Aaron

^^^ Correctamundo. I'm a bit on the fat side, not obese by any means, but i'm not a string bean, either. Stand about 6'5, 258lbs when I weighed myself last. I'm not sure what the ORIGINAL issue (however I have a pretty good goddamn idea, and there's no fucking accident report for it) was that started all this shit, but I could drop my keys and bend over to pick 'em up and it'll go for a shit. I try my best to not lift anything by hand that should be lifted using crane, with the exception of 6.0 cylinder heads, as well as 6.4 radiators ("With the help of an assistant..."), but aside from that, I try and use the appropriate lifting equipment to avoid injuring myself further. This last round of pain, started shortly after doing a front cover on a 6.0, so there wasn't really any heavy lifting involved that way. And to add insult to injury? I got a wicked bad "cough due to cold" that's REALLY awesome when you've got a bastardized back.

Time ticking for me in the trade anyhow. Blew up a disc in my back. MRI was today. Results next week. Likely surgery, then I'm fuckin' done.

$4 freon charge put it over? I guess I'm fucked then...I charged out a cable tie on a 6.4 radiator/tstat job to tie the bypass hose back to the power steering reservoir.

3.0 to diag, and replace rad. 3.8 to diag and replace rad and thermostats. SLTS .4 cooling system pressure test, .9 thermostat diagnosis 2.3 to do a rad, 2.3 to do stats.

Yeah - "rarely claimed" has been on most of my claims also. So all these new diesel driveability tests/opcodes they have. They gonna be fuckin' telling us they're RARELY CLAIMED? They're new, so they'd be rarely claimed, I imagine. Quote: 2886 - 6.0L DIESEL-DRIVEABILITY-NO START/HARD START/LONG CRANK/MISFIRE/RUNS ROUGH/LACK OF POWER/BUCK/JERK OR EXCESSIVE EXHAUST SMOKE DIAGNOSIS SEE TSB 09-22-16 FOR DETAIL 09-22-16 Canadians may need to go to Protechnician.com to view that TSB - but it explains some new op codes. No more TSB's for fixing 6.0 driveability concerns, is how that reads. Warranty's making work for themselves to justify their jobs, by the sounds of it.

I vote that Chris' posting abilities are removed. He said.....he said....he said QUAD 4. Kidding I hate those damn things. I worked at the Indy shop for about 4 years, and I got to see lots of them inside...way more than any one person should ever see. That shop was awful for trying to bandaid shit up or patch it up so it would work another day or two.

As Mr. Clayton once said... Quickdraw McGraw on the photobucket reveals the following:

I have applied for my PAL....gonna take about 300 years to get it, I imagine. I need to get back shooting again.

^^^^ Now that's funny right there. Q: What do you get when you play a country music song backwards? A: You get your truck back, your wife back, your house back, your dog back.....

And I have come to learn that the company in question has FOUR MORE trucks, and they are ALL EXHIBITING THE SAME DRIVEABILITY CONCERNS. I'm having a hard time believing this is a fault with the Ford chassis or the International powertrain. This truck had codes for APP, DPF pressure Circuit, and VREF short - after having a PCM, APP, and DPFP sensor replaced at another shop less than 2000km ago. And as soon as I kicked that flapper open - the truck ran perfect, and I put almost 300 miles on it. All sorts of power, driveability GREAT. I will give them this though - whoever built that little 'flapper box' deal is a very skilled welder. I also called the the company that built the box on the chassis - no reports of any concerns. <shakin my head>

Here we have an example of a 6.4 truck with a really neat diverter valve welded in the exhaust, to heat asphalt in the box of a work truck. It works pretty well, because the exhaust, when forced into the bottom of the box (AKA: 200 cubic foot muffler) won't even dry the water that's laying in the box DIRECTLY above the exhaust pipe. Driveability concerns present - until I switched the valve back to force the exhaust out the factory style tailpipe. DPF is also busted - huffs black smoke. Dee Dee Dee by Carlos Mencia comes to mind...

I'm sorry to laugh at your pain, but that was funny, right there.

LOL Bruce. Yeah, that is the only steps i've been able to get to, it runs the 3-5 minute warmup cycle, then punts me out. I'm going to have to try that out with the air pressure - I think I was told 7-8 PSI will cause a regen under the regular driving conditions, from a hotline engineer. I will have to double check.

I have NEVER got a manual regeneration to successfully complete. Or start...for that matter.

.... ?

I don't think it is. Doesn't the WSM tell you to put the BOLT in the head in that location before you put the head on? I haven't looked in ages.

Yaaaay!

5w40 synthetic over here...with something with over 400psi of cranking compression, then 40psi of boost on top of that, it's proving out alright. (6.4 L) I personally wouldn't run 30wt in that paplication. Find out what they are running in the Cobra Jet drag pack cars...they are rated at 420hp by NHRA, but there have been reports of 750hp. Stock eliminator car

It can't overfill the crankcase when it's got a hydraulic ring seal from the oil it's sucking up. Can you do a leakdown test on it and see if you can hear air coming out the dipstick tube or filler cap?

There is a local company here in Windsor that has both styles, Larry. Next time you get a Holiday over there you should come check it out.

Sorry about my contribution. I have ADD. Attention Defici...ooo look! A bird!

Plugs wet with fuel?

A lot of the places in this area load the piss out of their food with MSG, and MSG is a migraine trigger for me. The MSG free stuff that I am able to find that I do like is fairly decent, but seems to be few and far between, so as a general rule I just avoid it to avoid grief later.

Wasn't there something awhile back on here about someone with a HPFP that the geartrain wasn't right on causing a horrific knocking noise, something like what you are describing?