Keith Browning

I had a similar problem with one that had a couple doubled up washers. I eventually broke them free with a long  bent tip trans pick. Got them out with a 1/4" extension with some grease on the end.

This was a post that was born from a public forum TDS and the poster never followed up on what the outcome eventually was. The truck is deleted, tuned and has aftermarket parts on it if that makes any difference. Here is the link ---> 

The medium duty trucks (650/750) have always been 15 qts for the 6.7L PSD and was raised to 17 qts for 2023 my. Makes you wonder why this was a 13 qt engine to begin with and why the change. I usually think it's cooling and better oil life. 

Good post - I remember my first 7.3 gas LOF - filled it with 7 qts. Not paying attention! 

I guess I never followed up - I did eventually get the parts and put it together. By that time Ford had already bought the truck back and were trying to pick it up. 

Does Windows 11 have the option to run programs in "compatibility mode?"  Just curious.

I am actually working on a 2021 F750 that is a tree service truck and like many I have had in the shop, there is sawdust plugging up the heater and evaporator cores. 2021 medium duty trucks still use the 2011-2016 style dash and therefore no pollen filter. I have run across this with landscape trucks as well. The air inlet in in the cowl just underneath the PCM. Remove the PCM and there it is. I was wondering if anyone else has tried perhaps applying a screen somehow to the inlet to catch organic crap. I'm looking for an option for these customers. Accessing and cleaning that inlet is easier and less expensive than replacing your heat exchangers every couple of years.

On 4/5/2023 at 10:39 PM, tonybullitt said:

... My fse and the ford rep for tech recruiting/retention went to lunch with me my second to last day and after I told them about why I quit they both told me they agreed I needed to get out.

WOW! Did they expand on their thoughts? 

I had one or two of these - one was a F750 that a new air filter corrected it although the one I removed was clean. Was baffled by it.

Make sure the MAF sensor is clean - is there is any question use CRC MAF Sensor cleaner, clear the code and retry.

And you say you performed pinpoint tests KA - be absolutely certain you tested for leaks and restrictions. In theory yes a misbehaving EGR throttle plate could do it but I would think there would be relevant codes for it.

FLUKE 17B - does everything the old 88 did and can be had for well under $200 USD. 

I think I filled my 2019 Energi 8 times.

I drew Friday before New Year's so I had a 3-day weekend, then a 3-day work week and then a 3-day weekend. 

With the holiday season in swing and Christmas and New Year's falling on the weekends - who worked and when?

I get one day paid for the holiday in a non-union shop. We split the staff, some were off Friday, and the other half were off Monday.  I am waiting to see if my dealer closes on the Monday of the new year or get a "floating holiday."

1. It makes sense to move to the new filter and make it backward compatible.
2. I am more interested in WHY the HO 6.7L NEEDS this new filter.

I found this recently - it was rubbing on the spring hose clamp on the bottom hose at the secondary coolant degas reservoir.  Dug right in! 

Heard back from Fluke - apparently my meter is too old and is no longer supported for repair. They did offer a new meter, Fluke 88-5 for $405 USD with trade in.  Normally $556

I do remember, a loooong time ago, the warranty was expired, and I sent it in because there was some recall or update that I received a card for. The screen had a crack, and the positive and negative banana jacks were also cracked. Would you know they repaired it all at no charge!  I just sent an email request to Fluke...

As for the Min/Max recording I totally agree with you.  While I was perusing their products the Fluke 115 looks like a good replacement if that is where I decide to go with this. It has the necessary features we are discussing here and is currently on sale. 

My 25+ year old Fluke 88 multi-meter has issues - the dial does not always match the actual mode, needs calibrating and the case is cracked. Due to the cost replacing it with the same is out of the question.  So, my question is, have any of you sent a meter in to Fluke for repair?  I have not contacted them yet, so I have no idea about the pricing, but it does appear they have a flat rate repair that covers parts, labor, calibration and any modifications to bring up to current standards... whatever that means. 

My other option is to replace it outright with a different meter that has the same capabilities. Any recommendations? 

To be honest I don't need or use all of the capability of the Fluke 88 - the 78 would do perfectly but again it's pricey. 

Was discussed as was a 4-post. This style lift is the best for us. 

My faithful companion for the last 25+ years is shot... creeping, leaking and not going all the way up. I have no idea how old it actually is but it's a Weaver in-ground with a sliding front post that had the rear unit replaced 30 years ago with a Rotary. Equipment company tried new seals then it was test twice - the second time each component and the pipes were tested individually. They called it. Supposedly the company is going to install an entirely new lift which is unitized in a casement with a new floor and epoxy paint when it's done. Of course, this is only after the EPA is satisfied with the ground.  So, for now, when I need a lift I'm back out in the main shop with the "general population" and a 15,000 LB Rotary above ground lift. 

I'll update on the progress as things progress. Whenever the hell that is! 

I was asked if it was possible to put a 2021 level pan on a 2016 engine. The answer of no, the pan is different in never sufficient, and you end up having to explain the changes in the lubrication system.  But yeah, since a gasket pan supposedly bolts right up, I don't see a problem either... oh wait, that won't fly if it's a warranty repair. I really haven't seen repeat failures yet other than misdiagnosed oil leaks or improperly sealed pans. Another dealer resealed a pan and it was done by one of those techs who insist on resealing the front cover too. Well, they somehow cracked the cover (probably overlooked one of those "sneaky bolts" in the middle) and missed it. It came to our dealer and the pan was resealed and it still leaked. Then we discovered the cracked cover. Sometimes these turn into a real shit show and you just can't blame Ford no matter how much you want to. 

There is a tech on the Dodge side of the shop performing this recall on a RAM. Here are some pictures if the old and new pumps. It appears that Cummins is reverting back to a CP3 pump - at least on Dodge trucks. Bosch CR/CP-ISB19S3/R110/30-789S

7 hours ago, Steve Mutter said:

I can't remember the last time I had the whole cab in the air, everything we work on lately has too many wires that make it not worth it. I cab tilt almost all my major engine jobs.

Yes, I haven't had a cab completely off in years too. Mostly all partial cab lifts. I have never liked working on 6.4L engines. I despise them. This one has the added benefit of having 184,000 on it, reman installed who knows when and EVERYTHING is wither seized, snapped off or the bolt head is rusted round. I'm livid!!! I also am discovering that many of these parts are now... obsolete. 

Just pulled a cab - 2008 6.4L for an oil cooler. Most things need the help of a torch. It's been a while since I have fully raised a cab. Nope, don't miss it!