Jim Warman

I fart diesel fumes..... /forums/images/%%GRAEMLIN_URL%%/king.gif Yes, Kieth, that would be flat rates best "buddy" - slash and burn, his own self.... I see no use for any input from the "bean counter" brigade... but wouldn't it be great to get some involvement from engineers regarding some of the strategies in module fault identification and such...

Dwayne must have the hiccups.... Congrats, Bruce.... But do you have to interject so much common sense into my rambling thoughts? /forums/images/%%GRAEMLIN_URL%%/rockon.gif

If Kieth allowed independents in in droves, it wouldn't take long for this place to look like iATN... some of the help requests they send out look like they were penned by guys thinking of taking "shop" next semester.... and often start out with "this is my own (my dads, my sisters....) car.... ". Bill Ford, you say??? Let riff raff like that in and the next thing you know Blacque Jacque will be rapping on the door...

On the Canadian message board, someone started a thread about who had the responsibility of costing out repair estimates... I prepared a magnificent reply and, with the censorbot flexing it's mighty transistors, I was informed that my posting was under review..... whatever "under review" is. So, I told all those heathens that I would start a thread over here on DTS (damn... that almost came out TDS.... hmmm - TDS - tedious.... oh, never mind).... It appears that many techs spend their time costing out their own estimates... seems strange that there would be a need for it since I firmly believe that this job should fall to the service advisors and that they damned well better learn how to do it right... and that the tech better damned well learn how to write the estimate properly if he expects the SA to justify a charge to the customer. A lot of our stuff is "menu" priced - not a big deal.... still mopre of our stuff, the SA can fairly easily refer to a previous estimate for guidance.... If all else fails, they come to me and, in extreme circumstances we can ask the tech to review the estimate with me to be sure that a particular vehicle isn't going to present a problem... A techs time is much better spent doing what techs do... diag and fix.... Our store has no reservations about charging diag time on a retail job... used to be diag was a no brainer.... "yep... needs points and condenser and a choke pull off" (not to worry, Kieth, I tell you youngsters all about chokes one of these days)... Customers too young to remember those days have been groomed by their elders to expect "free diagnosis" - impossible in todays market.... So here we are.... we're gonna charge someone $150 simply to say that we're going to charge him more money.... add prep time on to the estimate and we are getting into $200+.... and we haven't fixed anything yet..... Customers are going to rebel over this... and it is these retail customers that we need to entice - not alienate... As an afterthought.... how many simply estimate the concern.... and how many use common sense on an upsell approach... I upsell like an SOB - but everything is righteous - and if there is a question, I can prove my suggestions.... no smoke, no mirrors, no hype... THIS PART IS IMPORTANT!!!! Integrity is your best defence. And that brings us to even another sidebar.... KNOW YOUR CUSTOMER... do they have a "thresh-hold of pain".... are they willing to gamble on brake pads that are at or below 3mm? Are they willing to put up with the inconvenience of a "surprise" repair or do they insist on top notch servicability? How about their finances? If a major repair is in their future, we can prepare them... let them know that now is the time to start saving for that looming repair... Yes, a lot of breakdowns can't be quantified that way.. but when we consider "sacrificial" parts... brakes, driveline components, tune up components, steering and suspension items... we can reduce the frustration and inconvenience to our customers through some simple planning... perhaps some prioritizing... I have a significant number of what could be called "loyal" customers.... to a point, I am given "carte blanche" with their vehicles... knowing these limits... knowing these customers... well, this can send the SAs into conniption fits when they see me making what appears to be cavalier decisions... Wow... talk about digressing.... I'm often stopped on the street and engaged in small talk... usually something about their car or truck or advice given that worked.... my loving bride will ask "who was that?" (since I didn't introduce her) and I can only answer "I have no idea....". Anyway... if we, as techs, stick to doing what we should be doing and learn to delegate those things we can delegate while training these other hirelings to THEIR job well... we can earn the trust and respect of those people that will turn us into techs that will be more than adequately recompensed for our efforts...

Dwayne... you are missing the point.... people like this can make "great sport"..... I get hours of enjoyment out of something simple like "why is an open weave filter so much better?".... Hmmmm... "kodaman" might appear on TDS again if Mr Seagrams demands.... Anyone here registered with iATN???? (Well I do recognize a couple or so names).... Some of the help requests there are great..... These guys refuse to purchase documentation and still think they can fix this stuff.... The requests usually start with "I don't know much about diesels...." and go bad from there...

