mchan68

I believe the bolts you're looking for are 3C3Z-9N517-AA. Hope this helps Keith.

http://www.powerstroke.org/forum/general...tml#post1681934

It took a week for the WBT course completion to appear in my STARS2 history twice. I was able to enroll myself for April 7th, 8th and 9th at the earliest.

Sounds like a GOOD tower operator to me.

You mean keeping the zipper done up Keith?

I noticed flatratetech.com was up and running again just about a week ago. When I log in, I get an error message now, and I can't access forums. I even had Warren Johnson reset my password for me, but the problem still exists.

I realize this isn't the proper tool for the specific application you are working with, but perhaps the tool is this graphic might help:

Probably a Chevy 305.

I made that same mistake, ONCE.

Trust me Dwayne, if this is the kind of scenario that's going to play out on a regular basis with these rolling pieces of turds on wheels, I will refuse to wrench on any of them that darken my doorstep if there's any major problem with them, and my SM will back me up on that too (he can't afford to tie me up for extended periods of time for bullshit like this).

I would outright refuse to do it for that.

PLEASEDon't go there!!!!! I don't think asshole will ever recover after the recent hooping I took with one!!!!

And those were almost my exact same words to the customer before they happily resumed their journey to Montreal.

Draining the "fuel" and refilling with Sunoco GOLD with the additives fixed it. I like to sleep at night knowing I didn't jump the gun, holding out-of-towners hostage by overquoting a repair. It's ALWAYS a pleasure wrenching on American's vehicles for some reason. Now, GOD only knows what would've happened if this truck had showed up on Rex's doorstep .....

This one made my evening. Some out-of-towners filled up their truck with gas back in Port Huron Michigan and drove all the way up here before they noticed any symptoms. Their intended destination is Montreal for some kind of conference meeting. Amazingly, it doesn't run THAT bad YET. Apparently, we have about a 60/40 dilution with the 60 being the gas. So far, I'm quoting to drain the "fuel" obviously and refilling with diesel along with additives and filters just to be fair. Is there anything else that I should be looking at, after this is done and no other issues arise?

I don't do tranny work, but I've vaguely recalled the reverse sun gear breaking a weld on the drum, being a pretty common failure causing no forward gears. You may want to try disconnecting the connector next to the TR sensor to see if it will move in the forward gears.

That's the same labour some shops charge to replace a timing belt on a 2.0L Escort .

Hey now, be nice. This guy is going to be dropping in a 351W gasser engine in place of the 6.0L in "his" F-250. If he can handle that, I'm sure he is more than capable of swapping tires now.

Has anyone priced out a gallon of this stuff yet? I thought my eyes were deceiving me.

Now why the fuck not?

With those kind of miles, I would definitely say that's normal. Now the next question is, why were they replaced? Low ICP? Engine oil in the fuel? Misfiring?

Okay, I'm sure most of you know by now, how much I just LOVE working on E-Series (read: sarcasm). The unit in question arrived on the hook with low ICP codes and the infamous FICM death code (P0611). Vehicle has an open CuDL file regarding the current PCM that's installed in the truck. According to the report, this vehicle has a 2004 model year PCM installed. This would explain the funky EGR throttle plate DTCs that are setting (we all know that ONLY 2004 model years are so equipped, right?). It also has a hard cluster communication fault, as well as the wrench light and check gauges light illumintated. Replacing the batteries and FICM has now managed to get the truck to run, until the engine warms up. Once shut off, it will not restart (still haven't dove into the low ICP concern). Just for shits and giggles, I attempted a PCM calibration update, and sure enough I get the IDS prompt message that no later calibration is available, and the current calibration listed is 4U7A-12A650-BPJ. Based on the 4U7A prefix, I am inclined to agree that this truck does in fact have a 2004 model year PCM installed. At this point, I am beyond wondering how a 2004 model year PCM made its way into this truck in the first place (since nowhere in OASIS does it indicate one has ever been replaced), I now just want to fix this issue, so my question is, can I "wipe out" the current calibration and install the correct one using the As-Built data that I obtained from HvBOM for this particular truck? Or is replacement of the PCM with the correct one the only way? Lastly, you wouldn't believe what has been done to this truck. The owner finally came in with receipts from an outside garage. Replacement of parts include "high volume pump", "4 fuel injectors"....... The total cost for repairs to this truck so far, have totalled close to $12Gs!!! (looks like we have another Rex out here) Another kicker here is, the truck in question has only 102,000 kms. (about 62,000 miles). After seeing this, I was tempted to ask the owner WHY in the FUCK he would pay this kind of money for repairs when he could have had it repaired UNDER WARRANTY ?

To add to this, if you run into difficulty removing the two allen head plugs to drain the rails, you can remove all the glow plugs, and simply resecure the the valve cover temporarily with two bolts and crank the engine over a few revolutions after you install the new injectors, and that will push most of the oil out of the cylinders (at least enough of it, that there won't be any danger of hydrolocking).

Just completed as of this post!!! Man oh man, and I thought that the 6.4L something. Two different turbo and exhaust setups on pickups and chassis cab models. This is too much!!!

But, you are probably fortunate enough to have advisors who are technical saavy enough to explain this to the customers without needing you to elaborate. In my neck of the woods, I end up being the lucky bastard having to explain things to the customer myself to justify my quote for the repair, and sometimes even then it's not enough. Add a language barrier to the equation and things just get that much harder (a lot of Portuguese truck owners).