cbriggs

I am going....

They leak worse when you forget to put it in.

The whole point of her agrevation is that on the 96000 fmpp service on an ecoboost it calls for spark plug replacement. The (dealer) that raped her on the repair told her" if they would have changed your plugs at 96k this wouln't have happened". It is my understanding that it is the service writers job to check maintenance history and recommend (or sell) any required or due servicing. That is why we were prepared to refund her. We decided to give her back what esp would have paid us for spark plug replacement under fmpp.

I had a 2014 f-550 (high rail conversion) large pinion bearing fail, pinion moved back from the carrier far enough to strip all the gears off the pinion and most off the crown gear. Unlike yours, mine was caused by a tire shop putting the wrong size front tires on it. Apparently the weak point is the front diff. I would have put my money on the t-case first, but it was fine. Lasted about 100km in 4x4 on snowy roads.

It is hard for us at the dealership to convince customers that we are not "stealerships", and try to build and maintain a reputation with customers of being trustworthy, honest and fair. I personally try very hard in our small town to prove this day in and day out. Today an occasional customer of ours came in with a concern, and was sent to us by another dealer. She had a misfire concern at 125,000kms, and had it diagnosed and repaired at this dealer. Ended up being caused by carbon tracking in the spark plug boots, as in tsb 14-0180. They replaced plugs and coil boots. Unfortunatly our service advisor and apprentice tech missed the spark plug replacement on her 100k service, also her last fmpp service. The repairing dealer told her if her plugs were replaced at 100k this would not have happened. I'm not sure that is true, as the coil boots wouldn't have been replaced on fmpp unless they showed a concern then, but there was no misfire concern at that time. This is besides the point. The whole point of this story is the invoice she brought us for said work. She was charged $488 labour to diagnose a misfire and replace plugs and coil boots. Their invoice does not show the labour rate or hours billed, just a price. I struggle to understand how this job could achieve that amount. At Mitchell flat rate I can find 1.0 eec system diagnose (which is our standard rate as soon as we plug in the ids), and 1.4 for spark plug re and re. I guess if I really wanted I could add in engine ignition system diagnose for .7 . Her bill was over 600 to have her (6) spark plugs replaced. We were prepared to refund her for our oversight, but we are struggling with the price, as our "out the door" bill would be under $350.

Any decent spring shop should be able to make you add in leafs. They will need length, width, thickness and amount of arc. Might be worth busting your spring pack down and having them copy a few of the leafs. Our local finning service truck (08 f-550) has 6 or 7 more leafs on the crane side. It used to sit level, but over time (10,000 hours on it) the non crane side has sagged way further than the crane side, so it sits low on the non crane side now.

That sounds right. I'm at 2600 ft and usually see 370 to 390 on 6l and 6.4l on good holes. 300 sounds pretty low for any diesel....

I now have 8 core shafts in my collection. I figure I should be able to build 5 or 6 out of them. Another project I don't have time for...

I had a 6.7 with a code for a rail pressure problem. Drove with the cel on for 300km, plugged dpf solid. Apparently when certain codes are present it wont regen.

Apparently it takes more than a turbo and programming to add 40 hp and 80 ft/lbs.

I haven't had drive to clean one, but I do have one that set a P2201 3000km after recall. Now set a P2073 about 2000km after that repair.

I have very little luck with our solus pro on dodges of that vintage. I don't know why but they don't like each other.

My dad was a GM trans tech in the 70s and 80s, he built me a 400 for my hotrod gmc pickup that would shift like that.

What company is building that bridge Leon?

Mine are working fine on 94.03, brand new toughbooks with a fresh IDS install 2 weeks ago. Although the second one I loaded took two tries as the first attempt was corrupt and wouldn't even startup.

Any reason why you didn't use oe ford U-joints Matt?

Which is likely why it has a reman in it to start with. Slow learners out there.....

Sweet, I'm going to see if I can get that centering ball kit up here. I have about a dozen core driveshafts I my pile out back. If I can successfully repair a few of them I should be able to get $300 each, as the new ones from ford are $700 plus, and aftermarket ones run about $550 to $600.

Oh I'm not arguing with you. Description and operation is the most valuable literature we have. I always tell any of the young guys I have worked with, don't bother trying to know how to fix it, Know how it works, then fixing it will be easy.

I was also given that reply about an overboost code, switch to 5/w40 to improve response time of the vgt. Make sure you keep a copy of that reply for fmpp services, they don't like paying for 5/40 anymore. We can only get 5/40 to go though between October and March, otherwise they decline it and say 10/30 is fine for summer time.

I almost always leave the injectors in, with the obvious attention paid to not touching the tips with anything. I personally have never seen an issue arise from it. I have also never seen a copper washer failure on a 6.0 that wasn't caused by a recent repair/ incorrect reassembly. If I had no reason to believe there was an injection concern present, I don't feel the need to go looking. I do however replace the dummy plugs and stc fitting on almost every one I have apart.

When I dealt with mine hotline was extremely adamant about the torque spec and procedure of the PCV. As Alan said above, it is likely that we aren't able to accuratly torque these in the field.(Especially on the 6.7, its in a tough spot) I also got the story about something dislodging in the rail, so I would say a rail is the way to go. It would be a quick repair if not for replacing the entire fuel line set.

The difference is we are expected to "read" about it at home on our own time, not learn about it while figuring it out on shop time.

Also worth note, when that code is present the dpf will not regen. When I saw that code the truck was towed in for a no start as the dpf was plugged completely. I tried a PCV to no avail, but a LH rail fixed it.

Usually a u joint gets tight and the extra force exerted on the centering ball tears the little tiny needle bearing out of it.