Jim Warman

I rarely see a failed turbo that will act failed in the bay (or even when I'm driving it most of the time). It's been a long, long time since I've seen mention of the magnet test. I get a little anal, sometimes (well, OK, I'm anal most of the time) and find myself repeating the test over and over all the while the plunger is freeing up and acting better.... Be interesting to know exactly what the oil pressure acting on the plunger is... I'm thinking it is likely significantly less than base pressure????

gasgas, you are off the Xmas card list for that... Jay, we need to remember that while the Navi 6.0 and the Ford 6.0 are the same engine, they aren't. They're about 100 ponies different and there is every chance that there is something there affected by it. I've fought long and hard with fuel metering issues on B and RB Dodges.... change a cam here and a carb jet there and it's like going back to school again. Let's remember that one key phrase is "overboost condition"...

Looks like this one slipped by everybody, so far. As I'd mentioned some time ago, we were to expect a TSB regarding Mercon and MerconV. 06-14-04 addresses this subject but not without some problems. What the TSB doesn't say..... Do NOT mix Mercon and MerconV. Mercon is to be discontinued from Ford. Mercon V is not to be used in transfer cases using clutches (AWD Explorer, Harley Davidson half ton and others). I haven't heard about manual transmissions with fibre facings on the synchros... How on earth could the engineers leave us without a service lubricant for these assemblies?

Rob... it's not reall a matter of what Ford "wants"..... On these little guys, it all boils down to what EPA says and whatever it takes to give good performance after that. One of our ASSET apprentices drove a test mule in Calgary on his last trip to school.... VGT is alive...

Here's a convoluted, non-engineer view.... my only claim to fame is an almost ongoing battle with "fuel stand-off" on carburetted cars with long duration cams.... The air in the intake manifold is not in constant motion and is subject to pulses caused when intake valves open and close. There is a particular resonance for each "column" of air (from inlet to valve) and all the other inlet valves can influence this column of air. Like a pipe organ, there is bound to be that one column that is the "sweet spot". Until engineering tells me I'm full of it, that's my story and I'm sticking to it...

Base wage is about $30 CA per hour... a 9 bubble Master tech gets $35 plus a $2 bonus for over 100 hours in two weeks - not hard to do (I missed once so far this year - that's $2 for every hour made). I got called in 4 days out of my holiday. I am booked three weeks in advance. Diesel cert is a big asset. You will have to challenge and pass the Alberta Journeymans test - not impossible... I'm a Journeyman. This is Alberta... we are crying for workers. Full time help at our local MacDonalds pays $10.50/hour..... Jeez.. somebody has to be tempted. http://www.slford.com/

The way I look at it.... the customer bought everything in the package... bolts, o-rings, what-ever. He should get everything in the package. At the price of these parts, that's the least he should expect.

I remember the old days.... a product called B&M Trick Shift for use in transmissions requiring Type A fluid (I told you I was old)... It was basically Type F fluid. The big difference was the coefficient of friction as the clutch pack/band approached lock up. The fluid change would deliver firmer feeling shifts. While we see constant references to using the correct fluid, I do believe that using the incorrect fluid (in the majority of cases but not "all" cases) would have negligible effect on the service life of a unit... At the same time, I will continue to play "CYA" and use the recommended fluid - period.

sparker, the biggest benefit of bio-diesel would be to reduce our dependency on fossil fuels... I sincerely don't think that cost really enters into that idea. I'd like to see some manufacturer, somewhere actually look into the viability of designing an engine specifically for bio-fuels... But, we all know, some dork on TDS will ask about burning jet fuel in one....

Time for an update, sorry for being remiss.... The young apprentice was airlifted to Edmonton where they operated to remove a long tire chuck from his groin.... it was lodged very few millimeters from his femoral artery. He's more of a fighter than we all realized and was released from the hospital on the 11th and sent home. The other apprentice (in his late 30s and has a bit of a "history" in our shop) is milking the system (can you spell long drawn out lawsuit coming). Now, I'm not against suing for identifiable losses (though it's funny how a 29 dollar timing light turned into a $500 SnapOn light in the bat of an eye), but something smells bad, here. The building is nearly back to normal - still some siding to replace to make the old stuff look as good as the new, and some electrical and air lines to finish off. Everyone is back to "normal" though sudden, loud noises do make us look twice...

