cbriggs

We carry ford sensors, and aftermarket ones for people wanting to save a few bucks. Neither will respond to our training tool without being pressurized at least once.

If it is an auto truck it can be done. If it is a standard trans the pan hangs up on the two lower bolt bosses on the rear cover. I had a guy spin his drain plug bung loose inside the pan. (it was a standard trans) After telling him about this, he sawed the two bolt bosses off and brought it back to have the pan changed.

Our 15k bend pak lifts 3-4" off level always. No one can seem to fix it. I got it close but as the cables stretch it goes wonky. I have been using the new Pks 16k since Monday. It is definitely very well built. I was having trouble lifting a cp rail f-550, until I found out that it weighs 19,500 lbs. Not the hoists fault. The 3 stage arms in this size of hoist are a saviour. I will likely never get the chance to lift a cab on a regular cab truck ,but I think it could be done. I had the slab under the hoist poured 16" thick, over 8' of length and the full 24' of width in the new bay. That way it will handle any 2 post hoist that may ever be put in there.

I have seen quite a few pressure lines lose there internal plastic sleeves lately, and either get stuck in rack valves or plug up the lines. Usually if the pressure line is restricted you will gain assist with rpm.

My bench is a 1200 liter oil tank as well, so I can't put wheels on it. If you saw how small our shop is you would understand why there is no room for anything to move around. I did try to put it on an engine stand, but it would have taken a few hours of fabricating which I did not have. Hopefully once our additional bay is done I should have way more room. I like the L bracket idea to stand it on the floor. May have to try that. I was able to get it put together, without slamming/ dropping the gear train, or the converter, although I wouldn't want to do it everyday.

I had the pleasure of going inside my first one of these this week. Man are the internals huge! (and heavy!) I didn't end up fixing it as it exceeded cost cap, the low-reverse clutches stripped off of the splines on the planetary carrier. Contamination was extreme. Oil was burnt bad, the shop will probably stink for two weeks now! WSM recommends an engine crane to lift the converter and main geartrain out, but I cant get one into the spot where my bench fixture is. Converter weighs 60 or 70 pounds, and the main gear/ clutch assy is right around 100 pounds.

I have had a non raptor f-150 (lifted) with the chain skipping in the t-case. The customer drove all winter in 4x4 with worn out mismatched mud tires, and then when spring came the chain was 3/4" longer than it should be.

Anyone have any experience with these? I just received a 16k 2 post, clear floor, clear overhead, hydraulically equalized hoist. It looks extremely well built compared to our bendpak units. It should be getting installed in my new bay in early June. And they are built in Ontario.

There is a bunch of scaffolding and carpenter tools in my bay, well, my new bay. They are adding a bay onto our 100+ year old 4 bay shop. The new bay is mine. 34' x 24' and a new 16k 2 post.

If I remember correctly, the sccm (which includes the mf switch) is either cheaper, or just a few bucks more than a switch by itself.

And I bet every time it comes in on the wrecker the tow truck operator stuffs the park brake on......

I have a customer with a 12 raptor, that uses it for oil patch work in alberta. On rough roads the iwe-s will not stay engaged. I put IWE eliminators in and have not had a problem since. Apparently it is a common problem on the raptor when driven on rough roads. Now the only problem we have, is with the eliminators installed it seems to wear out the torsen limited slip in the front axle..... Oh yeah, and wear through cv boots..... but the 5" lift with no diff drop cant be the problem.....

One more turn and would have blown apart on assembly!

I have had a mac tech series MB1080 for about 15 years. Love it. The chrome over plastic drawer handles delammed a while back, they sent me a whole new set of billet ones after 1 phone call. (we have no mac dealer here anymore). I have worked with guys that have had snap on classic series and a heritage series, and much prefer my mac to those. I have never actually seen a snap on masters or epic series, other than in the snap on truck.

On the subject of over the phone fixing... A friend of mine (and sometimes customer) has an 04 f-350, he has been working in Alberta somewhere. He called me about his truck getting hard to start randomly, I replied that there is not much I can do, and suggested he take it to a ford dealer to get scanned. It had camshaft / crankshaft sensor codes and no sync during the hard start. They proceeded to remove the camshaft sensor, and it was rusted in the block and broke off. Pretty standard. After exhausting all options for removal, they needed to remove the engine and drill out the sensor. At this point my customer lost trust in them and took the truck away on a tow truck, to an indi diesel shop. They were able to remove the sensor and install a new ford part, concern still present. The truck would now start but only run on a few cylinders. They replaced all injectors on one bank, still no good, then all injectors on the other bank, still no change. Then I somehow ended up talking to the service manager of this Indi shop, and after he explained everything to me I recommended he check the crankshaft tone wheel. I told him to try through the sensor hole, but if unsure drop the oilpan. The next time I talked to him he said the tone wheel was tight. That was about it for my advise unless he could procure an ids with a vmm to run the ckp / cmp tool. They proceeded to hang a ficm, a pcm, an engine wiring harness and a ficm harness. Then my friend had enough, and towed the truck home on a trailer (After paying his $6000 bill). I plugged the ids in and verified, ficm sync toggles yes/ no repeatedly during cranking and will not stay running. I had him drop the oil pan (he is done spending money on it by now) and guess what.... the tone wheel is loose on the crank. He also reported that the crankshaft sensor had definitely never been removed from the hole.

Did you happen to look at the cylinder fuel trims Leon?

They ran a similar program up here in western Canada in 2006. They pushed through a whole load of diesel techs to help get caught up on the backlog of broken down 6.0's. I was in training every second week for about 2 months, but it very quickly got me all my electrical, nvh, diesel driveability and gas / diesel engine specialties. I started at ford in 2005, and by 2008 I was a senior / master.

I know what I am building tomorrow!

When they initially did the phazers did they pop the timing cover? I have seen a post on suretrack recently where the crank trigger wheel was installed backwards and it caused these codes.

I do it by feel as you guys, no perceptible end play, but no more preload than you can really achieve with your fingers (clean and dry) I have a pair of small (6") channel lock pliars that I use for wheel bearing nuts, as my fingers are usually too greasy to hold the nut. In trade school the spec we were taught was .0005" end play (5 tenthousanths of an inch).

I had a 3.5 do exactly that to a water pump. I got approval on a complete easily, but it wasn't esp, it was base warranty.

Finally got approval today, after an email from us to them asking WTF is going on. They replied, still pending, then 5 minutes later the approval came through. 10 days with the truck torn apart on the hoist. Customer is in a much better mood about the time now that it is approved though.

At work in my bay: 11 ecoboost, torn down to bare block for esp approval on an engine for a broken piston, damaged cylinder wall. (actually not in my bay, but we are shorthanded right now, so I tore the cab off in another bay) So far its been over 7 days apart, waiting on prior approval still..... actually in my bay, a shit ton of oil changes and fmpp, rad and wp on a Toyota Tacoma, coil pack on a Saturn. At home: injection pump on a 91 7.3 IDI , that runs most of its life on veggie oil. No not bio diesel, straight veggie oil. Pump seized solid and broke the shaft off. Go figure. It smells like French fries and chicken wings in my shop right now. Still working on the 37 ford truck resto mod as well. Oh yeah, and my 1979 arctic cat pantera 5000 resto project....

Matt I've had that same thing happen with the ids, if there is a poor/ partial connection at the dlc.

I should be eligible to go this year, but I am pretty sure that Canadians can only go every 3 years, Anyone who went last year cannot go this year or next year. Lame in my opinion.