Jeff_E

Thank you!

That bushing may not be a bad idea too, but i'm looking for something I can use to fix the actual torque converter which has a groove worn in it from the seal, I don't want to have a repeat seal failure.

Anybody have a brand and part number for one, I've been searching with no luck. Thanks in advance.

Another guy at my dealer just installed a 6.4 long block. It made it 300 miles before ingesting enough coolant to hydrolock. He is taking it apart now.

Maybe the gerotor pump just lost prime and needs to be packed with vaseline?

19420 2003-2007 MULTIPLE VEHICLES 6.0L - DAMAGED/MISSIN OIL FILTER STANDPIPE DUE TOOVERHEATING
SOME 2003-2007 6.0L ENGINE EQUIPPED VEHICLES MAY EXHIBIT A CRANK NO-START AS ARESULT OF ENGINE OVERHEATING. BEFORE ATTEMPTING ANY REPAIR EXAMINE THE OILFILTER STAND PIPE FOR SIGNS THAT IT IS DAMAGED OR MISSING. IF THE STAND PIPE ISDAMAGED/MISSING, PERFORM NORMAL WORKSHOP MANUAL DIAGNOSTICS TO ISOLATE THE CAUSEOF THE OVERHEAT. ONCE THE ROOT CAUSE OF THE OVERHEAT IS FOUND, PERFORM BASEENGINE DIAGNOSTICS TO ISOLATE IF ANY OTHER ENGINE DAMAGE HAS OCCURRED. THE OILFILTER STANDPIPE WILL BE DAMAGED WHEN TEMPERATURE'S EXCEED 350 DEGREESFAHRENHEIT. WITH THESE TEMPERATURES BASE ENGINE OR HIGH PRESSURE OIL SYSTEMDAMAGE CAN OCCUR.
EFFECTIVE DATE: 09-OCTOBER-2006

Ya know, the only times I've ever seen the black donut fail, it was because fuel was getting in to the cooling system. Of all the rubber components on the 6.0, this seems to be the least tolerant of fuel.

Anytime I find a coolant leak from there I take a good look (and smell) of the radiator cap. Usually followed by the sale of a cylinder head or two.

"Tell it to the judge, sir" ^^^

I'm curious why you were prepared to refund her money for work she had done elsewhere?

At some point customers should be reading their own maintenance schedules and not relying on busy technicians to always check their maintenance history. Am I wrong?

The manufacture and sale, or the importation, of vehicles or engines without an appropriate emissions warranty, in violation of Section 203(a)(4)(D) of the Act, 42 U.S.C. 9 7522(a)(4)(D); • Violations of the emission control tampering prohibition under Section 203(a)(3)(A) of the Act, 42 U.S.C. 5 7522(a)(3)(A); and Violations of the emission control defeat device prohibition under Section 203(a)(3)B of the Act, 42 U.S.C. 5 7522(a)(3)B. Under Section 205(a) of the Act, 42 U.S.C. 8 7524(a), the maximum penalty for violations of the vehicle and engine requirements under Title I1 of the Act is $25,000 per vehicle or engine, with two exceptions. The maximum penalty for violations of the tampering prohibition when committed by any person other than a manufacturer is $2,500 per vehicle, and the maximum penalty for violations of the defeat device prohibition is $2,500 per device. These maximum penalty amounts were increased from $25,000 to $32,500 and from $2,500 to $2,750 for violations occurring after March 15,2004, through January 12,2009, and to $37,500 and $3,750 for violations occurring thereafter (see Civil Monetarv Penalty Inflation Ad-iustment m, 69 Fed. Reg. 7 12 1 (Feb. 13,2004) and Civil Monetarv Penalty Inflation Adiustment Rule, 73 Fed. Reg. 75340 (Dec. 11,2008)). Section 205B of the Act, 42 U.S.C. 9 7524B provides the factors that a court should take into account when determining the amount of any penalty in a judicial action under Title 2

^^^^ That snippet lists the actual statutes in Federal law and is found on the 6th page (numbered #2) of 

this link: http://www2.epa.gov/sites/production/files/documents/vehicleengine-penalty-policy_0.pdf

A good write up that explains it in laymans terms can be found here: http://blogsdir.cms.rrcdn.com/11/files/2014/04/Successful-Dealer-Special-Report_Tampering.pdf?__hstc=160148450.4e5614fb6fe3bf1cc5e5e93ca6363858.1429937805487.1429937805487.1429937805487.1&__hssc=160148450.1.1429937805488&__hsfp=168832207

An important thing to realize is the fine is only a few grand to the customer, but $37,500 to the repair shop. Furthermore, the shop doesn't even need to perform the tampering to be liable. The language of the law is such that a shop need only notice the tampering and fail to bring the vehicle into compiance if they are performing any engine / drivability repair or maintenance.

Yes, I have years of experience in getting out of shit work in case you were starting to wonder

At work I have the actual federal statute and fee schedule that I printed off. This way whenever a customer with an emissions tampered truck rolls in and I don't want to work on it (which is always), I simply ask him to pre-pay the dealership's fine of $37,500.00 before I begin any diag. If they give me any grief, I simply inform them that the EPA has an anonymous tip line... And I'm feeling awfully anonymous today!

I've gotten out of sooooo much crap work that way

I've worked for both union and non union shops. I personally prefer the union, but there are a lot of factors that can be different for everyone's own situation.

I had a DPF pressure nipple completely plugged with carbon once. I don't remember what code it set though.

^^^ That would be the way to do it. They came out again and now it seems they have a working solution that gives back full functionality of the tool, time will tell.

