Jim Warman

No, I didn't take any apart (just too damned glad to get rid of this boat anchor). I did use my magnifier to inspect all the top O-rings... even got one of the younger guys (read that as "better eyesight") to double check.... couldn't see anything different than the new ones that went in. Before I replaced the injectors, I did warm it up one last time and watched the injectors while I cranked it over.... FICM was disconnected and I ran the IPR up to about 60%. Every injector was a gusher. What made this one so tough was that the thermal conditions had to be just right. With EOT in the 70s, there was no air leaking and no obvious oil leaking.... get EOT into the 80s and it was like night and day.

I forgot to add that I was a whisker away from replacing branch yubes when I decided to force the air test issue one more time. I think I should buy a lottery ticket.

I think I'd mentioned a F450 I was having problems with in another post. It received 8 injectors at the end of January on a retail RO... When I got it, it had a stal/ no restart hot concern. I'd replaced the #2 injector when the air test showed a leak between the oil rail and the injector. Still stalled with no restart... replaced oil rail.... guess what. Repeated the air test and found no leaks. Pulled the IPR and the screen had heavy deposits of "guck"... replaced IPR andd HPOP... guess what... Did the air test again... I mean, I gotta be missing something.... no air leaks. Replaced the standpipes at hotlines request... guess what... By this time, I'm finally watching EOT along with ICP and IPR.... blipping the throttle to help speed engine warmup had the motor stalling at about mid 70ish degrees celsius oil temp. getting into the the motor had the oil temp down to the high 60s. And I only ever heard one air leak. I tried running the motor with the VCs off.... I don't recommend this. This engine is about half dusted and would puke about a litre of oil off each head and God knows how much out of the turbo in very short order. Anyway, I refrained from blipping the throttle and, with the block heater plugged in, I nursed the EOT up to about 85 C and found the remaining 7 injectors passing gas like the crowd at a beer and pickled egg convention. I watched and waited... when the EOT fell below about 80C, it was like someone was throwing switches. One by one, the injectors went from hissing like crazy to nothing in nearly a heartbeat. After reassembly, a stout roadtest showed that fuel pressure never once dropped below 45 PSI and the difference between EOT and ECT never got any higher than about 5 degrees celsius. The tech that installed the first 8 injectors is a good tech and didn't put the oil rail on wonky and, staring with a magnifier (us old guys have at least a couple or four in the toolbox), revealed no damage to the injector O-rings. Question... why on earth would 8 nearly brand new injectors start puking at roughly the same time??? Any thoughts?

Speaking of turbo clamps.... how many guys turn the Y pipe clamp around when re-installing? I find this to be a real finger saver on days when Uncle Art comes to visit (you know Uncle Art... Arthur Itis?). And what do you guys use on the EGR cooler gasket? A wipe of red silicon does it for me but if there's a better way....

Did you clear codes or anything before run three? I see we aren't seeing any duty cycle at all and the valve position is stagnant at 1.2 volts.... I would have expected to see the PCM manipulating the valve, even it is is "stuck closed". Without seeing even an attempt at EGR manipulation, I have to wonder what we are looking at strategy-wise...

I have a feeling that boost will be lower, if for no other reason than to keep combustioon chamber temps within reason. Doc, if you get a chance to play with the VDR, can you use some jumpers and monitor EGR_VP under some high boost or backpressure conditions? I'm wondering if there is enough pressure differential to unseat the valve without it being commanded. I'd like to try it myself but I'm still up to my a** in alligators.

Speaking of rust.... every now and again we get a batch of that have rusty patches.... Even the ones with that Cortec paper or whatever in with them... Packages always look like water has never been close.... Anyone else see that?

We do have a few die-hards that wont buy anything but... even though we have found that the autos seem to have a little better lifting power on soft ground. Am I mistaken in recalling that, before we bid fairwell to pilot injection, the early stick trucks had tire scorching bottom end? Or have I just mellowed a little since the first 6.0s? I did that clutch I'd mentioned tonight (I'm still about 5 trucks behind schedule with about 12 hours left on the crash job on my hoist, 8 hours booked for my first job tomorrow on the spare hoist and my second appointment for the day due when I still have 4 hours left on my first job.... and we wont mention the high pressure oil concern that wont go away... (the driver does his own wiring... but it still refuses to burn...). On the FRT staff forum, one of the other staff members and I broached the subject of identity theft.... I'm going to have to reply, now.... Nobody wants to steal my identity because it SUCKS TO BE ME /forums/images/%%GRAEMLIN_URL%%/eek.gif

Todays victim (yes, I work on Sundays when they ask nice...) - 06 F350.... 37,000 kms (that's just shy of 23,000 miles, for the metrically challenged).... customer broke through the frost on a pipeline job (truck is an Xray unit)... Rather than ask for a tow, he managed to get out on his own.... got things hot enough to melt the slave cylinder... I'll try to remember to take the camera tomorrow.... no slave in stock so I decided to order parts before I yank the trans. I believe this one is going to get a flywheel and a rear main seal....

