Mekanik

I see a lot of aft. axle trucks with failed injectors. The tank is usally contaminated and it seems that the engine has to run for a while before fuel pressure will drop. I usally let them idle for a coulpe of hours and then drive them and see the fuel pressure drop. I hope this helps.

There are certianly a lot more diesel pick up trucks on the road now than 15 years ago. When I started here 10 years ago there wasn't really a diesel tech. Now I am one of 3. Maybe there always were this many diesels and they just don't have the same reliability.

Your lucky this wasn't the typical cargo van with the homemade shelves, divider, ladder rack, and the entire cab and back of the van filled with heavy, dirty, smelly, oilly crap.

There is another tech. here that I am trying to help. He is working on a 99 Expedition with 110,000 miles. It has a reoccuring p0340. He recently replaced the cmp and the crank position sensor, checked the crank sensor wiring which is ok. I guess he drove it far enough to go through the drive cycles, then the MIL came back on when the cust. picked up the truck. I have heard of timing chains stretching on 4.6L's but those have very very high mileage from what I have heard. Any help would be appriceated.

What I was told to do by anenginer is to crank up the rpm to 1200. Command the vgt to 85%, with the egr commanded closed. Then let it get nice and hot for about 10 minutes. I was told to do this before watching the cam move in the turbo. It is also a good idea to take out that 8mm allen plug before doing this. Also the cam will not move until I think like 25% or 35%.

Its not a bad job. Ive done 2 so far. I was much more hesitant to replace a 1400.00 dollar turbo then I am to take one out and apart to see the failure with my own two eyes.

What is the latest on Ford recalling CMP sensors on 7.3L engines? A while ago I heard a recall is coming out. One of the other techs here said that a friend from International gave him a CMP sensor for his Excursion, saying that it was a revised sensor. Has anyone heard any news on this issue?

Is that how it is done or do most of you use lifts for these really big trucks?

Well you see, if I work on a f550, its usally one that we can lift. We do not have anything that can lift a LCF. We have a drive on rack that is good for 12,000lbs. but is in a spot where there is not enough room for a LCF with the cab in the forward position. I'm planning on using floor jacks and jack stands.

My boss told me that we will be working on LCFs now. I got the " Tell me what we need to get to work on these things. " I went to school for this last April. Currently we work on vehicles up to f450, and maybe sometimes a f550. I know that we need WDS diag. support kit# 418-D553, and was wondering if Rotunda makes a kit to make IDS compatible. I was wondering what you guys would suggest as far as shop equipment. I'm sure we will need a bigger floor jack and some bigger jack stands. Any advice would be greatly appreciated

I use that book for refrence all the time

was it a service part repair?

I see. What happened first? The chicken or the egg?

In a previous post you said: "one of my techs did a head gasket job a week ago and I believe both heads were replaced due to flatness concerns. Came back on a hook at the end of the week and he just got it torn down again. Cylinder #2 has an exhaust valve snapped off and embedded into the piston. My point is that the resulting debris actually traveled to the next two cylinders causing more damage. What looked like a problem with the entire bank actually can be pinpointed to one cylinder. " Was this caused by debris left behind during the headgasket job, or by one of the new cyl. having a new valve that just decided to break off?

I took the glow plugs out and when I cranked it over coolant shot out of the heads. The coolant bottle is empty, signs of coolant on the degas bottle...oh yeah, and 10 empty coolant bottles on the passenger floor. Ha Ha!!

How much do people normally charge for this job? (Headgaskets and egr cooler)

I'm working on a early build 04 f series w/ a 6.0L. The engine is hydrolocked, and I'm sure it is a leaking egr cooler. Later today I will remove all of the glowplugs and try to crank all the coolant out of the cyls. My question is if the engine is usally ok when this happens, or do the rods get bent sometimes. I've seen this happen twice before and the engine was fine. Also, assuming that the engine is ok, I will probably sell the customer headgaskets with a new egr cooler, and because of the vehicle set up, I won't be able to pull the body off. Any tips on diong headgaskets in vehicle. I have done them before with the body off.

Yeah I won five bucks. The way I read it we can get spins for doing these specific labor ops. on 7.3's also. Is this correct?

By the way, I have seen a couple egr cooler hoses that only leak when cold. And it is a very good leak. "DRIP...DRIP...DRIP..."

Are head leaking gaskets usally in early 03's? What about later 03's, and 04's?

The National Highway Traffic Safety Administration (NHTSA) has recently opened a preliminary investigation of 1999 - 2001 model year E/F-Series and Excursion vehicles regarding the performance of camshaft position sensors. How about 95 through 02? Like the trucks built from 1999 through 2001 were the only ones with cmp problems. I thik either way this will be great for buisness. I always get a bad feeling when I see an abbulance, and I can hear the engine and tell that its powered by a 7.3L.

I see plenty of the aft. axle tanks contaminated with rust. This is from water getting into the vent and destroying the inside lining of the tank.

That trick worked great. Thanks for all the help.

I need to replace an alternator ( single alternator on top ) on a 04 F Series tomorrow. Are there any shortcuts getting to the belt tensioner or do I have to remove the fan stator?

I've had this happen to me a couple of times. I use a cutting torch, and a mirror so I can see the bolt head that I'm cutting off