Bruce Amacker

Engineers don't have to tell us why, and I understand that. I know enough to read between the lines and believe them when they tell me we need to use X fluid in a component. I've seen enough reasons on my own to believe the book. Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I would recommend strongly to stay with a FMC approved (gold GO5) coolant. There are aftermarket coolants that meet OE specs that are not overly expensive if money is your biggest concern. In my opinion, I feel that the majority of customers' problems result from the refusal to follow proper the maintenance procedures spelled out in the owner's manual. (Duh, like this is news?) If the cooling system is serviced regularly, no leaks occur, and the pressure cap works properly, 99% of cooling system issues would disappear. Even the bad rap Dexcool has is mostly due to aeration and cap issues. Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/grin.gif

The high amperage harness from the relay to the glow plugs? The terminals are available from Terminal Supply, and probably other suppliers as well. I have CRS even worse than Grampa, but I remember the terminals as being .104" female bullets or something like that. Mike the top end of the GP for the dimension. TS has them as "Permaseals" with built-in heat shrink. Tits! Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I also wish you the best in your new direction and endeavor. Would you care to share with us the nature of his/your business? Good Luck! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Low tech works just as well. A shot of chassis grease from the grease gun in the bottom of the cup, or wadded up snot rag..... /forums/images/%%GRAEMLIN_URL%%/grin.gif

Yes, yes, yes, and thanks, Keith. PS: I wouldn't pull the heads. I can't remember doing this task, but I'm pretty sure it can be done in the chassis with heads on. I remember one of my friends telling me the procedure: Use the tool to thread the cups, use the puller tool with a bolt through a large socket or round sleeve sitting on top of the head, and into the puller tool. Tightening the bolt into the removal tool will suck the injector cup out and into the socket, with minimal clearance needed above the head. You may have to drop the motor mounts or roll the engine, but that's easier than pulling heads. IIRC, I don't remember him doing anything with the mounts....... Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Nexiq has finally released the next version of IH diagnostic software, ServiceMaxx, to replace Master Diagnostics and Service Assistant. It's not the most user friendly stuff, unfortunately, and resembles Diamond Logic Builder, IH's multiplexing software. If you guys are using MD or SAINT, I'd suggest sticking with them, as I like both of those softwares better. There's been a lot of confusion at IH lately regarding software writers and distributors. The used MD for 12 years and it worked great. When DPFs came out, they changed MD to SAINT and had it include aftertreatment systems. Shortly after that, they must have had some issues with their software company, SU Enterprise, and switched to Nexiq. At the same time they dropped SPX/OTC as a distributor and went to Nexiq for that also. With the typical delays when releasing software, there were two long stretches of time when NO software was available from anyone. At least we have something available now.... Have a great week! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Huh? You "flate rate reading" again? /forums/images/%%GRAEMLIN_URL%%/grin.gif

Did you check and clear DTC's? What came back? What's the signal voltage in scan data? What's it ready physically at the ICP? Three wires, VREF, ground (Ford calls ground "signal return" /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif) and signal. The voltages are the same as 6.0 (and this is misprinted in the WSM also) KOEO .17-.24v, idling near .8v. I think the WSM shows it as .02v KOEO instead of .2v. What's IPR command? It should be 15%ish at a cold idle, and 9-11% at a hot idle. I'd look at scan data first, then backprobe the ICP and read voltages on all three wires. Ground should be damn near 0v- maybe .05 max or so. If the voltages check out OK, force some DTC's by unplugging stuff and make sure codes can set and clear. You should have had a hard P012XX with the ICP unhooked. If things don't add up, put a breakout box on it and check all power and ground voltages against the battery negative terminal while its running. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

One of my favorite sayings is, "An expert is someone who does the basics better than anyone else." Don't sell yourself short, Jim. Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/cheers.gif

Yea, CRS......... I remember the early check valves that didn't have screens in them, and they quickly released the updated ones with screens to keep the rubber chunkies that broke away from the fuel line sleeves from plugging them. When that fitting plugged or restricted, it was a real MF to diagnose, 'cause most guys didn't want to check fuel pressure at both heads. I also remember a small fitting for smaller trucks and a bigger fitting for F650..... /forums/images/%%GRAEMLIN_URL%%/grin.gif

In addition to that correct information, aluminum alloys are compatible with specific coolants. In the import car world this is especially true, and using the wrong coolant in a Euro car will result in amazingly fast deterioration of impellers, gaskets, and even perforation of castings. Check out this hole in a 6.0 cover: Note the color of coolant...... http://www.forddoctorsdts.com/forums/ubb...h=true#Post6019 Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

+2 Amen. We're preaching to the choir.... /forums/images/%%GRAEMLIN_URL%%/shrug.gif

Check your Yahoo mail. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Ooooohhhhh Boooooyyyyyyyyy. I hope he's not an instructor somewhere.... /forums/images/%%GRAEMLIN_URL%%/whistle.gif

