cbriggs

Apparently they should have bought a less expensive lift kit ( or none at all?) and maybe worried about repairing the park brake, or the oil leaks, or any of the many other things that are probably wrong with that p.o.s. What would posses someone to lift that thing?

Ya, i believe grote makes an LED approved flasher that will slow the flashing down, as for the other problem......

Quote: You fuckers can't even spell DIESEL right? Thats definatly not a good sign.

the degass bottle on that one must have been like a volcano!!!!!!!

On a semi related side note, remember the firestone tire recall? Now that was some bad pr caused by media vultures. Im surprised bs/fs still use the firestone name.

Whats that in l/100km Aaron? ( holy shit, did I just ask that?)

Really, ours dont take quarters. They're free!!!!!!! And it just so happens they are right across the street.

Should be able to see some of this stuff on a genesis, not to sure though, havent used one in almost ten years. I know we can on or snap on solus.

Ya, no doubt. Need to look at cam advance desired and actual pids. I beleive theres also an error degree pid. I had an 07 that was doing exactly what you describe. Ended up having a peice of the solenoid screen lodged in the solenoid, holding it open and causing the vct phaser to stay at full retard ( cam advanced) While performing the part of the pinpoint test that has you full feild the solenoid with batt votage and listen for action, it cleared itself. I found the piece of screen in the phaser upon later teardown.

Next prior approval will ask, has it ever been driven at wot? Yes, oh , ok, not warrantable.

heres a pic of the piston, theres a few more in photopost

I tried to find it, no go. Found 6 boxes of tools for the 1981 escort though.

I think it gets incorporated into diesel driveability once it is non current production.

At least with the tsb's it is cut and dried what you can claim and the exact procedures and repairs to be made.(heck, Why even train us?) They came back and approved a long block this morning, so looks like no injector fun. Ill post some pics of the piston on the weekend.

If the engines on a stand or the cab is remoced.

Quote: Tampon. (not you Jimmy, the debris) Hey, I already said that. I think i put it on the other thread though.

They have never and probably will never send one here. Last time i asked for a field service engineer they told me they are only in the states? wtf. Im pretty sure thats bs. Esp was going to send an appraiser a while back, but called back and said the closest one was 8 hrs away, and it was too expensive to send him, so just do the repair. Im thinking I'll offer to prove it. I'll short block it, and put the same injector back in, see what happens.

And how many times have the 05s28 jumper harnesses gone on backorder,(in the past 5 years) dont forget all the ones that were fused on the wrong circuit. Nothing like having to recall a recall.

Now thats some funny shit.

Ok, for starters has anyone seen an injector fail and burn a hole in a piston? I am under the understanding that it is fairly common in H D diesels. I have an 06 f-350, perfect pencil sized hole burnt in the #8 piston and nearly thru the cylinder wall.( oddly familiar to the 6.4 i had a few weeks ago) Only codes present were po284 and p0308. Rest of engine looks mint, no mechanical damage to anything, no visual problem with injector. The hole looks like it was cut with a plasma cutter. With no other problems found i have to assume that the injector nozzle failed and roasted the hole ( which lines up perfectly with an injector spray hole). Prior approval has kicked it back 5 times now, over 3 days. First they wanted the root cause of piston failure and pictures. Again i told them it was the injector, attatched 7 pics of the items they requested. Second they wanted to know engine hours, service records, and the root cause of the piston failure. For the third time i told them, it was the injector, attached all other required information, and resent it. Fourth, they want to know the root cause of the piston failure, and now they want pics of the combustion chamber side of head. So, I Tell them again, it was the injector, and send pics of the head. Now they want to know how i know the injector failed, and want pics of the inside of the oil pan and the underside of the piston. And in capital letters now. So, I resubmitted, explaining that i do not have the tooling to bench test injectors, nor tooling or a procedure to dissassemble the nozzle of the injector, nor a microscope to inspect it. And, as clearly visible in the pictures, the engine( bottom half anyway) is still in the chassis, as i have no intent to remove it until i know they will fix it. I had to go back and edit out the swear words, i figured if i swear at them they'll just take longer. I want to find this fugger and curb stomp the shat out of him. If theyre so worried that im wrong, then send out a field service engineer to inspect it. What the fuck. Sorry for the rant, but Im ready to kill some body, or quit, or something. I wish i wasnt the only certifed guy in the shop, all i wanna do is retail now.

Dont really want to say this, but it looks like a tampon. I had a plumber use a sewer machine to unplug a blocked pipe outside my house last year, and very similar things came out on the tool..... he called them sewer mice... As to how it got there, disgruntled or jackass factory worker?

Quote: I’ve always taken into account how much a new bearing “wears in” or loosens up on it’s own Exactly, and to further that, what about heat? Does a bearing tighten up or loosen off as the parts themselves heat up? I think the preload on diff bearings is marginal, (i had a spec for carrier preload somewhere, I'll try to find it) once correct rotational drag is achieved, the smallest movement of the pinion nut on a crush sleeve setup can go way over spec. As well on a dana 80 style diff, ive taken out a .002" shim from between the bearings and had pinion preload skyrocket out of spec, so i think were talking .001" ish preoad at best. Also in a diff it is very important for the gears to stay in place, so no end play can be tolerated. Like you say, i think oil bath gears are alot more tolerant to preload. I beleive in a dry grease bearing, 0 lash or very slight end play would be desireable. I'm gonna dig out my old trade school books and see if they give a reasoning behind it.

The generic spec we were given in trade school , for a tapered roller bearing set, was 0.0005" end play.(5 ten thousands of an inch). Basically non measureable end play, but no preload. Im not sure if the spec may grow as the size of bearings grows. My training was automotive, not c-t. I also beleive it is better to be slightly loose than too tight, and have seen firsthand what happens when tapered roller sets are overtightened. ( by DIY-ers, many times.)

Quote: I'm glad to not be in the first course, as I'm sure there will be a few bugs to work out with the course. Oh there's no doubt. I took the new gas driveability in december. It was the second time Rick had run the course, but the first time it was run in calgary. What a nightmare.

Quote: Just when you think you know the answers................. I gave up trying to predict what the answers from the warranty nazis will be. (we now have all the parts in stock to do a 6.4 short block because i figured it was a no brainer to short block one rather than replace it for twice the cost)