I first "met" this forum on UseNet... As I recall, I called the poster a "spammy bastuhd" - he replied that he has nothing to do with the site but still appears to be in the upper hierarchy of the place.... My first couple of visits to the place had me nothing less than aghast.... Cavalier attitudes towards enviromental responsibility, requests for aid in fraudulent behaviour.... you name it... No, I'm not a prissy prick.... I just happen to think that telling the truth and accepting the consequences is the right thing to do... My mouth gets me in trouble a lot.... but I admit my mistakes and build from them (often only to make bigger and better mistakes)...

Whooo-eee.. This has the possibility of getting interesting. And the excrement could really hit the rotational, free flowing ventilation device.... /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif It would be interesting to see how many dealers get caught using the diesel cert of a tech they no longer employ.... or how many techs with diesel cert managed to be performing several "golden" labour ops on different VINs at the exact same time.... As a denizen of TDS (indeed, I was even banned from there for a short time - oh, the shame of it all.... /forums/images/%%GRAEMLIN_URL%%/wink.gif ) you start to see the pattern..... inadequate diagnosis... repeat repair after repeat repair..... Even on the Canadian corporate message board, we are guarranteed of seeing posts made by diesel techs that appear to have slept through all of their training.... If Navistars demand bears fruit, I'm sure that the bean counters will put stuff under a microscope... This is starting to read like one of my loving brides soapers....

For somebody that lives that close to Cag'ry, you can make a lot of sense.... Cost cap that puppy just as quick as you possibly can.... If the shop foreman has the time and/or the inclination to analyse/analize the root cause of the concern, we will be further ahead... but laying this portion of the process on we in the field can either give them bogus impressions or give our DPs reduced profits (yeah, I have to consider THAT).... And the engineers get to play golf on Wednesdays.... along with the doctors and lawyers.... Warranty nazis???? They're telemarketers in reverse..... They wont let us phone them during dinner, they wont give yes for an answer and they seem to think that we have nothing better to do than jump through hoops like a trained pot-bellied pig. I propose Specialty 99... creative writing as a Ford "bubble" course....

Out of sheer boredom (and the fact that I'm too lazy to go outside and pick up that freaking hammer), I revisited this thread on the weiner website..... bozo is still trying to get this thing going!!! If it took a dork to start that project... it must take a magnificent dork to carry it for this long....

Your thread has opened up one of those ubiquitous opportunities for this old booger...... This isn't a blatant attempt to hi-jack the thread.... but the mere mention of internal cylinder concerns does make me wat to make sure the whole world comes to a solid realization..... In my area, the crankcase pressure test is an important operation... the dust in our area is insidious and drives my distrust of open weave filters.... I digress (again). One of the very bad things about the crankcase pressure test is the need for a properly functioning engine..... One would expect a burned or holed piston to increase crankcase pressure ensuring a "fail"... Not so.... If the cylinder can't build enough pressure to "light off", it wont add to crankcase pressure - and can even offer a path to reduce crankcase pressure readings.... In such a case, relative compression (if available) will help followed by a mechanical compression test if necessary. While so many things appear to be "cut and dried", it is so important for us to think about what we are doing and why we are doing it.... along with any consideraions for conditions that might "colour"our test results.... FWIW..... I just finished another day... "Why are you doing that?".... "I'm not sure"...... "Why?"..... "I don't know how it works.".... "Did you read the manual?".... "No."..... I had a "short form" discussion regarding this with the DP over a fairly torquey rum and diet coke (bleahhhhhh) at days end.... He is politically correct to the point of being anal.... I'm an old school curmudgeon..... I am not allowed to call an idiot an idiot because I may injure his sensibilities... So easy a caveman could do it, my ass...... If I am to nurture these young souls and mold them into the tech of the future, I am going to have to wound someones pride somewhere along the line. I try my best to make them want to learn navigating OASIS and the manuals... handing them things on a platter will not make them better.... Unfortunately,all I do, for the most part, is lead the horse to water - he refuses to drink.... Anyone with better people skills than I have suggestions?

