Brad Clayton

At least we don't live in Japan, where you are forced to replace your engine every 50,000 miles or so to meet emmisions.

Quote: I mean we did put a man on the moon, or..... did we? I love to get conspiracy theorys going, I was wondering when someone would bite.

Excellent advise by all. I think I am going to hunker down and put my best foot forward and start doing some homework. Who knows maybe I'll set a good example for my two boys in high school. It would be tough to follow another avenue (and expect the pay I make now) other than wrenching and I do have a ton invested in this career. I'm glad I got you guys for a support group, I can't stand to hear negative people, you know the ones who have their arms crossed and are shaking their heads no before you even ask a question.

I've been reading alot about guys manipulating they're equipment full on to they're advantage. I think it's cool to go one step or more beyond what is available. I also think that some of these guys could probably make a whole lot more money with less backache (dolor de espalda) in the computer industry rather than wrenching. It seems that the tech world is passing me by. I'm at the point to where I need to get with the program or get out. I now no what it felt like for the old timers that had to deal with fuel injection for the first time when the carb. ran fine for a 100 years. I started out with the idi that had no PCM at all and a evtm that consisted of one page and four wires to look at on said page. Now I gotta deal with the 6.4L. "Excuse me could you stop the world from spinning so I could get off?" Any advise from the guys out there that over came this hurdle? Or I would be curious to hear from some guys that jumped right on the computer band wagon and embrace it with open arms.

ditto

Indeed.....not sure what we've been waiting for.

Lost count on how many of these we did down South with the heat index and all. Had quite a few that would get injector cups as well if they couldn't be cleaned up with the brushes. Had a '94 that was so old it was still obd 1, which required cycling the key and throttle pedal and so on to do any testing, found it had #8 injector bad. The injector was froze in the cup and took such force to remove it that it pulled the cup out with it then proceeded to flood the engine and exhaust system with coolant. Craziest thing I ever saw on one of these, the thing was welded together.

I would check the cam synchro for proper installation. It has to be timed like a distributor and if anyone had it out it may be out of time. Put the engine at top dead center of #1 compression stroke and there is tool 303-630 that should fit over the synchro if all is lined up correctly. I've seen these off one tooth and not really affect anything but if there in 180 out or so things get bad, because the sensor times the fuel delivery. I would also examine the crank pulley for seperation. If the exciter ring for the ckp gets some wear, then pcm gets really confused.

rockbronco (or is it rockyota yet?), I'm glad Ford is not consulting you on time studies! Just curious, are you removing the evap box when doing them in chassis? How many have you done to get them that dialed in? And last but not least how old are you? I never have hustled working under the flat rate system and the older I get the less hustle I seem to have, esp. when the parts seem to get heavier.

Thank you for the link. Once again this site has got the hook up.

Diesel parts a 2 , when they look them up they have trouble finding some things even though I got the same part from the same guy 2 days ago. Regular stock an 8 Bad inventory none Dealer round up not an option in my area Right parts a 10

I've got a body off a '05 and I looked at the PCM connector, all the wiring is there for a dual setup even though mine is a single. My idea is a wash. Sounds like Bruce is all over the fix. Very informative post to so the least.

All those codes are for dual generators. I'm wondering if there is some mismatched parts going on. I looked at the wiring diagram and you can definetly trace the wiring back to the PCM and cluster to see if it was ariginally equipped with one or two, and the upper and single generators are interchangable but not the lower one. I've seen people cross the wires in the regulator connector, why they would do this I don't know. They usually won't charge when this happens, but you say you're charging good so I doubt that's the case. Sounds like you got a real winner, wish I could say I ran into one like it with a fix.

Just worked on a '95 F-350 with 270,000 miles with all eight original injectors still in it. Truck needed a PCM, had a chip in it that fried the ROM.

The three P's are definetly the way to go with these, penetrate, patience, and persistance. Either that or stay buried in diesel work and they won't be an issue.

I was told if you perform manual and it kicks out that it's not needed and everything is ok. Not sure if that is the gospel or if the statement will change a month from now.

