Matt Saunoras

we don't even have drains in the shop upstairs. HUGE hot button of mine. they detail cars downstairs and the cracks in the floor let any water seep through. we're constantly getting bitched at for bringing snow covered cars in or spilling antifreeze on the floor. every time we pull a big truck in you can feel the floor flex a little bit too we need a new building in the worse way, lease is up in sept so maybe we'll either move out or tear down.

did another tensioner today and another one is on the schedule for monday.

i still need get mine surgically removed, cant see them but they say they're there. i keep putting it off. like you it'll be out of pocket

Did the first today. IDS threw me a bunch of testman errors and closed out right in the middle of the pcm reprogram. Nice, now the theft light is flashing and the thing won't do anything but crank. Restarted the laptop and restored my unclosed session and everything went through fine. However, when i was completed with the module reprogramming it seemed like it skipped a couple steps(clearing codes and starting vehicle) before throwing me back out. Truck started fine now but going back into reprogramming showed that the latest calibration wasn't installed. Went back through the process again and it took this time.

well guess who finally gets to do one. i checked the truck out today and ordered parts for monday. it actually came in for the reprogram recall(IDS locked me out btw) this one is a 350 cab and chassis with a huge salt spreader. both sides have 2 broken manifold studs and the rh up-pipe flex is split. this thing squeals so bad you can't hear yourself think in the cab so 2 manifolds and an uppipe. never done either one, i have a feeling i'm in for a surprise

As far as I know the programs these guys run are not approved by the EPA for on-road use. The ones Ford issue are. To be absolutely techincal reprogramming with anyone other than Fords calibration is emissions tampering and that makes them the criminal Last I checked most guys are driving to the dealership to have their trucks worked on. These are the same guys that buy a truck with a $14,000 engine and find it somehow necessary to void the warranty.........and funny how it's the same guys that want to hide and lie to us about their tune. They get what they deserve if you ask me

put the truck outside today, believe it or not it fired on 4 cyl this morning.

still not one to come in for this recall. i purposely ran oasis on a few that showed up for different stuff, nothing

the truck i just buttoned up had a regular bolt on the high pressure rail and a valve cover stud crossthreaded. none of the injector hold downs were torqued tight enough either i know the shop that did the injectors on that side too. they're pretty big on the truck side of things. makes me wonder if they're having problems with diesel techs

i knew that a dressed long block would have been the way to go but management definitely fucked with my head by questioning what i was doing. i made the ASSumption that we would be doing an engine once i had the cab up. i think i just needed to make a post to vent a little maybe i will send out an oil anaylsis just out of sheer curiousity

it was definitely ferrous, i picked all of it out with a magnet. i skipped the manual compression test due to the circumstances. we all knew it had metal in the oil it seemed like a no brainer to me also

how are you guys handling metal in the oil? we're talking fairly large particles atleast 1mm wide visibly stuck in the filter and the oil clearly has flecks all through it. drain plug all fuzzed up. over 100k miles on the clock is this ground for automatic shortblock, pumps and injector replacement? Backstory. this truck has had all 8 injectors replaced in the last 2 years and has been to 3 different dealerships for different shit. visually i can see it already had headstuds installed. other than that i don't know exactly whats been done. it comes in a month or 2 ago and gets all the injectors done on the right bank. cust states they were done a little over a year ago so they are no longer under parts warranty. he provides reciepts showing the left bank was done under a year ago. Comes in for a no start, contribution codes for 4, 6 and a P0304. SYNC, FICM SYNC, M_pwr, ICP, IPR etc all okay. relative compression showing in yellow(can't remember %) for #4 and #8 is down 7-8%. advise cust that engine replacement is recommended at this point but for whatever reason i am authorized to pull the left head for inspection. pull head and nothing really sticks out. luckily found #4 intake lifter collapsed, cam lobe looks like it's starting to wipe but is still intact. #8 rings obviously have sealing issues indicated by the carbon tracks going down the cyl wall. nothing found with #6. still recommending engine replacement at this time, even a used one would have suited me fine. now i'm getting questioned as to why it wouldn't start and questioned that shouldn't it start on 6 cyl??? well i don't have the a guaranteed answer but it's likely the injectors are full of metal and not operating correctly. i cannot seem to convince anyone this engine is junk. after all this cust wants it bandaided together. this damn things been weighing on my mind so i went in today and threw a lifter in it, slapped the head on, dropped the cab down and hooked up IDS. still a no start, kinda wants to start but i suspect theres just not enough heat being generated to get it spinning. sprayed a little accelerant down the elbow and it fires and stays running. 2,3,4,6 dead holes. let it run for a minute to get warmed up and re-ran relative. #8 is the only one that's down now. so now what? what are you guys finding for the source of metal in the oil? i'll be honest i didn't go hunting for it, just figured even if i did find it that it would not matter. also, why the hell are service managers so damn hard headed? i have a feeling i'll be doing a few injectors under parts warranty

