Matt Saunoras

A long time ago didn't Brad post how to do one of these?

I have officially worked on a smart car. Welded in a new flex pipe on the exhaust. The flex is part of the muffler pipe which is in excess of $300 The bolts at the flange in the first pic are reused 6.0 turbo bolts. The gasket is the same size as a 6.0 y-pipe gasket

Since the valve seals leak causing oil consumption

Anyone ever done any of those 3.5 ecoboost turbo coolant line fittings? I helped a guy do one and I think we've had one other one come through the shop, they're the same fittings the 6.7 turbos use

Pulling the cab off a 6.4 service body. #5 has zero compression and the valve train is all good.

My truck is doing this now. Very randomly when I key on the wipers will sweep once.

Also I wanted to mention that hotline told me it was unnecessary to lap valves in a diesel due to the high compression. Any thoughts on this?

That update still isn't out is it? My 15 has 19k miles on it now and no issues yet with valves sticking during regen. Wonder if it's in the clear?

Are you using a VCM II to scan it? Maybe the truck is too old and some of the code is getting messed up causing bizarre DTCs?

I just released the 12 pickup with a new EGR cooler, cleaned lower intake and a NOx sensor. It also got a DEF heater but not for that, P20B9 and P20BA were also present. I'd say I put 50 miles on it post repair. No DTCs, powertrain data said the NOx monitor cleared. I should post a pic of the EGR cooler and the pile of carbon I got out of the lower intake. I'd say it was 90% clogged with no EGR related codes

^^How did that turn out? Got one here right now too. 140k miles on a 12 pickup. Not one repair in the warranty history. Edit - on mine, the reductant quality and quantity are okay from the injector but AZ11 for EGR cooler flow does not pass.

My rotary 18k two posts are like that and due to the slant of the floor I can't always get a truck to go up in the air level. The very big trucks are unnerving and many times I won't lift them all the way up if I feel I can't get them to go up or come down somewhat level. Many times you have to set the arms and adjust each height accordingly, this takes time and I've found it to be hard on the knees

Yeah I love that pinpoint test, define "relatively in line"

I am not totally positive but i believe the 15 and up uses a different gasket.

I'm doing a tune-up and batteries in a 5.4 ambulance and also timing chain tensioners and a RH camshaft in a 09 5.4 expedition.

When I pulled that locked up engine with the converter attached I had a hell of a time getting it back into the transmission with the body on. I have not actually had one apart yet but I know the day will come. Anyone have pics of how it will mount to a 2 post engine stand?

Honestly I've only seen 4 valve failures and they are spaced so far apart time wise I can't remember which cylinders they occurred on. I mentioned this before but a few years ago I did a shortblock on an 11 F-450 for main bearing failure. Upon removal and inspection of the heads I found that at least half of the exhaust valves in each head were cracked. In addition to the shortblock I installed 16 new exhaust valves. Even though they hadn't failed yet I was sure they would eventually. I saved 2 of these valves and I can take a pic if anyone wants to see

No other exhaust valves are cracked?

No repeat failures that I can remember. The K radiator I just put in was missing that hole drilled too. Drilled it and reused an old clip

I just got an OTC def refractometer. This was the first time I really could have used one.

The 6.0 I thought was a high pressure oil pump wound up being a cracked pick up tube. I've been on vacation since Wednesday but word gets around.

One of the end plugs? How did you find that?

Keith I reread your post that I must have skimmed over earlier. Very interesting about the DEF injector over dosing. Is this in conjunction with crystallization in the SCR which reduces its overall effectiveness? I had not really thought about too much DEF being injected and that causing a concern. Now that you mention it though the last 2 dosing tests I performed (one with a new injector) left me with about 45-48 mL. Also do you have any borescope pictures of a crystallized SCR? Our shop has a harbor freight borescope and I tried peeking down the injector hole with it. Didnt see much besides some jail bar looking things that did have what looked like a few clumps of crystals on them.

I have done two 11 cab and chassis in the past that both just needed a PCM reflash. Last week I did a 14 pickup that, to the best of my knowledge, needed a NOX12 sensor. The only thing I know for sure is that NOX12 readings were a lot higher than NOX11 on this truck which doesn't make sense if you think about it. I drove another 14 and NOX12 rarely got above 20 when driving normally. After installing a new sensor on my problem truck the readings went back down to normal. I believe I got about 1.5 MT time even though I spent nearly all day on it. It was ESP so no TSBs were used.

Got an 06 F-450 6.0 ZF6 that is hard to start but once it does build sufficient ICP it'll sit and idle all day. Go to accelerate down the road once you hit about 2k rpm it falls on its face, IPR ramps to 85% and it dies. It'll restart but once again has a long crank. Tried a known good ICP, IPR, hooked a gauge up to check base oil pressure and air checked it. Nothing. Pulled the oil pressure regulator out and it's not sticking. Tried a ford oil filter and cap. Even fixed 2 EBP wires rubbed through thinking they could have been shorting VREF. That wasnt it either. The driver of the truck said all he did was pull out hard from a stop and that's when it fell on its face and died. I really want to say it's a high pressure oil pump but I can't say I've ever seen an 05+ pump fail.