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Quote: Well, here is the update. I have coolant in #8 cyl. I'm suspecting a cracked cyl head. Putting a head on this truck makes me very nervous because nobody really knows how many miles are on it. We are getting a used engine for this truck. Thanks for the replies. Out of curiosity. What factors other than not knowing the mileage on that engine made your dealership lean towards a used engine? If that was the sole reason I also assume that you have maintenance records for the used engine you are putting in the vehicle? Why would you not sell a 6006,6V006, 6007, or 6V007 engine for this vehicle?

Answer each question with a 1 - 10 rating as you see fit Has diesel engine parts in stock Has what I need in stock Has alot of bad inventory Orders majority of parts from other dealers Gets me the right parts most of the time This post is just for fun. The parts department needs a good kick in the head every now and then. Plus we needed a new parts thread.

And then Keith walked on water.....

From what I hear "In-House" won't be so "In-House". Ford doesn't have the capabilities to manufacture a diesel engine even close to the numbers International pumps out now. It could be a FORD designed and branded engine built by another manufacturer. Bid out to who ever, such as Cummins, CAT, or International. Again just a foundry and building, no engineering. Just like CAT is remanufacturing the diesel engines and TS transmissions for Ford. It is contracted work and nothing more. Interesting to say the least.

There will be a "single shot" version out for the cetane boost and anti-gel in early August. Part Numbers will be as follows Cetane Boost PM22ASU Anti Gel PM23ASU If your dealership is a Power Stroke Direct dealer, Ford will do a 50% co-op on this product with the dealer. Has to be a give away with and oil change or such, and for a limited amount of time, like a month. The goal is to grow your business.

That is correct. You can not buy one in the US. In fact there are a few driving around here in Houston and they have to go back over to Mexico to get parts. No parts available through US For dealers.

The 4.5L was originally designed to be in the F150 an Expedition chassis. It was too heavy according to Ford and they opted to not use the engine. That is part of how it found its way into the LCF. The Ranger has a diesel version although if you don't live in a state that borders Mexico you probably wont see one. Its a 2.5L inline 4 cylinder. The latest info is that Ford plans include, using a current design 4.4L ( off the top of my head) from Land Rover for the F150 and Expedition chassis. Nothing on rumors for the Ranger.

Also as a side note. The original HPOP when remanufactured and sent back out for service parts are stronger and more durable. They bore out the cylinder and sleeve it with a different material. This dramatically reduces failures related to the cylinder becoming egg shaped which in case was one of the most common failures.

Assuming you are talking about an F-series 2003 - 2004 3C3Z-9A543-AARM Ser # 6,000,000 to 6,155,636 2004 4C3Z-9A543-AARM Ser # 6,155,637 to 6,344,942 2005 - 2007 5C4Z-9A543-B Ser # 6,344,943 and up Just in case E-series 2004 4C3Z-9A543-AARM Ser # prior to 151,888 2005 - 2007 5C4Z-9A543-B Ser # 151,889 and up As far as retrofitting, I do not know.

Dwayne, You've got mail.

I second Larry.

Larry, I completely agree with you. Ask your Blue Diamond rep to do some training with the sales department. Most likely the sales manager would welcome it. In turn they can educate the customer. Blue Diamond reps are also known to do new owners clinics upon request. Its not in their job description, but if you ask I would assume that you shall receive.

