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Quote: It is rare that a truck older than 6 or 7 years old rolls into my dealership. Dont sell yourself short, there is a kit for the IDI engines but dont forget a kit for the DIT. That means you could see a truck as new as early 03. But you are correct that most trucks that "qualify" for this service would be older trucks that are not in the Ford service drives.

It is available to dealers that are enrolled in Commercial Truck Parts. Ball park pricing is around 3750.00 - 5000.00 plus labor. Depends on application and deale mark up. Takes about 4 hours to install. The body companies do not have access to this unless they were grnadfathered in since Ford CTP has the exclusive rights to them. The way I see this product it is a win, win, win for all departments. Sales gets to sell it and mark it up, parts sells it to sales, and service gets paid to put it on. How many products are out there promoting all aspects of a dealership?

In my experience of working for just about each and every Class 8 truck manufacturer except Paccar, oil samples prove to be very informational. The tests are ussually submitted by two types of people / customers. The first is the fleet customer and the second is the used truck department. The fleet is trying to check out where they are (lifetime) with an engine. Example, a fleet has a furniture customer that wants new trucks in the summer, but the old trucks are questionable in the area of whether they will make it untill then or not. Then the fleet wil make the judgement call to overhaul the engine, leave it be, or sell and buy new trucks early. The time that the samople is taken is ussually dictated by a financial or mileage prospective. The Used Truck departments use the samples to keep their profits up, customer satisfaction up and costs down. This keeps customers from claiming that they were sold a lemon etc. Why did the engine fail? Etc. It gives the Used truck department some ammo, b/c those trucks are rarely sold as is. There is always some work to be done on the truck before it is delivered. Protection is a must. I have never seen where someone samples thier oil when ever they have thier oil changed. I would feel that this is a mutre point as the sample company is comparing your engines oil to many diffrent engine records vs you comparing to last oil change. Parts usually indicate wear (metallic deposits) way before they fail. As far as extended oil chage intervals, I am not a big fan of them. The newer class 8 engines ISX, ISM, C-15, etc. all have filter systems from the engine OEM that allow for extended service intervals. In differentials and manual transmissions they are almost doubling the miles to around 250,000 - 300,000 mile if synthetic is used. 150,000 if mineral oil is used. Engines for me are different b/c there is such a likley hood that your oil can be contaminated easily. Intake air leak, oil cap fell off and stuff like that. Waht makes me question extended rain intervals the most is that when you are talking light duty trucks like the F250 / 350 the owners have ussually modded thier trucks and are pushing oil towards its limits in a normal situation. Then they want to extend the abuse. As emmisions dates go by (2007, 2010) the oil in the crankcase will have to absorb more soot. The most that should be is 2% - 3%. They can not afford to have it dmage the high dollar exhaust treatment filters. PC-10 oils will do the job but engine manufacturers are requesting an oil that will hold more soot. When ultra low sulfur diesel gets mandatred across the contry you will see extended drain intervals start to become more legitimate. The lower sulfur will help less sulfuric acid form in the crankcase. When CJ-4 oil is introduced to the market it will be interesting. The CJ-4 is compatable back to approx 1994 engines. Do to the material that the seales were made of and the lax tolerances vs. today you will have oil leaks all over th pace on engines. Put the CH-4 back in it and it will be fine. Just one of the characterisics of the new oil. Sorry for rambling on its just that one subject lead to another and to another.

Quote: International techs, if you need any help with the transmission, just ask us! The International Techs are not allowed to do anything to the trans other than to change the filter and R & R it. Ford techs on the other hand can do anything they need to.

Does anyone here work for a Ford Commercial Truck Parts Dealer? If you do have you installed one of these? What are your thoughts? Real Power Generator System

That price seems a little steep. That would mean that they are making over 400.00 dollars on an approx 825.00 dollar kit...... I understand what you are saying about sending the block out to be bored and such....the correct way....I see this product to bee more in the line of, I cant afford an engine...or Just patch the 2 cylinders etc.... That is a concern that mechanics have lost the ability to do an overhaul. But i do not think so for the following reason. With the exception of rod bearings, main bearings, pistons and rings, what are you not replacing now? The three things I mentioned are not difficult to change. Penske and Ryder, who do not always have the most qualified mechanics perform these all of the time with success. The average Ford mechanic is light years ahead of them. In addition there are already aftermarket kits available that some dealerships were using in the Dallas area. The aftermarket kits sell very well. I would say Ford is making a valaint effort to bing this market to the dealerships.

FYI, there are approx 4200 LCFs running the roads

This tool s the best thing going for diagnosing ABS issues. It plugs into the 9 pin connector under the dash. The LEDs light up to tell you whats broke and you can reset it with a magnet in the center. I know you can do this with the ECUs that have LEDs but this is so much more convienient. Bendix ABS Tool There is also an adapter for the older vehicles that do not have the 9 pin connector. For trailers. Trailer ABS Tool If you are a commercial truck parts dealer the parts department can get it for you by adding ZBJ infront of the number

Anyone installed one yet? Better yet does anyones parts department have one?

That is a DT466E Cam Position Sensor. Part # 1807339C92. It does not do what the seller is claiming. What it does do is change the timing to approx 4 degrees advanced. This is a band aid for someone that has alot of smoke or mechanical problems they should be fixing. The service department used to put them in the T444E when we could not diagnose it correctly. FYI....direct bolt in.

From my perspective of information, Garrett is getting out of the turbo remanufacturing business and Franklin is buying it up. Franklin has come up with a solution to the sticking ring by machining approx .010 off of the turbo facing and then machining grooves all the way through the ring (similar style to a rotor but all the way through).

H-6 is the latest as HGM said. I had to get a dealers MD Fleet up and running for them a couple of weeks ago. Rotunda will not help you unless you have the latest version installed.

Ford, nor International can not afford to put 6.0 Liters in the 2007 trucks. The EPA mandates that you must have an engine that puts out X amount of NOx. If it doesnt then you do not put out any engines. Theres no EPA credits to be used for the F series trucks. Unlike the E series trucks they will be using the 6.0 Liter untill 2009.

That is a Diesel Oxygenation Catalyst (DOC). Simmilar to a CAT but it has a honeycomb material made of diffrent metals including platinum, that regenerate heat to burn off the particulate matter.