One of my current spare time jobs is doing some cosmetic and tune up work on the bosses 66 Fairlane ragtop..... I first worked on this year of car when it was still under warranty.... It's got to be a wierd feeling when an apprentice asks what I'm doing and I answer "adjusting the choke pull down... next I have to adjust the break and then I can do the choke pull off...."... and all you get is a blank stare.... "what are those?"... "breaker points..." /forums/images/%%GRAEMLIN_URL%%/grin.gif

Sitting out by the lake (even though my holiday is over) in my holiday trailer.... got a wireless laptop and a hijacked internet connection..... and I surf to the DTS main page.... I see an ad for womens shoes..... proof positive - when the going gets tough, the tough go shopping!!!!! I can never let my wife see that page.... her "collection" of shoes and purses makes Imelda Marcos look like an amateur... Ummm, some of you young'uns might have to google the biatch....

That this conversation is even taking place indicates that, while one might assume this is throwing caution to the winds, a lot of thought is going into the process.... How close is "close"... how close is "close enough"? Faced with this dilemma, someone with several years of checking torque on fasteners should have developed a pretty good feel and should be quite familiar with the tools they use on a daily basis.... Judging by the number of fasteners that I encounter that have obviously been run down until the air ratchet stalls, tightening these with "an experienced hand" isn't good... it isn't proper... but it is, quite likely, adequate (heavy on the "experienced hand"). Personally, I don't feel that there is an "absolute" torque spec.... The state of the art as far`as metallurgy is concerned is going to back that up..... As long as we meet minimum clamping force requirements without exceeedng fastener load capabilities, will there be a problem? Disclaimer.. unlike a cylinder head, manifold or road wheel, there is no requirement for either repeatability or even clampng force.... close is probably quite good... Point to remember.... before this stuff gets to the print media stage, an engineer has to sign off on it. Every last engineer is looking at job security, he's not about to risk that on anything less than "the perfect spec"...... I'm just waiting for the day when I see a torque spec of "72.499562 ft/lb"..... On the subject of torque specs..... anyone ever seen the torque to yield portion of a head bolt torque sequence performed with an impact wrench???? Seems to work - but it still makes my teeth itch...

You hit the nail square on the head.... (wanna come and help with my siding?)... And the pendulum swings both ways.... Some service departments have some pretty big cojones when it comes to charging a customer for a second or even third repair stemmking from the original... Some techs are driven by the almighty dollar.... (I have a couple that head to the office at least once a month for their "year to date"... I come from an old, old school.... look after the customers and they will look after you. Too many dealerships appear to work on the "they belong to us for the next three years" idea.... I want them for life.... I want them for every dime they are prepared to invest in maintenance and repairs.... I want them long after their warranty has expired...... Some of my customers have been coming to me for over 20 years... When other techs are idle, I still have a full dance card. It's all part of a great big equation - our area is affluent and this may make a difference.... happy customers spend money...

We get 5.9 for 4X4 ball joints... this includes replace the knuckle seals, axle tube dust seals and O-rings.... While we are in there is the perfect time to renew these parts (unless someone is a glutton for punishment.... we do check ESOF operation after a ball joint job, right?). Look at it this way... it will be extra profit in parts and, if we later find a leaking knuckle seal, it will be covered under service part warranty and not be another chargeback.... My opinion - not replacing these seals during ball joint replacement is a lot like washing your feet and then putting your dirty socks back on....

Right you are, Brad..... Two things I try to impress on our service department.... we're $30 an hour more than any independent shop - the customer should get that "little bit extra" for his money.... and we should never give a customer any less than we would expect for ourselves.

Considering that the torque wrench is going to have it's own accuracy issues (I can't remember what SnapOn promises for a dial reading wrench) and parallax is going to enter into the issue at some point and that what ever may or may not be on the threads is going to have an effect on clamping force. I don't see recommended torque specs as being absolute and fudging a little bit one way or the other isn't going to be the end of the world..... FWIW, last I saw, many race engine builders were torquing connecting rod caps by measuring rod bolt stretch to determine clamping force... now THAT'S anal....

