DamageINC

I'm pretty sure that some turbo flutter on decel and during shut-off events is a very common characteristic of these vehicles if the decel/shit off is done DURING a regen process.. Dave

Here's some shit I scraped up... -=-=-=-=-=-=-= The new technology, named TwinForce™, will appear on future Lincoln and Ford vehicles. TwinForce uses direct injection technology and turbocharging. These technologies are common in diesel engines, but have only recently been combined for use in gasoline engines. “Everything we do is driven by our customers,” said Derrick Kuzak, group vice president, Global Product Development. “Our TwinForce engine technology is a key element of how we’re going after fuel economy gains without asking anyone to give up performance.” TwinForce’s direct-injection fuel system is different than conventional port fuel-injected gasoline engines. Instead of squirting gasoline into the engine cylinder head, it directly injects gasoline into the engine’s cylinders at high pressures. (IMG:http://media.ford.com/press_files/image_files/turbo-plumbing_final.jpg) Direct-injection fuel systems can more precisely control when and how much fuel is injected into the engine cylinders, allowing for more efficient burn and improved combustion control that delivers optimal performance and fuel economy. Ford’s new Duratec 35 all-aluminum V-6, named a 10 Best Engine by Ward’s, is the foundation for the TwinForce technology found in the Lincoln MKR concept. The Lincoln MKR’s engine is flex-fuel capable, providing the driver with the flexibility to switch back and forth between gasoline and E-85 ethanol. At Ford, flexible fuel is an important step toward development of more efficient, renewable biofuels that can provide energy security as well as environmental benefits. Combining the high octane found in E-85 or premium gasoline with TwinForce technology allows the Lincoln MKR’s V-6 to deliver 415 horsepower and 400 pound-feet of torque – an impressive 118 horsepower per liter. To achieve this type of performance from a V-8 would require an engine displacement of 6.0-liters or larger. As a result of the smaller V-6, the Lincoln MKR concept delivers 15 percent better fuel economy than a V-8 with similar performance. In North America, the market is growing for the new TwinForce technology. Ford Motor Company already has several direct-injection equipped 4-cylinder engines in production, including a 1.8-liter launched in the 2003 Ford Mondeo and the 2.3-liter turbocharged engine developed by Mazda for the 2006 MazdaSpeed6. The TwinForce technology used in the Lincoln MKR represents Ford’s first application of direct injection on a V-6 engine. Its development was led by Ford Powertrain Research and Advanced Engineering, the same group leading the production design and development of this technology in a pilot program intended to speed the time to market with the new engine. =-=-=-=-=-==-=-= Dave

I'm sure you've all heard some ramblings here and there about this new powerplant, but apparently it's looking like Ford will actually go through with this 'design' and continue to build around it as well, rangine from smaller 4-pots to V8 powerplants as well. It will debut in the LATE '09 Lincoln MKS (possibly '10) but in it's most basic description, it's apparently a 3.7 DOHC V6, direct-injected gasoline burner with twin turbos and over 400hp. It's about damn time. Dave

I'm actually gonna put my neck out on the chopping block here though and bring up a situation where I will *always* leave a bolt out... primarily because Ford has been leaving the same bolt out from the factory now. That forward-most lower power steering pump bolt that threads into the timing cover on the 2-valve and 3-valve Mod motors. What a terrible fucking design that was. I used to remember hating dealing with those things, and then I started noticing how many of these vehicles were coming off the delivery trucks with that bolt suddenly being "absent". Haven't re-installed one since I realized they weren't being installed anymore at the factory. I can say that's really the only one I'm guilty of though. Feel kinda bad for doing it but apparently engineering has determined it's not an issue either, lol.. It absolutely does amaze me though when I hear about some of the practices that others do on a regular basis. Dave

I don't get it either though... Just put a head on an Aviator for burned exhaust valves (cylinder 8), paid out close to 20 hours and took me an honest 8. And I wasn't even busting ass or anything either, if it came down to it, you could have probably gotten it done in 6 or 7 if you were absolutely determined to. Just the way the head gasket crumbles. Dave

Oh yeah, I already "custom made" an extra-stubby T-30 bit with a cheap ATD 1/4" T-30 socket. Just pounded the actual star-end bit out of the housing and ground the back side down to about half it's original size. Popped the bit back in the housing and it just slides right past everything. Works great for getting that oil cooler fitting bolt closest to the turbo out, too. Dave

