DwayneGorniak

Nice. I just hope it is easier to work on than the 6.4L. But no matter what, it is a great thing for Ford Motor Company that they are getting away from the Navistar engines and all the bad luck and hype that has followed them.

I just had another idea. I obviously don't know much about the U.S legal system. I was wondering if there is a way to find out who Rex's customer was. He said he had to hire a lawyer and go through the legal system to cease the truck. So is there a way that this customer can be found through the legal system? It would be nice to invite this customer and a lawyer of his to the Autrend forum and then just sit back and be totally entertained at Rex's expense. It would also be great if they kept the forum up to date on the progress of their battle. Just some wishful thinking.

You know, as bad as this is to say. I'm at the point where I would like to see somebody pay Rex a visit and render his fingers useless so that we wouldn't have to read all his typing verbal diarrhea. But then again, maybe I should just quit reading it. Nahhh, the douche bag is just to relentless to give up reading about.

I don't know if actually having them calibrated is a as much of an issue as having them checked to see whether or not they should be calibrated. If you can get them checked, I would say get them checked at least once or twice a year depending on the amount of use. I have been fortunate enough to have previous tool dealers who have had the torque guages right on their trucks. It gave me a piece of mind knowing that my wrenches were still accurate.

Me arss cheeks are puckering already. Better stock up some Prep-H! I just don't see how they pull this crap off when there is too much small print information in the owners manual that can actually hang Ford on this. Sick-0's were at 8,000km oil change intervals and 6.4L's at 16,000km's if I remember correctly. And as Keith said, the coolant interval should be good enough till these beasts are off of warranty. Man, these bean counters or warranty Nazi's are grasping at straws.

In 2008, Ford had the 5.4 and the 6.8L heads redesigned to incorporate conventional style electrode plugs. No more dumb ass plug like Ford had from 2004 to 2007. I have always said that the V10 did not get enough recognition. It is a great engine. I just hope all the new engines don't get to be too good and have us starve out in the trade.

Which thread is it on? I joined the site, but I haven't posted anything yet. I'm thinking of being sneaky and prying him for information only to set him up for more falls down the road.

That's great! have you posted it on the Douche Bag's site yet?

What did you pay for your tech series box? I bet it was just as much as your scooter is worth right now. And look who's talkin a bout a big freakin box. You gotta freight train linked together with beat up attached rail cars full of much more tools than what your own home is worth. And you're just jealous that my chrome gets used more than yours.

That sucks. It's always a good thing to have competition and opposition. But yeah, it's good to have an option such as Mac. I love their impacts and air ratchets. But I also love the Snap-on KRL series tool storage. The Mac boxes are just way to pricey for what you get.

The Snap-on dealer I used to have in Innisfail had a torque meter on his truck that would allow you to check your torque wrenches. He would charge $5.00 a wrench if I remember correctly. Not sure if your Snappy dealer has one of those or not. But I can tell you that I will never ever buy another Snap-on torque wrench again in my life. The reason for that is that every year or two Snap-on updates their torque wrenches and even their ratchet heads and make the old ones obsolete. I can't even get parts for my two torque wrenches if it breaks. The Snappy dude told me not to borrow them out because if something goes wrong with them, I'm buying a new one. However, Mac has made the same darned tough ole torque wrench for almost forever. And if you need a Mac torque wrench repaired, you can get them repaired for a flat rate cost of $90.00 Canadian. I know what I'm buyin the next time around.

This sh!t never ceases to amaze me.

Not only that, but FUBAR injectors can cause erratic relative compression readings.

I remove these clips all the time whenever I see them. And yes, the lock function works after removing them. Be careful removing them. Use a tranny pick. They're not all that bad to remove, but it is possible to break the center pin in the stand pipe, Kinda like the broken on there on my bench. I have replaced a couple of stand tubes and I have never ever seen a new one come with that clip in them. So that would lead me to believe that there is no change up. And I only see these clips afterr customer have had jobber oil changes done. Oh yeah, and thanks for putting the pictures into the post Keith. I must be too drunk at times, because I still can't figure out how the hell to get the pictures into the post.

Has anyone else ever noticed these clips that are left behind in the oil filter stand pipes? I am seeing alot of them lately. With these clips in the stand pipe, you can push down on the top of the stand pie. The top is not supposed to go down untill a new filter is engaged into it, right? I sure don't see these clips in Ford filters.

My Uncle who is still a tech with his own shop had both hands operated on about four years ago for this. I too have the symptoms, but not very severe. So I take care of myself now and don't abuse my hands any more. Advise to the rest of ya'al: Don't use your hands as hammers, vices, clevices, etc. Take of yourselves before crap like Carpal Tunnel sets in.

Make sure you replace the rad cap as well. Some of them will even start farting like a loose ole', well you know what.

Well, at least we will still have ARP. they should be able to weather the recession with the damand for 6.0l studs.

Jake, is the base engine for sure good? What is your IPR% duty cycle at idle? And what is the Load pid at idle? How does this thing start cold? I seem to remember another topic that Keith had about lack of power with load pid over 45% at idle that indicated injector failure.

+1 on that here as well. That rad cap is just screamin for mercy. Some of them even squeal like they've been rode way too hard and can't take it anymore.

I was going to say that this must be internal to the injector, because I have never seen anything wrong with external O-rings. Also, everytime I've ever talked to Hotline, they've always stated that the injectors failed internally.

You Americans get all the good stuff before we do! We have to wait for this sh!t to be translated into French before we can even know anything about it. Damned handicaps! But, Ohhhhh yeayyyyyyy, an injector recall on 6.4l's. How much does that pay? Do I even want to know? And what is the recall number?

That's a gooder.

I just posted this over on Protech. Let's see how long it lasts before it gets deleted or I get kicked off: TSB 08-26-03 Where in the imaginary perfect Ford land world did they ever come up with this TSB? First off, it states on the first page of the TSB the symptoms of stiction: These conditions are caused by the injector spool valve sticking internally during cold engine operation/cold engine oil temperature. Ok, so the cold engine oil causes stiction. I understand that as well as every other technician out there does. But can someone in that imaginary land explain to me how step 7b, unplugging the EOT connector and installing the instrument guage tester and fooling the PCM into believing the the engine oil is cold when the oil is actually hot actually makes a difference? Are we to believe that making the PCM and the FICM believe that the the oil is cold when it really isn't will actually recreate a cough or laryngitis internally in the FICM? Ummmm, hello, the oil is still warm. Isn't it the cold oil that actually causes the stiction? Or is it just in the imagination of the FICM? Is that why we are supposed to perform a PMI on a faulty FICM that has an internal failure with it's DC to DC converter that cannot produce proper MPWR even if it has the latest calibration? If we fool it into believing that it is brand new, will it somehow magically fix itself? I think we all know, that if we have good LPWR and B+ and have only 32 volts MPWR, that we have a bad FICM. And then, there is the reality that this Inductive heating strategy as well as new FICM's don't always fix the cold stiction issue. Because isn't that caused by the spool valves sticking? Hmmmm. But then we get the R.O's kicked back because nowhere in the TSB does it direct us to diagnose the bad injectors. What ever happened to fixed right first time? Yeahhh I know, times are tough and the economy is in the tank and we have to cut back somewhere. Ohh yeahh, and there was this guy who had a slight influence on my mini rant. Can anyone guess who?