mchan68

Someone who would lie FOR you, will eventually lie TO you.

Starter diagnosis is fairly straightforward on any vehicle. Either it's getting 12 volts or it isn't. If it is, and voltage drops are within specs. then the starter is pooched. On this particular vehicle however, I wouldn't personally recommend a DIYer to attempt. There are THREE 10mm bolts that secure it to the transmission. The top bolt is a real bitch to access without use of a lift.

WEIGHT

Quote: Mike... in the interests of being "politically correct" (something that we need to have at least the "appearance" of, on occasion) this is why I mentioned "customer follow up".... If you want the guy as a customer.... treat him as if you want him for a customer... For my own part, I wouldn't hesitate to ask if someones last visit was satisfactory and if all concerns were addressed. Our customer sees someone that cares... and Ford sees a shop doing the customer follow up that Ford says we should do... Can you get any more fundamentally correct than that? ABSOLUTELY

Jim, I don't give a rat's ass about being politically correct, or stepping on anyone's toes. I care about being FUNDAMENTALLY correct and doing the right thing for this guy, who has the potential to be another good new customer. If it is to do him right by looking after his problems while he still has a smidgeon of warranty left, so that he's not stuck with a $3,000 repair after the fact, I'm all for it. It's like you've said in many past posts, and I'm sure many more to come "where would we be without our customers?" What it all boils down to, Ford has a hell of a lot more money than he does.

The screw-in adapter to the test the high pressure oil system for leaks is 303-765. Everything you need to know, regarding the test procedures for high pressure system oil leaks can be found in this article: http://www.forddoctorsdts.com/articles/article-05-17.php

Well, here's an interesting scenario to throw at you guys. A new customer just bought a used '04 F-350 with 158,000 and change kms. on the clock from a small independent used vehicle dealer. That's less than 2,000 kms. from diesel warranty expiry. The truck comes in with a complaint of white smoke intermittently accompanied with coolant loss symptoms, about three weeks after he bought the vehicle. You don't happen to be present at the time this customer brings the vehicle in, so it goes to another inexperienced tech to look at. The tech can't verify the symptom (or so he tells you), so he sends the customer on his very way and the RO is closed as an NPF. The truck comes back in for HIS first oil change (not the vehicle's first oil change obviously) about two weeks later. You get the truck, and notice that it's obviously been topped up with green coolant, with which the level is now low. You notice that it still has the original orange coloured EGR cooler hose as well as cooler. You check OASIS, and notice that it has had a history of numerous repairs carried out, head gaskets, EGR cooler (which you now call BS due to the original orange hose still present). After you do the oil change and park the truck, you now notice that the truck DOES in fact blow white smoke (even though he is not complaining about it now, nor has any other RO line been written, other than the oil change)as you are about to park it, and move on to your next job. What do YOU do? Do you turn a "blind eye" to it, and hope that he comes back with the complaint AFTER he has rolled past the magical 160,000 kms. and the needed repair becomes (CHA-CHING$$$!!!) retail, or do you do him right and bring it to his attention and replace the cooler(s)? This, despite the current situation with high warranty claims, and Ford putting us under very tight scrutiny for every single warranty repair claim we put through. Jim, Keith and Dwayne, what do you guys say? I would love to hear your thoughts (especially Jim). /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

Sorry for the hijack to the thread, but what grade of oil are you guys using for oil changes? I've been hearing conflicting reports of some places using 15W40 in the summer and 10W30 in the winter. Others, say to use 10W30 all year round. This is almost confusing as Ford telling us to use oil only with the CJ-4 rating, and now telling us it's okay to use the older CI-4 rating. What does your shop charge for a diesel oil change? Do you guys offer the customer the choice of going with synthetic 5W40? Getting back on topic, I always write the sticker for 3 months or 5,000 kms. (3,000 miles) the same as a gas engine. For the most part, my customers follow this schedule.

