8WA Sman

My trusty ride needed the front wheel bearing repacked,right side had been noisy for a little while. I had the split the inner bearing race with a torch, I also had to replace that side spindle bearing. I guess 6 years is about as long as that grease will last. I had to replace the front driveshaft u-joints, I guess they were only good for 20 years

If it has metal as Tony mentioned it could also have caused an injector to be stuck open from metal under the pintle causing no high pressure to build.

Matt,that sucks... but I would rather pull a trans, then fish a 7.3L dipstick adapter out of an oil pan. You take one week off and all of your previously acquired luck goes out the window

I don't have direct answer for your question but if it is an '05 it's just now 10 years old anyway. Also a locksmith or someone with a LSD license could get you the key code from motorcraft.com All the keys I get cut @ the dealer go through parts and we all know how ambitious some parts personal can be.

I can just comment based on some of my experiences...I would like to start be saying that the skills required for billing can be as complexed as the ones to accurately diagnose and repair vehicles. Working at a dealership can add to this complexity because the stage setup between the OE warranty/recall and customer pay is very different. I have learned it is best to have some formula or set of factors as Keith mentioned. For me I have also found that emotions should have a very small percentage of that formula, in the past when I let emotions control my billing it lacked consistency. Example: If I was making good time on my jobs I might charge less, then jobs would come in that I would lose time on and I couldn't charge more because most times I give my customers an estimate. Also one of the things that would happen is a customer may come in that is going through a bit of a rough spot and needs a break on a repair and I would be in no position to give a discount. I have also learned from business training classes that final repair orders should have a certain parts to labor percentage. One of my selling points to my customers is the difference between cost and price. Of the many things I learned from Henry Ford's book, one is about fair pricing, if pricing is not accurate or fair, it will be either a tax on the people or a tax on the business. Either situation disrupts the flow of business. The product produced should be consistent to the price charged. There are many reasons a bill can be hard to except for the customer. On the side of the business efficiency is a big one. When I was able to build my own shop instead of renting, my monthly expenses more then tripled but the increase in billed labor more then made up the difference. On the side of a customer that has a vehicle that is used for business purposes it could be that their cost of doing business figure is not correct or the vehicle in question is a bad/incorrect investment.

Just in case you didn't already know, pencil eraser does wonders on cleaning up contacts

Alan thanks for the insight on diagnosing a skewed sensor. And the tip about top engine cleaner, didn't know it could be used on a diesel.

So is it magnetic and what is that gray stuff? Do they fill up @ a gas station or their own tank?

My guess is that the P1668 set because the KOEO voltage reading on PCM pin 48 was out of spec for the early build calibration file that was loaded into the PCM. My guess is that the wrong file got loaded into the PCM when the Edge tuner was swapped from his early build '99 to his '01 truck. I also found out that Edge builds off of the stock file, which I found interesting. Which makes sense because they just change some of the mapping. Why is this important? I am by no means a fan of tuners but if someone does have a tune in their vehicle it may still be a good idea to update the calibration files then load the tune back in.

Glad everyone is fine. I also have a CO detector in my shop.

Matt, if you are talking about the style of chip that plugs into the back of the PCM,those are nothing but trouble and they can end up breaking the circuit board.

