Matt Saunoras

Yeah this thing has metal everywhere. I took a fuel sample from the tank and another from my own truck. My fuel is a little more yellow and clear, it's treated with plenty of additive. Stuck both samples in the freezer and they're both behaving the same.

It's my understanding that the CEL will clear itself but the code remains. Is your CEL still on?

Got a 14 6.7 pickup here that has grenaded the HPFP resulting in a large fuel leak from the valley and a no crank conditon. I'm thinking fuel contamination for sure but I just can't put my finger on it. The fuel in this truck is pretty cloudy, like a brownish yellow but I haven't found a drop of water or a spot of rust anywhere yet. No WIF events in memory and I'm sure the original fuel filters were swapped out at the oh shit moment. The fuel doesn't ignite and doesn't smell like gas but something about it doesn't smell right. I have the filters out, tank out, VCV out and none of it has dried to show DEF crystals. The PCV is coming out tomorrow. This fleet has constant fuel issues, I'm always finding metal in their 6.4s and 6.7s. Found on multiple occasions fuel in the DEF tank. I just can't nail this one down. I want to say contamination but if I don't have proof then what do I do? I've got a ton of other shit here too, it has exploded again.

DEF in the fuel can clog the return line causing it to blow apart

I haven't really been in the business long enough to see it change. The only thing I know for sure is that it was much easier when I didn't know as much

There are brand new(not reman) Garrett turbos out there now the only issue is you have to order them from a distributor.

Man I still have a lot of parts left over from my old 6.0. Do you need a turbo?

Man did I get burned today. First thing this morning, two 15E05 reprograms on two twin v10 buses. One went good and left, the other left but came right back. It has over 100k on it and every time you would accelerate from a stop, let off and coast it would die. Just idle down and die. Zero DTCs set. I'm immediately suspicious of my IDS. It's our original Toughbook CF-18 running dog slow with windows XP. The USB port is on it's last legs and it routinely loses connection. For the most part, if I need to use an IDS this is what I have to deal with. I'm mad about the whole situation and no matter what I do I cannot force another reprogram. I tried every way possible to blank path it with no luck. So I grab the other new IDS (which I only got asked 3 times for it while I had it). When it asked if I this was the correct vehicle I accidentally hit yes instead of no. Game over, now both IDS's know this vin. No which way can you reprogram this thing without finding a way to delete session files, which I don't know or could figure out how to do. On and off I spent all day deleting IDS from the old Toughbook (which I am fucking through with) and installing it on the laptop I have for my desk (which has a bad battery so it can't be unplugged). All said and done I blank path reprogram the PCM with the fresh IDS, everything went smooth and wouldn't you know it the bus still acts up just as bad as before. Finally about an hour ago I pulled the throttle body, cleaned all the crap out around the plate and cleaned the MAF sensor also. One of those things fixed it, runs like a dream now.

Got a 15 F-550 sanitation truck in here. V10 40k miles and a #3 intake lobe wiped off the cam

Hahahaha I'll pass on that for now

Yeah I didn't know any of that before a few days ago. I tore the whole damn thing down and didn't really find anything else going on. Direct was a little out of spec so it got a thicker snap ring to push it back in the middle.

Is anyone familiar with TSB 16-0057? I see that the coast clutch cylinder is the causal part (which it is in my instance too) but I have more damage than the TSB allows for. Anyone know how the coast clutch cylinder fails in this TSB? For the record I did not have any DTCs in this vehicle I'm working on so technically the TSB does not apply.

Torqshift out of that E-450, looks like the coast clutch cylinder left the building. The piston return spring was out too. Didnt get much further than that yet, I'll pull the rest apart tomorrow. Wonder what could cause this?

Yes they are different part numbers. The only real difference in the tanks are the small baffles where the fuel pump or sending unit sits down into. The shape of the bowl is different on a diesel than gas. I had to cut out one of the pieces so the gas pump would fit squarely into the bottom of the diesel tank. I needed to swap over the rollover valve in the inlet and the evap thingy on the top of the tank. Other than that it worked okay. I made sure to thoroughly clean the inside of the tank too Now while I was doing all this I started thinking about diesel tanks delaminating and what causes it. I guess we'll see if gasoline will delaminate a diesel tank.

Yesterday did my first set of 6.2 exhaust manifolds in a 12 F-350 cab and chassis. Not a horrible job. It has a leaking fuel tank also and the customer opted to get their own used tank. Just right now they dropped me off a diesel fuel tank so I guess I'm going to find out first hand what the differences are.

Finishing up a warranty turbo on a 13 F-550. This thing is way over weight. Go for the post repair road test and the back brakes are metal on metal.

Did you check the MAF for contamination? I have had air filter issues cause regen problems.

Something let go in this trans. All this was sitting on top of the filter

Got that 15 E-450 bus in here for the tranny issue. With the wheels off the ground I have some but very little movement in any gear. Line pressures seem high to me but I'm not totally sure

The answers are out https://medallion.dealerconnection.com/medallion/st_2016/pdf/2016_PTS_Questions_July_2016.pdf I got tricked by the MKC question. I also missed the trans question too.

With my 15 F-250 I'm seeing 400-550°F unloaded on the highway. I only tow a small bass boat and the temps don't change much. It's all hills around here so I may get EGT1 into low 600s when pulling a small grade but it usually doesn't last long enough to get the rest of the exhaust to that temp. Regen temps are usually in the 700s for EGT1 and around 1100 for the rest. I watch temps constantly via an Edge CTS2

Did you pick forward clutch? That's what I figured it was based on the apply chart

They'll post the answers at the end of the month, I missed the expedition 4wd one for sure, I have no idea about that stuff honestly.

Got that 6.0 all done and out on the road this morning only to hear the same whooshing noise I heard the first time. I thought for sure I screwed up something with the up-pipes. Found about a quarter sized hole on the bottom of the lower hot side cac boot, never saw it when the duct was out. Fixed that and it's good to go, the new flex pipe is holding well so far

I'm putting together that 6.0 that needed a y-pipe flex welded in and turbo cleaning. I frequently get caught off guard when I think I can weld something then I remember I am extremely out of practice. I also tried to use 308L wire out of the MIG since the flex and oem pipe are some grade of stainless. I wasn't ready for how different stainless wire welds. I did get it done, it is not pretty but it will work for a little while. I'll spare you pics of the final product for now. The way I did it was to put the y-pipe in and tack the flex into place with it bolted to the manifolds and turbo. That way it insures a no stress fit and no leaks. I also used a heavy duty replacement flex that's designed for turbo applications.