Buddy_M

Got the mains and rods torqued first thing this AM and it was all my 3/4" impact could do for the last bit of that 90* turn on the mains. I got the spec from the AERA Pro-SIS torque spec book. They list either 30ft/lbs+90 or 40ft/lbs+90, I went with the first spec of 30+90. We'll find out after it's all put back together in a day or two and after a few machine hours how it holds together. It'll be nice because I'll get to break it in pushing some snow at my shop. The back story to this its in a 1970's Cat 920 loader, and it decided to swallow the head of the #3 intake valve and crack the piston in half when it decided to stick in the piston. 4 new cylinder kits, reman head, and a couple other parts later she's going back together slowly. Only wishin I would've had a working digital camera to get pictures of the damage... Buddy

Just wondering if anyone has a different number for torque specs for a Cat 3304NA engine. I'm rolling in mains & rods now and the specs I have written down list 30ft/lbs +90 for both mains and rods, for the 1/2" rods that sounds like its ok, but it just seems low for the main bolts(5/8"). Buddy

111-No Errors detected/flash code only 113-Electrical System B+ Out of Range Low 541-IDM Feedback not detected by ECM 221-Speed Control Command Switch or circuit fault 325-Power Reduced, Matched to Cooling system Performance(low coolant level or overtemp likely) 622-Engine using field default rating For the 622 code my book also says a probable cause of VPM not programming ECM, and to inspect other codes. I would start looking at the cooling system for low coolant, restricted airflow through the radiator, etc causing an overtemp, or even just a bad coolant level switch or temp switch. Without a scan tool you won't be able to see what the computer sees, but later I may be able to get you ohm readings for the sensors if you find nothing else wrong. Buddy

Just talked to the local instructor, there VCM kit was ordered from a EBay store called ECUfactory, and they also have a website www.ecufactory.com. I do not see it listed on there website now, and they are on vacation until Feb 4 according to the EBay store. I see they have the Honda GNA600, which appears quite similar to the Ford VCM kit, and I am also wondering if the software in it can be reflashed/updated with the IDS to work on Ford applications even? Maybe if Bruce sees this he might have some insight? I'm just curious about it... Buddy

I'm not sure if thats from the same company or related to it or not, but the local Diesel Tech program at the college here purchased a VCM kit off E-Bay from someplace in China. They received it with IDS version 55 along with whats shown in that picture. I believe they paid a little under a grand IIRC. I just got the pleasure of using their IDS/VCM setup this past week to use it to replace a FICM, and the software they had would not allow any module reprogramming, PMI, or parameter changes. However I was able to download & install IDS 58 from motorcraft.com and then had full functionality. Also I didn't expect for it to retrieve new calibrations online and update since there was supposedly no subscription to the VCM, but it updated everything with the newest calibrations. I will be by the college again next week to talk to the instructor if he's had time to play with it any more since I got it figured out, and can inquire more where he purchased their VCM kit and can let you know. Buddy

Yes, the fuel filters you have from the VT275 are the same for the Ford 6.0L application. That is the same number I keep on my shelf for the Ford applications, as well as Fleetguard FS19797. I am unsure on the oil filter cross however, I don't see any of the VT275 in my shop, but I use the Fleetguard LF16166 or International 1840752C91 for the 6.0 engines. Buddy

Well, first off I hope everyone has a happy Thanksgiving tomorrow. And secondly I have a truck that came in late with a weird issue of an occasional engine stutter. Its a 1999 F350 manual trans, Just had enough time to hook up the scan tool and check codes and watch a few pids and when it stutters, the VREF will jump to about 65V, haven't verified the voltage with a scope yet tho, and the ICPV and RPM signals will either drop to zero or max out when the VREF jumps. I just haven't seen a truck do this yet and wondering if anyone else has come across this or something similar. A quick exam of the harness doesn't show any visual problems, and I am leaning towards either a harness issue, or don't know if the IDM can be having problems inside sending out stray voltage. Any ideas would be appreciated, and i'll keep updating when I get back to working on that truck, got a few others that got bumped ahead in the mean time. Buddy

Found the part number - 1837872C93 Heres a pic I have saved of them from my hard drive I got quite a while back from a website.

I have had good luck just having the manifolds sent to a local machine shop and having them resurfaced if they are not too badly warped or damaged, and new bolts are required as I believe the factory ones are torque prevailing bolts and should not be reused. Jimmy, I know International makes a set with the flex bellow in them for the 7.3, it is a set that is both pipes and the collector to the turbo all one piece to get rid of the ring gasket failing. If I find the part number I will post it up, the cost was right around the $300 mark IIRC. Buddy

Sorry Larry, no pics yet really, I will have to borrow the GF's camera to take some pics someday and will post them up as I go along. It's just a small side project on slow days for right now until winter hits, then I should have more time to work on it. At the moment, the frame is out at a friends shop having some other alterations done to it before I get it back to torch the frame.