We have a lube-monkey..... worked at Canadian Tire for several months before he came to our shop and has been with us for maybe two months... perhaps a wee touch more.... I had the apprentice in the next bay to him keep an eye on him and I visited him often during the course of the workday - and then I went on vacation... While I was gone, a very good friend took his work truck (06 F350CC 4X4 PSD) in for a service and (what I told him to tell the SA) replace the steering shock and check the front end - truck had it's own mind of where it wanted to go - heavy on the check the front end.... He got his truck back with no change to the steering concern.... After I got back, I had him bring the truck back and we put it on a two post.... I called all my apprentices over, including the one that changed the steering shock (and went no further).... turned the front wheels hard to one side and spun both the tires.... next, I had the "shock changer" lock in the front hubs and attempt the same maneouver - of course the left front wheel wouldn't turn due to the siezed steering knuckle U-joint... What comes next is inexcusable.... he told me he did that very check and that the joint must not have been "as siezed" when he did it (this is the apprentice I gave supreme "what for" to over another incident and had to apologize to aussuage the DP). Apparently, I must have a cabbage leaf behind one ear and I just got off the boat yesterday.... I may seem hard to please but, in reality, I'm a pussycat.... don't lie to me.... don't tell me you know stuff you don't.... and don't shortchange my freaking customers... after that, we can have fun and learn and become the best people we can be... Now, when this truck was in during my vacation, it was put up in the air twice.... TWICE.... My flat rate guys are wise. They know that this is the grand opportunity to look for "itches that need to be scratched". Our maintenance ops are sold at less than cost just for this type of opportunity.... My "aces" managed to miss the retail pinion seal, the retail rear wheel seals, the retail spindle service, the retail rear brake job (at <2mm, the rear brakes are one rainstorm away from new rotors) - not to mention, we had the truck during scheduled down time.... rather than waiting for a breakdown to ruin my friends schedule (he's regional supervisor for a service rig company). Sorry to continue my rant, guys.... but we all wonder why this trade has gone to hell in a handbasket.... It can be a great career... and the guy that is going to make it great is the one staring back at you in the bathroom mirror every morning. If you see the guy in the next bay shortchanging a customer, remember it is YOUR customer he is shortchanging.... Only YOU can build YOUR rep.... but almost anyone in your shop can destroy it. We are all concert pianists... our keyboards are our tools and measuring equipment.... our sheet music is our documentation.... how we interpret our sheet music and how we play it on our keyboards is what matters..... Like that concert pianist, we need to perfect our craft and study and learn.... and to pass on what we learn to our co-workers... Thanks for listening....

Kieth, you've seen a pic of me.... at my age, the only thing that HASN'T fallen is my hair.... You, sir, are the vision of youth personified.... <GACK!!!>.... No, actually, you only look somthingty-something years old... I keep reminding my bot and my wife that they should spend a little more time being happy with what they have than what they don't.... For my part. I'll be "putting out fires" for at least the next week and a half.... and one of my diesel techs starts a weeks vacation Monday.... My youngest Journeyman turned in his notice on Friday (I'll have him until the end of August, at least) for a plethora of reasons.... including a miscommunication that cost him several hours pay and a SM "in training" that is going to come to loggerheads with yours truly in the very near future.... I wonder if the DP will make me apologize to him too after the firework show is over.... Take a look at "Stupid shop tricks" in "On The Job"....

