Matt Saunoras

Yeah that pump is locked up and the timing chain sheared all the teeth off. Believe it or not that engine actually ran and drove in the building like that. I may have tried to blow it up in my bay but eventually the timing went so far out it just wouldn't run anymore. I have done to date one water pump that I can remember. It was so long ago that even the FSE didn't know the coolant leak in the valley was from the weep hole.

Here's that failed 3.7 water pump

Fuck, I'm mad right now. Got the same damn shit here. 3.7 police explorer basically blown up. The water pump bearing failed, sheared all the teeth off the sprocket, ground the chain into the front cover and dumped a shit load of coolant in the engine oil. Hotline still wants me to rip every single damn piece of this engine apart to cost cap and prior approval. I pulled one cam cap and it's wiped so I can imagine what the rest of the bottom end looks like. They noted that I should be prepared to support all my findings with pictures. I still to this day can't understand why ford wants us to be engine rebuilders. There is a lot of time and effort that should go into assembling an engine and it's way fucking more than they're willing to pay us. If they can't pay us to do the job then why in the hell would any technician invest in the tools required to make measurements and care enough to reassemble it correctly? Yeah lets cheap together an emergency vehicle and hope it makes it out of warranty. There's a good fucking plan!

Some weird stuff is going on at the shop. We've got 4 guys on the other side that cant keep up with all the light duty work and the other certified guy we have who works with me is on light duty too. He's going in for knee surgery next week. I have a police explorer I'm working on dropping the whole powertrain out but for the last few days my service manager has been loading me up with crap and having me help everyone else in the shop out. I should have went in today to do work on the interceptor but there was plenty of time during the week to work on it. It's getting bad at work, I do so much shit that isn't turning wrenches.

Once you figure out which bolts hang up on stuff it's not bad at all. Are you taking out the support bolt that goes into the valve cover for the heater supply tube? The tube will then flex enough to squeeze the intake past it. Yeah I've been doing that since day one. I had one 15 intake off but I don't recall it being too much more difficult.

Not too sure what the fuck is going on here. Got this 14 F-550 here. Long story short I put a turbo and a fan clutch in it. Hooked up IDS, took it for a test drive and a few miles down the road the IC goes dead but the truck still runs, at the same time the IC dies the IDS loses communication. Feels like it's defaulted to 5th gear but luckily I made it back to the shop. So I'm in the shop, can't wrap my head around anything yet. No IDS so I can't scan anything. Unplug it from the DLC and the IC pops back to life. Plug the IDS back in KOEO, everything is okay for a few minutes and it dies out again, can't start the truck at this point. Pull the DLC and we're back on. No lights or any symptoms remain. I can wiggle the data link connector with the IDS on live network test and everything goes ape shit. All of HS-can will drop off and come back on randomly. I stole some pins from a new DLC connector and spliced in new ones for HS +/-. No change. Tried a different IDS because I updated mine today, still does it. Pulled back 12" of DLC wiring and there is nothing there, absolutely nothing happens unless I wiggle the IDS connector plugged into the DLC. I need some sleep

Wouldn't you know I get a walk in cab and chassis turbo today and that rear outside corner bolt was tight all the way out. I thought it was going to break for sure. The sleeve in the upper intake is full of corrosion. Guess I now have to worry about this all the time now.

The filter% is in gauge mode on the 4.2" display

Waiting on too many back ordered diesel parts, got a police explorer in here with a 3.7. Massive amounts of coolant in the oil, engine knocking real bad. Put a pressure tester on the degas bottle and it just puffs out the oil fill cap

Not sure how the expedition works but a PATs key shouldn't need to be present for the OE remote start to work. If it was present that may be a trigger to not allow the system to operate. Also I'm not familiar with anything that needs to be near the transceiver for it to remote start. The super duties and F-150s aren't like this.

I swiped some from the last complete engine core

I guess we'll see once this has been done to more than a few trucks. We know OCR is possible on base instrument cluster trucks and now the programmable parameter is called the same regardless of which instrument cluster is in the vehicle. I would assume the programming would be the same, there's no foreseeable reason an upgraded instrument cluster wouldn't be able to perform the same function as a base cluster. The manual regen programming is already in all PCMs. Obviously under normal circumstances the truck is going to want to attempt a dynamic regen while driving. I don't think you're going to get prompted for a stationary regen unless the DPF is getting pretty plugged up and the truck is not being driven enough.

