Fredsvt

I suppose so. 6 hours later, after pulling all drums, adjusting, rewiring all the brakes and the whole trailer, it's got all lights and brakes. Now they'll lock all 4 wheels and wreck it... These guys are so good that they have let their IR compressors flip over and drag while behind the trucks at 80 mph. They neglect to pump some grease into the bearing buddies and the bearings explode, wheels come off and over they go.

2013 F450 6.7, rear brakes ground to dust, front brakes severely overheated. Service and filters. Truck came with it's trailer that pulls a 16,000 lb piece of equipment. Trailer had only 1 functional brake out of 4. Only 1 functional front marker light on trailer. Same company limped in a '08 450 w/ a 6.4. Stick a fork in it, one cylinder zero compression via ear relative compression and one of the worst squeaking rod knocks I've ever heard. Only 101k on it.

On the primary filter I put a small amount of silicone brake grease on the cup as coming off was extremely difficult. The old filters weren't noisy, and the truck's owner didn't say anything about odd noises. After I had shut the truck down for about 10-15 minutes completing second brake bleed, it didn't squeal on start. On test drive, running it as hard as before, no more noise. Hopefully it stays quiet.

Good evening, Today, I had a 2013 F350, stock trcuk, 200k on the clock in for brakes, and some other minor issues, brakes, door ajar switches, and a general look over. I did see the one of secondary filter's quick connects partially unhooked. I had my boss call the owner and ask him when the last fuel filter set change was, he was unsure, so he said change them. The primary filter was quite disgusting, but no issues changing both filters, and ensuring the secondary filter's quick connects were on and secure. I performed 7 koeo cycles, until the lift pump cycled. The truck started no issues and test drove it for the brake work I performed. Upon returning, I heard the noise, it was much louder than I had heard on videos I've seen. I pulled the truck back in to re bleed the brakes and quickly shut off the truck and went koeo. The thing was squealing so loud, it was almost deafening. After the pump cycled off I did what I needed to. Upon restart and test drive, no more noise. The filters in came in with were quiet. Can these filters trap air? I did beat on the truck as I did on my first ride, after searching here and seeing a mention of a filter that would only start to squeal over 3000 rpm. I have limited experience with any oddities with the 6.7. Most of our customers have zero issues with them.

Alliant Power. I think we've had 1 go bad in all the 7.3s we did.

Sometimes it makes me wonder why they didn't put in a low oil pressure shutdown in 6.4 or 6.7 engine. The now ancient 7.3 DI would shut down with low oil level, saw that so many times with them 10s of thousands over on service and about 10 quarts low. If they weren't low, being so far over on oil service they'd run like absolute crap. Only two engines I've seen so badly sludged or gelled were Toyotas, one a late 80s 2.5 V6 Camry, 90k, still had the factory red seal oil filter, Solid burned sludge on stick that was extremely hard to pull out of the tube and basically a solid brick of carbon in the drain plug. Seized engine. The other a 95 Camry 4 cylinder, engine, threw 3 rods through the block. Sludge in top end so thick, cams weren't visible.

Bah, blizzard, schmizzard. All the hype, we were forecast to see 24" plus, and when I got up, 2 inches, and then heavy, heavy rain all day, mixing with fine sleet totaling about 6" total. Snowblower worked to move that heavy wet crap. Only thing that resulted was a loss of internet all day. Guess someone must have nailed a pole today. I'd have rather had 2 or 3 feet of powdery snow.

I think all Euro diesels are going to get caught. It is odd how none of them, after about 2003 stopped plugging EGR coolers, etc... The VM Motori engine in the Ram is as Euro as they get. Why I keep thinking of Iveco trucks... eek!

I have been buying Dell scratch and dent new ones from their outlet. My current laptop, Dell 17R N7110, core i5, 1tb hard drive, 8 gb ram, 64 bit win 10, dvd drive, full hd graphics 17.1" screen, all the wireless, bluetooth, etc. Cost 499, has a tiny chip in the lower cover on the right side. Comes with same warranty as a new one. My work laptop is a smaller 15" screen, 9 years old, recently put a new 500 gb hd, 4 gb ram with windows 10 64 bit, best thing I ever did to that one. Only has a core 2 duo processor, but it works very well.

upcoming, a joy of a rotten truck. '03 F350 multi colored (2014 bed) plow/salt truck. 180k+ Oil pan is rotten and leaking. Customer is seriously considering fqr reman 7.3, reman trans, along with that, all p/s lines, atf cooler lines, rad, all hoses, downpipe and complete exhaust. He also needs and wants to do, 4 ball joints, 1 hub bearing, 2 axle u joints and all the seals in the general area. I think there's more, but it escapes me..

Keith, doesn't surprise me. Saw a state DOT flatbed tow truck with an Escape on the bed and am older CRV (?) both with SG plates chained to the front subframe on it's wheel lift. The CRV was AWD, the rear diff locks when a difference in wheel speed is seen by the dual pumps in the diff. The front wheels, hanging free, were doing about 70 or 75 mph as I passed it on Rt 18. I can't imagine what the carnage was in that thing when it got where it was going. Makes one wonder how much more of our money they can throw away.

Keith, is that tank module plastic and held in with a steel retaining ring? If it is, I see a big problem coming. GM has been using that setup (a dished location and lock ring) for quite some time on their midship and aft-axle tanks. We're now replacing both at a rather frequent pace. If it's a plow or utility truck, it's about every 2-3 years with 5 years max on regular trucks. A salt spreading truck, yearly, if not every 6 months. The ring rots, as do the steel fingers on the tanks. The rust swells up, breaks the plastic causing evap leaks on gas trucks and water intrusion on both. GM uses steel topped modules on some aft axle tanks, they rust through and the springs push the entire module up and out the top of the tank. Just completed a 2011 2500 GMC pickup midship tank, just about $1400 out the door.