We see a lot of concerns with the aft axle fuel tank.... the vent is located in a low spot and can draw moisture into the tank - especially when the top of the tank gets coated in mud and such. The cure is to pop the plastic cap off the vent and add a a hose routed to a "safe" place under the truck. In the last year we have made it policy to add this line during the PDI process...

Our server is full is the word I get... no connection in my bay. The computer in the coffee room (where WSMs and our connection to OASIS and inford - Canadian tech site - reside) is largely abused with strange stuff appearing in spite of IT efforts. I can see their reluctance to grant anyone network privileges on any sort of personal device. Still, we research aftermarket accessories at will, do web based training when time permits, etc. Even without a connection, my laptop is invaluable in that I have all the WSMs at hand and use WDS desktop mode when necessary. It might be difficult to "get connected" if the powers that be aren't aware of the capabilities of integrated communications available with a well designed computer network.... if one or two in the shop abuse what privileges are granted, it will be even tougher to get these privileges back...

Just back from another auto tranny school. The MAF figures big time in the new strategy (are we going to install MAFs on all those late 05s?) according to our instructor. Since this new strategy will, effectively, dissble EBP sensing... the PCM needs to know how much air is getting into the motor.. what a leak in the CAC system is going to give for symptoms is anyones guess....

I'm with john... never had a claim rejected and it is rare that the micro490 demands a recharge....

Not a request for help so much as a heads up... Problem child 450.... initially was a stall/no restart hot. ICP codes plus #2 contribution code.. pulled left VC and did air test... found leak at injector. Replaced injector... there was no joy in Mudville - mighty Jimmy had struck out. Repeat process... same story... leak at #2... replaced oil rail.... it doesn't stall now but we still have contribution issues with #2 and no hot restart. Before this repair, ICP hot was Repeated the air test... no leaks. Pulled IPR, screen is well covered with debris. Changed IPR and HPOP....... ... no restart hot.... Yep... now I'm getting good at the air test.... I'm just as good at finding nothing wrong... Hotline, bless their hearts, informs me that if we have ICP over 200ish, we will most likely NOT find any leaks using shop air. Step, the next.... new standpipes, prepare the engine to remove the VCs quickly and run it until hot. Verify the no start and then remove the FICM and VCs... and crank the engine watching for leaks. I snuck away to school after work - hopefully this thing will be long gone when I get home Friday...

gasgasman.... remembering that the later 05s have no MAF (something I feel is going to be used in computing the assumed EBP), I don't think we'll see many of the 05s ever getting this sort of strategy.... I've been wrong before... FWIW, the FSA does state that only 03s will be targetted...

Which tool is this, Doc? We rely on the Micro490 for anything warranty...

Kevin... "over-repaired" is always a tough call.... In a warranty situation, we can always fall back on "confidence in the repair".... If I feel that a part or assembly is "iffy", I'll change it. I am not going to enjoy a repeat failure any more than I would enjoy an "ineffective repair" chargeback. Our primary goal is happy customers. In a retail situation, we do need to have a little more discretion... good communications with the customer is a key, here. With the price of some of this stuff, we have the added stress of trying to avoid bankrupting our customer but, at the same time, avoiding having something we missed kill a new part. Again, we need to be sure that we have performed an effective repair (90% of what I work on are commercial vehicles... downtime can injure one of my customers much more than the cost of the repair). While the 6.0 has been with us nearly 4 years, what we see on a daily basis can be "ground-breaking all the same.... it is still new technology but it is now new technology with a lot of miles on it. Even the old dogs are seeing things they never saw before as these engines find new and unique ways to screw up. Add the "moving target" nature of what we are doing..... 04s with 03 engines... 05s with 04 engines.... recalls with multiple "what ifs", TSBs that seem to include "wrong" trucks and forget "right" trucks.... updated diagnostics... we change this EBP but forget that EBP.... Here in Canada, I'm told we wont have the go-ahead for 06E16 and 06E17 until March.... As far as 17 goes, I might change an EBP next week and disable it next month... go figure. I think the biggest reason I'm into diesels is that I want to see what they do next.... /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif

Penetrating oil does the same for me.... this is one of them "old timing man" things that we usually forget until we see someone struggling. Then we watch them with a BSEG on our ugly pusses until they get smart enough to ask (but not before we hear them cuss).