I just got back from the 6.4 class, thought i would add some things. As long as the dpf is at 572 degrees F the unit will passively regen, so the ideal situation would be to work the truck hard like it was built for anyway. Perform a manual regen after a repair that could have dumped excess hydro carbons into the dpf, and clear kam, our teacher said to clear kam even after fuel filter replacement. A 0.00015" piece of trash is enough to wreck an injector. stressing the importance of fuel caps. Keep fingers away from turbo actuator rod, if you lean against the unit while climbing around on the engine and someone cycles the key you could loose a finger. Alot of ghost codes on this thing, you have to really keep your wits about ya. Maf_HZ can now be used as an added indicator of egr flow. It has been said that the motor can be repaired in theory by pid data only without popping the hood. If you have the turbo charger heat shield off and there are bolts in the top two holes between the turbine halves, remove them because the're for assembling the units only, and if left in can cause fractures due to heat up expansion diferences. These items may be a rehash of what you already know. I think the idea of having fuel pressure in the 25000 psi range in the injectors and being returned imediately to the fuel cooler at 3 to 8 psi is pretty neat trick. The fuel cooler is gonna look kinda funny or messy if the crush washer or injector cup goes out.

I did not intend to derail this topic, I was just trying to clear up my earlier post about the fiasco. I don't really think it needs anything else added to it as the other sites have said it all, that's why I didn't think of opening a new post. Now don't get me wrong when it comes to my position on independent shops. I have close working relationships with a few in my area and they are a good group of automotive repair type folks. It's the generalization of the term independent shop excluding the ones that rise above that are going to have trouble keeping up. I think it's the big three's intention to put them all out of business by buring them with technology overkill, well that and the dang goverment.

puter is running slow today and I double clicked the submit button. give this a whirl. http://www.wgal.com/news/13763192/detail.html

Duplicate post deleted by The Webmaster

You guys didn't see this? It's all over the fmc boards and made the local news where the guy lives. The guy took his '04 F-150 to a local garage for a tune up. One of the spark plugs stayed in the head (big suprise). The guy working on it said he had to pull the cap off to fix it and that's what he did, charging the owner $2000 in the process. The local news got wind of it and came down to the shop and had the story on the breaking news that night on tv. It is reported that Ford heard the story and they paid the guys repair bill, why I'm not sure. I don't have the link handy at the moment or I would include it, sorry. If anybody has it feel free to put it up, it's rather interesting reading in a sad way. Especially when the local dealer, most likely in the same town, has the tools to get 'em out quickly and cheaply.

The way I see it as of now, if Ford continues to turn out products such as the 6.4L customers will have no choice but to return to the dealer. This is a very precise and vulnerable powertrain and I don't see the majority of the indies getting with the program and repairing them out of warranty when the time comes. The problem is getting people to understand this and have their vehicles serviced with us thru the life of the vehicle and not just for warrantable concerns. All to many times they find out the hard way and return to the dealer as a last result from going all around town wasting time and money (one ex. the fellow who's cab got pulled off to do a set of spark plugs) and ending up at the dealer to have if finally fixed right, after many wasted dollars.

The dealer I used to work at was so big, that their policy was any service advisor caught turning away work would be sent home for three days without pay. No matter what the job was. This was a popular idea with them. If you got into a fight with another co worker, you didn't get fired you got three days off. They must have been ex high school principles or something. BTW I have an '88 ranger with a fuel injected 5.0l t-5 5sp and 3.27 limited slip, driven daily during the summer, most reliable highly modified rig I have ever driven.

Our service advisors are the worst for "guiding" the diagnostic process instead of just writing down what the customer says their vehicle is doing. I don't know how many times I've been tempted to call the customer an hour after they have dropped their car to see if their complaint matches what's on the R.O. That hyperlink is awesome by the way. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

I performed the ultimate wiggle test this weekend. Had an '05 with very intermitant drop off in power (hiccup). Truck was also venting out degas bottle. Test drove numerous times with no verification for the stumble. Truck needed head gaskets so I told the guy I would go ahead and fix what I knew was wrong. Replaced the head gaskets and upon test drive truck wouldn't go over half throttle, cutout horrible. Spit out code p0336 and the sync would go to no with very erratic rpm pid. While doing the head gaskets and moving the harness around all over the place I "stumbled" upon his hiccup problem. I replaced the harness and all is well.