BrunoWilimek

On page 3 he confesses it was a gag, so, no, he wasn't that stoopid, but sure made for a good laugh though.

I wonder if this is the same dude who flushed his Mustang engine out by pouring water in it while it was running. Definitely my laugh of the day.

The hoot noise could be an exhaust leak at one of the joints, either at the turbo y-pipe or the downpipe. When the engine is making boost, the exhaust pressure can leak out at these small joint leaks, which can give you a hooting noise similar to the type of sound a whistle makes. I would wonder if the head gaskets aren't blown out as well with all that aftermarket equipment. TSB 08-11-03 has a proceedure for finding the cause of the coolant expulsion.

SELLC says "The ICPR has a two pin connector. There is also a lot of information out there about replacing the connector that plugs into the ICPR due to oil saturation. Be sure to check this plug prior to replacing the unit. In our case the ICPR was leaking so it got a new ICPR and a plug." PogoPossum says "Just to clear up some "misinformation"... I haven't heard of any IPR faults that can saturate the electrical connector with oil - notice the usage of the term "IPR" (Injection Pressure Regulator) rather than ICPR. Things run so much smoother if the world is all on the same page." "I wonder if he was thinking about the older 6.0's with the ICP sensor at the back that leaked oil into the connector? In any case, it's obvious he doesn't know what he's talking about."

I wish I had read the original story before it got deleted from the other forum. Sounds like this guy is a legend in his own mind. He makes way more money than us (probably screwing customers over)so he MUST know what he is talking about, right? He seems to have no shortage of ego anyhow, as he is right and everyone else is wrong. Also, he sleeps quite well at night, at least when he is not burning the midnight oil(read: raping another poor sap). oh, well, at least it has given some of us something to do when we aren't real busy.

Actually, Chris was able to leave the oil pan on it. He had to remove the tranny cooler lines, then tip the engine one way and pry-very gently and in it went with no damage to the oil pan.

It actually was a reman long block. It came up from Missouri or somewhere in the south, I think.

Not too bad here considering the time of year and financial crisis now going on. January 09 was better than January 08. No great jobs though, lots of warranty 6.0 work and waiter oil changes.

So is one of our techs here(Chris Brady). He had a 6.0 in a cube van that was hydrolocked at high speed (the company owner told the driver to keep driving it after it started blowing white smoke out the tailpipe, if I remember correctly)due to a failed EGR cooler. Hotine told Chris just to put a cooler in it as the engine "should be OK". The engine was running a bit rough on initial startup, so Chris stepped on the accelerator to clear it. The next thing I knew, Chris was running across the shop yelling "RUNAWAY" as the engine revved up with the key out of the ignition. Luckily it didn't run very long or rev very high. After draining the oil and many liters of diesel fuel out of the oil pan and removing the oil pan, Chris found part of one of the pistons, which had a hole blown in it, in the pan. The cylinder was scored as well. He is still finishing it up today, but warranty only will pay up until about half the time he was on it yesterday and none of today.

Yup, never seen any coked, lots of them with rust though.

One of the long-time techs here is pretty good at doing these. He came up with a method to prevent porcelain from getting in the cylinders long before the latest tools came out. I can't remember the exact proceedure but it involved making an extension straw for a silicone seal tube in the caulking gun and injecting the silicone down the centre electrode hole in the porcelain before carefully tapping it down so the extractor can be screwed into the broken part of the plug. Only a small amount of silicone is required and letting it set-up ties the porcelain to the ground electrode.

+1. Also complains about less power when pulling his trailer. I checked for codes, none, performed all tests I could think of using IDS except fuel economy test, checked to see if any new updates, none there, road tested OK.

You have to get some of them pretty hot to leak. I had one that leaked when hot on the bench, but I left the pressure test adapters on it for the weekend to be able to show the warranty inspector the bubbles, but it held pressure all weekend and would not leak when the inspector was there. EGR cooler

Did you look at possible causes listed in PCED PPtest NA26?

