cbriggs

It was neering our anniversary and my wife was hinting that she wanted something shiny and new that went from 0 to 200 in under 3 seconds, so i bought her a scale.... thats how the fight started.

Well, i replied that we suspected injector fault ( which is why i quoted it in prior approval). The prior approval estimate to repair (short block replace) was $13,400. The estimate to replace with new was $23,000 ish. We figured it was a no brainer so we pre ordered all the parts to do a short block, and hopefully get it out this week. Prior approval came back, approved, replace with new....... What? they oped for a repair cost of $10,000 more than necessary. Now we have a 6.4 short block in stock. Just when you think you have all this red tape b.s. figured out.... And for my own curiosity i stripped the piston out of the engine to see what is going on. Found that the injector had burnt a small hole in the piston (down thru the crown and out the side at the oil ring) and then it subsequently cracked. I will post pictures soon.

Ive got an 08, 43,000kms. #1 piston cracked in half inline with the wrist pin. 0 psi compression. No other problems found other than missfire and blowby. Prior approval wants to know what caused piston to crack? Any ideas? I told them possibly injector failure, but no abnormal burn markings. No history of coolant loss or overheat or any work done other than a couple recalls.

Customer: My low tire light is on. Tech: did you check your tire pressure?. Customer: no, why?

Just a poll, but what is everybody using to catalogue thier esst tools? We were / are still using the book with the pages that come with the tools, but found none in these new ones. We called rotunda and they said they no longer make them, we are on our own.

In mitchell they rate the difficulty and tool requirements of a job a thru d. A being most difficult. The difference between warranty and retail seems to vary more on the A level jobs than the d level.

Quote: We offered to send the one we had in to be "repaired" and they wouldn't do it. Ya , we've tried that for a retail repair and they wouldnt do it either????

Ya, that was going to be my next venture, but our vmm has never been used yet, as i have my own dso (snap on vantage), and didnt feel like setting it all up if i didnt have to.

Are we allowed to claim labour ops outside of the tsb? If so i guess that would have been the way to go.I though they would have been happy about not being charged labour to replace a part, but i guess not.

Really, we just got one a few weeks ago in 4 days, which is crazy fast for us. (At one time we were waiting 5 months for one. Guy brought his truck in to finally get it changed and it had 16000km more than what the replacemnt was ordered with.)

Quote: Two weeks ago, I had a 6.4L with the shorted HP fuel pump harness. The turbo y-pipe was leaking at the bellows. So I replaced it and did not add any extra labor. Ford kicked it back. So, basically I should have let the truck go and flag for pulling the cab again when it yo-yoed. You should have just charged he labour op then i guess. I had this problem on a 6.0 l a month or so ago. I performed coolant loss testing on a 6.0, pressure and vac tests passed, valve was even dry, result was headgaskets, caused by severe overboost. During teardown i found coolant dye in exhaust side of egr cooler ( dye was in it for coolant loss from prior problem) so i heated and bench tested cooler, redid prior approval and got propper auth and everthing. Documented exactly what went down, and submitted claim. Denied, wont pay for egr cooler, no labour op to re and re or bench test. Re submitted claim with egr cooler labour op, denied, tech story doesnt support labour op as egr cooler was replaced at time of headgasket repair.?????????????????????? So wtf? we are supposed to give you the egr cooler out of the kindness of our hearts?

Quote: Now that you say that, could explain alot.

Good one.

Hence the need for them to pay retail time.

Just missed them !

Their new trick is to just reduce the labour and then let it go thru, then yer fucked. I had a low power concern on an 06, test drove and cofirmed, no obvious visible problems, performed diag sheet, low boost was cause. Everything else ok so i smoke tested intake system. Found a crack in the plastic cac tube under the air filter on the bottom side. They deleted all my diag time saying a leaking cac tube should be caught on initial inspection. I had 1.4 or something in it and they punted it to .5 for visual inspect and cac tube re and re. Bullshit, so i told service manager the customer can pay the rest, I like my job, but not enough to do it for charity.

Quote: We charged retail to put the heads back on and then replaced the EGR cooler under warranty. Nice.

OK, so after a few sleepless hours last night, i came to the conclusion that water was somewhere it shouldnt be, explaining the fact that it runs like a top cold, (started at -24`c this am) but shits the bed when warm. So i started it this morning, ran it for five minutes to confirm it runs great. Put heat gun on pcm and warmed it up, still runs great. Put heat gun to ficm, still runs great. Put heat gun to ckp sensor, instantly concern re-appeared. Pulled rh side of harness out for better view and there it was, moisture in the connector for the ckp sensor. Cleaned connector out and dried, filled with electrical grease, reinstalled and voila, runs like a top. I also figured out why i couldnt view a waveform on my vantage, apparantly i need to rtfm once in a while, i forgot how to use it. Oh yeah, it was throwing a p0336 and p0341 as well.

Hey guys, I have an 05 6.0, 40k on it. Starts and idles great. Runs good cold, once warmed up it loses ckp signal at around 2600 rpm. Signal goes erratic jumping from 1000 to 5000 rpm, as read on the ids and the tach. Loses sync at same time. engine coughs and surges and smokes.( almost like a stuck egr valve). I have tried a new ckp sensor , tested harness - resistance ok, load tests ok,no shorts to pwr or grnd, Trigger wheel is tight on crank, modified a sensor to change sensor air gap, disconnected alternator and gpcm, none of which helped the concern. I have backprobed ckp wires at pcm while concern is happening and ac voltage remains constant ( my vantage wont sample short enough time to see waveform, havent had time to set up vmm yet). The really weird thing is, if truck is left outside in the cold (-10 to -20 c) it runs great for a while, until it warms up good (30 minutes or so). If left in the shop overnight concern will happen immediately after startup. Also note; I did a bed plate reseal on this truck about 1000km, 4 weeks ago and thuroughly shampooed engine. ( as i do on all 6.0 repairs) I am thinking water penetration into something, when frozen it is ok, but once it thaws is it fuking with something. Has anyone ever seen water penetrate one of these pcms?

Quote: I'll change a tire, if it's easy to get out. And not raining, snowing or dark.

When that plug leaks it sure looks like a pump to cover gasket leak. Have to look really, really close to see it.

Uh oh. $$$$

I had that on a 450, brand new.( 25 kms on odometer) Accelerate hard and cel would come on and it would go into derate. It was a pushed out pin on that connector. I beleive it was an egt probe wire, #1 in exhaust i think. ( it was a while ago)

Most of the shop "equiptment" is worn out, the majority of it being over 20 years old. They squeak about replacing it as it wears out, but then we need to add or upgrade new stuff as well. They have no forsite to plan and save for this i guess. If i go to them and say we need something, i get looked at like im a whiner. I dont even bother anymore.

Quote: If it's an 08 I have been successful in claiming M-time for any add on shit (PTO wiring, etc.) and got paid for it under warranty. Yeah, i mt'd around 2 hrs to modify an overcab tire holder, no questions asked.