Aaron

Brad Clayton - Ford Certified EGR Refurbishment Technician.

Blow the carbon off the valve, slam new o-rings on it, and put a silver, purple, and red paint dot on the top, and ship it. They will work at about the same 50/50 rate as the current replacements.

Probably the 8,000,000,000 that got returned under the warranty program and are filling a WPEC warehouse somewhere. LOL.

I've seen 08 Superduty's in the tens of thousands of miles with P1000's.

My LT1 in my Impala SS had the oil pressure switch tied into the fuel pump relay, I remember the diagram but I can't specifically remember if it was in parallel or series like someone else mentioned.

what chassis is it? Just curious.. is it like a purolator van or something? Google search is kind of cryptic. I wouldn't mind learning a little more or seeing some pics of the hybrid system if it's not too much trouble. Thanks in advance if you get the time to snap a couple pics.

I liked asking people "Where's the other one?" When they told me there was only one, react like you can't even believe the car still moves under its own power. Good times.

I think here in Ontario, if a quote is presented and an insurance company accepts it, and the customer accepts it you have to do the repairs as you put on the quote, if I recall rightly. I seem to remember a big to-do about something like this going on when I worked at a dealership with a bodyshop, but there was also the aspect that the manager was pocketing the difference, so it may have been a combo of both that has me misinformed.

I don't think it's just on 450's or 550's... I think I've seen it on 250's and 350's too. Must be some reason for it....Can't see a manufacturer spending money on something unnecessary.

I wouldn`t admit to defrauding an insurance company on an online forum.... You mean that happened to A GUY YOU KNOW....

Ain`t that the truth!

This right here, is something I always do, even after running the valve lash on my hot rod, setting the valve lash on a big truck, or reassembling an engine of any type. This adage applies to time also: "Spend a little now, or a lot later."

+1. We used to have one tech that would ALMOST WITHOUT FAIL bend a push tube when reassembling a 6.0. Neither of us gave a rats ass about where the crank was positioned. He got to the point that he would ask yours truly to install his push tubes for him. I've have never (knock on wood) had a push tube bend on me during assembly on a 6.0 or a 6.4. But I am an anal old fuck and I try not to leave anything to chance.As for needing to ensure no pistons are at TDC when installing push tubes, I am going to opine that some of us are relying a bit too hard on air tools during the reassembly process. I will agree that tightening a rocker arm too fast MAY NOT allow enough time for the lifter to bleed down and cause a concern..... but to have it relate to only one or two cylinders is a tad hard to swallow. Let us remember that you will not have only one piston at TDC at any given time. I agree with this statement 100%Personally, I would wind all the head bolts down with a speed handle until I felt any kind of resistance. I'd then go over them a couple more times until you could tell the bolt was bottomed out. Then I'd begin torquing to 245 or 210 ft-lbs depending on which ARP lube was being used on the washers.

Unfortunately... not for .4 - (Road test, verify, repair, re-road test, verify, do paperwork, park car) I miss fixing Fords sometimes, but then I see bullshit labor times like this...

I think NHTSA prohibits ANYTHING shutting the engine down aside from the key or an actual failure that prevents it from running. On the overtemp on the 6.4 it told you to stop safely, maybe it does the same thing on the 6.7? Pull the wire off teh sensor when the engine is running and see what happens? I like how the low oil pressure indicator was GREEN on the 6.4 Awesome LOL.. The oil light came on, but it was green so I thought it was OK!

I've never had that issue with a 6.4 or 6.0, and I've never worried about crank position during reassembly. Thing probably sat around for awhile and the valve stuck in the guide LOL.

"Parts 'til it starts!"

Soo... Not checking the contact pattern, preload before or after, not inspecting bearing condition since it's been used with the improper preload... I see no ill future effects.

WOW! That's insanely expensive.

I know they got it in Michigan. I'd be all over that like a fat kid on piece of cake.

2001 International with a Labrie service body on the back with a leaking packer cylinder. Pin seized in the cylinder. This oughta be fun.

Sounds like this guy has got it figured out. I'd beat his ass. Repeatedly. Don't you guys have a narc line for welfare fraud?

Tell your SM to have his buddy learn how to back the boat down the ramp, the incline will help putting in the water. Pulling it out is just like driving away. Lots of power. Problem solved LOL. How does the truck work power wise in reverse without the boat hooked to it? Can you guys compare it to another truck?

Yeah because for .3 I want to spend another 15 minutes filling out fucking paperwork after I got hosed out of .4 pay because it took me .7 to do the stupid pinpoint test. Correction statement: I replaced parts until the concern was fixed.