I posted photos of both sides of our shop as of last Thursday. There were 3 6.0 F250's with cabs lifted, 2 for headgaskets and the other for a short block due to the tone ring being loose on the crankshaft. The other one is a cube van that had a leaking EGR cooler and the driver drove it hard until it hydrolocked at 120kph,(trying to blow it up I guess?). Hotline told the tech working on it just to replace the cooler as "those engines are pretty strong". It was started and then, after filling the crankcase with diesel, started to run away, but miraculously quit after only a few seconds of running with the key out of the ignition and the tech running away as he yelled "run away". Upon dropping the pan and finding a broken piston and scored cylinder, an engine was put on order, but will take at least 2 weeks to arrive. I haven't figured out how to add the photos to this posting, so maybe Keith is able to do it from his end. Thanks Keith.

I like when he says "The engine never went above idle so I was told this would be OK". Hmmm? to whoever told him that. If he has any brains, he should go after them for a new engine. Gave me a good laugh anyhow.

I have also seen wires damaged near the left battery box, the harness that goes between the FICM and the PCM. This one had been in a collision, but had heads replaced previously, involving engine re+re(according to warranty claim, anyhow). I don't know when it happened, but harnesses were not properly located and rubbed through. Truck was towed in no-start and PPTest led to FICM replacement, which did not fix it.

When I took the 6.4 diesel course, the instructor mentioned using the Radkitplus vacuum bleed tool(drop shipped from Ford for rad bleeding)to suck the air out of the fuel cooler system, and I found it to work well. Is that what you are calling an airlift?

There's my laugh for the day. Thanks guys, I needed that.

Luckily he isn't too smart. Evidence? He bought a lift "kit" for the front end shortly after buying the truck in preparation for installing a snowplow. I installed the kit as per the included instructions. The truck looked really dorky, sitting higher in front than in back, so he put a lift kit in the rear himself. Shortly after that he came in angry that someone at the dealership had abused his truck before he took delivery. Seems the front axle was sticking out further on the left front than the right front. After doing some measuring and looking at the track bar, I called the lift kit manufacturer's tech hotline. Turns out the "kit" he purchased was not complete. He should have bought the "complete" kit that included a revised track bar bracket and rear lift kit, for less than what he ended up paying to get the pieces separately. He also paid for a second wheel alignment after the new track bar bracket was installed. Some people never learn. This is the same customer who put stacks on his last truck, an 03 F250 6.0, through a hole cut in the box, and added a programmer with a display mounted on the dash that spit out DTC's. Every time the display spit out another DTC, he would get on his cellphone and call me at the dealership to ask what it meant. I tried to tell him to ignore them unless the CEL came on or he had a driveability concern, even went so far as to black the screen out with electrical tape. I finally had to get the receptionist to screen my calls and stopped answering if it was him. I don't like to bite the hand that feeds me, but sometimes I wish I could fire a customer.

Thanks, Jim. That was my laugh for the day.

We have a meathead customer who put an ARE(I think it was) air filter and aftermarket dual exhaust(from the particulate filter back)on his 08 6.4 even though I told him not to before he bought it. The air intake caused the CEL to come on with a code P2002(if my memory is correct). The customer argued with me that the air cleaner was not the cause, but has returned it to stock after talking to the company and learning that it was a known concern. Later, he came back for another code that I traced to the exhaust, but again he didn't believe me, but he has not been back for that concern since. The company faxed him their specifications, showing areas after the DOC as being OK to modify. The dual talpipes had the vent holes in them , but the code was for too low backpressure, which said look for exhaust modifications first. The customer went ahead with the modifications because our dealer principal told him he could. I guess that meant more to him than a tech's opinion. What the heck do I know anyhow?

Yup, Aaron. I have seen that message. I wondered about it as well. Who has the security clearance, if not us techs who fix the dang things?

This feature is mentioned in the online manuals in the diesel supplement(listed in "other"). Not all 6.4's had this feature, so if it doesn't activate on one you are working on, that is why. /forums/images/%%GRAEMLIN_URL%%/2cents.gif

At least we are not alone. One of our techs has had a 2005 6.6 Durajunk diesel torn apart for head gaskets since before the new year. Parts backordered, possibly here tomorrow. The $300 gasket set doesn't even include new head bolts. /forums/images/%%GRAEMLIN_URL%%/whattodo.gif