What Gary said....

The torque spec sounds about right... there should be a metal insert inside the CAC nipple to help support the plastic. Once the engine is warm, I like to retorque. Cold side tubes should be in the same neighbourhood. Don't overtighten... this splits the boots. If you're concerned about reliability of the connection, make sure they are clean and dry.... where the silicon boots and the aluminum tubes meet, I spray Hi-Tack on tube and boot and let them sit for a few minutes. For the boot at the turbo.... I like to let it find where it wants to be without adding any stress input to it. The only thing I do pay attention to is that one end says "turbo". HTH

Bruce, we automatically change the injector... Honestly, I don't care if the parts are seviced separately, as far as I'm concerned, the injector body is suspect as well. FWIW, I had one the day I left to come to school (it's a cold day in Edmonton and today I have my choice of unsecured DSL connections). No ICP, a contribution code for #2 (8 new injectors last month)) and an air test that proved my thinking. Couldn't see anything wrong with the injector but changed it anyway and retested... no air leak.... While I was waiting for the tow truck, I decided I was going to order an oil rail.....

I just replied to a post on one of the public places in response to an owner that wants to know "what he should have the dealership (that means you and me, guys) look at...." since his last BS report shows 3%fuel after 8800 miles. This could get interesting...

JayD... check with you SM or Training Co-ordinator. *Some* dealers will pay per WBT course - our shop is two hours at your pay level for each WBT (web based training). Also.... to attain certification in any specialty, you will first need the electrical specialty (34, IIRC) so I would recommened spending some time on courses that are a prerequisite to classroom time for this specialty. Good luck with your new adventure...

Well, back into my viscious circle.... thank God it's nearly over. Last week was auto transmissions. Next week tranxaxles and two weeks after that rear wheel drive transmissions. After that, all that's left is CVT and my plaque will be full. That will be just three years to go from "grunt" to having everything.... that our DP is willing to pump this kind of money into training a guy my age (I'm only 29 but I have nearly 27 years of experience at it) and seeing that the other two Master Techs in the shop took nearly ten years to accomplish the same has left some raw nerves. FWIW, when I went to school, I was hoping that one of the young lions would get my 550 planetary recall... they often complain that I get a lot of gravy since I have a big hoist. Once they saw the PTO and pump, they declined. Anyway, this trans is a FQR with about 20,000 kms on it.... I found definite signs of overheating in both the intermediate and revese clutch packs... just thought I'd pass that along....

Keith.... I'm not a diplomat and I don't play one on TV. However, I am forthright with my customers (I don't see me requiring that the problem be present without easily removed modifications being removed.... I refuse to try to diagnose anything that could be the result of non-Ford programming). Roda-Deaco makes a purpose built positive air shut off.... These things add time to many repairs (since the PAS is required for some job sites, Ford will pay me to deal with them)... poorly routed wiring or installation can add to that time and warranty eyebrows get raised. Some owners don't like the up front cost of the Roda valve and opt for a cheaper version that is a PITA to deal with and does add to blown hoses. In most of the installations I have seen, this other style of valve (common on the 7.3) interferes with wiring, plumbing and every other thing you can think of.... The warranty nazis don't mind a customer saving money.... the warranty nazis just don't want to underwrite it - and neither do I. Add a lift kit and the ergonomics change... I wont kiss a customers *ss simply because he can afford a lift kit. If Ford wont pay my time... SOMEONE has to pay my time. If the DP wants to eat it, I will let him.... if he expects me to eat it........ In my narrow minded view.... I report what I see... the decison to deny or allow warranty isn't mine though I am asked what I think will and what I think wont fly. I am the soldier in the trench... the diplomat is perched on a stool at the service counter. I deal in brutal realities.... the K&N filter in front of a compressor worn down to nubs and a trail of dust ending at the turbo inlet...... I have no way to "sugar coat" this. If we let one questionable thing slip past, it wont take long to let several questionable things to slip past ("Well my buddy said.....") and we suddenly find ourselves on a slippery slope. I am a small cog in a big machine.... I wont pretend to make decisions other than those in my mandate..... I wont place my integrity in jeopardy..... Like I said.... the customer can do anything he or she wants.... I will not allow it to impede my earning potential - I do that quite well without outside help.