Keith Browning

Is anyone using this system for sockets or anything else? Know anyone? Looking for input. Looks extremely configurable, many options and cost effective. 

About Tool-Grid | Mantis (mantiscanada.com)

Are you guys using the Milwaukee standard, high speed or impact 3/8 ratchets? 

I was eyeing up the caulk gun too and I was reminded just yesterday doing an upper pan.

It seems as though most techs are using cordless tools now. I have observed this has become more popular in the last 5 years and of course I have been holding off, mostly due to budget concerns. With that said, maybe 6 months ago I finally decided to go in that direction with a Milwaukee 1/4" ratchet. Love it! Then my 3/8" Snap-On air ratchet snapped in two. Thought about it and decided to get a Milwaukee 3/8" stubby impact and some larger  capacity batteries as that would be more useful with regard of the work I do. Love it. So the broken air ratchet has been gnawing at me... so I am going to pick up the Milwaukee 3/8" extended head cordless ratchet because I find myself CONSTANTLY using the 1/4" ratchet for things I really should be using a 3/8"

Just wondering what you guys are using. Reasons for your choices, good things about them and yes, that bad too.

Started playing around with Rumble - a YouTube alternative. Here is an upload being embedded using a link. Just a test. 

Diesel Technician Society (rumble.com)

Cylinder Leak-down Test - Rumble

So, today I was given the in person demonstration and the set up of the unit along with inserting and inflating the block-offs was super quick and easy. We had the thing running and in less than a minute we were pressurizing everything from the air inlet tube to the tail pipe and found a CAC leak.  This is going to make inspecting for leaks for air management and aftertreatment easy.

I have been given some time to use this tool and do some more advanced testing. I have some ideas but I want to extend an invitation to you all to make suggestions that I can try. Even using IDS/FDRS for dynamic testing and so on. 

An empty cooling system can be pressurized and even smoked - keep that in mind.

7 hours ago, 8WA Sman said:

Sometimes cold water will wake up a IPR.

I thought that was more of a 6.0L thing

EXACTLY! 

And then there is this 7.3L CKP sensor installation - 123 miles of hard starting, CEL and Wrench Light, running rough.  Burn this image into your heads as it is really easy to do this even for the factory.  

20 hours ago, lmorris said:

Does anyone remember the tool number for the IPR tester? 

If you don't have it you can't get it as it is no longer available - the kit number is TKIT-2004M-F

This kit includes:

• 303-1135 - Test Stand, Injector Pressure Regulator Valve
• 303-1136 - Pump, Fluid

I know I have one at the dealer... I don't remember it EVER being used.

I do remember using the high pressure oil hose block off and ICP adapter tools to check for leaks in each cylinder head and also to dead-head the pump The cable number is T94-50-A and I the adapter is D-94T-600A. 

It pays to speak with an engineer - was on a call about one of these with CKP issues and asked about the other trucks I have. He mentioned known issues with spark plug wires and valvetrain concerns... I have yet to see either SSM and he did state they are not coming up for 2021 trucks. No shit. And now... #4 intake and #8 exhaust valve broken on one truck with 105 miles. Fucking elegant. One good note on this is that you can have both valve covers off in less than 10 minutes.  5 minutes if you  are "that guy!" 

I don't understand your point. If a catalyst fails it fails. It needs to be replaced.

I now have THREE of these in the shop now developing valve concerns All new trucks with less than 200 miles on them. Here is a cylinder leak down test performed on the first truck. 100% loss blowing straight out of the throttle body.

I will be getting an in-person demonstration, but I am already sold on this tool. Yes I believe all Ford dealerships should be required to have one. If you have actually tried to smoke test the Power Stroke for leaks using a standard EVAP tester you will have no problem thinking this is the cat's ass!

I guess that is possible but wouldn't you think you would have some injector trims out of line? Did you check for fuel system contamination?

Am I the only one seeing a disturbing amount of driveability problems with 7.3L'S? Mostly new trucks... ignition misfires... engine noises, PCMs, and now crank sensors/circuit faults.  Now dealing with a new F350 with metallic debris on the CKP. Waiting for HotLine to respond on that one.

January 2019 I overhauled the rear axle in a Ford Transit and out of convenience stuck my magnetic dial indicator on the underside of the body while I continued working. I forgot it was there and the truck left before I realized what happened. Today that truck was back for the driveshaft recall. So is my rusted up dial indicator! I can laugh about it now but I was pissed at the time.  I bought over 30 years ago and have yet to replace it. 

So much for that!

P207F & P20EE Diagnostic Sheet  - came across this...P207F-P20EE-DiagnosticSheet.pdf

Well, it would absolutely  hinge on the results of the fuel rail check for debris.  Remember, those disaster kits will not protect anything if the damage to the pump is in the plunger and cylinder. The kit only bypasses fuel from the body where the cam and the roller are from getting to the fuel rails.  I am very interested in your findings. 

8 minutes ago, forddieseldoctor said:

Are you guys checking for excessive crankcase pressure when you do them? I had one come back less than 10k later and it was worse than before. I popped the oil cap off with it running and there was enough pressure there that it went pop when I did. 

I do - especially the high engine hour/idle hour most of which are municipal, state or public utility trucks. They all get a new CCV as per TSB 19-2142

TSB 19-2142.pdf

I also noted that cleaning the block was  not really any more difficult with the transmission in place. The usual fastidious approach to cleanliness applies. And on that note, I usually start the job by getting it to operating temp and putting it on the lift and draining the oil, removing the oil filter and draining the coolant before I go home. I also prefer allowing the sealant extra time to set up... over night.  God this engineering/money saving blunder pisses me off.  It's  the new millennium. Ford should have figured out how to seal a fucking engine by now.

On the flat - two of them stacked. Any higher then you have to start disconnecting stuff.

Fast forward to today almost two yeas later, this very truck returned with the same problem. It has the check engine light on for no reductant pressure because the owner wanted to see how long the message would remain the same... and ran the tank dry.  I verified the PIDS and the actual DEF tank read empty. The tank took all of 20 liters - 3 jugs. I stopped and looked at the pids after each jug and they were accurate. This tells me there is something else going on here... in the cluster or a software concern. 

Yes, it works and you can save time. I actually just did it for the first time. A partial cab lift will allow you to get the pan out with the transmission in place.  I didn't have help or any notes so I had to figure out the details - I disconnect NOTHING to lift the cab, removed all cab mount bolts but the rear which I loosened and lifted the cab enough to get two 2X4's between the front mount and cab. That still did not give me enough room so I had to disconnect the trans mount and jack it up as well.  and the pan juuuuust squeaked out.  The next one I will remove all cab mount bolts and raise the cab evenly which should provide the extra space.  I never did this repair in book time... I did with the cab lift.