mchan68

Don't laugh, DIESEL. I have 143,000 kms. on it now. Not one fastener has ever been touched under the hood since new. Well except the two EGR valve bolts for its regular removal and cleaning every oil change.

Aaron, I'm jealous. That is one fine looking ride there. I'm not so sure I should be posting this, but don't laugh. I bought myself a 2007 F-250 CCSB 4x4 truck myself that I've already been driving for a little over a year.

How is YOUR 6.4L holding up Aaron? You must be getting there in mileage with your truck by now.

Keith, I think you just answered your own question very well if you read over carefully everything you just posted.

The way you did it in the photo Keith, is exactly the same way I do them. I even vaguely recall mentioning I like doing 6.7L rads better then 6.4L rads.

Do you have the truck apart in a state of disassembly that's tying up your bay in the mean time? If so, who's paying for the time you have into the teardown and diagnosis? I realize that injector diagnosis on a 6.0L is not terribly involved but that's beside the point.

Leon, all I can say is that engine had to be one FoMoCo's BIGGEST clusterfucks ever.

For the record, I've never said I REFUSED to work on them. For the right money, I will work on them just like any other vehicle. I just said I didn't LIKE working on them.

If it matters, I believe the ICP psi operating range on any 6.0L F-Series from late '04 on up to '07 is between 580 to 3915 psi. Not too sure what this would do to the dummy rail d-rings and standpipes.

I don't envy you.

Yes, the updated fuel pressure regulator spring is included in the part number listed above. It does NOT include the regulator cover like it does on F-Series. As far as labour goes on an E-Series, I pretty much charge double the labour hours for the jobs above, as I would normally charge on an F-Series.

For the turn signals in the mirrors, I get F21 (15A) in the Smart Junction Box, and the parking lights I get F64 (5A) in the Battery Junction Box.

Jim, on any 4.0L SOHC engines where cassette failure has been observed, the engine itself is only five minutes behind. If I'm not mistaken, there was a TSB on those engines of that particular vintage for an updated jackshaft chain and tensioner intended to address a rattle noise under load between 2000 to 3000 RPMs (memory thing), not that it matters much at the point you're at with it now.

That would perfectly good sense, since the Mustang GT I just did an engine replace on already had more than 50% of its rear tire tread worn down at only 16,000 kms. I can't even begin to imagine what a much more powerful 5.8L GT-500 will do to the rear tires under the command of a pilot with a very heavy right foot.

You should have told me sooner. I could have sold you a brand new flexplate sitting in my garage.

DAMN!!!!

What Alex said, and I vaguely remember during the classroom course in the dark ages, the instructor suggested modifying a spare secondary fuel filter housing cap to accept your fuel pressure gauge for exactly this purpose.

Yes, that is the correct part number for the main engine harness. Having replaced one personally, I believe the only difference there is from older model E-Series harnesses is the wiring pigtails for ECT, IAT#2 and EOT are changed up to a newer style. Hope this helps.

When the part number changed from AH to AJ was when they stopped being shipped with intake gaskets.

Air hammer with flat blade chisel.

Just hit the trip odometer reset the appropriate number of times and it will display the engine hour count.

I would LOVE to work in that shop!!!

Give it to them, Bill Payer. Good to see you again Aaron. Where have you been all this time?

Okay. I got the new PCM installed. No go on that. Big surprise. I now have two field reps working with me on this one. And the next items on the shopping list are (insert drumroll here).................. an ABS module and TCM.

550 HP Shelby in for an 800 HP supercharger upgrade. Are you going to be road testing that puppy after the install?