then he has every right to do something himself. Refusing to use it is a good place to start. If the company fires him he has very good grounds to seek damages. Can't do that when you are dead. Guy's, this is nothing an anonymous call to OSHA won't bring to light. As the operator of any equipment it is your responsibility to ensure it is safe and report any issues. Your employers are also responsible for regular inspections and probably required by law and their insurance companies. For some information on this ----> http://www.autolift.org/

It is not just a problem in our industry, apparently it runs ramped in every vocation but we already knew that. A month ago or so we had all of our lifts inspected and serviced. Some need repairs and two were just replaced. Yesterday I set up my in-ground truck lift to raise a long truck. My front post moves forward and back in an in-ground hole and a steel plate with extensions covers the hole... sometimes requiring an extension plate. This exposed a fitting in the hydraulic pipe that feeds the rear post. I observed fluid dripping from the fitting. The lisf tech showed up and asks me what the problem was. I told him about the fitting. He laughed! My reply was I didn't think it was fucking funny as it is my safety that is in jeopardy here not to mention anyone elfe that might use the lift or happened to be under it. I pointed out that this lift was JUST INSPECTED to which he replied "Yeah, I inspected it!" Nice fucking job! Wipe that smile off of our face asshole!

I have always thought the reason Ford states not to use orange coolant in a 6.0L or a 6.4L was compatability with the recommended coolant which would have to be completely removed and the engine chemically flushed if you were to use that type of coolant. But the other question is if there are any issues related to compatability with the metals and plastics used in the engines. I thought we had touched on this in the past and something was mentioned about perhaps the injector cups not liking it. I have a customer asking about this and I am not totally sure what to say. I am advising to install the recommended coolant but I am wondering if thereis any known advantage or disadvantage to using the orange in place of the gold? Maybe I will contact the Hot-Line.

Now if they had said to use a BEER can...

It makes no sense what so ever for a DIGITAL odometer to do that.

Just in case anybody doesen't understand that, the idea is to use tin snips and cut out block offs that match the metal gaskets at the pipe connections.

Part of my advice came from the HotLine and diagnosing the air management system as a whole makes sense but doing so is far easer to say than it is to do. I was told, among other things to fabricate block off plates out of soda cans to close off exhaust pipes and ports, smoke the intake... and so on. I tried this approach on a 6.4L once. I promised myself that I would never be caught jerking off like that in my bay again. I am not saying we shouldn't try to diagnose these things but it seems to always be that the harder I try, the longer it takes to test the more likely it is that I am not going to find anything. My point is that if you find yourself getting frustrated understand that you are not alone.

You made no mention of your MAF readings during testing. PPT W13 and PPT AZ11 states that if MAF increases more than 14 g/s then the EGR cooler will need to be inspected for restriction. BUT, as in the past anything that can affect MAF needs to be checked as well... leaks in the intake, CAC, exhaust... keep that in mind. The last truck I had with this DTC was similar to this one. My MAF reading was 16 g/s. I needed more time to diagnose but the customer did not have the time. I cleared the DTC and released the vehicle. THis was about a month ago and it has not returned as of yet... so I have nothing more to add for now.

Just an added tid-bit, the picture info has a date/time stamp from 2006! (2006:02:15 23:46:20) So the picture we have all been fed is about 7 years old. It probably does not matter much but you would think Ford would publish a current photo of the engine wouldn't ya?

You know, a picture would have been sufficient now that you mention it... wow, look at the shit we pick apart! Like a bunch of old ladies!

It is simply not cost effective in cars - trucks, depending on the use it make perfect sense however. I am sure there is a market for them because there are people like me whom would buy one "just because" it is a diesel. However, as this topic is discussing, the added cost of the diesel engine and aftertreatment system is the main issue. As Mutter pointed out, the cost of repairs on diesel engines in comparison to a gasoline engine is also greater. Ever look at some of the invoices for the trucks we work on? This is why I still cannot understand why so many people want these diesel pick-ups that have absolutely no use for them.

I have never seen the cost comparison broken down like that and it clearly shows diesel vehicles being more costly that gasoline vehicles in the end. Thank the EPA for the higher cost of the vehicles and the fuels we use here in North America. Also, I love how they pulled that video off of Youtube showing that asshole and his black soot belching peice of shit. That is not the typical diesel and it does nothing to help the reputation of diesls here.

The funny thing is that I have witnessed similar conversations over the years.

I had an unbeleivable run on E-series last year I thought I was gonna go out of my mind. I either got numb to working on them or I convinced myself that they are not so bad. I think having a mental block toward working on them makes it all seem much worse than it is.

I feel your pain brother. I feel your pain.

Customer States: "Truck vibrates on the highway, hears a knocking sound over bumps and all of the shocks are leaking."

Use a little Scotch-Brite on the bores to clean them up and then coat 'em with some anti-seize.

Yes it is Mike. Here where in Winter the roads have more salt on them than corn chips do some trucks corrode in odd places. Take an older 6.0L with the original style GP harness. You are not pulling the plastic plugs out of the head easily. Even with the newer one's I have busted them up to the point of putting vice-grip pliers on the wire and wrapping it around them only to break the wire. Pisses me the fuck off to no end when that happens. Fortunately it is not often I deal with that now. The private shops can have them!

I know. Obama is running Ford's warranty department now.

Now this is for a basic service right? Oil, lube and full inspection (short of any disassembly)