mchan68

How about ditch the crappy Continental tires and put on a set of Michelins instead?

Merry Christmas to all!!!

Okay, this truck is playing with me. I go out this morning after our apprentice disconnected the plow AGAIN, getting ready to push this sucker back into our shop. Just for S's and G's I try to fire it up, low and behold the thing fires up like nothing happened. I let it idle in the very spot where we left it, long enough to get it up to operating temperature and the ICP volts/psi and IPR duty cycle look completely normal at above 185 EOT. WTF?!!! Everything inside this engine is so rusted that I'm not too interested in opening up a bigger can of worms than has already been opened with the amount of money the owner has spent on it. After shutting it down several times and re-starting it's as if nothing happened.

.... I wouldn't have any luck at all!!! I have myself an interesting situation here, along with all the BS that I've been getting lately. A 2003 F-250 plow/salter rolls onto our doorstep about a month ago for a complaint of "won't start without using ether". Long story short, FICM_SYNC and SYNC PIDs weren't switching from NO to YES. So, in with an engine harness and CMP and all is well. This thing is rusted so bad, the box is in dire need of replacement, never mind the grocery list of other issues with it. About two weeks later, I see it again for a complaint of a lack of power steering assist. So, in with a new PS pump and pressure line, and all is good AGAIN, or so I thought. Our apprentice re-installs the plow onto the front of it to bring it around front to the waiting customer who just paid the bill to come and pick it up. Low and behold, the truck dies on him. I go out there and scan it, and find the thing building up only 90PSI of ICP pressure while cranking the engine over. Tomorrow's conversation about this one should be real interesting. Why me?

10W30 in my 6.0L all year round at 5000 kms. (3000 miles) oil change intervals or every 120 engine hours.

.... which as of today has now determined the fix to be two new HV batteries (to the tune of $13,000 EACH), that I get to be the first tech in Canada (and maybe even all of North America) to replace. YEAH!!!

'11 F-150 with a dynamited cylinder #1 rod and piston assembly, '12 Focus Electric that the customer took delivery of two weeks prior to bringing into us unable to recharge the HV batteries, '08 F-550 6.4L that sounds like a rod is about to window the block like the '11 F-150, '03 F-350 awaiting a new instrument cluster, '04 Expedition that an independent shop has already replaced four new TP sensors TWICE, and still unable to re-train the TPMS ........

I find it interesting that they state the 3.5L Ecoboost and the 3.2L Duratorq are one of several engines that will be available for market in North America. So what are the other engines that are going to be available? Why don't they get as much recognition? Also interesting and at the same time, not surprising is the absence of a manual transmission from the options list like its little brother the Transit Connect. I still think Ford is shooting themselves in the foot by their decision to discontinue the E-Series full-sized vans. Then again, they do seem to have a habit of discontinuing their most successful models like the Crown Vic and Town car so it really doesn't come as any surprise to me. I love their latest flop, the 2013 Fusions and Escapes. I think their theme song for those two models should be "Light My Fire" by The Doors for those of you old enough to remember.

If it's the rectangular style that I vaguely recall seeing on a couple F-550s, I personally think it sucks ass compared to the "hard to change" style, which I don't personally think is hard at all, once you know the secret. Just like changing out a belt on one of these.

Do you have a VIN?

Please clarify.

'11 F-150 Ecoboost engine dynamited. Anyone else seen these?

IDM.

http://www.jmesales.com/product/opw-21gu-mis-filling-prevention-devices,9120,7258.htm

The way all you Quebecers drive, when you say KICK ASS road test I believe it.

I agree. I see this on CAC hose clamps too. You know you're overtightening it when you see the ears about to spread apart.

Right on the money you are!!!!! Any of you guys ever had the nut and stud on that clamp back off like it obviously did here?

What is the difference between STG-263-RM and STG-419-RM?

Now that you mention it, I just remembered a 2005 truck that came in with a complaint of a "whistling" noise immediately upon engine startup that turned out to be a cracked right side up-pipe (EGR cooler side). Hey give me some credit. For every ONE 6.0L truck I wrench on, most of you members here likely wrench on 1000.

The truck is a late build 2004 F-350 SRW that I replaced a set of coolers over a year or so ago. I remember servicing the turbo on this truck too, during the repair. It has gone over 20,000 miles since that. This noise just began last week. I did happen to notice that one bolt missing on the turbo too when I was looking at it yesterday.

I've got one here that is making a noise that I don't think I've ever heard on any 6.0L that I've wrenched on before. It makes a horrible screech sound when you goose the throttle very quickly. It seems like someone else has gotten their hands on it before me because it appears there's belt dressing all over it. I ran it with the belt off and it still makes the same noise under the same condition. If you raise the RPMs slowly, it doesn't make the noise. I tried unplugging the VGT connector and the noise SEEMED to stop. I'm leaning towards the turbo being the source of the noise. Anyone else ever come across this?

Ha! My phone's autocorrect turns the word "yay" into "gay"! I don't have a cellphone because I can't afford one, so I wouldn't be able to relate to how "autocorrect" works. I'll assume it's a similar feature to how SpellCheck works.

Do you have a spare, known good VGT to swap out for testing purposes? I have had more than my share of trucks coming in lately with failed VGTs causing very low to no boost symptoms. For the relative ease of access, it is worth the time to swap out. For those of you not in the know, I have even used my IPR pigtail connector with the alligator clips that I use to connect to a power and ground source, also to test out VGTs. If you rev the engine to 1200 RPMs steady and power up VGT directly like you would to close an IPR with the same connector, it will achieve the same effect as the test outlined in pinpoint test KA without the need to use IDS.

Why are we even having a debate/discussion on such a trivial matter anyways?

What model year are we talking here?