jimmy57

The brass that comes to mind is the oil cooler and oil filter bypass valves. IS it big brass pieces or flecks?

I have gotten them from a transmission parts supplier. They were ATP which is a reputable brand for auto trans parts. I think they are $45 wholesale. Ford needs to get a grip on some of this stuff. I keep having customers who know about the parts that are the same at an IH dealer being way less than Ford pricing. IH power supply half-shell FICM's being an example. A ton of 7.3 things are way cheaper and when you get the Ford ones it is an IH kit dropped in a Ford bag. For the big price difference they could at least open and discard the IH bags and print their own instruction inserts.....

He must not carry much weight with Ford or they would be worried his food is being toted in a 6.4L equipped truck. They would have upgraded their fleet. Sell all your Toby Keith stock!

Then throw in some variable displacement compressors to the mix and the gauge pressure readings take on another measure of weirdness other than that of varying temps, humidity, engine speed, and fan speed. I do have a concern. A/C diagnosis is not done with an idling engine. I don't recall ever looking up the test conditions for the vent temp performance check for something I was repairing and having it list normal engine idle speed as the test condition. Your GM pickup with an engine fan is not likely to do "normal" high side with low fan performance @ idle. The Malibu likely has a VD compressor. Honda Seems to have figured out that $1.00's worth of extra condenser is worth a lot in idle cooling perf. The Honda may be a VD compressor too. VD compressors are a good thing. They offer better idling perfromance with less HP loss at higher engine speed and when vehicle cools down. The first one confused me. It looked like a garden variety compressor and it was fitted with a compressor cycling switch. I revved it and the pressure with low fan and a cooled down cabin would go lower than 28 and it wouldn't cycle. Highest fan was 32 psi with cooled cabin. I was puzzled and then decided I'd quit guessing and look it up, VD compressor. When A/C goes to YF 1234a refrigerant, VD compressors are supposed to be one of the ways to make that change go over with little other changes components. VD compressor and high side line with a low side siamesed to it for extra chilling on the high side liquid before expansion valve.

If they call you a dirty SOB you can correct them. A thorough tech reports findings which can include not maintaining a piece of equipment to the least amount of PM to get by. A Dirty SOB would have called TX Revenue Dept (or is it Agriculture?) and given them the address of the commercial well service company using untaxed offroad fuel in roadgoing vehicles.

Gas patch company truck?

When I had CAN training 15 years ago as prep for training a new car launch they listed termination resistor prime function as a load for suppression reasons. Routing of CAN pairs near some higher amp pulsed signal wiring could create induced signals but the stray signal strength is almost always below the 60 ohm connection between the CAN pairs. Error handling strategies can deal with odd irregular crap but continuous spurious signals will take down the communication.

I agree. If you don't seal off alternate cells on each end it will flow a HUGE amount and might even approach the filtration of an old worn out poorly maintained K&N.

I'm waiting on the first rolled up cardboard to be rolled up and siliconed into a Powercore filter body. You know it's got to be rolling around out there somewhere.......

Software that uses existing sensors to infer certain things can be a great idea and a great help. BUT, inferring things from somewhat unrelated data is why a person might go crawl into a storm drain when a train is passing instead of it really being a tornado. I could see a valuable tool in using oil temp, idle speed, and an oil pressure sending unit (not equipped....) to track declining oil pressure at sampling points that are repeatable to set warnings. Time to 8 psi on start up is too vague and influenced by parking angle.

The slot in the injector spool stop showed up in a motorcraft short clip I saw but the plasma sprayed cylinder walls is news. Now for the cynical part: is the plasma spray a longevity/quality move or something done to fix scored blocks due to core shortage?

Yes, If they don't spread the tax burden fairly and let the middle class have some relief it will not get better. I'm not buying the 30 + years of trickle down. The middle class spends money when they have it. You can't lay off people to get stock price up and continue to have money in consumers' hands.

I have a great idea! Go buy a KIA Soul. I have been wanting so bad to rig up a container that dumps a little deposit behind one of those every time you park. I have lots of horse manure. Every hamster I have ever handled crapped if you held it more than a minute so a hamster car needs to leave little poops regularly. I figure a metal box with a lock motor operated chute cup. Unlock pulls cup under hole in box and locking slides it out and it dumps. I'll UPS you the first load of horse crap.

Yep, I bet PM's including EOT vs ECT scans and periodic preventative thermostat changes aren't likely to be on their radar. School bus contractors around here do PM's but it is an acronym for PITIFUL Maintenance. If less than 3 cylinders are dead and the smoke doesn't stop the driver from having any rearward vision then it is fit to carry kids.

I wonder if Rapidserve is run by Blue Cross Blue Shield? Sounds like their claim policies.....

