snw blue by you

Nevermind. It was SSM 19841, and there are no kits, least none that I saw. Stupid!

I could have sworn I saw a message that said somewhere there was a list of kits of the hardware needed to perform jobs, yet I now can not find it nor does the hotline know anything. I remember it had something to do with customer convenience, so the customer would not have to wait so long and neither would the tech reuse hardware we are not supposed to. Any help? Thanks, Steph.

A boroscope works wonders when verifing the cam peg or the tone ring. Been through this before with an '05 E350. Consistent long crank (2.5 to 4 sec)since new, very intermittent no start, only set 2614 when no start. Turned out to be a wire harness. Navistar worked with me on that one, because a good waveform was not to be had from the CMP and you'd swear it was a problem with the peg, this was verified by the FSE prior to getting a tech assist from Navistar. Although the build harness passed all tests, when it came down to it, he made the call for a harness and the vehicle has been fine for over 50K since. Go figure and take it for what its worth.

Or to put it another way, That jacket comes at a cost sonny! No sooner does the fruits of my labor appear at the doorstep, so does an '08 that won't run past 1700 rpm and is equipped with DTC P0003. Here's mud in your eye punk. Yupper, the body is commin' off cause there is a short to ground in that damn harness that some brainiac engineer decided to make totally inaccesible. BRILLIANT!!!! Well I just had to laugh cause Mr. Murray certainly made a point of shedding light on this totally inexcusable fopah, but there it is. When it rains it pours...... Or how do ya like me now? In addition to the 450, a 240 mile 350 comes in with an oil leak Where, pray tell? At the oil seperator drain tube, what the hell is that you say? Page 12 figure 14 of the coffee table book #4, there is a split in the line. Goddam gumnent! Thankfully, I found out this is a demo, so it can be put off for awhile, however, there really shouldn't be any oil in this line, so a larger issue may be looming. Oh yeah, that jacket is costing big time

Curious! What coolant I see there appears to be green, is that correct? I see this on fleet trucks, and if they are reluctant to retain the gold (usually because they buy in bulk), I highly recomend using the coolant additive. I have explained that cooling system failures will not be covered if the system is not maintained properly. Of course, you then have to explain the differences, and so on, and so on. Great pic BTW.

The last time I saw one that looked that noisy, the HPOP was starting to come apart and an almost microscopic piece of spring was stuck in the check valve. The drive symptom though was quite different, that '03 had a high speed miss, or you would have to rev and hold it at 2000 to 2200 rpm. Just the same that is what the signal looked like, but then sometimes I see funky signals (noisy) on trucks that have no issues at all.

I believe it mentioned in the article that the cab on procedures are all either M or A time operations if that is any consolation. As for myself, if it wasn't purchased from my shop, take it elsewhere.

Has anyone who was waiting for the backordered jackets recieved theirs yet? It is past the 10 to 12 days and I want mine now dammit! I had it sent to the shop for gods sake so I wouldn't chance it being lifted sitting by my front door.

Fortunatly I have a service manager that has a great deal of faith in me and my abilities (Not that I haven't screwed the pooch a couple of times, but I do get this nonsense fixed)and the shop foreman and I have respect for each other and our respective talents. He is a Senior Master, and I a Master, and thats gotta mean something.

Welcome to my world! I am the only diesel tech in the shop, 17 techs total including Quick Lube, you know, the gravy guys. In all fairness, I have one tech that will help out on certain jobs, because he is not afaraid to do anything, but this is after I do diag and order parts, and it is usually stuff like FEAD issues, sensor swaps, turbos, etc. simple grunt work that allows me time for more major repairs, while getting the rack cleared and keeping customers happy. Even then I do all the billing and story writing, speak with customers, and so on. The customer pay work will also go that tech as a thanks for picking up the slack when I am 5 or 6 deep. We have also rehired my brother in arms (who was part way to full diesel certification), as the tatoo business (excellent artist BTW) has slowed somewhat and he can use the extra cash (recently sperated from the Queen Bitch from Hell), but he is only PT. I have accepted my fate and deal with it accordingly, and hey, when everyone else is bitching about lack of work, I just keep motoring along.

Everyone knows more than me, I'm f'n clueless.

Where is the white residue, in the EGR valve?

Curious as to the cause. Was the impeller damaged? How was it determined there was cavitation? Did the pump fail causing the overheat and melt the EGR cooler, or the other way around? How is it the customer did not see the signs of a cooling issue? Or did they and said to themselves "Screw it". Is there some other underlying issue, such as the fan clutch? I've yet had a waterpump fail on a 6.0. I've had meltdowns due to say, a failed cooler, then the customer continues to drive it until components melt. How many miles? Not alot of 6.4 experience yet.