Thu Jul 24, 2:36 PM By Dee-Ann Durbin And Tom Krisher, The Associated Press DEARBORN, Mich. - Ford Motor Co. (NYSE: F) posted the worst quarterly performance in its history Thursday, losing US$8.67 billion in the second quarter. The company also said it will retool two more North American truck and sport utility vehicle plants to build small, fuel-efficient vehicles, and it announced plans to bring six new small vehicles to North America from Europe by the end of 2012. The net loss includes $8.03 billion worth of writeoffs because the sharp decline in U.S. truck and SUV sales has reduced the value of Ford's North American truck plants and Ford Motor Credit Co.'s lease portfolio. Even excluding those items, Ford lost 62 cents per share, worse than Wall Street expected. Twelve analysts surveyed by Thomson Financial, on average, expected a 27 cent loss per share. Including the writedowns, Ford lost $3.88 per share in the April-June quarter, compared with net profit of $750 million, or 31 cents per share, in the same quarter a year ago. The second-quarter loss surpassed Ford's previous record quarterly loss, $6.7 billion in the first quarter of 1992. Second-quarter revenue was $38.6 billion, down $5.6 billion from the year-ago period. Analysts expected $34.6 billion. Ford has been successful selling cars in Europe, and the company is banking on the new European models to boost sales and revenue as it deals with a market shift from trucks to cars brought on by high gasoline prices. The company said it has sufficient liquidity to weather the latest downturn in the U.S. auto market without additional borrowing. Ford borrowed $23.4 billion in 2006 to fund its North American turnaround. "We are pleased that we went to the capital markets at the right time," Ford President and CEO Alan Mulally said in a conference call with investors and media. "We have the scale, the expertise and the financing to execute our plan." Wall Street wasn't impressed, at least initially. Ford shares dropped 58 cents, or 9.6 per cent, to $5.45 in morning trading. The company said it will retool the Michigan Truck plant in suburban Detroit, shifting its products from large SUVs to make global vehicles off the European Focus platform by 2010. The SUVs made at Michigan Truck - the Lincoln Navigator and Ford Expedition - will be shifted to the Kentucky Truck plant in Louisville, which makes Ford Super Duty pickups. The company also will retool the Louisville Assembly Plant, which now builds the Ford Explorer midsize SUV, to produce vehicles on the European Focus frame, starting in 2011. The company had previously announced it would retool its pickup truck factory in Cuautitlan, Mexico, to build the Fiesta subcompact for North America starting in 2010. Ford also said its Twin Cities Assembly Plant in St. Paul, Minn., will continue producing the Ranger small pickup through 2011. The plant was scheduled to close next year, but Ranger sales are down just four per cent in the first half of this year, versus 18 per cent for the U.S. light truck market as a whole. In Canada, Ford's Canadian subsidiary, Ford Canada, has indefinitely delayed the startup of a third shift at its main assembly plant in Oakville, just west of Toronto. The move leaves 350 people who were expecting to start training work next week without a job. The company also plans to revamp the body shops in nearly all its North American assembly plants so that they will be more flexible and able to respond more quickly to changes in market demands. Chief Financial Officer Don Leclair said it costs about $250 million per plant to make those changes. Leclair said Ford's capital expenditures will reach $6 billion annually between now and 2010 because of the cost of revamping plants and introducing new products and engines. Ford plans to upgrade or replace all of its engines by 2010. "What you're seeing is kind of a bubble that we're going to go through ... but early on we're going to see cost savings because of the economies of scale that we're getting as we develop more and more vehicles off of fewer platforms," he said. Cost cuts also will come from employee layoffs. Ford said 4,000 U.S. hourly workers took buyouts in the second quarter, and the company will continue offering buyouts at targeted U.S. plants. Ford also has announced plans to cut its salaried costs by Aug. 1 through voluntary and involuntary layoffs. The company said its writeoffs included $5.3 billion in North American auto operations and $2.1 billion for Ford Credit because of the drop in the value of the plants and equipment that make trucks and SUVs, and the lower price Ford Credit can fetch for them at auction when leases expire. Leclair said 85 per cent of the Ford Credit writedown was triggered by the drop in truck and SUV values. Ford reported a pretax loss of $1.3 billion in North America because of the deteriorating U.S. market and the shift away from trucks. U.S. sales overall were down 10 per cent in the first half of the year, with Ford's sales down 14 per cent. The company, though, continued to be profitable overseas, posting a $582 million profit in Europe and $388 million in South America. The company also made $50 million at its Asia-Pacific-Africa division. "The second half will continue to be challenging, but we have absolutely the right plan to respond to the changing business environment and begin to grow again for the long term," Mulally said in a statement. Ford said it does not expect a U.S. economic recovery to start until early 2010. The company identified only three of the European small vehicles it will bring to North America: the Transit Connect small van, the European Focus and the subcompact Fiesta. Most will be built in North America, and Leclair said some might be exported. Ford already has announced that the Transit Connect will be imported from Turkey. Ford said the other three vehicles would be identified later, including one that is unique within its segment. Other possible vehicles are the Kuga small crossover, the C-Max small van and the Mondeo midsize car. Ford also announced that the next-generation Ford Explorer midsize SUV will come out in 2010 and be built on car underpinnings, making it more fuel efficient than the current truck-based model. And it announced it will build a seven-passenger car-based crossover vehicle for Lincoln in mid-2009.

That should tell you, you have a high pressure system leak provided you are getting an RPM signal while cranking the engine. Try deadheading the pump, when you can reproduce the no-start symptom. If good, isolate each bank to narrow down the leak. At that mileage though, it probably wouldn't hurt to replace all eight injector o-rings anyways.

The P0611 and P1378 are the two in the list that I would chase. Since you mention that ICP ramps up good and fast, even while cranking when the engine is hot, I would stop there, and check into the FICM DTCs. What are your FICM_M, FICM_V, FICM_L PIDs at KOEO? How about the relay and/or fuse? Have you "wiggle-tested" the harness for possible chafing? We all know that E-series vans have had LOTS of wiring harness issues.