what's the gvwr on something like that?

i have a feeling theres a bit of a tech shortage in our area. we haven't had any luck getting someone out here, our sister store is looking for a guy and the last place i interviewed was down 3 guys. not to mention there may be an offer coming my way from a construction company with a large fleet of 6.0/6.4s. I know they don't have anyone to work on their 6.4s because we've been doing them all. they look at us like we're crazy for working on them

yeah i too have seen a few water drain failures on 7.3s but never really thought of the root cause. very interesting good point about the stanadyne too. i've been running it religiously in my truck

My hot button is management and poor scheduling. I am in a SMALL dealership (read 2 senior masters and one uncertified hack + serious parts inavaliability). So whatever drivebility/diesel/trans/warranty work that comes in has to go to 1 of 2 guys. It's common for one of us or sometimes both of us to be BURIED midweek with carryovers, so then who's left to handle the rest of the normal schedule? No one, and we all pay. Parts inavailability/over scheduling has me working 45-50hrs a week without proper compensation. Another issue I foresee is if we get another good tech i'll end up back at the bottom. If i have to go back to doing the majority of the bullshit that'll be the end of me. I need experience to be successful in this business and i don't get paid enough to take a finacial hit by moving. The experience of holding a lead tech position has been invaluable. I care too much about my future to go back to doing bullshit work Oh yeah and if management is stupid enough to hire another diesel guy i'll walk in a heartbeat(it almost happened last week) sometimes we only see 1 truck a week, why would a shop need 3 diesel guys?

well we all know in the world of gassers that high compression and boost generally don't mix too well for pump gas. how the ecoboost accomplishes all of this is beyond me at this point

put in 71.05 today. thanks for the heads up

hopefully they wrote something in there for more reliable water in fuel detection. either way this will bring in a bunch of 6.4 customers i can upsell rads to edit - read the customer information sheet you vehicles powertrain control module has been updated with improved fault detection capabilities to minimize engine related repair costs. below is a list of enhanced warning features in the new update: -water in fuel reduced power mode -engine coolant temperature monitoring -overfilled crankcase detection (excessive oil level) -oil cooler efficiency detection -turbocharger overboost detection when a fault is detected in these areas, the pcm may implement the following: -wrench light illumination -reduce the engine power (limp home operation) -instrument cluster displays "reduced engine power"

we seem to have the most problems with the vcm to usb cable getting worn out prematurely. i've seen more than a few go bad and i always try and keep 2 on hand.

still can't understand why anyone would want to play dress up with their truck. it no longer serves a practical purpose. the term christmas tree comes to mind guarantee that truck will never see a load, offroad use or a drag strip

anyone check out the recall 10s14? you need version 71.03 or higher and you can't get it unless your renewed i was at 70.07 yesterday and i couldn't force an update any higher than that. had to go into rotunda to get it btw v71 needs IE 8 too

okay that makes sense..............NOT!

that last fuel starved 7.3 i had ran fine with no load on the engine. i putted around town with no problem at all. went to run up a long hill and it fell on it's face within a 1/4 mile, eventually stalling altogether. i agree with no fuel = no boost.

yeah and the 3500HD has a 22,700lb max trailer tow weight too