Matt Saunoras

6.4 has a locked up high turbo and a P012F in it. The 6.0 needs and EBP, pigtail and a turbo cleaning/inspection. Driving it under a small load I heard the turbo making a noise looked down at my pids VGT was 14% and EBP was 4.98v. EBP is slightly biased at koeo. Pulled the front diff out of the 14 F-350 and the right side bearing fell off the carrier. Also had a 6.4 I dropped a complete in a few years ago come in with what I suspect is a manifold gasket squeal.

The rollback left and 2 more showed up. A 6.7 for a 14E03 and P0401 and a 6.0 leaking oil out the rear. Both gas well pigs

Alright so here's what we got2006 F-350 6.0L towed in. Runs but has no throttle response, sounded very strange, almost quiet, pulling off the truck. Hopefully ICP or circuit related.2013 F-350 6.7. LF axle u-joint is shattered. Gonna need inner axle seals too.2008 F-350 6.4 Customer states no boost. I put an EBP in this thing a few months ago, it's the one that was setting P2263 KOER but couldn't duplicate any actual concerns. I had thought it might need a high pressure turbo so we'll see.2004 F-450 6.0 Customer can't keep the hot side cac boot from blowing off. Has a P0299 in memory, most likely a stuck turbo.2009 E-450 6.0 bus towed in. Customer wants an estimate for a tranny. Scan it for codes, has #6 contribution and #6 injector circuit, P0299 and a few O/D stuck off codes. Drove it in, #6 is dead and then #7 started to drop also. Trans fluid is cooked.Right now I'm back to working on what is quickly become my least favorite 6.4 job ever. Rear cover in the chassis. I had no idea what a pain in the ass this would be let alone do it on the ground with the cab on.I hope to god this damn thing stops breaking flexplates when I'm done with it. Here's some pics checking endplay

I know but when you really think about it most guys aren't looking to buy stock wheels. When money is spent it's usually on aftermarket. This set was on Craigslist for 2 months without a bite. Guy wanted too much. He told me $1100 which was already lower than his initial asking price, I said $700 cash and he went for it. Honestly I wouldn't have bought them for much more. I was the first one who even showed any interest and he wanted to move them. Also 5 more trucks came in so far today.

Picked up ANOTHER set of 20" platinum wheels and tires today. Only 400 miles on these babies, basically brand stinking new for a whopping $700. I couldn't buy 3 tires for that price.I've come to the conclusion that if you're already paying for a platinum you definitely can afford to dump another $8-10k in wheels, lifts and deletes then turn around and unload your stock wheels dirt cheap.All the power to these guys

The town our dealership is in is pretty rural and the schools use a "bus" company to pick up some of the kids off the beaten path. They're mostly running caravans and other old mini-vans, some E-150s but not anything I would consider a bus

Had almost the same thing happen to me with an F-350 cab and chassis. It was programmed wrong from the factory and set a P259F while towing. Only pickup calibrations will set that code. Cab and chassis use p0234 instead. The TSB does state it's only for pickup trucks in the title. It's easy to read over, I did too.

Had a 10 F-150 towed in from a good fleet of mine. No crank, PCM fails the network test. HS-CAN + open to the PCM. HS+ runs into and out of the tranny harness on this thing and contains a splice that shoots off to the 6R80. Found that harness rubbed through on an A/C line near the right rear of the engine bay. It was basically out in the open the whole time I was trying to isolate it. I was checking that damn area for anything yesterday and just didnt see it. The diag and repair took place outside right where it was dumped off the tow truck. No room in the shop.

Nice! Good information here. I've been lucky and haven't ran into any SCR related issues that weren't easily fixed. I've been putting off the borescope investment but I guess it's time.

I think we're going to wind up with around 8-10 billable hours on the whole job. Actual time spent scratching my head, making phone calls, special trips to home depot for flush hose and fittings, and googling Carrier Transicold was much more. Was it actually worth it for us to accept a job like this? Maybe or maybe not, I know most dealers wouldn't. I don't think we had much of a choice so why not put forth our best effort? My service manager to date has not turned down a single thing he thought we could make something on. In a years time since he started I've gotten involved in more weird stuff than all my previous years combined. I get paid either way and as long as the job gets done to the best of my ability my time involved is not questioned. I'm not paid the same as other guys in the shop and in return they don't have to do this crap. I was already reimbursed for parts so no harm done.

Got the bus all done, what a pain in the ass but an awesome learning experience. Flushed everything I could think of, put a new compressor, TXV, drier and high pressure line on. Vac'd the thing for an hour to make sure all the flush chemical boiled off. Wound up putting 11oz of oil in the system based off the carrier chart. Charge weight was 5.5 lbs. The drier was on backorder from Carrier so I had to cancel that order and get an aftermarket one from Buspartsexperts.com. Very helpful on the phone. The line came from Coldhose.com and they really bailed me out, it worked perfect. This bus definitely has A/C now, had basically everyone in the shop cooling off inside it late today. Only managed to get one pic of the new line and filter/drier.

