Alex Bruene

It broke a few millimeters away from where the fulrum ball sits. I replaced the arm and the vehicle has been fine ever since, but what I still don't understand is how overfuelling may cause an arm to break.

This is probably something that I should know, but I don't, so I'll ask.

A few weeks ago I had a 2005 with a broken intake rocker arm on one cylinder. I put in a hotline request for possible causes, other than sticking valves. The response was that there are no known causes for rocker arms to break, but overfuelling can cause it. How would overfuelling cause a rocker arm to break?

Cheers! /forums/images/%%GRAEMLIN_URL%%/cheers.gif

I am finding that when it's quite cold out as it has been here the past week or so, it's next to impossible to get the EOT up to 185 deg. Is anyone else finding this?

Is there a kit available? The message that I have says modify this, modify that, obtain locally this, obtain locally that...

Oh, the other thing that gets me going... this stupid "diagnostic battery charger", which I prefer to call the "warranty saver battery charger". I had to charge and test 3 batteries on an F-650. Each battery went into the 3 hour charge mode to recover before retesting and then they passed. We have 3 of the old hand held testers, each of them failed all the batteries at 300cca or less after the recovery, although the charging tester passed them all. The stall was tied up for just a little over 9 hours to test 3 batteries for 0.4 labor. Good thing we have a spare stall...

Seems lately that I have seen alot of "stupid" warranty claims come back to me. Last week one was returned for a high pressure oil pump that I had replaced and at the same time installed the STC bracket. The pump was at fault, but doesn't it only make sense to install the bracket while you're in there? Today was a 5.4 that had 3 broken exhaust studs on one side, so I changed them all on the effected side, it came back asking if only 3 were broken, why did I replace them all? Even though the WSM says to replace all the studs, nuts and gaskets anytime a manifold is serviced... what gives? Is this just a sign of things to come?

The most similar concern that I can think of was one that had the FICM connectors not fully seated. It would keep setting different injector codes on the buzz test.

Well, they finally found an engine direct from International somewhere in the states. Just a shade under $21K not including a turbo. I should see it within a month they say.

It's been a few days now, and we've yet to hear about engine availability. I feel for the customer who is at my dealer for the first time. He came to us because he needed it done in a hurry, and his regular dealer said they couldn't get to if for a few days. So much for his rush I suppose. I obviously haven't done the TSB yet either, but the instructions seem a bit vague. I'll see how it turns out.

I have it. The hotline engineer I was speaking to e-mailed it to me. I just wish that it were a Ford TSB that would have come up when I ran OASIS, so I would have known about it, rather than cause a run-away while trying to verify the concern. Next problem is that there are no parts available through Ford... not even a listing with the parts department, so they've referred it to International...

Is it an early or late build 2004? Maybe an ICP leak or a wire chafe if I had to guess.

Today I had an LCF towed in for rough running and excessive smoke. I started it up in the lot and drove it to the shop... ran fine, normal amount of smoke. Ran OASIS, no TSBs or SSMs for this concern. So, I tried to rev it up a few times to see if it would smoke, after about the third time bringing it up to about 2000rpm, it started to smoke, then ran away on me (well over the 4000 rpm on the tach) for about a minute and blew the engine. I called hotline to get some info. and a contact no. for my powertrain request, only to find out that International has a TSB for this exact problem being caused by icing of the CCV system, and there is an update to be performed on this... I guess that Ford didn't find it important enough to make a TSB out of... yet...

Hah... now that I've actually taken the time to read your posts, I see you have done all that...

I figured I'd post that I noticed how stupid my question actually was, instead of deleting that previous post... sorry.

This may be a stupid question, but have you removed the MGP fitting from the intake and checked/cleaned it? How about trying to perform a KAM reset and VGT relearn?

The early builds with the crossover at the rear of the intake require removal of the manifold. Atleast I have yet to find a way to get it out any other way.

EGR coolers can fail for a few reasons. Oil coolers can restrict, causing a lack of coolant to the EGR cooler. Leaks that cause the level to get too low and melt down the cooler. Performance mods that cause excessive exhaust temps. Aeration from headgasket failures... I'm sure the list goes on.

I can't remember that actually reason for my call to hotline when I was told this... but apparently, a leak at the orange EGR cooler hose is normal.

Originally Posted By: alexb

I'd say we are about 70/30 retail to warranty. We also get paid internal for any lost time on diesel warranty. I think it's just management's way of making sure the pen doesn't take care of any lost wages and shoot our warranty through the roof (that's if it could go any higher). That and I'm sure they understand that 6.0s are capable of throwing quite the curveball at times.

This just amazes me! Here we are strongly encouraged to "work faster" or "work more hrs (6 day weeks required to live)" if we come up short due to poor warranty times...

It certainly doesn't happen often, but if you do happen to lose on a job, like if you missed something and had to take it apart twice, it's there for the taking.

I'd say we are about 70/30 retail to warranty. We also get paid internal for any lost time on diesel warranty. I think it's just management's way of making sure the pen doesn't take care of any lost wages and shoot our warranty through the roof (that's if it could go any higher). That and I'm sure they understand that 6.0s are capable of throwing quite the curveball at times.

Well, here's to hoping the 6.4 electronics may give us a fighting chance against those that cause their own problems.

Well, the vehicle in question is a first time customer at our dealer (go figure), has had all previous work done at another dealer, up untill a week prior.

I take it kind of personally that this guy is trying to play me for a fool. If he just would admit to whatever is going on, I'd have no problem fixing him up. For now, I'm just gonna let his truck rot out in the lot for a few days, since he calls about 4 times a day to see if his truck is ready.

Oh, and on further inspection, I found a pyrometer in the left exhaust manifold, disconnected and the wiring neatly coiled up and tucked away near the motor-mount... why do that and leave the guage in the truck is beyond me...

Is it just me, or would it P you off when you've got a truck blowing coolant out of the degas bottle, and it has an oversized CAC and tubes, intake, monster exhaust, guages... and what's that... no tuner installed? Stock flash? When you check the clrdst pid, and it's about the same distance as it is from you customers address to your dealer? The warmup pid says 1? You ask the customer if he's been using a programmer and he says, "You mean like a chip? Of course not". ARRRRRRRRRRGGGHHHHHH!!!!!

Vented... I feel better now!

As it turns out, some of the ToughBooks were not correctly configured by Panasonic. A 10 minute call to hotline gave me a walk-through to enable the serial port. Only 10 minutes, I love this new hotline!

It is the old COM port plug. I can find it when I'm going through the IDS, the problems is that MD will only let me select COM 1, but IDS is saying that the cable is plugged into COM 6. Maybe I just need to get the powers above to order me the USB version.