I put a turbo in a truck not long ago that had a valvecover replaced at another dealer for the same thing (found it in the warranty history). I did notice an unusual amount of corrosion in the upper intake bolt holes in the same locations.

Last regen I had went in a few miles after "Full" most of my regens will last between 20-25 miles. This one was no different and exhaust filter dropped to 20%. That was a few weeks ago and since then the outside temps have gotten much lower. Today I was at 95% when my truck started a regen, it was exactly 500 miles since my last one which is why I think it went in early. Today however my regen only lasted 16 miles and dropped the filter to 45%. This was the shortest regen I've ever encountered so far, perhaps the ambient temps are a factor.BTW I'm using an edge CTS2 monitor now to watch EGT and DPF pids to get a better idea of how these trucks regen under normal circumstances. Also there has been one instance on the public message boards where a guy was able to perform an OCR with this update. AND I enabled OCR on a base instrument cluster earlier this week and under programmable parameters is was now called "forced regeneration request"

Had a 14 F-550 dump in here yesterday, customer bought the truck that was previously a rental. He was complaining that occasionally the truck would not crank. Both veh batteries tested good. BCM had PATS key and Key in switch dtcs. I tested both provided IKT key batteries and they tested good, around 3.1v. I noticed the Key In Switch wasn't working properly, the chime didn't work when the door was open and key in the ignition unless I wiggled the cylinder around. Also noticed there were 6 keys programmed for this veh even though the cust only had 3. 2 were IKT keys and one was a plain metal key The plain metal key was a tip off . Pulled down the lower steering column shroud and noticed the pats transceiver was missing. The previous owner had it and a IKT key taped together up under the dash. That IKT had a weak battery. In the end it got a new ignition cylinder and I moved the transceiver back up to its correct location. Changed the weak IKT battery and did an ignition key erase. Now the Key In Switch feature works correctly and everything seems to jive once again. The customer got an extra IKT key out of the deal

Nice, good job!

I never paid too much attention to the PTS challenge but now I wish I had. I didn't realize I would have been in contention for my group had I answered the questions (mostly correct of course)

Did 2 cab and chassis DEF heaters since yesterday. Now that the local stock is running low I suspect we won't see these for a while. Also changed a SSA and SSC in a torqshift 6 for some downshift issues today. Also sitting on a 6.7 long block and a 6.7 fuel system. No parts, everything on backorder.

Prior approval didn't seem to care about the residue. Said it was just a normal accumulation due to the mileage. Approved for a fuel system

Almost seems like something a good fuel system cleaner could take care of.

I'd like some opinions on this. 2012 F-550 rollback keeps setting a check engine light every few weeks. First time it had a P0088 and they just wanted it cleared, yesterday it came back with a P228F. Both times freeze frame showed FRP a few thousand psi higher than desired at idle.Pulled the PCV out to inspect and replace if everything looked good, that wasn't the case though. This thing has metal in the fuel and a brownish sludge on the PCV valve. The brown can be wiped off exposing shiny metal underneath but I'm not sure whether to rule this as contamination or not. This could potentially be warranty if determined that it's not contamination. I have in the past been told by hotline that the sludge could be from bio-diesel.What do you guys think you'd do here? I mean honestly I will likely just let prior approval decide but I was wondering if anyone has run across this in the past.

I did a 6.7 complete about a year ago that didnt come with any brackets. It did come with an extra turbo pedestal gasket though so I just used the factory lifting bracket.

Got another 04 6.0 in here. Starts, runs fine, accelerated fine until I tried to wot up my diagnostic hill, then it fell on its face. All pids okay, check fuel pressure, makes 60psi but has no volume.

Yeah the pump can pull a vacuum on the tank when the vent is restricted. I have seen this on newer super duty plastic midship tanks which collapse quite easily. I don't think this can happen in one tank of fuel, it keeps getting sucked in more and more over time and because its metal it eventually holds the new shape.

I really didn't know an aft axle tank could do that.