I'd be concerned about that many injectors.... possibly a fuel pressure issue taking them out? For te surge... anything that alters the airflow through the engine has the possibility of causing concerns.... may not be evident from the git-go. Other areas you might check.... The MAF sensor (look for the tattle tale "fur coat" with a magnifier). IAT2..... open the EGR valve with active commands and watch IAT2 PID to rise. Map sensor..... chack the hose real close, too. With the abscence of live data, you may be in for a time of it... This truck does have a stock air filter, right?

Haven't even heard mention of that rumour, yet... I've been watching broadcast messages and classroom schedules pretty close for any hint of 6.4 training. Our town is heavy on diesel SDs and I really need to get our guys signed up for any training I can.

For a better understanding of what 06E17 does, look at this http://www.forddoctorsdts.com/bulletins/Inferred_EBP_Functional_Overview.pdf and this http://www.forddoctorsdts.com/bulletins/Technician_QA_for_pre-releaseHL1.pdf These and other documents are available on PowerStroke Central on the PTS website. Kieth posted these in the 06E17 thread in the FSA - TSB -SSM forum as well as the PID overview. If you are working in a Ford store, you should have access to the PTS website as well as access to OASIS.... FWIW, using OASIS, you can enter the DTCs in the symptom code areas and OASIS will search for any pertinent documents in FSAs, TSBs and SSMs (but not in training or informational materials). If these websites are available to you (and I'm not saying they are, I just want to prove I'm a dork in real life, too), I'll say the same thing I say to my guys.... if you come to me with a question, you better be waving an OASIS report under my nose and have the appropriate manual open on the SBTS.

There is always the opportunity for this product to fall into the hands of someone that doesn't drive a Ford diesel. With that in mind. let's pick the wording of the label apart and see what makes it tick... The label could just as well have read "Not suitable for use in engines requiring ULSD fuel". But this would have certainly called attention to Ford marketing 06 technology as 07 trucks - and I am unsure that other marques are having these some concerns. By stating quite flatly that the product isn't to be used in 07 motors, there will possibly be a large number of people that will never realize Fords sleight of hand regarding "model years". Used to be that the new model year started in September.... even when the Mustang was first introduced in mid-year, it was touted as 64.5 (and was easily identified by it's use of the 5 bolt bellhousing for the V8s and the generator (rather than alternator) in all instances. Now, we have 03 trucks and we have 04 trucks that aren't and 04 trucks that are and alzheimers appears to be a condition that Ma Ford is nurturing. "Does my truck have a GEM or not?"... I don't know, let me look at your CJB.... As for "new breed" additives.... I think Elmer Fudd said it best - "Be afwaid, be vewy, vewy afwaid...".

Oh,come now, Brad..... None of us here ever makes mistakes /forums/images/%%GRAEMLIN_URL%%/eek.gif Y'see, I've never, ever had an oil pump pick up loosen off on me and for sure I haven't ever let my hoist down with a door open and my little step ladder in the wrong spot. For the pick up tube.... it is possible to install these a wee bit cocked and they can feel tight enough for a major brain fart - these get torqued and double checked as part of the routine, now. The door was simply a major lapse of consciousness - and it had to happen on the eve of starting my summer holiday. Thank God the DP is an understanding guy... even though the door will set us back nearly a grand. It helps that I think in terms of shop profitability, I guess. OK, I fessed up..... time to embarrass yourselves, guys... /forums/images/%%GRAEMLIN_URL%%/poke.gif

My experience with Lukewarmline is a mixed bag... Like Kieth, I haven't heard or seen anything on an EGR relearn process.. especially since EGR position is monitored. Like our PCs, these systems do a POST (power on self test) and I would almost bet the farm that EGR closed position voltage is one of the criteria measured. This engine did lose a lot of it's bottom end response when pilot injection disappeared but it is still very powerful for it's size (remember that Ford is extracting a lot more power from it than Cornbinder is) and, for customers that avoid the trick of the week and are familiar with diesels, it is a reliable engine (in our area, at least - remembering that ours is a very "equipment" oriented area). As for going back to college (and I don't mean to highjack your thread), I used to think that US techs and Canadian techs were pretty much lock-step.... until I saw constant references to guys leaving the trade to get a higher paying truck driving job. This trade is heavily regulated in Canada - especially in Alberta. Do something wrong and the Tradesmans and Qualifications Branch can shut your shop down. I have two techs (nine bubble masters) that can earn $37/hr if they "make bonus". The three of us will make 6 figures each this year - I can't afford to leave this trade. For my part, it is the challenges that new models/features that keeps me going.Hopefully, by the time we see the 6.4, I'll have a decent grasp on the 6.0. Would I buy a current PSD? In a hearbeat if my driving situation didn't make a diesel such a poor choice.

