AMCTech

And the service managers wonder why our diesel repair metric is thru the roof! And it is one reason FMC is spewing red ink.

Yeah, I heard that too. I remember when the last Grand Wagoneer rolled off of the Toledo line in 91', and it wasn't long before I had one of my own. I think I would like a gently used 7.3 too. I had a V-10 250 and do not want to revisit that fuel bill

The air filter and housing is pricey, to be sure. We sell them marked down a little to $75, which helps soften the blow. I tell my customers "Super Duty and sometimes a Super Duty Price!" Just wait till the warranty runs out /forums/images/%%GRAEMLIN_URL%%/smile.gif /forums/images/%%GRAEMLIN_URL%%/cheers.gif

I've been studying oil filters, informally, for the last couple decades. Today, I was at Wal-Mart and somewhat surprised to see the 6.0 oil filter by Motorcraft for 8.95. Decent price. Next to it was a "new" brand I haven't seen in a filter line in 25 years; Autolite. It was even in an retro Fordish container like an Autolite from the 60's. Their version for the 6.0 was a couple bucks cheaper, but the same filter visually as the MC one, complete with "made in germany" logo on the bottom. Cool, yes? Save a few bucks.

Sorry, Keith, and thanks for reminding. I appreciate the site immeasurably, too, and am very grateful you invited me. I have had the honor, too, in being in the company of one heckuva group of talent and have absorbed so much and laughed alot! I suppose the red undercurrent was exposed, even if for a minute, and like removing a raditor cap from a hot radiator, the water flashed to steam. I promise from on to remember the professional creedo and apologize for the flames.

You expressed your opinion - Ford wants a fair deal from you, and they can control it for the most part. Most all of their times are attainable, meaning you should be able to turn 40hrs in a 40hr week if you dont spend your time jacking your jaw or smoking(cigaretts)- . It has everything to do with FOMOCO and the agencies that represent it. Ford sells to consumers through the dealerships; part of the contract is for the agent to service the, er, product. IH dropped the ball with the 6.0 and the ford tech is being forced to eat the shit sandwich. We, the PSD techs, subsidize that monstrosity. Bitter, you bet. I wish to hell Ford, as well as the others would just drop the scam and not offer a warranty, period. Our sister store, a Mopar firm, doesn't even have a Cummins tech because...they DON'T need one! I've personally owned them all: 6.0, 5.9, and 6.6 from all three makes. The 6.0 is a disgraceful mockery that encites this question from owners, technicians, and managers: why the hell did they get rid of the 7.3? I respond the standard mantra, that Ford needed a more NOX and soot friendly powerplant that delivers world-class performance, economy, and reliability. I suggest you visit a used truck agent. Price an 02 vs 03 PSD; one local distributor in used SD's said the 6.0 was analgous to the 5.7 olds diesel!!! Dear God, I thought, were dead!!!

A quick cross-section of my shop: Technician - diesel master, 7.3 and 6.0., gasoline, electrical, most everything else on paper, including -gulp- hybrids. Refuses anything related to 6.0, or anything else that does not represent a mixture of 70% CP 30 WP. Sells a "tune up" to every swingin d!@k that walkin in beyond 3/36. Does not own a DVOM or even a test light. Knows no other diagnostic tool than the NGS (not including attachments) Pulls approx 120 per two weeks. If allowed, will stack every bay 3 deep, bouncing from one to the next until his gravy quotient is maximized. Total rework quotient - 55% of all turned Technician - Refuses all work on diesels, including recalls. self proclaimed EEC and "tran-mission" man. Condemns any E4OD or 4R100 without any diagnosis. Sees no difference between KOEO, R, or Continuous; knows no difference beteen component or condition codes; voltage drop is when he dropped his DVOM last year. 20k "guilded toolbox". Pulls approx 120 per pay period as above with a rework of approx 1 in 10 for transaxles/missions and 90% for anything electrical/electronic. That's my dealer service department. The first two, and i am speaking objectively, would be destroyed in a production, non-butterbean dealership. they've been there for many years and have created the illusion of expertise among a core group of customers, many elderly, and among management. Our SM, a great guy with about 40 years with Ford, sees through them but is hamsrtung by his boss as to what he can do. He wanted to convert me to straight time, exclusively dedicated to the 95/5% warranty/CP spread I was seeing with the 6.0, as a way to provide some stable income. It was shot down immediately, reasoning that the other techs would object. Interestingly, our lube kid is salaried, required to pull no more than 6 jobs per day, and earns more than I do at 11.50 per hour. It hurts. It hurst when I go home and logon to FMC and take the courses and buy the tools. it hurts to see the two charlatains laughing at me as I double over in pain from the last E350 egr cooler. It hurts to see my paycheck time at 65 hours, looking at my bloody and battle-wearied hands while the crooks get a $500 over 80 bonus for two weeks worth of crap that comes back?? Whats hurts the most, though, is I gave a better part of my health in the War on Terror on 9/11, and i accept full responsibility for the consquenses, and at 34, I just can't seem to live up to your and Ford's expectation that the 6.0 pays are perfectly attainable. Yeah, i went off on a tangent with the disability thing...I just came back from the VA today with the news from my doc that I have to give up intense labor operations, like the ones found in a flat-rate shop. I cried. I didn't want to give up what I love but my declining spinal health demands otherwise.

