Alex Bruene

So, I wonder how much the TSB for EGR cooler hoses is going to pay... arrrrrrrrrrrrgh!

Right then... So, who is Jack Nasser, and what does "fodder" translate to/mean? I don't mean to be daft, but I thought it was a very funny post... Especially now that I am beginning to understand that Jerk Nazzer is a person... hmmm...

Specifically the "fodder" and "Jerk nazzer" parts...

I get the brunt of it... but how about a full translation into Canadian English... or just English in general...

"Censorbot fodder.... S l T s aren't what they coul be. Tha enjunears R luckin fur wayz to cut thm evum moar. Sekrits is sekritz.. Jerk nazzer set a trend that wull bay hard to change."

Troll, or no troll??

http://www.autoobserver.com/2007/03/ford_fast_track.html

I don't really care much for school busses and ambulances either. On a normal Econoline, I will usually remove the front 4 body bolts, jack up the right front corner and slide a piece of 2X4 between the cab and the frame to pull the rocker cover and oil rail.

I've done about half a dozen or so, and have had no issues... other than the fact that it's a bit time consuming...

You have to remove the left motor mount and lower the engine i.e. to bring the right valve cover up and away from the body (closer to the center of the doghouse opening). Turbo removal is not necessary for either valve cover, and the left cover does not require removal of the motor mount.

We had an Econoline a few years ago with a severe case of "lot rot" that had stuck valves. But it did sit for about 9 months or so without being started... Don't ask me why...

I know there is a PID for DPF status, but this one for some reason would not come off of "active", but the DPF pressure was only at around 0.12 psi. Even after I let it run out in the lot for nearly 2 hours. When the PID is active, it won't allow you to run a manual regeneration. What I ended up doing was disconnecting the batteries, then hooking it all back up and the running a manual regeneration. It's worked well up until now (knock on wood). I called hotline on it, and they were stumped on why I had to do that too...

We have a Princess Auto out here, but it looks like they only have 12pt. It also seems like the Proto one is 1/2 inch drive (as per their catalogue). I have ordered one from Hazet.

Thanks Larry. After a bunch of research, I've also found the Hazet (yes, they are still in business) makes one too. I'm sure it's not a popular tool, but I've found that a 3/4 to 1/2 adaptor is only good for about 2 sets of 6.0 heads, then it's knuckles to the rad support (ouch) when it busts.

I'm trying to locate a 3/4" drive short 18mm socket (preferably 6pt)... I have checked with MAC, Snap-On and SK, and for some reason they have a 17mm and a 19mm... but no 18mm... what does the world have against 18mm sockets?

I had one today with terrible fuel mileage. The IDS fuel economy monitor pegged it at 47 L/100KM, which in English is a tad better than 5 MPG. Turns out that this vehicle has been city driven since new, and has been trying to complete a regen for a LONG time... I had to perform a manual regeneration and it bumped the mileage all the way up to 23 L/100KM. It did however also have all the symptoms of a regen in progress, i.e. fast idle, fan noise, lack of power. I informed the customer that it was regenerating... to that he asked what that means /forums/images/%%GRAEMLIN_URL%%/shrug.gif. As for mileage, the cat I talked to at hotline says these bad boys are supposed to get about 15 MPG... but 5-6 MPG is normal during regen...

Have you guys noticed that other site has added a 6.4 modification forum? I can't wait to start reading about, "to hell with the environment, I don't want to have a DPF slowing me down, I will run a WVO system and Ford can pay for my DPF when it fails, can I run dual stacks straight through my hood, yada, yada, yada"...

Thank you Dwayne.

Jim, I don't imagine that you've had the pleasure being way out west, but John Canatarro was certainly an excellent instructor, and he was without a doubt on the technicians side the short while that he was running PROTECH. I do miss him being around, but not at the expense of him becomming a "yes man".

But I must admit that Jim and Dwayne really have a knack for keeping the good INFORD censor-nazis on their toes... as well as giving me the odd chuckle with my morning vodka. /forums/images/%%GRAEMLIN_URL%%/cheers.gif

On the bright side, this engine is "supposed" to not be able to run-away. The EGR throttle plate is "supposed" to close when the engine goes overspeed and shut the bad-boy down.

According to the coffee table book, the 6.4 weighs 1130 lbs.

About the negative fuel trim, did you reset the KAM? I just finished my 6.4 classroom training, and it seems that they couldn't express the importance of resetting the KAM after fuel system repairs enough.

Well, if they can't learn to play nice, they may just get barred from the sand-box...

DETROIT, Feb 28 (Reuters) - Ford Motor Co. (F.N: Quote, Profile , Research) said on Wednesday a Michigan court has ordered Navistar International Corp. (NAVZ.PK: Quote, Profile , Research) to resume shipping diesel engines that power the automaker's key F-Series Super Duty pickup trucks.

Navistar this week had stopped building the 6.4 liter diesels for the Super Duty models because of a contract dispute with the automaker.

"Earlier (Wednesday) we filed a motion with the court seeking a temporary restraining order to reinstate the shipment of 6.4 L Powerstroke diesel engines to our Kentucky Truck Plant," Ford spokeswoman Becky Sanch said in a statement. "The judge granted the motion and Navistar was ordered to resume production and shipment of engines."

Ford had sued Navistar in January over warranty costs and engine prices.

I find it odd that there is a policy in place to not do oil pans in chassis. We do both F and E series pans in chassis with no repeat leak issues. We charge 15 hours retail for either.

I guess you really learn alot by reading the installation manual for your Edge tuner and POS air box. Why did we even waste our time with training?

We had another one today with the impactor totally iced up. It smoked pretty bad, good thing it had been towed in. We've made a habit of removing the cold side CAC tube when we're bringing into the shop, it's easier than pushing I suppose. Still waiting on the engine for my original blown up unit though. I was told it "might" be in transit next week... on the bright side, there are only supposed to be about 350 or so affected units in all of Canada.

I complained about this one in a different forum. Imagine an F-650 with 3 batteries, each of them get the 3+ hour charge. A bay was tied up for nearly 10 hours for a 0.4 battery test. We mentioned it to someone at ford, who said that we should have parked it in a spare bay (which we don't have too many of that can accomodate a truck of that size), or done it outside while getting other work done. Well, that spare bay is cable of making the company a few hundred dollars per hour, not 40 dollars in one day... but we could have blocked the entire parking lot for the day with this 30+ foot long truck. BTW, the dollar saver tester passed all the batteries, but the hand held tester and load tester failed them... ahhh! that's better.