I should have started a list of verbotten terms a long time ago.... Our message board here in Canada is separate from the US board. It appears that I have upset the "censor-bot" a few times myself...... instead of being posted, my message returns a "your post is under review" and my words disappear into the "odd sock" portion of the universe (that's a laundry joke for you guys with dirty socks on). On the flip side, I got a free shirt and other goodies from John Cannataro (the Canadian message board head honcho) for pissing off a bunch of whining, prima-donna techs over some long forgotten thread dealing with product knowledge (or lack of it).... I could be the first Ford tech in history to get an "atta-boy" AND banned from the message board at the same time

Sorry to see your take on the engine, Jayson.... the 6.0 is a very good engine, though the control system does leave something to be desired... In all honesty, I think we can thank the EPA and Ford equally for some of this stuff.... I see that you have mixed terms in your post using EGR relearn at one point and VGT relearn at another.... The VGT map depends heavily on a properly functioning EGR system... if the EGR goes south, VGT will learn, through adaptive strategy, to compensate (this is my assumption, not a stated fact). As with any adaptive strategy, things can only be compensated for so much (look at how fuel trims change in a gasser with a vacuum leak). I think that some adaptive strategy can change in very few key cycles while other needs a lot of running to "synchronize". I also think that we should be considering KAM resets more than we do for some of these repairs (easy for me to say now I'm straight time with perks) that we make that can influence boost or fuel curves... FWIW, other marques are not without their concerns.. Even domestic brands are starting to get a bit heavy on assemblies built in third world sweatshops. With the way the world is going, I can see a change of some sort.....

Kieth, you are right about the about face on reflashing as far as service publications are concerned.... I think it was an SSM that directed us to stop reflashing unless we had one of several concerns...... all this in spite of the recorded message heard while waiting for Hotline to answer - "Ensure that the latest calibration.....". We still have to quote a change authority in order to get paid for a reflash. OTOH, if the RO states that there is something outstanding as far as campaigns is concerned, we are instructed to do it.... a no brainer, there. Two reasons I can see for this reluctance to have the PCM, etc. updated.... first was that gaggle of early reflashes that seemed to have no rhyme or reason (other than to create new concerns) but we need to realize that the programmers were likely just as green as us guys in the trenches. It was a hell of a learning curve - even though it has flattened a little, we are still seeing new concerns as the equipment ages and product knowledge improves... Second, there is the change to tow/haul that so many complain of... Our Edmonton tech instructor indicated that there have been cases where, on slippery roads, the rear wheels have started skidding due to the agressive nature of the shift scheduling. Notwithstanding that the changes may also help extend transmission life. Always a wild card in the equation is the number of owners that have never had a diesel truck before... most of these guys, I firmly believe, would be further ahead with a double prescription of Viagra - they have no need of a diesel (which appears to have replaced the red sportscar as the midlife "penis extender") and would have been further ahead with a gasser. Jayson, as you may have guessed, I can be rather outspoken.... I'm sure that you will find that your experience with the Edge isn't going to be the last - I have one customer that keeps reinstalling the chip on his 7.3 even though pulling the chip always fixes his running concerns... well, all of the running concerns except the low boost from the retail exhaust repair he doesn't want done.

Keith, anything I might say would probably turn into a diatribe.... Did you ask this guy if he is registered with TDS? Canadians are a little more receptive to life as it is and don't generally get this proactive with this sort of stuff..... makes life a little easier. FWIW, there aren't many different key combos for Master padlocks, I'm sure I could come up with a key (Lord knows I've been squirreling them away for a lot of years)..... the legal ramifications could be something interesting. The obvious questions... what was the truck in for? Did you need the DLC? If so, how did it go???? Most important... did you call the guy a dork to his face?

Broadcast message is 5853..... I guess this makes "lot rot" an official concern....

I see a broadcast message came through today....

Actually, two hours may not be that far fetched.... unless there is a need to put the truck back together again - then there could be a little "extra labour" involved... Like welding and paint and....

Under two hours??? I'm missing something, here....

Beauty.... could we call that "uni-cam" or "symetrically equal actuation"???