mchan68

Hi guys, I'm just curious about something. I recently got a "spanking" from my warranty clerk for a chargeback. Vehicle in question was a 2003 F-350 city truck that came in with turbo boost issues. Under TSB 08-04-07, I determined that cleaning the turbo as outlined in the article was appropriate, along with installation of the updated drain tube (6C3Z-9T515-A). Well, a couple weeks later the claim bounced. I was informed that I CANNOT claim a labour op under a TSB because it was out of basic warranty, but still within DIT warranty. WTF? /forums/images/%%GRAEMLIN_URL%%/confused.gif I could very easily have slam-dunked a turbo on it, and punted the truck. But such a move would only drive our warranty up through the roof, if it isn't already bad enough that I work with a bunch of guys that think that they can "MT everything under the sun". And now, I just had a "walk-in" with a 2004 F-350 with an issue of plumes of black and white smoke along with a severe bucking and bogging down while accelerating. Apparently this guy was "referred" specifically to me by someone who was very satisified with my repair of his vehicle. Wanting to make a good impression on this new first time customer, I did the usual quick tests, which very quickly and easily resulted in both coolers and EGR valve replacement. As such, both TSBs 07-21-9 and 08-3-7 apply. Unit had 90,000 kms. Again, out of basic, but within DIT. Should I have claimed this repair under the SLTS labour ops, or should there have been two separate RO lines? The reason I ask is because I got "spanked" in the past for a repair that I DDIDN'T claim under a TSB. I'm confused.

Just curious Keith. Do these failures occur just as frequently, or less on F-650/F-750 and Navistar VT365 applications? The reason I ask is because I seem to recall seeing a coolant filter used in those applications. I will never get to wrench on those vehicles, so I'll never know. My idea for "preventative" maintenance would be to cut the factory recommended coolant flushing interval in half in order to keep the cooling system clean.

Well, Keith it's all about $$$ and CENTS (sense?) with this guy, and you know the whole (hole?) nine yards. At $663.00CAD per injector, I got a "deer in the headlights" look from the customer, not to mention the issue of the crispy oil pan. But, yes I am aware on the existence of the return type/mechanical transfer pump system of the pre-'98.5 DITs. I just haven't wrenched on them in a moon's age.

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Since we're on this topic, I got a 1996 in today with a complaint of hard start/runs rough. Do the KOEO/KOER thing and voila, a HARD P0264 cyl. #2 fault. That same DTC appears on KOEO buzz test and KOER on-demand. Run a KOER cylinder contribution test and I get low contribution from ALL of bank #2. WTF? Do a little wiggle testing here and there and no reaction. Monitor PIDs at KOEO and running, I notice that there are TWO ICP PIDs and one ICP volt PID. ICP volts only goes to 0.04 volts, but ICP is normal at engine idle. This truck barely idles. I was just actually wondering about swapping in a "tester" 99-03 IDM. Changed fuel filter and noticed filter black, with speckles in the diesel fuel. Methinks o-rings and injector #2 at the very least so far. Any thoughts? Haven't had the pleasure of wrenching on a 7.3L in a while, let alone a pre-'99 model year. The turbo is SOAKED with oil, which I'm guessing the only repair is to replace (BIG $$$). The oil pan is crispy. How would you guys handle this? I do NOT want a "wedding ring".

Why wouldn't you have quoted cost of NEW gaskets and bolts into the labour equation BEFORE you took everything apart? If he didn't want to pay $600 for the new gaskets, I would be hard pressed to believe that he was willing to pay for the cost of your labour for teardown. Next question: WHO is going to pay for YOUR labour to tear it down AGAIN?

Good call Alex. Methinks GASOLINE. Just for your info, a 6.0L that's been gassed up tends to sound quieter than normal, idling. How poorly it runs depends on how much of a percentage dilution you have. At this point, I suggest draining it completely empty, and filling it up with known good fuel.

I thought that was the plan back in 1986, with the release of the Probe, before the '87 to '93 models came out. Not before MILLIONS protested to Ford.

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That's nice Jim. But in our shop, our VMM cannot be used because we're missing the cable that hooks up between the VMM and the laptop. Our PDS cable has also decided to quit working and our circus manager refuses to purchase the said items. The exhaust in my bay is useless. When running a vehicle in the shop, the hose just blows off immediately when you attempt to hook it up to the pipe. A VDR? Forget about it! I've had problematic vehicles where having a VDR would've helped, but again no money! Sorry for the rant and hijack. /forums/images/%%GRAEMLIN_URL%%/banghead.gif

Couldn't have said it better myself. We don't need any "painful wedding ring syndromes".

I had a guy coming in today, "requesting" that I "fix" his fuel leaks on his 7.3L supply and return lines to the engine by cutting out the rusted through section and using rubber hoses and clamps. He didn't want to pay more than $200 for the total repair. Meanwhile, he has six aftermarket aluminum rims that don't look more than a week old. /forums/images/%%GRAEMLIN_URL%%/icon_crazy.gif

That happened to me on an '03 Aviator where the driver side cylinder head was replaced, and shortly after, I too was hunting for a P0340 fix.

Is this an '05 and up model?

Maybe it's just me, but it seems easier to access the HPOP on E-series than it is on F-series. Are you guys removing the intake to access the HPOP on F-series? Also, I've had a batch of E-series trucks coming in for various repairs and found more than a few where the bracket that mounts between the alternator and the air inlet (or EGR throttle plate if equipped)have broken in the middle. They all seem to break in the same spot. Anyone else had this? I've since had our parts department keep at least one in stock.

Amazing as it may sound, these engines will run even if they are off by one tooth. Just out of curiosity, was any engine work done on this recently?

Check valve timing. I know it's a bitch but I think it's time to pull the front cover to have a look/see. That's the ONLY other reason for a P0340 to set. Good luck.

I got one awhile back. The funny thing is mone didn't set any codes. After replacing the sensor, the guy came back complaining that the vehicle had no power and would not accelerate past 40 km/h. I was easily able to verify the concern. Like you, I monitored all the PIDs on a road test and never lost an RPM signal. Replaced sensor as a service replacement and the problem was gone. I was going to post a thread about this, but I didn't want anyone thinking I was crazy. Glad to know I wasn't the only one.

The particular unit I'm referring to already had its latest calibration. I swapped in a new EBP temporarily and got the same reading at KOEO.

I have one 2005 E-series that keeps flagging P0470. Checked all three PIDs EBP, MAP and BARO @ KOEO, and all are well within .2 psi of each other. PC/ED pinpoint test says that DTC is set when signal return GY/RD is open. That circuit is spliced with five other sensors IIRC. There were no other DTCs in memory.

EXACTLY!!!

Quote: come on I do those recalls in 0.1. I just drive it in and use a creeper 10mm rachet wrench and a pry bar and it is done. Well guys, we have another "hero" who thinks that 0.3 is too much for 07S57 on the Canadian Message board. Jim, Dwayne, Alex and everyone else?

CAC restriction?

Has anybody heard about this yet? Apparently there are 470,000 units affected.

What's the engine oil level? Is it overfilled?