Let's get back to the basics of engine fundamentals. A 6.0L engine is a 32-valve V8 OVERHEAD VALVE engine. Where does any overhead valve engine get it's lubrication from? FROM THE HYDRAULIC LIFTERS UP THROUGH THE PUSHRODS. That being said, no there are NO oil galleries that pass through the gasket. If you are insistent that it's oil you see in the exhaust, take a close look at the exhaust side of the turbo when you remove it to test/replace your EGR cooler. If the oil seals have failed on the turbo, it should be obvious when you examine it.

Look up TSB 08-11-03, and you find all the information you need to know there. Enough said. Welcome to the site.

Let's clear something up. What I mean by "hacks" are those that break things and don't put any kind of effort at putting things back together where they're supposed to go, or at least close to it. Sure it might take a little extra time, but for me it's worth it to try to use that extra finesse required to disassemble things, so as not to destroy harness pushpins and anything else that secures important components. Lately, I've been getting a rash of trucks where the said harness, is left dangling there sitting on top of the turbo, which to me shows very poor workmanship. Especially since this is one of the first parts very well visible upon opening the hood. I seem to be also getting my share of vehicles where the fan shroud has been badly butchered up, not installed properly where it's supposed to go. And, thanks to the poster who gave me the part number for the harness support. It priced out very cheap, so I'm going to order one to keep in stock. Now, if only I can find the part number for the pushpins. Apparently it's not serviced separately according to Microcrap. /forums/images/%%GRAEMLIN_URL%%/icon_crazy.gif

Is there anyone that has been able to even come close to completing this recall in the time it pays? Even a relatively skinny guy like myself has a hard time accessing the hose to properly secure it to the tube, let alone the the portly sized ones out there. This and doing it without sustaining second degree burns on your arms because the advisors are too stupid to NOT book these in as waiters!

Okay, I won't burp or fart WHILE YOU'RE EATING. But will you be offended if I burp or fart in front of you if I come to visit you one day? /forums/images/%%GRAEMLIN_URL%%/rofl.gif

Sorry if I offended you. What I mean by hacks, are the ones who do the damage, and release to vehicle to the customer in that state, without putting forth any effort into trying to secure it in a half decent way that doesn't leave the harness exposed to the heat from the turbo. Since this part is very well visible from the moment the hood is opened, I would very much rather have it repaired to the point of appearing as it would, before it was worked on. While we're at it, since I'm in the middle of one right now for both coolers under warranty, do I replace this part and factor it in with the warranty repair, or charge it out on a separate RETAIL line? How about the fan shroud that's been cut in half and "cheesed" together? Can I order one of those too and charge it out for warranty as well? I don't want to release this vehicle in a "hacked" state.

Does anyone know a way to buy the hard plastic main underhood wiring harness support that is clipped to the windshield cowling, without having to buy the harness? I've been getting more than my share of these F-series trucks lately, where hacks have broken off the tabs of the supprt where the pushpins go to fasten the harness to the windshield cowling. Zipties, or leaving the harness loose to be burned through from the heat will not suffice for me. But without any other alternative, I'm stuck leaving the truck in that form.

Are you going to use the original transmission, or a Fuller unit? How are you going to connect this to the driveline? What transfer case are you going to use? I'm pretty sure GM does have an existing 4WD option for their C5500/6500 series trucks.

One of my favourites, is when someone directs the comment to you: "Hey, if I wanted to hear from an asshole, I'd fart!" You reply: "Hey, if it wasn't for assholes like us, SHIT like YOU wouldn't be alive!"

While watching some Youtube vids, I came across these two posts that I thought were really neat. http://www.youtube.com/watch?v=ut9gB5g86I8&feature=related I particularly liked the background music in the first vid. This second flick was pretty neat too. http://www.youtube.com/watch?v=YnPgd4vrHA4&feature=related Now, I can only dream of ever being able to afford one! /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif

Yes, I would be very interested in knowing that too. If I were to guess, you would be using a manual transmission, in order to eliminate the electronics headaches. Nevertheless, what about the bellhousing bolt pattern compatibability to a light duty truck transmission? /forums/images/%%GRAEMLIN_URL%%/popcorn.gif /forums/images/%%GRAEMLIN_URL%%/popcorn.gif /forums/images/%%GRAEMLIN_URL%%/popcorn.gif /forums/images/%%GRAEMLIN_URL%%/popcorn.gif

Notice, this happened right across from Auto Zone. Perhaps he could've had the "experts" run a "free diagnosis" to figure out what the truck needed for repairs after /forums/images/%%GRAEMLIN_URL%%/rofl.gif

Just got one in today on an '04 E-450. White smoke. Customer had to top up coolant with 8 litres. Not only that, the oil pressure gauge doesn't even register until you rev the engine up! Closer inspection revealed oil EVERYWHERE! Looks like I have both coolers and maybe even a low pressure oil pump. So, Jim how far do I go with this one?! LOL.

My only question is WTF is Toyota thinking, with the Lexus hybrids? Anyone who has the means to own a Lexus, has means to pay for the fuel required, and the the upkeep, END OF DISCUSSION.