Dwayne, I agree that there seems to be a bit of confusion over the ULSD and the lubricity. My understanding and I and not sure that I am correct is that the major part of diesels lubricity comes from parrafin wax. Its a natural by product when you refine oil into diesel. Sulfur also gave diesel some lubricity, but not very much. In addition when the base formula of ULSD was decided upon, all diesel manufacturers (most any ways) were part of the process. They didn't make a fuel then say have at it. In my experiences with ULSD in school buses, beverage haulers, cement trucks, and others over the past 4 years there is not a lubricity problem. The only fleet to have a problem was a school district who's transportation director was a complete and utter idiot. He felt that he needed an additive in his ULSD because of lubricity issues, so he added one to his bulk tank. Thats fine and dandy other than the fact it was alcohol based and was for gas motors. After they bought over approx 100 injectors, approx 10 pumps in a 4 month time span he began to complain that the ULSD didn't have enough lubricity in it. at the time no one knew that the additive had been used nor did we pick up on the trend on injectors, because their buying habits were terrible. They would buy from one dealer, then another, then through a NAPA from the dealer. It was ridiculous once it was all laid out. They quit using the additive and all failures subsided after about a month. As far as the fuel additive product put on the street by Ford. Heres the history. They originally introduced it early in 2006. The Cetane Booster (red bottle) was under the part number PM17A in the US and the Anti-Gel (blue bottle)version was under the part number PM18A in the US. A few month prior to the 2008 trucks coming out the testing on the product by the manufacturer revealed that the PM17A and PM18A were not compatible with 2008 trucks. What does that mean for everyone? That means that you can run those in any 2007 and older truck regardless of what fuel you are using. No 2008 usage. Now we have the newer formula. PM22A (Cetane Booster)and PM23A (Anti-Gel)This formula has replaced the previous. There is still some of the older out there on shelves in the parts department. It can still be sold, just not for a 2008 truck. The latest formula can be used for any and all diesel trucks regardless of their year model. 1992 check, 2008 check, 1955,check, and etc. The main reason Ford and the Blue Diamond JV push the additives is fuel quality. Not lubricity. Here in Texas like most states, the stations are not required to state the cetane level of the diesel you are pumping. You could be buying a diesel with a cetane level of 30. as we all know the 6.0 requires 40 and the 6.4 requires 45. That is well short of where it needs to be. Forget the argument between LSD and ULSD for their BTU output and fuel economy difference for a second because this is where the 1% starts to make sense. If you actually could buy both ULSD and LSD (assuming) at the same cetane rating then you would truly see the 1% difference in fuel mileage, but since you get cetane ratings all over the board with both, its not an argument because there is no control in the equation. Even if you have two Shell stations across the street from one another, one could have a 32 cetane and the other 41 cetane. Hence if I fill up with the lower, I will have poor fuel mileage, rougher idle, harder start, noisier engine, and etc just because I got the poorer fuel. The sad part is there is no way to pick the better fuel unless you have the fuel tested or the filling stations knows the cetane level. I highly doubt the filling station knows the level. I asked every one I filled up at for a year and not one knew the cetane level. Only 2 knew what cetane was and they happened to be the owners at local stores. The rule of thumb when I talk to customers is to fill up at places that have high volume of turn over like a truck stop. You might not get the highest cetane, but you will get fuel that is turned over on a regular basis. There is a "sell sheet" that Ford and Blue Diamond putout on both the old and the new product. See if you parts manger has a copy of them or better yet, next time your Blue Diamond rep is in ask him for some copies. He can get you all you want. They are available on http://www.powerstrokediesel.com also. Click on business connections, log in using FMC dealer, click on media tool kit, and it is in there as a PDF along with alot of other PDFs and power points.

other than powerstroke central, try powerstrokedeisel.com . The part number for the US is PM22A for Cetane booster (consistes of a lubrication additive, injector cleaner, and cetane boost) and PM23A (consists lubrication additive, injector cleaner and anti-gel) for Anti-Gel. I personally see the need for the products, more for the cetane or anti gel. Not the lubricity issues.

You should contact your Blue Diamond parts rep. They have alot of power points with notes and such. They also do training for parts departments. Some go a step further and do training for service advisors. New owners clinics with and without one of their national trainers. If you are not using them, you should. They are free. Ford is the only manufacturer with a team devoted to parts and training.

I use it on a regular basis. Have been for over a year. The single shot(35 gal) will be out in the next 60 days, probably sooner. There will also be a 1 gallon concentrate that treats 1000 gallons for customers with bulk fuel.

Jim, You are right that adding a PTO option after the fact will be about 2K. That same option can be ordered on the truck (62R option) for about $250. Problem is that not many trucks are ordered with the option. In fact it works great with the Real Power Generator unit offered through the Ford Commercial Truck Parts program.

#1 I am not a tech so he has no reason to lie to me. Dont work at the dealership. #2 I have a solid professional relationship with him. He always shoots me straight. No politics and parts are always on hand in Houston. Dealer to dealer business is common and friendly. Need a part and the dealer doesnt have it? He can in about 2 hours almost always.

Does it require a new oil filter?

There are dealerships in Houston where half of the techs are making over 100K. I thoguht some were pulling my leg, butI talked to a service manager the other day and he said he has 14 techs, 7 of them will make over 100K this year. I do have to say, he has some of the best techs in the area though.