It's amazing what can be fixed on the side of the road. LOL it's only a matter of time before you'll be driving down the road someday and see the body for a 6.0 truck laying on the side of the road, 20 feet behind the rest of it, with the trans on the ground and some poor bastard trying to fish the branch tube out the back of the engine... Dave

No shit??? I live in McHenry.. where are you working now? And Tony - we should all go to that Roundtable meeting. MAke your buddy drive and we'll just get tanked. Dave

No shit??? I live in McHenry.. where are you working now? And Tony - we should all go to that Roundtable meeting. MAke your buddy drive and we'll just get tanked. Dave

Don't know why I've never thought of this before, but today I was doing an EGR cooler hose (for a whopping 1.0 now) and ran into the usual situation where the piece that the hose attaches to on the oil cooler, simply wouldn't slide around and off the o-ring that it seats on. After screwing with it and getting nowhere for like seriously 10 minutes, I figured I'd see what was in my toolbox to maybe make life easier... ...and wow, this sure did. Anyone here have that small/miniature slide-hammer kit from Snap-On? Well I just learned that the small single-hook attachment for the end of the slide hammer just fits really nicely beneath the oil-cooler end that the EGR cooler hose attaches to. It really seems to hook good near the area where the torx bolt farthest from the turbo goes. Seriously popped the thing loose and had it in my hands in a matter of seconds. I'll have to try it to a few more to make sure that it wasn't a fluke thing, but that thing seriously came right off once I got the hook underneath it. Didn't have to cut the EGR cooler hose or anything. Maybe you've all figured this out by now but it's definitely new to me, hehe. Dave

I guess now's a bad time to mention that I have a habit of leaving half the head gasket bolts out just because I don't like torquing all 20 of them... Dave

There is officially nothing lucrative about working on these engines anymore. I'm just gonna go over in the corner and curl up into a ball.. let the warranty guys stomp on my junk for a while... Dave

Ok, so has anyone noticed that these trucks seem to reach a "puberty" stage, where their balls finally decend and they suddenly just haul ass? When these things come in for the PDI's right of the delivery wagon, it seemed pretty disappointing from a performance perspective, that the stock 6.0 would probably walk away from it if you were so inclined to drag race them. But the last 2 6.4's (both F-250's) I've been in were 100% stock with 10,000 and 15,000 miles on them, and these things absolutely cruised! At least for a 7,000lb workhorse... but they both would have embarrased a 6.0. Just wondering if anyone is noticing the same thing... Dave

I actually had that "silt" cause an engine failure in an '07 F-150 with about 700 miles on it. However, there was *a lot* of the shit in the system, which I later found out was actually excess casting sand left in the block. It made it's way through the cooling system and literally chewed up the MLS head gaskets, causing heavy coolant/oil cross leakage and severe contamination in the oil, which took out the bottom end of the engine pretty quickly. Right as I got the vehicle, I checked the oil level and found it was WAY overfilled. I went to drain the oil, and for a solid 10 seconds, nothing but gold coolant poured out of the oil pan. I ended up replacing the whole engine after further teardown, as well as flushing the hell out of the the heater core and radiator as well. The vehicle was then bought back about a week later after the customer decided he wanted another truck. Dave

I wish I knew what was wrong, but I wouldn't be surprised if you end up saying "off with it's head" by the end of the day. Dave

There aren't enough calories left in my system to type out anything like what Greg just did, but I'll chime in and mention that I took some Nucleonics classes a while ago and amd a VERY avid pusher of nuclear power. I think that it is a very safe, extremely effective and currently accessible form of power that really needs to be much more mainstreamed. Dave

There are 2 EGR cooler labor ops though, make sure that you're getting paid for the correct one. One pays .2, and that's if they're assuming that the intake was already off (i.e head-gasket job or oil cooler replacement) and the other one is the base labor op, which pays 5.0 now. The 15.3 for the head gaskets, 5.0 for the EGR cooler (initial replacement), whatever else you get for the oil cooler while the EGR cooler is being replaced, plus diag, injector re-sealing, so on... this job should pay out close to 25 hours I would think. Dave

