Alex Bruene

I just finished a week of training on the hydrogen powered E-450 bus. It is an awsome machine. The only emission that it puts out is NOx, but nothing more than any gasoline powered vehicle does. All that comes out the tail-pipe is steam (which makes the right-side mirrors a little useless when it's super cold out). Driveablity is not all that bad, it is a little under powered at highway speeds, but city speeds it does just fine. Once fuel storage and supply issues are worked out, I think this is going to be one heck of a product!

If I can make reference to the posts about 6.4L cab-on turbo removal. I have never done one, but one of my co-workers has done 2 HPFP cab-on, and each time took him close to 3 days. I should mention the tech. in question is by no means the fastest that I have ever worked with, but if you may recall that someone made reference that they could do that repair cab-on in less than 1 day... whether you can do that or not, making posts like such will likely make big-brother say... "Well, if he can do it, everybody else should be able to".

I'm getting to the point with that feature of INFORD that I may just try to be the second.

Jim, you forgot to mention the guy that eats 10 Big-Macs a day and wonders why he weighs 600lbs.

Did you know... Fram 6.0 oil filters are actually repackaged Racor filters? We have tonnes of customers that get them at the local WM for about 1/8 the price of a MotorCraft.

Just like the 2003 7.3L Econoline... credits... But, I yesterday saw my first LCF with a DPF.

I remember originally being told in training that the throttle plate would act as a positive air shut off... but after a few weeks, my training instructor sent us all e-mails stating the information given was incorrect, and the thottle plate would not prevent a runaway, and would likely disintegrate during a runaway condition.

When anybody has been coming in for an 07S57,we start by checking the service history to see how good of a customer they are (or aren't)... then we'll ask if that's all they are coming in for... long story short, if they fall into the not a good customer category, and are only coming in for the recall, we are only booking 2 recalls per day. That has us booking those customers into April now. If we can sell some some maintenance while booking the appointment, we normally book it in within a few days.

I just found out that I'm having my training on this next week. Recieved the training guide yesterday, and it's for a 2007 MY, so I guess it's been around longer than I thought.

I've had it done at a local engine shop quite a few times. Costs about 75 bucks up here. Ford will pay for it. I usually contact hotline first, and you get one of those, "Clean if possible, or replace as necessary" responses...

The forums on this site are packed full of useful information. If you spend some time browsing, I sure you'll be quite satisfied. Welcome aboard, and good-luck!

I have a 5' handle 3/4" drive ratchet... works wonders...

Not a misprint... /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif

I've seen the same thing quite a few times on E4ODs and TorqShits due to low fluid. I believe there is a message on it floating around somewhere...

I remember my first run in with bio-diesel was with a contamintated cooling system... I thought the coolant had varsol in it, until I learned they were running bio-diesel.

I suppose I should clarify... I'd rather see the truck come into my shop in the state that it is used day in and day out. I am also not in it to burn somebody's warranty, but I hate it when somebody is wasting my time by clearing any information that may have been present, or by bringing me a vehicle than may not act-up in stock settings so I can't verify... again wasting my time all in an effort to essentially lie to me.

The best test that I have ever found for checking for the presence of bio-diesel is to take a sample in glass bottle and stick it in the fridge for couple of hours. B-5 shouldn't be too cloudy, but as you go up in percentages, it will get cloudier. Maybe go get yourself some samples (I'd do it, but as of now, there is only one bio-diesel station in Toronto), and keep them on hand.

If I find myself in that scenario, and found the clear distance and/or warmups to be suspicious, and suspect a programmer or tuner was being used... I'd blow them right out the door. Plain and simple. I am not in this business to be played a fool.

I know that, and so do they... however, when your fleet purchases hundreds of vehicles at a time, several times a year, there are exceptions to the rule... trust me, if we ever hint at denying a claim for these guys we have Ford fleet breathing down our necks... It's a "political policy" for these guys to have a green fleet... just about everything is CNG, hybrid or bio-diesel powered... some of the older vehicles still run gasoline, but are being phased out. But, like I said, they have almost no injector issues on 6.0s... they have more fuel related problems with their MB powered Sterlings than they do with the IH. Speaking of which, our fleet rep. was mentioning to me the other day that they were going to get some hydrogen powered Econoline busses to use as a trial... has anybody heard of this, or is it just steam?

Our local city fleet runs B100. They have lots of problems with with fuel system debris, to the point that they get their fuel filters changed at every oil change (5000km). Ironically, I have changed very few fuel injectors on them.

Are you serious? Show me some comparisons that say your air filter is more efficient than a Donaldson, then I may take some of your comments into consideration. I see 6.0s day in and day out with well over 300K, running completely stock, with original head-gaskets, functioning EGR systems, blowing no smoke and pushing no coolant. And don't get me started on the kind of mileage I've seen on VTs. My /forums/images/%%GRAEMLIN_URL%%/2cents.gif The Powerstroke is pushed to the max when it comes out of the box... likely all due to the ongoing battle between the big 3 to have the most powerful diesel engine on the market... fine... but if all of these modifications were safe, why would they not come from the factory in said state? I'm glad that magg-moss does not apply up here, so those that can't leave well-enough alone can't hide behind it. Although, I have heard from quite a few techs south of the border that by the time the courts decide the case, the warranty of the truck will likely have expired, and legal fees would have gone well over the repair price... but hey, Ford has lawyers on retainer, you probably can't say that about the folks that buy these products on (IMO) false promises of more safe power with better fuel economy... without getting all sides of the (possible) story.

I have somewhat of a related question as far as calibrations are concerned... Ford spends hundreds of thousands of dollars to develop a new flash and get EPA approval... do the tuner companies have to follow the same guidelines, or are they just in it for the buck? I think I can guess the answer... /forums/images/%%GRAEMLIN_URL%%/shrug.gif

I'd think the IPR was the problem, and the screen did not come unattached until the IPR was removed. Jim, if it makes any difference, when an IPR screen stays stuck in the pump, I just crank the engine over and the screen comes out with the oil the pump pushes out. That or apply air to the test port and blow it out.

My run-away 4.5 buried the tach (I can't remember how high it goes, but it was off the scale). I unloaded a fire extinguisher into the air cleaner to try and shut it down (which it did), but it still ended up needing an engine.