Steve Mutter

Nice shop! Why do you guys have so many drive on hoist ?

Part # fd-4616 shows frozen stock in Canada, does anyone know why or when they will be sold again?

Wow, thanks for the information. I guess you be doing that re set if the air filter is severely restricted too.

 

They told me, and this is the first time hearing about this since the SCR issues we had 2 years ago, that it is "imperative" to reset the MAF adaptives TEN TIMES back to back, then the 3 minutes key off, to ENSURE that the PCM takes the procedure correctly. Lucky for me they never picked up the truck last night so I just went out and did it.

The hotline told you to re set MAF 10 times back to back ? 

I have a 2009 flex with the touch screen nav system and I was wonder if there is any way to get text notifications to show in the screen with an iphone. My wife use to have a samsung galaxy s5 and it would show when you got a incoming text message but her new iphone does not. Just wondering if anyone has found a way around this.

Why does a 2016 just burst into flames, very scary.

 

Just put a rad in a 2010 2500 6.7 dodge, book time was 3 hours. There was only 6 bolts I had to undo, sweet job.

Gravy grabber! Nothing changes!

 

I learned from the best 

Just put a rad in a 2010 2500 6.7 dodge, book time was 3 hours. There was only 6 bolts I had to undo, sweet job.

Its either a fuel system, turbos, short block, dpf or a combination of the bunch which all are extremely expensive fixes

You nailed it on the head, hardest engine to fix because of the cost of repairs. I give quotes for repairs and they all end up going somewhere willing to under cut us or patch repair which is very dangerous, I have only done one retail engine and it was on high rail truck. Its not just one thing with these engines.

It is very hard to get a straight answer from anyone when it comes to stuff like this. Ford barely tells us what there changing when it comes to pcm strategy. Does this truck have the stock turbos on it, maybe if it is not a vvt turbo the aftermarket programming just infers ebp so he can run a different turbo set up. Situations like this is why I don't like working on hot rod diesel stuff.

The work shop manual states that you have to remove the flex plate to remove the upper oil pan, is this true Leon? 

I just looked at a 6.7 truck, now I know why.

 Depends on the year of truck, 13's and up have more sensors and modules to reinstall.

A few new trucks go out with deletes and all the stuff taken off ends up in scrap bin. 

I have been told the scrap metal place here pays you $500 for scr exhaust systems.

Well the truck finally came back today, I checked the thermostat in boiling water and found it opens at 185 deg, I checked the pins from the coolant sensor to the pcm and found there are in the correct location. I installed the new engine oil cooler and found no change in how it is acting. I think that because the two sensor are in very different position on the engine this is why the readings looked odd too me. I am too used to 6.0 6.4 where the eot and ect are mounted on top of the engine oil cooler.  Where the 3.2's eot is in the lower block and the ect is in the thermostat housing. What I learned is that I need to look at the whole system and not assume stuff, but is was good to work on and learn where stuff is on this new engine.

Brain fart ect is not in the oil cooler housing on any engine, don't know what I was thinking.

Dorman should have a recall on there crap, its not fair for anyone who has installed this shit on there trucks.

The customer needed the truck back so I can't do much right now. This is the first and only 3.2 I have worked on so its going to be a good learning experience. I wish I had another one to go for a road test in so I could compare. Bruce, I am going to double check the thermostat when it comes back. I was leaning towards the engine oil cooler because of the hotline recommendations which I know sometimes don't mean much. Who knows maybe I will find it full of casting sand or something like that. Thanks for the tips I will let you know what I find.

Well I went on a long road test and found at highway speeds ect gets to around 181 F and eot is 203 F.  I am going to put an engine oil cooler in first and re test, just have to wait 7 to 10 days for the part to come from the USA 

Coolant level is good and I did install a new thermostat. It did hold vacuum when i re filled the cooling system.

I have a 2015 that came in for a check engine light on with code p012f also the exhaust filter is 95% full. The pinpoint test leads to no fault found and I think they may have left the truck running with the block heater plugged in but when I road test and monitor the ect and eot I find ect is not stable. When it is hot ect gets up to around 180 ish and then when you come to a stop it drops to 160 ish with eot still at 190 ish.  I don't have another truck to compare and I am wondering if this is normal, it kind of feels like I might have a restriction in the cooling system but maybe not because it still makes good heat.  What do you think, is this normal?

Nice find man!        

I guess you would see it more with the chassis cabs because the reductant injector is at the end of the conga line, Pick ups might hide this in the dpf.

Does it seem to be just on pick ups or cab and chassie's or both?

The same thing happens to the 3.5 ecoboost, agreed why would they still run three small wires loosely in that harness.

It always works that way when you buy a tool for a specific job. I bought one of those fancy injector cup tools almost 8 years ago and I have only used it three times

Well the one I was working on only made 110 psi after I installed the long block , pinpoint test m leads to replace the high pressure pump. No debris in the system so put one in and now it starts and runs good. I am disappointed with the hot line, they had nothing to say and always talk to me like this is the first truck I have every worked on.

Have you checked fuel pressure at the cylinder heads, maybe the left side is running out of fuel. Had one where the black o-ring was blocking fuel flow to the back of the cylinder head.