I've heard about this coming for months now... the idea of doing an oil pan (which we actually warranty) on a 180,000 mile 7.3 for a measly 9.8 hours, honestly makes me want to lock the box up and go home. Dave

Wow, these are pretty pimp! Next thing you know, we'll be installing optional wiper arms too. Dave

I'm sure this isn't really new to any of you, but this is the worst head-gasket case I've seen so far. '06 model F-350. Destroyed everything, pretty much. Cylinder 2 was the primary problem cylinder, filled with coolant, piston super-shiny, wall is a little washed out.. both heads warped top-to-bottom at .003"... it blew out the EGR cooler in incredible fashion, soaked the EGR valve with coolant, all the coolant in the exhaust went through the turbo and wiped that thing out too (shaft is all sorts of wobbly, fins touching the housing now and bearing is a little rumbly), oil cooler is trashed (you should see the nifty coolant/oil mix caked on the insides of the valve covers) and it was obviouly running pretty rough when I got it, god knows if any of the injectors, or even the HPOP took a hit from the garbage coolant-contaminated oil that's been making it's way through the system... So far, we're at $4,600+ in parts alone, not including any possible injector failures or HPOP damage either. Customer is nearing the end of his warranty so we're gonna be studding these heads for him, but the vehicle is 100% stock and surprisingly, not very heavily loaded. Dave

I can't believe people release vehicles like that. I'd honestly be threatening the dealership that you'll swing a deal with one of your pilots and have them deliver a nice little "good morning" in the form of napalm. Dave

I'm sure you don't want to do it again, but I'd seriously do another air test and yank the oil rails again and *thoroughly* inspect the tops of the injectors. I just had one where the #6 injector, right where the oil rail plugs into the injector, the little metal clip had fragmented and demolished the rubber seal in the injector. Caused *VERY* low ICP actually. Dave

I just de-cab the bastards and do it like that... heads stay on. Pull the trans/t-case out as an assy with the cherry-picker and then pop the branch tube in. Long 1/4 locking extension and a torx bit, pull the bolts out (and gat them started again) with a good reliable magnet. Haven't had any problems that way so far. Dave

Got an '05 F550 in with more crap in the back than I've ever seen attached to one vehicle. He put F-750 badges on the fenders because, as he tells us, it was necessary in order for the vehicle to pass inspection because of it's weight rating or something... ...either way, it's a manual trans 6.0 with absolutely no power whatsoever. After determining that EGR was working fine, and, although no boost was being created, I could tell that the VGT vanes for the most part were moving just based on the way the engine would run and ebp differences at various rpm's would change drastically when VGT duty cycle was commanded differently.. Pulled the turbo to find one of the turbine fins completely missing, exhaust housing was chewed up bad, tons of shaft play, I pulled it apart to find that one of the VGT vane pinions was busted off, every fin on the turbine is torn up bad, the vanes all look like they came out of a concrete mixer... pretty strange failure. Only thing I felt stupid about was that it was almost locked solid, so if I'd just tried to turn it by hand once I got the inlet tubing off I'd have saved myself a lot of "what the hell" self-questioning, hehe. Hotline's telling me to replace the turbo and the oil feed line, but I honestly don't think oil delivery was an issue here, if you ask me these turbos get WAY more oil than they actually need and statistically, over-oiling causes far more problems than under-oiling. Anyone here seen this one before?? Dave

Yeah and the oil companies totally bought the design patents for a 100+mpg carburetor too, right? Right?? I dunno, I am not exactly a scientist or anything but I highly doubt that there's enough energy available in the gasoline we fill our vehicles with to *EVER* allow us to deliver such small amounts of fuel required for that kind of mileage, and still create enough power to allow a vehicle to get out of it's own way. We all know that, to make power, we've gotta move air in and out of the engine. To do that, the oxygen must be burned, properly. And a specific amount of fuel will always be required to maintain proper burn temperatures and times based on the amount of oxygen entering the cylinders. Gasoline is just not really a super-potent fuel, unfortunately, I don't think we'll EVER extract that kind of mileage out of dinosaur-powered engines without some very very impressive cylinder head design, VERY very lightweight engine components, and equally lightweight vehicles. OR some magical carburetor. Dave