I don't typically air check hot. If the leak is big enough to cause the engine to stall it should still leak cold too. Air check shows nothing? I would try a good IPR, I keep a tester around and it's usually the first thing I go to.

Ain't that the truth. Stick a bunch of flat rate guys in a room together and it won't be long before they're arguing about something.

Found an SSM for rear cover dowel protrusion on 6.4s. This cover I have not only is cracked to one of the lower bellhousing bolt holes but the dowels are only 8mm out. The SSM wants 10mm. Looked up the labor time for a rear cover no cab pull......19 hours! Is it really going to be that hard to get the HPFP cover off from the rear? Also the tranny pump is ruined in this thing. It's got metal in the fluid with OD and coast clutches burned.

I'm going to leave this link here so I can find it tomorrow at work http://www.transportaircon.carrier.com/Files/Bus/Local/US-en/T299.pdf It's got all the PAG oil capacities based on condenser and evaporator part numbers. My drier should be in tomorrow, the line came in over the weekend so I got to see it today. I managed to guess the size of the ends correctly.

That sounds great! Where do I sign up?

Got the tranny out of that rollback. Never pulled a tranny on the ground before so I had no idea how high the truck needed to be to slide it out from underneath. Needless to say I wasn't even close and I had already maxed out our floor jacks to set the jack stands The old bumper jack we have buried away saved my ass again. Also earlier in the week I stuck a TCC solenoid in a 09 F-350 6.4 for a P0741 and P1744, no dice still no tcc engagement. Got the okay on pulling that one out today.

What ever you do decide remember there's a great bunch of guys on here that are always willing to provide valuable information at a moments notice. If you have a good feeling about the gig everything will be okay.

I seen an Aerostar once a few years back. I think I may switch careers if I ever had to work on one.

Yeah it has an R-134a capacity of over 5lbs which is on the sticker but no oil. Either it was never written or smudged out over the years. The new compressor came filled with about 4 oz of oil.

Coldhose.com. I picked out my ends, length/size of hose and they built the line and shipped it 2-day priority on the same day I paid. Also the nearest Starcraft dealer got a hold of us and we're getting the filter/drier + TXV shipped directly from Carrier. Hopefully this pile of crap will be done early next week. The only thing left to do is find out how much oil this system takes. Also dragged in the F-550 6.4 rollback that keeps eating flexplates. Hopefully get the tranny out tomorrow and see what's going on. I got a new 1/2 ton floor tranny jack just for this thing so that opens up another door for more pain in the ass work I can do.

I know one thing for sure, aside from competing with your coworkers, working diesel flat rate isn't very forgiving. It doesn't care if you're not feeling 100%, or you hurt yourself the day before, or you were up all night because of a family emergency. At the beginning of the day you are a zero and if you find yourself working nights and weekends to make 40 it's going to take a huge toll on your mind. I'm young, I still heal fast but that's changing and I can feel it. I knelt down a little too hard today in the parking lot while changing some EGTs on a waiter F-550. That's all it took to break my concentration as my brain basically went into self preservation mode for the rest of the day. It might be okay if the job wasn't so demanding but we're all here because we're diesel techs. We get the hardest of the hard to begin with.

I guess the technical term is a beadlock fitting.

The fitting where it connects to the condenser is all corroded away. It's a pilot o-ring fitting and I'm not sure if its metric or not. All sources tell me it's 1/2" line and standard size o-rings I double checked the thread size on the fitting, it's definitely 3/4 - 16. Shouldn't be anything weird about it but the Napa we use for A/C hoses couldn't do anything with it

If anyone is ever thinking about servicing a Carrier a/c system in a bus please think twice, this damn 06 E-450 is definitely above our capabilities. I came to find out this is the 4th compressor that has locked up in 6 months on this thing. Opened the head hose up and it's full of metal. My parts guy and I have spent hours trying to cross over the TXV and receiver drier. Now that we know what they are availability is an issue. I flushed the condenser and evaporator today and none of the ford adapters would fit. I had to go out and buy extra lengths of 1/2 vinyl hose to reach the evaporator. Flushing it was a pain, I had to basically hold the hoses to the core while someone else manned the machine for 45 minutes. The crap that came out of this system was unreal. To top it all off I have a bad line from the compressor to the condenser, no one seems to be able to make one because of the odd fitting sizes. We've got a few calls out to the bus company (Starcraft) and Blue Bird and we're waiting to hear back.