This one is a scattergun, Kieth.... Everyone should bear in mind that my intention is NOT to anger people.... only to inspire thought where it is needed.... When we see a note that tells us to refer to another section, we usually expect to find some morsel of information rather than the print equivalent of a blank stare. Several issues come to my mind (being the resident a$$hole) starting with the fallability of the manuals and then need for us, as techs, to read what they give us carefully and then apply it in an appropriate manner.... While Ford has done quite well with sections discussing theory and operation of systems and subsystems, their labour guides (vis a vis "workshop manuals") sometimes fall down on the job and many (nearly most) of their diagnostic processes are abysmal.... Testing powers and grounds with a DMM??? This is an exercise in futility and will almost guarranty that a module will get replaced needlessly. I have to thank Tony and Chris for the helpful suggestions but the intent of my original post was to get guys looking at the manual... to see the manual for what it really is.... It is a guide and not a step by step process. FWIW, armed with the introduction section to a DTC and an accurate circuit diagram, I feel there should be little need for most of the PPTs in the PC/ED (at least we'd be rid of a couple of acronyms). One of my first jobs after I returned from holiday was an 06 half ton... with a recurring C1266 (IIRC).... dealing with the power feed to the ABS module.... This has a 3 step PPT.... Check the powers (two of them - with a voltmeter, no less).... check the grounds (Might be two - can't remember - with an ohmeter, no less).... along with the usual reminders to check for pushed out/spread pins..... if those pass, replace the module.... So (being the a$$hole), I load tested the powers with about a 4 amp load..... good to go.... ditto the grounds.... This is too easy.... But let's think sideways for a minute.... the code doesn't return immediately - you have to drive it..... The biggest difference between driving and sitting still is potholes (where I live, anyway). I decided the ground is a good place to start (after a previous debacle involving a HEC)... yep, I'm looking at the right ground and it is clean and tight.... now it is cleaner and tighter.... On to the SJB... Why? The powers load tested good.... The 20 amp PAL fuse had been replaced with an inline, glass fuse holder with connectors cripmed on the ends and plugged in where the PAL fuse would go.... the holder had become untwisted and only the SJB cover saved the connection.... most of the time.... It would be great if Ford could give us more accurate documentation.... but it ain't gonna happen in my lifetime. So we are left with reading test steps, deciding what the test step is trying to prove and then applying an appropriate test to that end.... The PC/ED will lead us down the garden path if we allow it.... If we rely on printed matter to lead us around like mindless oafs, we will never be even "good".... if we learn the principles behind the tests.... the circuits.... the devices - all we might ever need is a description of what is supposed to happen and a circuit diagram. This tirade is directed at everyone.... from Ford and their crappy documentation to techs that can't separate "job" and "career".... There are days I hate my job (the only reason I keep coming back is that I want to see what happens next).... but I have never stopped loving my career.... To techs that only do as little as they can get away with.... To techs that refuse to admit that they are in over their heads..... To techs that wont take a step backwards, a deep breath and say "I'm going to learn about this".... The "key"... if you plan on fixing something, be prepared to learn "how it works".... If you are about to replace a part - have a very good "why" on hand... Sorry for rambling... my first week back has been a nightmare of electrical concerns.... with fuel added by those that refuse to learn, those that refuse to read and those that can't think "outside the box". Sorry, Kieth... it looks almost like I had some subconcious ulterior motive.... To my mind, electrical is one of the easiest disciplines we have in our trade.... but only if we apply logic and the knowledge of the important electrical "constants".... How many techs equate an ohmeter reading of "0.0" (no ohms) to a reading of either "OL" or "OUCH" ("no ohms")? Can we train others to think in spatial concepts? I think so... but the desire to learn... to spend the time furthering our careers.... needs to be there.... You mention a burgeoning load of comebacks.... most of these could be avoided if only those techs would learn to think for themselves but do it within the constraints of logic.... if they would only realize that it is the customer paying the bill (no, not Ford.... if we p*ss the customer off bad enough, he'll be doing the same thing at another brands dealer).... if they would only realize that folks will remember your last screwup much longer than they will remember your last victory.... I'm a grade 8 drop out... my only claim to fame is desire.... If I have p*ssed anyone off, I am truly sorry... my intent was to get people thinking....

OK.... I guess it's time for "wet blanket" mode..... partially because I just went through someone telling me he had to remove the door glass and then the window regulator on a Windstar in order to remove the power window motor... this is after he purportedly "read" the WSM for the labour op "power window motor - R&R".... I didn't ask for advice (though advice is always welcome).... But I did think that someone would go to the DTC charts and descriptions just to see what the possible causes for P2106 are... and then we can all wonder why possible causes for P061B would say "See possible causes for P2106"... Heavy on the <possible causes>.... This conumdrum was the crux of my post.... like my Windstar tech... do we read stuff - or do we just look at the words?????

Time to grit your teeth, Chris... this ain't going to be any different than the first time you did <whatever>..... First things first..... and this really feels strange to have to ask a shop foreman this..... is this a 2WD, AWD, ControlTrac or????? Are we sure that the noise is from the trans..... Be sure to check OASIS...... Do you have a transmission "guru" in your shop that can help.... As shop foreman... this is where we prove our mettle..... Perform a "full meal deal" driveability test on the trans (outlined in the WSM).... One might expect shift quality concerns with any noises.... Check trans pressures...Drop the pan and check for debris. Since you work for a dealer, I would almost bet that your trans is overdue for a service (physician, heal thyself!!!!). Before I returned to dealership employ, the last trans I went deep into was a TH350... back in the 70s.... Now (30something years later) I regularly dip into transmissions either as the repairing tech or as a leader. The same logic that allows us to repair a diesel engine should drive our transmission diagnosis...... providing this is a transmission concern.... FWIW, in my limted experience with the 5R55, I see concerns with the (IIRC) direct clutch or the rear over-running clutch... The first can give harsh engagements/shifting and other minor complaints... the latter a no drive concern in D or manual 1st... Let's get a definite source of the noise and some basic testing out of the way.... then we can get into the repair phase.....