As far as ULSD, it has been available in Houston at least since 2002. Valero was the first to make it (that I know of). You had to specifically ask for it and it was for bulk tank applications only. I worked with several fleets and school districts retrofitting DPF filters on older "specific" vehicles and it required ULSD. This was all done with grant money provided to non attainment areas, such as Houston and DFW. I would assume that it was available, but difficult to plan accordingly. I guess we will never know.

Keith, I believe there was around 8500 trucks built at the time of the DPF reflash. That should give us an idea.

The BTU on ULSD vs LSD is about 1%. That should carry over in fuel mileage also. But only when the cetane rating is the same. With out a doubt, cetane ratings are our biggest factor when it comes to fuel mileage. Ask your local filling station what cetane thier deisel is and I almost can guarantee that the dont know. Hard to compare the fuels when you dont know the cetane rating. All diesel fuels are not the same.

Larry, I could as much agree with you as disagree with you. The joint venture between Ford and International - Blue Diamond builds the trucks along with the LCF and the 4000 series Internationals down in Escobedo, Mexico. They offer the same common chassis with different wiring systems and cab systems. We use an older wiring method where International uses multiplexing. I would rather have the trucks of today as it has given Ford dealers the opportunity to have access to the International PDC system. They opportunity for sales, profit, and customer service from the International PDCs is far more in line with the industry that Ford ever was. In fact if Ford was still around with their 600, 700, and etc. they would be so far behind. Ford and most of its dealers do not have the mind set to compete in the medium duty segment. They work on Fords......and Fords only. If you go to a competing dealer, International, Freightliner, Pete, KW, and etc. they are working on everything. I mean everything. probably only 50-60 percent of what is in the shop is their OEM if they are a single line dealer. There is only one Ford dealer in Houston that is willing to work on med or heavy other than Fords. That’s out of 40 plus dealers in the Houston metro area. The International PDC offers parts for trucks other than Fords. Something that Ford was poor at offering in the FLAM days. All that aside, I can see the sentimental value of the older trucks, but from a stand point of making a living...I like today.

What do you think this will do to the Medium duty market? Quote: General Motors is in talks to sell its medium-duty truck line to International Truck and Engine in a bid to focus on its core car and light truck business, reported The Flint Journal. Although neither GM nor International would confirm the report, a UAW representative told The Flint Journal he is aware of conversations between GM and International’s parent company Navistar. Investment banking firm Bear Stearns noted in January that a medium-duty divesture would be a tempting proposition for the auto giant. “A sale of GM’s medium-duty facility in Flint [is] both logical and increasingly likely as GM turns its focus to just cars and light trucks,” stated Bear Stearns. Of the OEMs that could be prospective buyers of the GM commercial vehicle operation, Bear Stearns said International would strategically be the best fit “should [its relationship with Ford] sour further.” Bear Stearns was referring to Navistar’s ongoing dispute with Ford over payment, which prompted International to halt deliveries of its diesel engines that power Ford Super Duty pickups. Bear Stearns speculated on a GM medium-duty divesture when the company announced it’s open to selling its lucrative Allison operation, a dominant player in the transmission market for medium- and heavy-duty trucks. The Flint Journal reported that the potential sale would shift volumes from the Flint facility to International’s operation in the Midwest. Bear Stearns noted that such a move would boost Navistar’s capacity utilization. Analyst Chris Brady, president of Commercial Motor Vehicle Consulting, said that GM’s medium-duty lineup is not so complementary to Navistar’s. “I don’t see what International stands to gain since the GM product line is a conventional cab,” Brady told FleetOwner. “Navistar has a conventional product.” Volvo AB, which lacks a medium-duty product in North America would be a better fit from a product standpoint, Brady said. In February, Volvo AB reported its acquisition of 96% of Nissan Diesel shares, a move that boosted its presence in Asia as well as its global medium-duty volume to about 38,000 units annually. This volume is still a far cry from 126,000 unit volume of DaimlerChrysler and 90,000 by GM-Isuzu based on 2005 data. But GM is certain to sell its medium-duty operation when it receives the right offer, Brady noted. “It’s a small part of their overall business and competition is increasing in the medium-duty segment,” Brady said. “The investment needed to make the [medium-duty] product line competitive will probably increase and they will need all the resources they can get to turn around their automotive business. GM is looking at the competition increasing and asking themselves where do they want to spend their resources— in commercial vehicle or their automotive business. The choice is obvious.”