30+ years ago I used it per Chevy tech assistance for L82 Corvette engines that used oil. You got a 1/2 cup and open throttle and dumped 1/4 cup and then held it for a few seconds and then closed throttle, open throttle, etc a few times. Then you repeated it to finish the remainder. When I got this as a fix on first car I thought it was the craziest thing I'd ever heard and I was damn sure glad it wasn't my car. It did work though. The follow up with that first owner (who didn't know what we did) revealed the oil consumption decreased from qt/500 mi to qt/2000 mi.

Change costs money and no manufacturer likes giving any of that away. There must be a damn good reason the heads and GP's were changed.

Cab n Chassis build or pickup bed high output?

Thanks. I have measured MPWR and it stays at 49 or 50 under load (one of those strong FICM's) on one of the trucks and 48 on the other. Neither has any cold running issues and start and run smooth at the coldest temps we have had in Texas (24F) lately. Oil changes have made no difference. Both have short cranking time. One truck has been using Rotella synthetic on 5K changes for a while. Injectors was my first suspicion given no other direct traceable issues I didn't want to do that and not have fix. I was fishing here in case someone else had chased this or if it was something that was being seen by others with the age on these units now. I really didn't think the injector wiring was at any great risk with the 48 V signals but the list of things that has been eliminated makes me leave no stone unturned. One of the the suspicions I dreamed up is fuel vapor pockets but diesel is really resistant to something like that as far as I know. The reason I'd entertain anything like that is that both of these trucks do this with heavy loads and do it most repeatably when you have been out of throttle and get back in it again. The engine temp would be high and the fuel would have been sitting in cylinder heads for that period and could get heated. The pressure waves from injector filling cycles then could give opportunity for vapor pockets but I have not seen that as an issue with Diesel. Has ULSD changed that? I had a THL case I worked once where a gas motor had an irregular misfire under high load hot and it was a faulty fuel rail pressure damper. That car felt like these trucks. I've pulled a full panel of misfire counters without catching anything but I haven't done it the last couple of times I've had either one of these trucks in. Buzz tests are always consistent hot or cold. The lubricity additive sounds like a great idea. I will try that on one of these and let you know.

I have a couple of vehicles that have irregular misfiring when towing heavy loads. 2006 F350/2wd/auto/4.10 and a 2006 f450/auto/2wd/4.30. The 350 is towing a long horse trailer and the trailer with horses is easily 15K pounds. The 450 hauls a heavier horse trailer and a 36 foot deck trailer with hay or tractor and goes 20K lbs. I have ridden and know that porpoising is not the issue although the 450 with loaded flat trailer does have a lot of porpoising. Both trucks will exhibit this if driven up a grade where I can hear it in exhaust note simultaneously with the felt jerk from misfire. Both have had had a lot of work like head gaskets, coolers, one had a FICM, and both have had some injectors but not full sets. No coolant usage on either. 350 has 124K miles and 450 has 75K miles. Both complain of this occurring for a long time. Both have no long cranking problem and show to have had supply tubes and dummy plugs when head gaskets were done. One I know has had STC fitting repair. I have measured fuel pressure and it is 54 psi on one and 61 on the other when this occurs. Scoped ICP is smooth. Cylinder misfire (speed deviation) graphics via Autoenginuity has transient small irregularities that are not cylinder specific and are not out of line with what I see on 6.0's w/o this problem. EGR is clean on the one with functioning EGR and it makes no difference if the EGR is defeated and test driven. I wetted the engine on one of them and drove it to see if the injector wiring may have been arcing with no improvement. Has anyone ever chased a misfiring 6.0 problem like this? HELP!

I found it interesting and a little amusing that Kim Jong Il funeral procession had mid 70's Lincoln stretches in the procession. That seems a slap in the face that his supposedly adoring countrymen couldn't build their own Communo-mobiles to carry the bereaved (or rejoicing?) family to his final send off. I'd love to see what's holding those old sleds together......

The real shame here is the whole E van probably had no more paint on it when built than that Fred Jones reject reman'd motor does.

I saw a guy on a cell phone pumping gasoline into his Chebby with D'max. He was putting nozzle back into pump when I noticed the bazooka tailpipe and knew it was a D'max. I told him and told him not to run it but he got in a drove off. I'm thinking the birth rate is going to fall because some people can't stay off cell phone long enough to do an f'in thing right. I haven't seen that truck on the side of the road but unfortunately those kind of things happen too rarely.

I thought the truck in avatar was just clearing out from a stuck EGR valve.

Ford diesel maintenance parts are priced above factory parts for GM and Dodge diesels too. I am surprised this hasn't seemed to have hurt new vehicle sales nationally but I know it has hurt sales locally by listening to the local ranchers at the cafe. They all know they can operate their GM and Dodge diesels cheaper than their previous Ford diesels. The overpriced plain-ass cartridge oil filter is very well known and didn't win Ford any fans in my neck o' the woods.