mchan68

Change it back to the OEM oil filter and cap before digging further. Once you do, monitor ICP, ICP desired and IPR on your next road test to see how it behaves.

Is that the one with the blue tie wraps by any chance?

Aaron, do you still have pics of those airplane puller 6.4L trucks?

Wow this guy has a bigger wallet than his penis.

I am stuck on Band-Aid, 'cause Band-Aid's stuck on me.

...... and yet the most important parts of the job.

Slam dunk a FICM at it, and be done with it!!!

Understood LOUD and CLEAR. Especially in the good old U. S. of A. the land of litigation.

Do you quote a new set of flex hoses into the diagnostic process, if approaching the concern by this method?

It looks like our comments made it onto the page. I wonder if there's a way to edit them now.

Does the prefix of the calibration level begin with BC3A or CC3A?

I find it interesting that THAT term does not end with a ----cide, since it's just another form of ending one's life (ie homocide, suicide, genocide.... etc.).

Not to derail this thread, and definitely not to excuse the workmanship (or lack thereof), but the more I look at that pic, the more I wonder if this is an example of block distortion that I vaguely recall reading about? What I'm referring to of course, is the answer to why FoMoCo doesn't officially endorse installing head studs into these engines. Just by virtue of the fact that the stud in the pic in this post DID break leaves me questioning the tensile strength that everyone proclaims to be much greater than the factory TTY bolts. Or did the breakage occur during removal attempt, which I would find rather odd since they are only installed finger tight into the block?

This ought to be good. I really want to be one of the flies on the wall when this shit hits the fan!!! Wow, I've had more than my share of hackery rolling onto my doorstep in my years of wrenching, but THIS has got to be the most monumental of them all.

Nice. Very nice. More details please. The more, the better.

Is that supposed to be some type of binary code?

Oh don't get me started on THAT one. I must've had at least three of those in just the last one and a half month alone.

In those kinds of situations it is usually best to ask why "someone else" or "my mechanic" isn't the one fixing it.

I don't envy you.

I would be very interested in knowing the fix for yours. I've been toying with a late-build '04 as well for almost the exact same symptom you've described. On mine, I just replaced the EGR and oil coolers just over a year ago. The coolant degas bottle was slightly swelled a little. But like yours, I'm getting relatively cool ECT temps (about 177*F) and high EOT temps (above 200*F and peaked at 230*F during road test on highway). Same thing too, takes forever to warm up. Heat diminshes when the engine is idling and then blows warm off idle. Mine is a plow truck too.

Is it just me, or is this recall causing a lot of traffic chaos on the service lots? Because of this damn recall, not only are we now backed up with these new rolling pieces of garbage on wheels taking up already very limited space on our lot, but inside the shop too. Not only would it be wise for all of us to possess our own IDSs (which thankfully I just purchased my own two months ago) which by itself is already a huge expense, but we're now going to have to buy our own battery chargers and coolant pressure tester adapters too? Is it just me, or is that adapter not sealing very well either (ours is from Snap-On) because it loses pressure when pressurized up to 20psi for the two minutes it instructs us to, even though there isn't one drop of coolant leak anywhere that I could see on the ones I've done so far. Not only that, but has anyone else noticed the reprogramming of the IPC seems to take twice as long as being granted security access for PATS?!!!