Here's the advisor after: https://www.youtube.com/watch?v=V2vcliUh02Y

Last two of these I did, customers authorized pulling the motors. Both with mileages of 140k and near 200k, the block surface was in such rough shape that I felt no gasket would have ever sealed there. Both required head work, broken stud extraction and chains, guides, tensioners. They both got remans from Ford.

On the water pump thing, I went through this on a Grand Marquis engine. The engine came with the wrong pump, and it was a major hassle to get the right pump, and still keep the warranty. Our Ford parts guy had to go through hoops to get it set up correctly, as the base engine is the same for the year it was "built" for vs what we were putting it in. Which front cover do you have on the engine? (that's where we went way wrong) One for a 3 bolt belt tensioner or the single bolt? The engine we got was built for a 2002, vs the 1998 car we had. We converted the belt drive to the newer style with new tensioner, idler, water pump and water pump pulley. The only things we left alone were the p/s pump and alternator. The short pump was the one that went on the "newer" engine. At work, we still have the new 'wrong' pump that came on the engine. When I return on Monday, I can get the part number off the box of the pump we used.

This may be in the wrong place. I've noticed, 6.0, 6.4, 6.7 all have EGR system and carboning issues, depending on type of use and so does the Cummins. One I have noticed, the few we deal with, the 6.6 Isuzu Duramax, I've never seen an EGR cooler issue or turbo issues as on the others. Even ones that have had failed water pumps that drain the whole motor. Those have blown head gaskets, but the cooler is still ok. Makes one wonder if Isuzu is pulling a VW with them. Disabling the EGR system off test cycle. Older VW diesels used to plug up the entire intake and EGR cooler regularly, then suddenly, no more...

When I started at the limo company in 1990 they had over 250 diesel powered Buicks. I learned quickly to loathe 5.7 diesels, then front wheel drive 4.3 V6 diesels with early 440t4 automatics. The vibration level of that V6 broke every bracket on the motor constantly. Thankfully they switched to Lincolns and Mercurys with 5.0 engines. We had a retail shop attached and at the time there were quite a few CD17 diesel Sentras that showed up. As well as Escort, Rabbit and several Lincoln Mark 7 diesels. Oh, the nightmares.

90 at 6am? Holy crap. It was 76, outside, inside the shop was 95. Opened all the doors at 730, it got down to 84. Humidity increased all day. This is getting old. I have no idea how you guys down south deal with the humidity.

Nissaults (half Nissan, half Renault) are a pita to work on without a Cummins in there. The Titan in gas form is a huge shyte pile.

They suck to bleed beyond belief. It's been a long, long time (thankfully). IIRC, I remember starting bleeding at the master, then to the assist unit's input line, then it's bleeder, then to the rear. It takes forever to get the air out. Then bleeding while under assist manually. They tend to trap air in places that are very hard to get out. I remember sometimes getting a decent pedal, then attempting to drive it and the pedal suddenly drops to the floor. The assist units can and do pop the diaphragm. Any fluid on the vacuum side? I think they're a bit worse than Lucas Girling rear brakes on an 89 F600, w only 11,000 miles, on it's second set of wheel cylinders. What a cluster that was, first getting parts, then good parts, and every PS line to the parking brake chambers had to be made as they were frozen.

Please don't say the C70 is old enough to be a hydra-vac hydraulic brake system.....

Oh why, why do stupid Ambulance companies with wheelchair lift vans buy stripper model E vans, with no factory rear air, then have craptermarket shyte put in. Have a 2008, no a/c, found leak in front, fixed. Evac, charge with 4 lbs as indicated on aftermarket sticker. Rear unit proceeds to blow, filling damn van with vapor cloud so thick you couldn't see inside. Now, to get to it, looks like whole left side interior comes off, all once piece of crummy, Yugo grade, floor to ceiling plastic has to come off as well as a ton of other stuff. Not even a though to service access. Rant over

Seen it in one of our fleets, upper, lower and those "connectors" have only done a couple degas hoses on their 5.0 F150s. Haven't yet seen the radiators yet. Most of their trucks are 2wd. All around 120 to 140k miles. Just waiting for the heater hoses to start leaking. Was interesting finding out on the first trucks, there were so many on back order that they couldn't give us a release date.

PTS works, if you open "edge" put in the url, then get the warning it's not IE. Then go to the 3 dot menu button and tell it to open the url in IE. Ive been running W10 since it first came out. First version was a bit buggy, when it upgraded W10 to version 1511, it's been fine. I kept warning our secretary/bookkeeper about the W10 upgrade, she kept saying NO to the popup box (running 8.1). Then, last Friday, while doing payroll, it promptly shut down, and started the black screen with "configuring WIndows 10. She was totally freaked out. It only Her accounting software is working. You do have to remember to go into settings and disable things you don't want, ads, sharing, location, if you don't want Cortana, you have to tell it so. There's also many default "app" or program settings that need to be changed. Sometimes repeatedly. After updates, my defaults and privacy settings were changed. I found my labor guide software needed to be re-licensed, as the change in operating system disabled it. Windows 10 will also disable and completely remove any software that won't run within it. Any data needs to be backed up if you don't want to lose things.

Um, your VIN is a 2008 Taurus.