amailloux

Have you tried using a nylon tie strap to hold the belt on the pulley tightly and then rotating the pulley?

I have both, and use both. Dmax lb7 calls for 262, high strength red. I use the 620 green on the 6.0. I have yet to see any failure of the sealant on either and think both would work ok.

I am not in CA, but to disable any emissions control device from the factory is against the federal anti tampering law, including making software changes that affect emissions. I bet I have a 99.99999 % chance of it not being an issue, but the fines for it being done in a shop are substantial. Also the customer has a huge nationwide fleet, (Halliburton) and if they get an EPA audit, I Want to be as far away as possible. We already have a couple ozone non compliance areas in the western portion of the state, so they are watching in the natural gas patch out here.

If it wasn't against the law. Truck is still registered and driven on the street. I think I could turn it off with some laptop software I have, but it would cost me to get access to the ECM by vin.

So does battery charge protection over ride the idle timer. I wires an upfitter switch to the bcp wire and it runs at min. 900 rpm. I believe I can leave the upfitter switch on, and when they set the park brake, bcp will keep it at 900 or whatever is required for charge protection. The answer is it does override idle shutdown by supplying 12 volts to the bcp circuit. It runs at 900 rpm.

I thought 1200 was the floor rpm. I guess I will put the aftermarket idle controller in and see if I can set it to 800. It also requires park brake. These guys don't seem to understand the importance of a regen. All I can do is tell them over and over to limit idle time and allow the regen to finish coming home from the job site. Thanks lmorris.

I have gone through the seic wiring that pertains to 2008, and what I really want to do is keep the shutdown timer from operating. It is a ca emissions vehicle. I have an aftermarket idle up controller available. The way I read it, if the driver leaves the pto enable on, the vehicle will not regenerate going down the road. Is there any seic option for say 800 rpm, that is disengaged when the park brake is off? Sorry if it is right in front of my face. I think the 2008 is different than the 2007 previous, and from the 2011.

I use this stuff and it is great. It is polyken pe electrical tape. http://www.kent-automotive.com/kent/Woven-Polyester-PET-ElectricalAnti-Abrasive-Tape/1089482.ka

I did just the 3 fittings not too long ago and didn't remove the pump. Trying to remember if the ferry plug requires pump removal.

I put a complete 6.4 in a year or so ago and it came back for an oil cooler 4000 miles later. Had numerous coolant changes due to leaks in it's life, and a fairly recent radiator and the oil cooler on the old engine was not restricted.

Well, I just had a week off and a great vacation with the family, and for the first time ever, I do not want to go back to work. The week before I left I filled out a vacation request for another week and it was denied. I said ok, I will take it without pay and go job hunting. I put 107 hours out that week, and was really on edge with the management, the dishonesty in the shop, and the complete lack of any support. Going to do some checking around, and see what is out there. I haven't had a good nights sleep in over a year, and have been dropping weight. They have no problems flying in people and handing out 5 k sign on bonuses, just to have them cost the shop and leave after a year. All I ask is for a little gratitude and respect. My attitude has gone way down hill seeing the theft from technicians and the quality of work going out the door. The money I am getting is the only thing keeping me there, and it is to the point that that is not worth losing sleep and the way I feel about the company.

I have seen a couple with a very bad surge that follows the throttle plate and really never completed a good regen. They would regen every 50 miles and boost was low, and power was low. They both had excessive blowby and low compression. Would be 5 or more percent low on relative compression only after a regen.

I pulled the alternator out, and reached in with my 3/8 drive 6.0 oil filter cap socket. I did it from the bottom. It was cp, and I quoted 1.5 hrs and .5 coolant leak diag. The socket was loose, but worked just fine.

I can't seem to come up with the labor time. Also has anyone tried removing alternator, or just dropping front diff?