New customer brings in a '01 F-250 with an Edge Evolution and want's me to change the IDM because he took it somewhere for a high RPM trans shift complaint. I really do not like changing modules on another shops diag and I tied to talk him into letting me diag the truck first. Long story short he still wants me to go ahead and put an IDM. I test drive the truck and it definitely has a high shift point but it also seems like does not have the power it should. I then I pull the truck inside and pull code just out of curiosity I get a P1668(IDM to PCM Com problem). I also get 4 quiet buzzes when I do the injector test . Now it's time to install the IDM and I decide to ohm out the injector circuits @ the IDM because if there is a circuit issue that burns up "My" IDM then I will be in the middle of a blame game(This brings me back to one of the reasons I usually don't do jobs like this ) I have high resistance on all injectors on Bank 2. I get ahold of the customer and get the go ahead and diag the circuit issue on Bank 2. Of course the UVCH is almost disconnected on Bank 2 causing the high resistance, 4 quiet buzzes and low power. Still does not explain the P1668 but customer still gest an IDM installed. Well surprise the P1668 is still there and will not clear I also notice that I have No PER_DEL pids and thanks to DTS I know for a fact that anything but the early build 7.3L should have PER_DEL "Thanks" I call Edge to find out if their chip could be causing this problem,they say to do a reflash and they will reset the dash pod for me. I try to do a update and I get this I check the log file and I see that the PCM is a F81F,in an '01 that can't be right So I run the Vin in FCA and the part number for this trucks PCM should be a 1C3F-12A650-ZB. I find out that the customer had a '99 truck before this one and that this chip came out of the '99. I get the Vin for his old truck and "surprise/surprise" the PCM part number was a F81F-BF. So I either have the wrong PCM or I have the wrong file in his current PCM. I access the info directly from the back of the PCM and I find his truck has the wrong file loaded in his PCM. So I load the correct file into his PCM and now wouldn't you know it now I have the PER_DEL pids back I have no codes And the truck shifts just like it should. I hope everyone has as much fun reading this as I had fixing the truck because I had a blast

+1 on checking terminal tension at the two bulkhead connectors at the right valve cover. Especially if it has a chip harness T in.

It should be called Going To Need A Diesel Mechanic

No other 5 volt sensors reading funky? Wire didn't get crossed when the pigtail was put on and terminal tension on the ECT is fine? Did the 42 pin harness on the left VC get checked for wire chafing?

External injectors I hope?

What I am seeing is the harness was moved to replace the sensor now there is a mis? Sounds like an electrical issue. Why does it wait until 1,000 psi to fire the injectors, then again the ICP PSI is inferred, what is the ICP volts when it starts?

Since we are talking electrical connectors and fasteners a very good source is Mouser http://www.mouser.com/ if I can't find something on there web sight I have had good luck in the past with calling them up. Matt here is an example http://www.fastener.averydennison.com/uploadedFiles/Avery/Product/Security/CableTieCatalog.pdf page 14 has some push mount ones

I almost always look up my own parts. A lot of time Ford connectors have part numbers on them but it usually takes a magnifying glass to read it. I could not find a part number on the above sleeve but FCA listed it by the vin, it was in the electrical section. As for parts guys finding them most are not skilled enough and the rest are just lazy, they get paid commission. Some times I will get the connector body sent critical since Ford charges freight base on the price of the part it will be peanuts

Broke my first COP connector and I was glad to be able to get just the body. The pigtail was almost $50.00 and I almost always use just the body anyway.

Do you know if the new/updated part number is redesigned to keep that from happening?

I much rather do a '99 F-Series heater core then a '99 Jeep grand Cherokee(last weeks job) but there was no way I could get out of doing the Jeep, it's owned by the person that does all my trim carpentry(he does dang good work)One of this weeks jobs was '12 6.7 battery light on codes P0620 and P0625. Also had a spread terminal on the alternator connector middle pin but that was probably caused when the customer put a alternator on and it didn't fix the battery light. The original problem was the wires in the picture, GENCOM wire being smashed by the fatass battery cable. Looks like the GENMON wire is not far behind. Let just say it took a lot less time to diag then to run new duplex wire in those POS plastic retainers. Ford COP spring acts as a heat sink and also keeps the heat shrink from sliding down the wire

10 foot extension will eliminate all oil baths from 6.7

'07 6.0 very intermittent low power. Had a P0404 and some very unusual EGR pid data when the problem occurs, I would say that the semi-conductive dirt and goo I found in the EGR valve connector was the cause.

If you are talking about the up pipes, some have a different bolt hole spacing on the y-pipe not sure on the pipes themselves.