Keith, This is how my '08 (reference my math thread) was/is running The P242d was set because the 13 EGT was melted and FF showed 1800 dgrs+ as well as a P0219, this one was turning into a runaway. Cracked #1 injector (TSB 07 08 09). Drained 22 qrts from the pan and another 3 or so outta the CAC. It was explained to me by Scott Eely that since my cal was not the most recent the truck would start, run, and derate, and that until the truck was completely fixed not to update, as I would not be able to start it again without a bit of a fuss. As it turns out Ford bought the truck back (a whopping 242 miles, an early build that escaped factory fix) and put the customer into another. BTW, the customer had just traded his '05 250 KR and drove the '08 for 4 days and 120 miles. Couldn't get his old truck back cause it sold the day after he traded it. Anyways, as I understand it depending on the calibration the truck may or may not start with a 242d

Keith, Thats what I did, except I used the stuff from school, not realizing you had it listed. Just the same, measuring the tools is somewhat hamfisted. For instance "middle of the drive", or " middle of adapter", please! I'm pretty sure I've got it right, which is to say close enough for government work. I just don't want the damn thing to leak. The wrench measures 8" +/- a 1/16" or so and the crows foot approx 3/4" or .750 so 8.0 divided by 8.750 =.91x9 = 8.2 lb/ft or 68-69 lb/in. But again this is eyeball accuracy, or is it just me?

Replacing my first injector (cracked) and I think I have the pretorque math correct, but I'd like to get it checked if possible. My weapon of choice is a Snap On 1/4 drive lb/in wrench model# QJR117F. I believe this is a pretty common tool so if you can back me up I'd appreciate it. If I did the math correctly I come up with 8.2 lb/ft or 68-69 lb/in, it does not come out exact and is the tenth position that critical? Thanks, Steph.

Last week (Monday I believe it was} on FMC there was a message about said heads telling the parts dept. to check their stock and quarantine said heads and long blocks. Further investigation revealed that an employee at the rebuilder removed the injector cups at an angle, damaging the head casting so that the new injector cups do not seal and fuel is filling the crankcase. As I said the message is on FMC Dealer right after your log on. I had just finished a set when the message was seen. My heads had the correct part number and fit in the date code, so now I have done 2 sets of heads on one truck without it even leaving the shop. Like I said, thankfully I didn't have the cab down yet. Oh BTW, I am getting paid a second time.

mfg. before 8-31-07 Oh boy I just love doing heads twice, good for the arm strength. At least I didn't have the cab down yet. Lovely! Anybody else?

Soooo, your the reason I'm not getting my jacket quickly. Or... Is it my fault your not gettin' yours?

I am very pleased with my parts dept. When I started diesel was of not much concern, I believe this was due to the manager at the time, however the guy running the tech counter understood my frustration and started to carry what I needed. He is now the manager and a former tech is running the counter and also understands where we are coming from. I really have no complaints.

Yup, what they said. I know my stuff and I know it well, however I don't know it all. Thats why there are books, manuals, web courses, and classrooms. There are lots of sources of info available to you to help you down this path, its just a matter of utilizing them. One of the first things I do in the morning is sit at my box go to PTS and read while I have my coffee. There is lots there to help. Although it requires you to spend your own time, Jim made an excellent point about bugging a vehicle and seeing what happens, this can be a huge eye opener and well worth the time spent. As said by others, it is far to late for me to turn back now, so I have embraced my destiny and continue to try and accell at it.

'06 350 completely pimped out along with the requsite Banks 6Gun PDA system which actually gives you 7 states of tune, so you can go from Forrest Gump stupid to outright drooller. Well folks it's got 2 weak holes and spews coolant out the exhaust and the degas bottle, all problems fixable and not that big a deal for a weathered 6.0 tech, just another day at the office, right? What's got me pissed is Ford and my shop management. You see, this is not the first one this douchebag has cooked, that dubious honor went to his '04 Harley, which this truck replaced. The customer was specifically told not to hotrod this one, or consult with me as to what would be acceptable, so as to not blow it up, but noooooooo! More money than brains I tell ya, Archie woulda' called this one meathead. Well, bottom line is, the FSE is a sackless wonder, who gave in to the whinings of management because "he is such a good customer" and now I am repairing this "step ladder required pimp wagon" for warranty pay, WTF!! I have now made the decision that none of the Banks crap is getting hooked back up, as my job requires me to only connect the factory PCM. Fuck 'em. What say you? Here are pics of it I took earlier in the year when it blew open the CAC like a mailbox door, later came the tube hoses torn to hell. Still with the little tires on it now it sits on 36"ers, whoopee!

Ours was dead as well, it would start up and immediately crash, didn't even have to undock it. As well our docking handle is screwed, you have to hold it up to remove the unit, one day I will take it apart and see what broke and if I can repair it. All it needed was a new battery pack and a conditioning. when that was done I performed all the normal windows maint. on it and it has stopped crashing. Also when I have a chance I may look into replacing the memory stick as 32MB is a joke, no wonder the damn thing was always so slow. For the last week it has performed very well and is proving to be a time saver as a backup diagnostic tool.

The absolute best line in some 28 pages of moronic drivel "but don't take me for a fool" I can't possibly get upset about that clown or the shmoes that praise his braveness at being "the first" The boob hasn't had a properly running truck for almost 2 months, that in itself is funny as hell! There is a word for him and his kind.

Absolutely check the radiator. Example: '06 350 King Ranch crewcab dually with 165,000 miles. This guy hauled a 5th wheel 6 place car trailer all over the country, just happened to be in our area when it started running hot, unfortunately for him, he cooked the heads and EGR cooler. Straight foward repair, but what was the cause? At least the lower third of the radiator was plugged solid with debris and would not allow any airflow. The deminished cooling capacity along with the trailer load spelled disaster. We got a follow up call and letter from him expressing his thanks and stating that his rig ran better and cooler than it had in quite some time. That unit had been in service only 8 months, that some serious wheel time Cover all the cooling system bases, but remember to look for the simple stuff, and don't over think it.