Thanks Keith, you are right, I can see it on my home computer.

As it turns out though, my recent IDS problems are now inflicted by our IT department . They have decided to make the dealerships public wifi block the site we get calibrations from. For the last 2 days we haven't been able to reflash anything. Now they have a "solution" by which we can access a secure wireless connection, but now we can't be simultaneously connected wirelessly with VCM2 - so no interactive diagnostics or APIM tests ect. 

I suggested just making the public wifi allow access to the Ford site, but they feel the need to micro manage everything computer related... Even though most of the IDS laptops are owned by the technicians, and NONE have Reynolds software so there is no risk of customer info getting hijacked even if we did get a virus. I reeeeally want to shoot somebody  .

Hey, where did the attachment go, I need it again. Anybody have a link?

Yes there was a core charge and a yellow core sticker on the box. I didn't put everything back in the box for core return, just the pump and injectors. I don't think anything else could have any value to anyone. (If I find out otherwise through an unwanted meeting in the manager's office I'll let you guys know). There are things in this world you just don't want to buy "refurbished"... Syringes, bandages, condoms, and contaminated Diesel fuel system components come to mind. (channeling Grampy Jim in that sentence ^^^)

That said, I always thought of core charge as reflection of the value Ford places on having their rebuilding contractors evaluate the viability of a part, and not necessarily a reflection of the value of the part itself. I have to believe the scrap metal bins of various rebuilding contractors are frequently overflowing with things for which core charges were refunded.

EC3Z-9B246-A is the part number for the entire kit. I would also appreciate if anyone of you fine gents would be willing to take pictures of everything included in this kit for future reference.

I did one this week, here you go Mike:

The kit contains HP pump, injectors, steel lines (including pressure and temperature sensors), injector return line asy, and fuel rails (including pressure control valve).

The other things I needed which did not come included: low pressure fuel pump, fuel filters, gaskets for the EGR pipes, vacuum pump gasket, coolant, fuel. Depending on what your system is contaminated with, you may also want to replace the fuel cooler even though the job aid for 6.7 doesn't list it as required.

Our dealer group has one now for a parts delivery van. They gelled it up on Monday so I had the opportunity to educate the driver about anti-gel additive and do a fuel filter - which is way over engineered btw.  I was afraid I was going to break it's plastic housing, but it worked out ok (this time). 

I drove it around the block, it felt very much like the Diesel Sprinter it replaced. It is not hard to see where ford got the inspiration for this vehicle. It does seem that the build quality is a little better than it's Dodge/Mercedes predecessor. Time will tell I guess.

Also took a look at the egt sensors... Still not anti-seized from the factory, but the replacement Powerstroke bungs will work for these too so stock up now! 

I still fondly remember how he got banned from the Ford boards for informing a certain Ralph that he was being a wiener... And how everybody agreed but Jim was the only person to actually come out and say it.

Jim had a way with cars, and a way with people. Our trade lost a giant, and we lost a friend.

Rest in peace Grampy Jim

Thanks Brad!  No, I don't have a pic of the mud job unfortunately.  I sold a few sets of these to my boss though

Have you ever had a situation, where your only open hoist happened to be the old style 12,000 lb Rotary SPO12?  And at that moment in time, have you ever had a new Lincoln MKZ roll in the door from your dealerships off site body shop, where it had been parked a couple months prior on what at the time was solid ground, only to have the weather warm up and the ground soften such that that shiny new Lincoln  sank in the mud up to it's door handles?  And have you ever been handed a work order for such a vehicle, which ordered the pressure washing of the vehicle's underside for a lofty .5?  Whereupon you realized the mud packed ground effects hang 1-1/2 inches below the pinch weld, and you are dealing with a shortage of scrap lumber in the shop with which to rig the proper height lift extensions?  

Have you ever spent an additional 1.5 hours un-clogging the floor drain of mud which created a pond in your work space?

I have had exactly that ^^^ pleasure, and developed a solution for it. (well, not the floor drain problem mind you).

I make these now (in small batches because they are so time consuming):

http://www.ebay.com/itm/Set-of-4-custom-1-3-4-rise-lift-extensions-for-Rotary-Lift-SPO12-old-style-/141299155857?hash=item20e6160391&item=141299155857&pt=Motors_Automotive_Tools&vxp=mtr

You guys get a $50 rebate on them if you're interested, see the ebay listing's payment details for how.

Better yet, make your dealership pay for them  I'll still give the discount.

I had a no crank on a 10 E450 gas powered stripped chassis this week. The PCM wasn't grounding the starter relay because one of the PCM power inputs was dead from a corroded wire inside the harness. In the case of my gas powered one, it was splice #131, but as this is a 6.0, yours is wired a bit differently. Mine set no codes and communicated with IDS just fine. In fact, the only symptom from a dead PCM power input was the no crank concern. Running my own temporary ground to pin 2 of the starter relay allowed everything to work normally (with the exception of neutral safety for obvious reasons). The Pin point test for no crank concerns didn't lead me in the right direction either. If the Solus is able to check the Trans Range (TR Mode) pid to verify that it reads Park or Neutral, then that's not the problem.  I would back probe the PCM "B" connector KOEO at pins 3, 34, 40, 46 with a headlight bulb to verify the PCM has ALL of it's power inputs.  Or ground the PCM power relay so you can do it with the connector disconnected. My guess is one or more of them is missing.

Thanks!  

Oh how I wish Xtranormal still existed, but at least that one and the one

about Rex will live on. http://www.youtube.com/watch?v=xtAf4inBt-Y

thank YOU!