I had to go 2 hours away in the snow and -20 degree windchill for my daughters dance competition this weekend. Next Sat. We are heading to San Diego, so I have 5 days of work before vacation. Decided I would go clean up and get ready for next week. Had a 550 tow in, lost power while driving, blows smoke. No ses. Grab ids and 1 code p247 I think for vehicle overspend. Normal code for a 550. Clear dist is 1225 miles and 100 hours. Regen completed 12 miles ago. I fire her up and she purrs. Head out to the interstate, about 5 miles in, power drops light a light switch, can run 65 mph, and p0088 sets. Ok. Clear the code and continue on. 28 miles in, pull a pretty big hill, dpf shows overloaded, starts to regen. Ok, frequent regen. Go to pass a semi, bam p0088. Get back, and go to relative compression and guess what, 2 is 7% low hot. I rechecked, and 2 is always low, 5 and 8 showed 2 to 4%. Heavy heavy puffing from the breather. I did not check compression of crankcase pressure hot. Aso she was almost a gallon low on coolant with no external leaks. How in the heck is the clear dist 1225 miles, towed in, and I can get it to set p0088 easily. I can run at high idle, let idle for 30 seconds and stab the throttle and it will set almost every time. So I think a complete is the best option, and possibly a dpf. I have 2003 duramax injectors, a duramax upper oil pan, no comm with ECM on a 2002 Chevy, f150 for a dot inspection and 50 k, another dot and 100 k. A towed in Acadia with trans issues, an 06 t case pops out of 4wheel drive. derate and loss of power on 08 dmax, and I quoted 12 hours on a 2002 escalade in which the driver felt a 30 amp fuse was a good idea when there is a penny in the lighter socket. Melted the dash harness from the underwood block to the center console. Advisor said 3 more were coming in on Monday. Did I mention I am leaving for San Diego and a week off next Saturday. Gonna be a long week.

I have a 2003 Dodge cummins no start, won't build fuel pressure. Customer has been ether starting it. I checked it out, and the #1 injector connector spins in the bore and is for sure damaged on the tip, and there were 4 total that were loose. Quoted injector fuel feed connectors, and then check return flow and most likely it will need injectors. Anyway they have been ether starting it, and the air horn that bolts to the intake air heater is cracked on a mounting boss. I have an intake air horn on my estimate. They declined the work, picked up the truck and now about 3 weeks later want us to buy them an intake air horn. So, could ether hitting the intake air heater grid cause the mounting boss to break?? Anyone ever heard of this.

Man I should have grabbed a picture. We had a Cadillac Escalade that has been converted into a hearse in for service. Looked inside and it had the rear entertainment option. A great big flip down DVD screen to watch as you make your last cruise. Sweet.

We have seen -20s this year, and way excessive idle times. I was curious if the turbo failures and bearing failures may be less using the 5-40. I started a 6.7 yesterday at 5 above f and it ran right up to 1200 rpm and the engine had a faint growl, almost a knock for a few seconds. This appears to be the norm for the 6.7.

The baffle just shield from pcv carryover, so is it covering up excessive blowby, or excessive cold weather operation or?? The carbon from low cetane fuel and incomplete combustion would still collect in the bowl and foul the upper half of the valve. I guess cetane booster and keeping the engine up to operating temps keeps these things a lot cleaner.

We are in the severe service category here. We are still using 10-30 in all engines unless the customer requests. No biodiesel around, but the very cold starts make me think the 5-40 should be used. What are you guys using. There is a significant price difference.

No procedures require or recommend cab removal but... I pull the cab for any turbocharger removal repairs, complete fuel systems, or head gaskets. Sometimes I do a partial lift to get at the turbo inlet pipes, otherwise the cab stays on. I pull complete engines out the front pretty quickly with the turbo on.

On the 11 up dmax trucks I can have the cab in the air in 45 minutes. They come off real easy.

I have a 2008 e series 6.0. Came in for an oil change and power steering leak. Advisor says it's only been 1 month and 500 miles, an oil change isn't needed. I check the hour meter and over 150 hours since last service. I keep the hours in my ro stories for this fleet. calculated to 3.3333 mph. Another new low record.

Well, the building will be the same, except it will have a floor drain. This building is only 9 years old, and had a white floor and the best lighting ever. The owner just can't stand leasing from the building owner. The new building will be the same size, and all of the shop equipment, including the lifts are moving. I had 4 of their trucks come in today, mostly maintenance and such. I am guessing we will lose all of the maintenance and inspections, and keep the heavy work and diag work. Only time will tell. I did find out the dealer next door who has a huge newer shop is opening up for full service work. At the moment they are only doing their own used cars. hmm.

Do any of you guys install the baffle kit to keep the egr from getting gooey?