mrbudge

Yeah, 25k for a v8 sho sounds about right. And the look on the face of they guy with the piece of aluminum block in his hand when you tell him that, priceless. And then he asks how much it would cost to put a regular engine in it's place.

Don't know in either case. No circuit fault codes. It would be nice to find the smoking gun before it goes back together again. Will be looking at them real close.

Well finally put the new pump in today for intermittent p0088, fired her up, pulled out of the bay and stepped on it, and no power. Then the wrench light comes on and puts it into derate. Never did that before! Sets p0087 now, and the low icp while cranking code, can't recall the number, not at work now. Bled the crap out of it, has lots of flow and no bubbles. Starts good, but on first accell falls on its face and sets the wrench light. It will stumble for a couple of seconds then suddenly clear up, and all will be ok until next start. ICP does drop when it happens, and if you clear the dtc's with the engine running it pulls good with perfect fuel pressure, until next start. Is the vcv valve giving me action now, or am I missing something. And the poor guy that put in the pump is going to one of his kids wedding in Vancouver tomorrow. He is feeling like crap now for leaving this job behind and won't be able to stop thinking about it when he is gone. I suspect the cab will be coming off again, at least the cab bolts will come out nice. We did reset all the adaptive tables, still nfg. Can't wait to go to work tomorrow.

It has a dpf delete and a programmer,,,what warranty? SGI has used some used 6.4's ready to go, reasonable price too. Shipping to you should be cheap.

Will removing all the smog equipment stop the roller lifters from blowing up? I guess when the motor stops running that is the ultimate in emission controls.

Leave the doors unlocked, that way the door locks don't get smashed when they break in.

Did you try the vcm recovery utility? You have to power the vcm externally, do not connect to a vehicle. Go to run, then type in clearvcmutil. A recovery screen will come up, press enter to begin and it will re-load the vcm software. If you want to go back to an earlier ids version, reload ids with an old disc the run the recovery utility. Has worked for me in the past.

Strangs sense of dejavu coming on here. Had a very similar situation here, several thousand km after an egr valve had been replaced. Couldn't determine where the mystery piece came from either. No damage to the turbo, so couldn't have gone in there. Doubt that it made it through the cac. Only thing left was something fell in the hole when the egr valve was out. It is all downhill to the egr valve, and if you wern't paying attention.... It is hard to believe that it would take something like that so long to find its way into the cylinder

Recently helped one of the guys put the 6speed spicer back in a F650, no hoist required there. I don't know how high you would want to lift that trans anyway. I work outside regularly, if it is a no start or if the vehicle can't be moved for whatever reason. It's usually easier to do that than screw around for an hour trying to get it into the shop. Any when it is -30 out and the Cummins in the F750 won't go, you go outside and get it going because the only way it will move is under it's own power. I think alot of guys have flat rate disease real bad, and every job is just dollar signs, if it's not easy they ane not interested. I like money as much as the next guy, but if someone brings me their vehicle to fix, i will do what it takes to fix it, and hopefully retain that person as a customer.

So where does electricity come from? The wall? Nope-probably coal, natural gas, or nuclear. None of which will win any awards from Greenpeace. It is just a matter of out of sight out of mind. I remember driving through Montana and you could tell when you were getting close to the big coal fired powerplant that was there because all the vegetation was stunted. I used to be a hydrogen guy too, but you have to produce hydrogen, and this requires energy, just like anything else. Plus it's energy density is poor, so you will have a hard time getting any decent range from it. If you look at the big picture, all of the energy on this planet comes from the sun in one form or another. They guy who figures out an efficent way to capture and store this energy will win the prize, and pv solar panels ain't it. All this battery electric biz is going to be a disaster once they get some miles on them. You should see the hybrid cabs around here already. Yes, oil has to go, but electric isn't the answer. OK, rant over.

No VDR available. Also no circuit fault codes for vcv or pcv. We are leaning toward pump also. Thanks for your input.

We are having a debate here about what is good compression for a 6.0l. What are you guys finding on a healthy engine. Ford is so kind to not give a spec, but I guess they haven't in years.

We have a 08 F550 wrecker here, every once in a while it will put on the mil and set p0088 high fuel pressure. The driver says it runs rough when this happens, it is always cleared up by the time it gets here and we haven't been able to duplicate it. Back in January we put in a fuel rail sensor and UVC harness and it was ok until recently. Of course being a tow truck they can't leave it too long for me to get a good look at things. Anyone come across anything like this before? It is supposed to be here to greet me on Monday morning. Thanks in advance, Dave.

When I went to school a long time ago the first question in an automatic transmission test was how much does a torque convertor multiply torque. The correct answer was 2x, I remember that because I got it wrong. I have never tested a torque convertor to find out for myself.

Didn't the old Windsors use a 5 bolt bellhousing, and the new ones 6 bolt. It is good to find someone who is older than I am. I seem to recall some deck height differences to, but that may be a memory thing.

Doesn't the 140 in 6r140 mean 1400 lb-ft torque capacity? And doesn't a torque convertor multiply torque 2x? Not trying to be a downer, but some things aren't adding up. (2x735=1470)

Love the hats, unfortunately with my xxxl noggin I would need one this size of Rick Moranis's helmet in "Spaceballs" (if anyone remembers that movie)

If the turbo is truly ok (don't the new heat treated cra's have issues right out of the box?) the overrunning clutch on the stator may be slipping and not allowing torque multiplication at stall. Once the convertor couples it will be ok. Rare but not unheard of.

Our body shop advisor has a Corolla, she likes it very much, and has no concerns with it. She asked me if she should get rid of her car, I said if you like the car, then no. If you want to fix it, turn off your tv.

Not too weird but kind of funny, Advisor writes up a 08 Jeep Diesel for a rough run (sign out front says Ford). Tower operator starts giving him shit for writing it up, Advisor says "but they like dealing here". Tower operator says "yeah, Air Canada likes dealing here too but they don't bring us jumbo jets to work on" Just though I'd share that.

Passive regen is without post injection. Unloaded or idling, lack of exhaust heat will be a problem, especially here when it is 30 below and they are idling all day. I remind people that when they idle they get 0 mpg. The doc will create some heat for dpf, but unloaded I doubt it will be enough. I hope that one thing the scr will do is reduce the amount of egr required, increasing the in cylinder temperatures and therefore increasing exhaust temperatures. I guess we will find out soon enough. I am trying to be optomistic, by my realistic side is saying otherwise.

The propeganda sheets I have read claim good economy, lets hope so. This truck is capable of a passive regen, so that should help. If it can use less egr to control nox because of the scr system then the exhaust temps should be higher out of the head and reduce the need for active regen. I think Volvo heavy truck is claiming they rely strictly on passive regen, so it is possible.

I told someone once that using their eye-o-meter was not an accurate way to check their tires. They did not think I was funny. Just because one tire had 50psi and another had 10.

If fuel pressure drops on accell, and the filter is ok, you will need a pump. Just make sure that you have no voltage drop at the fuel pump driver module, check it under load.

So a 6.0l needs a high pressure pump, nothing unusual, one gets changed here every other day, it seems. Put the pump on, now no hp oil pressure, zero. WTF, it had some pressure before? Pull the pump off and remove the shipping plug from the oil inlet. The same plug that gets pulled out of every other pump that gets changed.