mchan68

What about for E-Series RETAIL?

I have myself an '05 E-350 6.0L with 430,000 kms. on the clock in for other work. Just thought I'd pick your brains a little on this one. When you key ON, all instrument cluster lights come on as they normally do and the gauge needles travel to their respective positions, EXCEPT the fuel gauge and the system voltage gauge. There's about a 30 second delay before they travel to their respective positions (before the fuel gauge goes from below E to the actual indicated level and before the volt gauge travels to the middle of the range). I also notice the same sound coming from the engine compartment, just as if you were in the middle of booting up IDS to communicate with the PCM as its running the network test (without actually doing it), and just after this sound is heard, is when the fuel and volts gauge travel to their actual readings. Anyone ever come across this before or have any ideas?

I'm sure it HAS to become available at some point in time.

What exactly are you guys claiming for this particular job in SLTS? They kicked back the MT time I took for partial cab lift. You guys are all just claiming the 6854AR for 6.3 by itself?

What is the model year of the vehicle in question?

Because it appears I seem to have built up a "loyalty factor" to certain customers that will only bring their vehicle in, exclusively for me to work on. Otherwise, I'd been outa there a long time ago.

Did this happen to have one of those garbage aftermarket K&N cold air intake system boxes? The last truck I had with a fuzzy MAF signal like that had one of those. I cautioned the owner about cleaning out and re-oiling the element to ensure it doesn't bugger up the MAF sensor. You didn't happen to get a P0113 as well did you?

Are we talking about cab bolts or up-pipe to turbo bolts?

Aaron, the dealership I work at, the guys here are "truck stupid" if you know what I mean. Dude, I know the basic part numbers of most of the parts better than all the parts guys here, I kid you not. Anyhoo, F81Z-5705-EA it was, for the win. So remember this number the next time any of you guys are needing u-bolts for an F-350 dually with a Dana 80 full floating rear end and auxillary spring setup.

This thing is getting a donor axle (as you probably already figured out). I wasn't expecting to run into this difficulty trying to obtain the correct fastening hardware, nor am I about to risk my reputation on a repair when the condition of the original fasteners looks questionable at best (276,000 kms. to be exact).

I asked already. Apparently not!!!

As things now stand, my parts guy has ordered sets of four F81Z-5705-AA and F81Z-5705-EA, hoping one of the two sets will be correct. However, we are still in the dark regarding the nuts. As you can see in the photos above, the nuts that arrived are far too course of a thread.

I have one that is disabling my bay right now. Can someone help with obtaining the correct part numbers for the rear axle U-bolts and nuts. Vehicle is a 2003 F-350 dually 4x4 6 speed manual 3.73 non-locking Dana 80 rear end and auxillary springs if that matters. The VIN is 1FTWW33P43EC97252. HvBOM lists the parts illustrated in the above packages, which are obviously not correct for this application. PLEASE HELP!!!!

Just curious. Has anyone been able to remove any of the five upper bolts without having to break out the flame wrench to persuade every one of them? Or is it just me?

I appreciate any support I can get from this website on difficult situations, so I don't mind helping whenever possible.

The part number for the dummy pulley and bracket assembly that takes the place of the AC compressor for non-AC equipped applications is 4C2Z-8678-AA or YS-305. Hope this helps.

Been there, done that already. And in answer to your initial question that would be C2132 for a 2003 Navigator, which happens to be the same connector number for model years up to 2007. On the later model years that include that much detail when navigating to the connector face page, it listed a WPT number as NOT AVAILABLE. But thanks anyway Bruno.

I have all my certs up to date (including the 6.7L and Hybrid), do all engine work and "diesel" work (with the relatively few diesels that darken my doorstep), and get paid the same $26.80 FRH as the guys doing brakes, ball joints, wallet flushes and NO Certs. Just my .Should I be thanking the union for this too?

But back to the topic at hand, it seems the popular additive to "cure" 6.0L cold start injector stiction issues amongst all the guys from the monkey house forums these days is this stuff called REV-X. I haven't been able to find any information to solidly prove this to be the case though, unless someone else here is aware of something I'm not.

Incidently, I just had a 2010 E-Series in with all of 200kms. on the clock with a low ICP no-start. That's right a 2010 model year (VIN code 'A') E-Series. Turned out that whoever assembled this particular engine didn't torque the STC fitting to spec which was thankfully very quick to determine.

Can anyone give me a WPT part number for wiring pigtail needed for this part please? My parts guy and I have searched both Microcrap and the Motorcaft catalogue with unsuccessful results. This is obviously different from the original below: The part in question, is the automatic park brake release solenoid on a 2003 Lincoln Navigator.

Hey, I wasn't implying that I thought Jim to be a "dinosaur" at all. If anything, I thought quite the opposite. For a man in his sixties, kudos to him for keeping up with the times. As for the rest of the guys in my shop ....... Back to the topic at hand, how many of you remember doing the workstation EGR cooler pressure tests that I feel we are almost never going to need to perform?

Speaking of Taurus SHOs, anyone ever remember the outrageous price for an engine for one of those puppies? I'm referring to the ones of 1996 to 1997 vintage with the 3.4L V8 engines. I vaguely recall something like $25,000.

First you're posting up a picture of a wheel with penis spokes. Now, you're getting a hard-on for Fiestas? What's happening to you Jim? Where's the Jim that used to get "excited" over talking about the old Cornbinder engines that you've wrenched on before(you know, the old 345s, 392s, 477 and 549 inchers I believe they were, when International HARVESTER was building gassers?)?

Like I previously indicated, the oil cooler was never removed for this repair. I didn't see the need to. ECT/EOT spread on this engine is near ZERO. When I initially pulled the IPR valve, there wasn't any foreign debris on the screen, nor anything physically wrong with it by apearance. Reaction to active command of IPR duty cycle while the engine was running, prior to the repair was alomst instantaneous, indicative of a good IPR valve. Now, I'm kinda wishing I had removed the oil cooler.