Alex Bruene

Our list of VINs only shows (I think) 23 effected vehicles in all of Canada. We also don't have too much info on it. Of all the effected vehicles, only 2 of them are from our dealer, so we're going to send them to Toromont.

On 2003, I have seen way more HPOP failures than high pressure oil leaks.

I do believe that's what they've been medicating Dwayne with for the past little while.

Dwayne's had that problem for years already... he's used to it... good thing our health care system up here covers MGD.

I just had another LCF today. It was obvious that the leak was in the right side oil rail plug, but just to be safe, I decided to check the plug on the left oil rail, and it too was quite worn... not enough to cause a no start (yet), but not too far from it. I guess I'll be replacing these o-rings in pairs from now on.

Check the o-rings on the front "dummy" plugs on the oil rails.

I know that the customer will pay for the studs. My issue is with not installing the actual Ford part. That's all. I said "no"... I don't want to take any chances.

I imagine they are much better, but I'm concerned about what I/we could possibly be getting ourselves into by installing aftermarket parts on Ford's dime.

It seems to be quite popular lately that people on other forums are talking about having dealers install head-studs when they are having a warranty head-gasket replacement. I wonder what Ford's policy is on that? I wonder what would happen if there were to be a repeat failure, end up at a different dealership, and Ford being contacted about it? Would they still pick up the warranty, knowing it was a "non-Ford" part that failed?

It ran today... I was too busy... I'm sure I'll find out about anything important somehow.

We have our first failed 4.5 oil cooler in the shop right now. Hotline said it's the first time they've heard of an oil cooler failure on a 4.5.

I was able to find my leak by finding the soot on the flex pipe on the right turbo inlet pipe.

From what I have heard (not seen) it will have a 6.0 with a DPF.

From what I have been told, the city of Toronto went with General Muffers ambulances since they were the only ones to offer a gasoline engine ambulance chassis. I guess they were afraid of the Dura-crap too.

You are supposed to treat any load range "F" or higher tire like a heavy truck tire. I think the recommendation is a 6' hose...

Well, being a rental truck, it's hard to say if it were overheated, but I'm sure abused. It was a warranty job, so there is not much to have to tell the customer. The unit in question had the right head removed, and only one cup replaced... I just don't see the logic in not replacing all the cups on that head... that's the reason behind the poll.

If you had a head off of an Econoline for a cracked injector cup, how many cups would you change? I think the answer is obvious... or maybe I'm just crazy, but I thought I'd just throw it out there...

I'd tell them to send them to the tire shop down the street...

We get 0.3 for a P rated tire, 0.7 for LT rated light truck tire, 1.1 for 17.5 and 19.5 inch 12 ply tires, and 1.5 for 22.5 inch tires... each. Mind you our labor rate for tire installation is done at $40 per hour, not the normal door rate.

We always use a 10ft. hose to inflate 19.5s. Our first experience with one blowing up on us was with our parts F-450. The parts driver had been driving with a flat inner. We told them if it's been driven flat, it MUST be replaced... but of course they thought we were full of shit and told us to just put air in it. At about 70psi, it started to make an odd creaking noise, so I said "wait for it"... then BOOM!!! made the parts driver shit his pants... so I said, "told ya so"! We have no issues changing them on a regular tire machine, but I don't inflate them to service pressure until they are mounted because I don't want to handle them when they are fully inflated. And, for our troubles/risks with these tires, we get 1.1 per tire we replace.

3 weeks ago I had an LCF for a no start hot condition. I found a terribly torn O-ring on the right oil rail block off plug. Today, it came back with the same symptom... I now found the left rail O-ring torn... roadtested it, shut it off, went to restart and it was still only making about 370 psi... So, I went to the STC fitting, which was also coming apart. Now it's fixed, but I can't believe how ALL these things went wrong at the same time!

Oh... and I almost forgot... GO LEAFS GO!!!

Now, more seriously... I have nothing but spare time /forums/images/%%GRAEMLIN_URL%%/icon_crazy.gif, after all, I start at 6:30am, and most nights I don't leave untill nearly 7pm... mainly since Toronto rush hour traffic to the burbs sucks... I try to get in about as much golf as I can during the summer months... I have a crazy jack-shit (a jack-russell terrior/shih-tzu mix) that is never short of entertaining... Fall and winter have me playing hockey 2 nights a week... just about everybody on my street is about the same age, so we all like to tip back the odd case of beer every now and then... and my wife likes the wine, so I guess that all falls back into the abusing alcohol thing... one thing I don't do when I'm not at work, is fix cars or trucks (other than my own)... the last thing I want to see through an empty glass is a 6.0. /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

In MY shop, there would have been a second line added for the turbo surge issue after the repair of the ICP sensor and connector. So I would have done the ICP repair, then repaired the turbo (if my service manager thought the surge was severe enough to warrant an add on). Overlap does not apply IMO, since the two repairs were not ( /forums/images/%%GRAEMLIN_URL%%/wink.gif ) done at the same time.

I abuse alcohol.