As I was, typo on my part as to deadhead crank pressure being 950 psi...I reviewed my notes and it was about 1950 plus. Again, sorry for cluttering this thread with misplaced posts...let's close it and I know I am resting easier knowing that the issue is resolved (as far as I am concerned).

That's ok. What you've mentioned has already been covered, first via the hard start worksheet, then to symptom chart in the PC/ED for hard start. At this point, I've handed the whole affair to the service manager, since I will be departing Friday.

And since my low back is completly out now, the new standpipes are NOT, I say again, NOT in.

And actually, since the low icp is present at ect's at or over 175f or so, by the time you air test the thing is cool again, thus inaccurate readings. The CrotchLine actually suggested I "find some way to keep the engine hot", to which I reply "I can build a fire under it". The engineer was silent to that suggestion.

BTW, 03 F350 Styleside, Early-build 6.0.

I know,and it makes sense however, comma, deadheaded the pump icp at crank is about 950 psi. Problem is, by the time I get the rocker covers off and the block fittings on (not to mention any other invasive procedures, the engine is cool enough to "return to normal". I've even tried running it while the covers are off but it make such a tremendous mess that I have to shut down quickly. You may remember I said that the owner indicated that the oil had recently been changed. On initial pre-check, the oil level was high, even with dipstick off-cocked. That directs you to tsb whatever (i can't remember) that gives you an injector internal leak diag. The owner refused to allow me to remove the oil, or change it for that matter. Frustrated, I drained his oil anyway and measured 21 quarts total, with no injector leak/diesel fuel detected at the drain. Remember when I said no service history? Never a dealership oil change or records of such at all? Apparently, his local garage overfilled the crankcase to the tune of 5 quarts. I did notice some foam present in the oil when drained. Upon refill with new oil and filter, ICP jumped to 425 @ 190 rpm (crank) @ 195F. The new oild definitely made a difference but we still have a low/hot icp problem. Perhaps the hp oil pump was scored by the foamed oil, which affords inadequate protection????

Well, here goes. Customer, with no prior service history with us, not even an oil change, states no start when hot. Verified fault, OASIS ran with no prior repair history, TSB/SSA, pre-checks find slightly high oil-level with dipstick off-tube, customer insists oil recently changed and does not want oil change "from me", KOEO on demand pass, KOEO injector selft test pass, KOER pass, Continuous memory pass....all subsequent tests pass (I wont go through the whole hard-start worksheet), datalogger with ECT, ICP, IPR#, EOT, and RPM# shows: ICP 890 PSI @ 650 RPM @ 83F, ICP drops in inverse proprtion to ECT then levels off at about 650 psi @ 195F. ICP very responsive all the way to 1900 psi @ 2000rpm. The moment you shut down however, normal crank, no start. ICP approx 350 psi @ 225 crank rpm. Proceed with PC/ED symptom chart for hard start. Air test reveals injectors #3 and 5 dumping oil, consult KnotLine, confirm failure and replace. Verify, same hard hot start with similar parameters. KnotLine again, deadhead pump, crank ICP 650 psi(but by the time I get that far the engine is cool again so test results cannot be trusted). Knotline suggests replace IPR with known good unit (I love Ford and the Known Good thingy), verify repair, only slightly higher ICP but not high enough when hot to restart. Called Knotline again, they suggest replace both standpipes due to increasing number early-build pipe fractures which exhibit the same symptom. So that's where I am, and I figure for this whole freakin evolution I'll probably stub 5 hours. That's why I was so downtrodden with my first post. So if youse guys have any input or thoughts, especially about fractured early build standpipes, let me know! And finally, thanks to all for the encouraging words. The dealership layed off a goodly number of fixed expense assets (we humans call that people)yet refused to terminate the charlatain parasite shade-tree's that make going to work painful.

I've been in the automobile/mobile equipment service business for 22 years. Worked had, apprenticed, served the customer like I would want to be served, earned my ASE's all the way to Master, then L1, C1, Deere, Allis Chalmers, Case/IH, American Motors, Eagle/Jeep, and finally Ford....and today, I must admit the 6.0 has beaten me. Logic, reason, the allmighty PC/ED, nothing seems to prevail over this masterpiece of technician suffering. I had a bad day