You possibly could have reprogrammed this as a DAC3(XC3F-AF) or DAC4(XC3F-AG). However, I think the PCM's are a different model, and it would not program from an automatic version to a manual and the customer would be forced to buy a new PCM for a manual equipped truck. Of course dont forget there should be additional wiring for the clutch safety switch for safety purposes then as well.

I'll definately be one of them keeping an eye on how this turns out since its just over in the other corner of the state too and can relate to how harvest is going right now... I have a similar project in the works, except mounting the cab & box of a 59 F100 onto a 99 super duty chassis with a 7.3/4R100, worst part so far is cutting 48" out of the frame to get the wheelbase right, then readjusting driveline angles as needed and a few other minor things. I have done worse projects, and so far this one seems to be going along pretty well.

James, just because you have daughters doesn't quite mean they won't become like us. My girlfriends two daughters Lexus(5) & Nicole(4) love to help me at the shop, and the oldest even got her own little pink toolset for her birthday in January from her Aunt. I keep tryin to talk their mom and the girls out of becoming a mechanic, but at this point they are set on it. Mom even made each their own t-shirts for the shop, Lexus' shirt says "I'm the Boss", and Nicole's says "I'm the assistant Boss." /forums/images/%%GRAEMLIN_URL%%/smile.gif Here is Lexus helping to remove and replace the accessory drive covers on a Series 60 back in January.

Actually, due to post 9/11 security concerns, all cards sent to that address are returned to sender unless it has the name of a soldier on it. However, the American Red Cross will accept cards & notes and resend them to the hospitals if sent to this address: We Support You During Your Recovery! c/o American Red Cross P.O. Box 419 Savage, MD 20763-0419 http://www.snopes.com/politics/christmas/soldiercards.asp#update Buddy

We have the same problem here. Oilfield is paying $21-25 on a service rig, and $25-30 on a drilling rig. While I was at the dealer, we lost at least three techs to the rigs because of the pay, of course I felt management did not pay fairly to many techs here. They had started some "techs" that you or I would classify as a "rig pig" at $13-15/hr, while we had some guys fresh out of college that could turn good hours, knew what they were doing, and could verify the problem and fix it right earning $10-12/hr. I was the third highest paid tech in the shop at $16/hr, while the other two were around $20-23/hr, and they had each been there for 12-15 years. Wages had been an issue I have brought up with several people in the chain of command, along with shop conditions, and nothing was ever addressed until after I left their employment. I have even been offered many times to work on the rigs, but it has never been a job that appealed to me, but I have since become self-employed and now work alongside maintaining several of the service and drilling rigs and equipment in the area. One of the biggest reasons I steered away from the rigs has always been the high chance of injury or death. There is just too much equipment that could fall at any time, and equipment that just has not been maintained and is a safety hazard. We just had an injury here about 3 days ago where a floor hand lost his fingers, then arm due to an accident with the tongs. I read their day in the life you posted, and I have been on these rigs with them, and there so called "day in the life" is a very glorified safety conscious speech that I do not really see on many rigs here. If your son decides that he likes the job as a "roughneck," I wish him the best of luck and tell him to be safe, and always be aware of your surroundings out there. Buddy

Kevin, I looked at my adapter that I have on the shelf, and has the same casting # as yours, it is for the 99.5 after 12/7/98 production date. The only difference I ever saw in the pipes and collector between the date split was the length of the pipe and the length of the collector because of different pedastal and turbo heights. Buddy

Heres a couple International numbers I have written down, still comes in handy for the melted harnesses I come across. 1830829C91 - Terminal kit 1661875C1 - Pin kit 2501055C1 - Pin kit IIRC, the terminal kit is the shells & seals, and the other two are just pins, and pins with wire leads. Buddy

I just found out about that earlier this week while doing a PDI on a couple F-150's, neither me or the other guys in the shop knew about the new starting strategy, would have been nice to at least have a broadcast message or something to clue us in a bit earlier, or maybe I missed it. The only thing that I might see as a problem would be when you just have to bump the engine a little bit or manual compression tests. Buddy

Almost looks like they may be keeping the 6.0 in the vans. Noticed tonight on the Service message tab on FMCdealer about red dyed fuel and LSD & ULSD fuel usage in the different engines. 6.0 engines in the E-series manufactured after Jan 1, 2007 will require ULSD, which makes me think they may be retrofitting the 6.0 to meet the emissions requirements, doesn't mention a 6.4 in the E-series. Buddy

I just saw on the FMCdealer message center that this Wednesday, they will have a show at 1pm on the cold injector spool valve sticking and the cycling of the spools after key off. Buddy

That appears to be the same one that I got to catch a glimpse of yesterday while training here in Denver. From what I heard, that presentation was given to several of the service managers/advisors in the Denver region, and I'm sure it was given in several other areas of the country. Some of the pictures still scare the hell out of me and how we are going to be able to work on them. Buddy

I have a couple numbers written down from when I worked on IH's, I know they were a terminal repair kit for the VC connector, but not sure which is what anymore. 1830829C91 - Terminal kit 1661875C1 - Pin kit 2501055C1 - Pin kit