Bruce... under some conditions, I do expect to see a pressure drop across the DOC.... even though I have no idea what the monolith can flow, I can almost see a time when soot can reduce the DOC flow enough to generate some sort of backpressure..... this may be a false assumption, but experience is what we will need for this to be proven or disproven... On a gas engine, if we are looking for a plugged cat, smart money is on fuel trims..... a plugged cat will give big plus numbers on one side and big negatives on the other.... sadly, being a fat old mindless man, I can never remember which is what. Something that I would like to see... and this might take the addition of a "temporary use" class of licence (our toys, if you will) is an "anti-tampering" law... one with teeth. I'm not a screaming enviro-weinie.... but our daily transportation should adhere to some guidelines that will, at the very least, give our offspring some modicum of comfort that our planet will be viable for years to come..... Bozo in the original link is the progenitor of a brand new class of idiot... With absolutely nothing to go on in the way of diagnostic exprience with the 6.4, someone is going to add a hidden "wild card"..... And we will have to be able to reconcile this in our diagnostic routine.... I haven't been there so I can only assume that I will recognize the audible clues... or is that "hope"..... What I can see... While we may overlook a tuner (for some customers) or other mods on the 6.0, we are left wondering if this is going to be at all possible on the 6.4

OK.... in class, we didn't have the time (or the students) to get into any real esoteric discussion of the exhaust system.... so you guys will have to take my hand and guide me a little here (either that, or I'm going to ask questions that'll make people stammer)..... Starting with the DOC (no, not the Doc....), I'm wondering what is happening.... This thing is going to react unburned HCs, right? So, in the event of an active regen, is the DOC being flooded so bad with HCs that it can't light them off and the DPF is going to use this fuel in it's function (FWIW, if regen occurs at idle or even low speed/light load, I understand the EGRTP is active... and this could restrict oxygen flow through the engine). So, here we are adding unburned HCs to the exhaust stream, the DOC simply HAS to be working it's heart out and the monolith isn't going to melt? As far`as soot is concerned, I would expect almost any sort of "spirited driving" or other operation that would keep EGTs up should be enough to minimize buildup.. OK... so we're in an active regen and we've somehow managed to get HCs through the DOC and in to the DPF.... If the DOC is reacting the HCs, wouldn't we expect to see a temp increase between EGT11 and EGT12? And another, corresponding, increase between EGT12 and EGT13???? But what about a passive regen? Nothing I have read indicates additional fuel for a passive regen so I must 'assume' that this is going to happen simply because we can get the soot (basically like charcoal, right?) hot enough and feed it enough O2 for it to self-destruct. Will we see a corresponding temp rise across the three EGTs if there is no additional fuel introduced? DPF pressure..... Reference values give a very small acceptable range... 1.18PSI @65 mph.... I'm going to hazard a guess that they will look at EBP_A and a few other things and compare the DPF reading to an "expected" DPF reading.... let's not forget that we will probably see some sort of pressure drop across the DOC. After it's been in service for a while, a couple of PSI might not be a far-fetched number - especially if the owner gets rambunctious. I think this is going to be one hell of a learning curve, in some respects..... Our ears are going to be valuable in telling us if we need to look for hidden changes. As Bruce has eluded to.... Back when gasoline fuel systems were crude (upstream O2s only - often, only one on a V motor, located in one exhaust manifold.... the other banks readings were "inferred" from the measured banks readings), using an IR thermometer worked quite well at diagnosing a lot of catalyst concerns.... Applying 80s testing can be a grand old way to check some things... but checking cats with a thermometer can get us into trouble...especially if one cat is plugged (DAMHIKT). It appears that it wont be any time soon that I get to play with one of these... But, man, I think it could be interesting... And I have to go back to work on Monday..... /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif . Judging from the few times I was called over my holiday (God, ain't it great to be popular?), my first week back is NOT going to be a walk in the park...

Did anyone read very far into the thread?.... Too hot outside to do anything right now, so I braved it out.... Along about post 39 (06/20/07), bozos truck went into regen... Post 139 (07/05/07)... and the truck is still in regen.... Maybe there is a God, after all..... /forums/images/%%GRAEMLIN_URL%%/grin.gif