I can't comment for sure, but on a smallblock Chevy with a blocked heater core or plugged heater hose passages, this will happen. Does the heater work to it's fullest? Is there a water control valve in the system? I'd be looking at flow through the heater core. Without it, the coolant flow does not circulate properly and the stat gets cold pockets behind it, causing this exact symptom. Was the cooling system bled with a vacuum bleeder? Air pockets could also cause this. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Understeer is when you hit the wall with the front of the car. Oversteer is when you hit the wall with the rear of the car. Horsepower is how fast you hit the wall. Torque is how far you take the wall with you. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Life's journey is not to arrive at the grave safely in well preserved body, but rather to skid in sideways, totally worn out, shouting, "Holy shit.... what a ride!"

Agreed. I also applaud your "giving it a shot". It takes balls to make a move like that, and most people don't have them. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Jim: Remember, in most "normal" parts of the world, we don't experience winter to the level that you do. I'd venture to say that in my area only 20% of block heaters get used on a regular basis. I've seen many old trucks with the cord still wrapped up 'way down in by the battery where KTP put it. IIRC, 6.9/7.3 trucks had the element installed at the factory because the core plug hole was special and a regular freeze plug wouldn't fit it right. We sold block heater cords to those who wanted them, but it was only a handful each winter. A typical winter day here is in the teens at night and 30ishF during the day. We see 0*F a few times per winter, but certainly not every week. Even glow plugs are not critical in my area, a 7.3 PSD can have a few open glow plugs and still start just fine. I have had students from north Alaska that state the truck won't start with ONE open GP. Like I said earlier, amperage is the key for an electrical heater, and an amperage test is by far the quickest and most accurate method of testing an electrical heater. You guys can use the WSM and an ohmmeter all you want, but I'll run circles around you with an amp clamp and accurately test the circuit in 20 seconds or less. With most block heaters going unused, we rarely check them unless the cust says something. Then, it's when he's picking the truck up 'cause he forgot to say something when he dropped it off. In your frozen wasteland I'm sure I would modify my PM list to include a block heater check. I'd be like Aaron- I couldn't handle extreme cold winters. I don't like Florida year round, either, but I will admit to planning about 6 weeks there this season..... /forums/images/%%GRAEMLIN_URL%%/grin.gif

>>>Its been a hell of an uphill battle, and this clusterfuck of a "financial crisis" sure as fuck didnt help anything with our bank, I thought you had a unique relationship with the bank? Joey Kaylor getting ready to make a bank "withdrawl". /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Who the fuck has a couple of hours to test a block heater, and just what does that pay on flat rate? Usually the customer is standing right there and you need a "Yes" or "No" answer in 30 seconds or less. I'm envisioning Jim sitting in a lawn chair in front of the truck waiting to see if the block becomes warm...... /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Great tip, Dave, I'm sure it will come in handy! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Yes, you can attend as it is one of the few public classes we do. Anthony does about 80-90% of our classes now, which are almost all private classes for fleets and government agencies. Commonly we have customers request me specifically over Anthony for training conferences, but they don't realize that Anthony is just as good, or better, of an instructor than I am. Tentative date is Saturday, May 30, 2009 for the Cochrane Automotive Western Canada Conference. It may be billed as Lindertech West, or some other creative name. John originally conspired with Jim Linder to expand Jim's annual Lindertech Training Conference to Canada. Jim Linder is probably the foremost independent training instructor/company in the US promoting not only the top national conference in the US but also his incredible "Guru" schools, which are the best driveability and scope classes probably offered in the country, if not the world. John Cochrane, one of the Canadian automotive industry's driving forces, has assembled some of the industry's top educators three years running now for an annual conference near Toronto, which I've taught at two years now. It has been successful enough for he and his wife, Leah, to consider the Western Canada conference that I refer to. The classes are mostly automotive oriented, with scope topics, fuel control, and other terrific classes offered. I'll be the token diesel guy there. Google "Lindertech North" and you'll have plenty to read. They have not confirmed a topic for me yet, but I suspect it will be 6.0 PSD. E-mail Leah at headoffice@cochraneauto.ca and ask her how progress is coming on the conference. Everything is in the planning stages now, and this was put in place before the economy crashed, so I hope it still happens. John Cochrane is a great guy, and your (our) industry needs more people like him. He donates a ton of his personal time trying to persuade Parliament to pass laws conducive to making information more accessible and other important industry topics. Not only does he run a repair shop and parts store, but he is truly a one-man lobby group. He has earned recognition from various organizations and was selected "Man of the Year" or something similar recently by one of your trade magazines. Some related reading: http://www.cochraneauto.ca/ http://www.lindertech.com/ca~conf~08.htm /forums/images/%%GRAEMLIN_URL%%/grin.gif PS Anthony's trip to Saskatchewan went off without a hitch and he returned without experiencing cuffs or jail time.