Brad Clayton

One of a manager's many duties is to ensure the hired help is in the best position so that the company runs smoothly and profitably. We currently have a serious lack of that going on. Another duty is to go after work that isn't coming in the door. I watched a fleet drop off a truck at a competitors shop and I said you need to call them guys and find out what's up. Again it didn't happen.

Nah, must have been one of them other forums you frequent, you know hackersforlife.net Bahahahaha

Back in the day we were replacing turbos left and right. All turbos came with a VGT solenoid. A couple of cores went back minus the solenoids.

Where do you think the one came from that's in his glass case for his art exhibit?

*chuckles softly*

Forgot to mention the drill has been there on the floor since Monday.

One of the reasons I have a problem with lending out my tools. This drill does not belong to the guy who used it and neither the lender nor the borrower have bothered with it. It rained like a bastard today and water collects in this area if the door is open......the door was open all day.

I will be ordering the 5.4l template!

That is bad ass!

Werd

I agree but after looking at this cutaway, it seems there would have to be a boat load of tite that loc's to do some damage.

I know this has been covered before but a rehash never hurts. 2006 F-250 with a prominent surge. I came back from the test drive and knew it was turbo related as most 60 surges are. I took command of the VGT solenoid and had to command it past 50% to get the MGP pid to start registering some PSI. Next it was on to a VVT turbo test with the VMM. Here is the result: From this shot we can see some serious over shoot on the stair steps. This is usually an indication of a fubar'd solenoid. I just happen to have a known good tester and swapped it in and retested: Much better graph, and a test drive confirmed the surge was gone.

It's funny you brought it up because I just did one yesterday and I think I may have used a little too much. I cleaned most of it up but in the back of my mind I am wondering if it could cause an issue with the injector or not.

Alrighty, got a pump and updated cover ordered up for this thing. The shop owner is going out of town for the next week and I wont be back on it til next Wednesday or later.

Oh Very professional gage setup btw

Please tell me that was from somebody not putting it together correctly. I really don't want to have to do these things all over yet again.

So what ya gonna do after lunch?

Evidently this isn't that hard to do. I just told my trans guy about it and the same thing happened to him but he caught it before going any further. He has done a shit ton of these things and someone distracted him and batta bing batta boom.

I spoke with Greg and he said: It seems the PCM was altering the cam signal whilst tryiing to get to the FICM.

Thank you for your input. This truck belongs to the owner's son-in-law at a shop I consult/do side work at on the rare occasion. I want to do the best job possible (as always) but there is a little more of a personal connection with the "customer" on this one. This job is going to be rough, the truck is from Yankee land and she is rotted.

Well, I have ran into a bit of a snag on my quest for an 18K lift. The company that quoted the lift showed up today to do some scouting and give a more detailed quote. They liked where I wanted to put it and finished things up with a test drill. And the brakes were applied with full force on this locomotive. This old ass shop I work in only has 4 inch floors.

With the truck running and foot to the board in park, IPR goes to 85% and ICP drops down to about 400 PSI and the engine sounds really flat.