Matt Saunoras

We are not on good terms with the only MD dealer I know of in the area. They charge us wholesale price for parts when most guys do 10% over cost. I'll figure something out.

Not everything. If its a part that shows up in our catalog and it happens to be a blue diamond part then yes we probably can order it. I believe you need to be a medium duty dealer to look up everything though. Our 650/750 catalogs are very vague. The unison ring however is obsolete so RMP wouldn't have it anymore. When you run the number on the locator to see if any other dealers have it 3 Blue Diamond warehouses show multiple on hand. There is no phone number and basically no way to order from them on our end.

I'm looking for a VT365 unison ring. Ford part number is 4C4Z-6C885-A. It's showing "obsolete" through Ford and my parts guys says Blue Diamond has a bunch on the locator but there's no way for us to order from them. If any of you guys work in a medium duty dealer and would care to help me get a unison ring I'd be grateful.

As promised I got some pics of a VT365 turbo from an 06 F-650. I was surprised how much smaller this turbo is than the powerstroke turbo. I'm not sure if the pics do it justice but everything is significantly downsized. The compressor cover is a clamp style like an early 03 turbo. Notice how small the compressor wheel is. Also its a 6x6 bladed wheel as apposed to the 7x7 the 6.0L turbos use. These can be cleaned and are subject to the same rusting issues as a 6.0L Here is a vane from it next to 04+ vane Notice the turbine outlet is necked down Here is the turbine, much smaller than any of the 6.0L turbines And lastly the 2 unision rings, VT on the right. The center housing is physically the same outside diameter but the center hub where the unison ring rides is smaller. I'm quite surprised how different these turbos really are, they make the powerstroke turbo differences almost negligible in comparison.

Sorry I had to.

I am friends with a guy who's in good with bulletproof diesel. Bulletproof insists this is a permanent fix but if another injector bore were to crack the process would have to be repeated. It is some kind of epoxy injected into the crack.

Keith that mystery vane you have there will for the time being remain........a mystery. I have not seen a small vane that looks like an 03 but does not have the same profile/height.

As you guys may have figured out I've been playing around with 6.0 turbos for a little while now. I have about 6 cores and out of all this I've come across some subtle differences throughout the years. I took some pics tonight and I'll try to summarize everything I've noticed. There are actually four 6.0L turbos. The CHRA TSB has four different center housings based on engine serial number. Essentially though there are really only 3 different designs as there were 2 designs used in 2003-2004.25 For this thread I will refer to the 03 turbo as the horizontal rear mounting bolt turbo used in 03-04.25 MY engines The 04 turbo I refer to was used in 2004.25-2005.25. I am not sure of the exact cutoff date for this turbo. The 05+ turbo was used in everything after mid year 2005. The first 03 turbo is what we know as a clamp style turbo, you cannot buy this turbo as a complete anymore, just a CHRA if you want to repair an existing turbo. I have actually never taken apart one of these and serviced it so naturally I don't have any pictures of one. I know of it's existence as I've spotted 2 or 3 over the years. The compressor cover looks quite a bit different than the later years and it should be easy to recognize. This turbo is one that I suspect won't take a standard Garrett rebuild kit. I hear the bearings are of a different length or something odd about the internals. The second 03 is the one we are probably used to seeing. It is in the majority of 03 engines now and it's exterior looks about the same as the later years. It still has the horizontal rear mounting bolt. All 03 turbos have taller skinnier vanes and a 10 blade turbine wheel. The 04 turbo switched things up a little bit on the turbine side. The rear mounting boss changed to accommodate a new pedestal. The turbine wheel is now 13 blades to increase backpressure (EGR flow) and reduce spool up time. The turbine inducer and exducer stayed the same size but the inducer was shortened a few mm. With the inducer change the vanes got shorter and changed profile. The compressor wheel stayed the same size as an 03. The 05 turbo got even smaller yet. The compressor wheel is a few mm smaller on the inducer. The turbine blade count stayed the same but the exducer is the smallest diameter of them all. This design will cause an 05 to spool up fast but it will run out of airflow up top. I believe this is one reason the 03-04 trucks always seem to run a little better that their later counterparts. It is really hard to see the differences in the 04 turbine and the 05 turbine but they are there. The 05 vanes and vane posts stayed the same as 04 but the turbine housing outlet is smaller in diameter to fit the smaller turbine exducer. Now for the pics (I am not a photographer) There are 2 different vane styles. The 03 vane is skinnier, taller and longer than the 04+ Here is the 03 ten blade turbine Here is the 04 turbine, the diameters of the inducer and exducer are the same as the 03 Side view of the 03 turbine Side view of the 04 turbine Comparing the vane height to the turbine inducer (04) Comparing the vane height to the turbine inducer (03) 03 vane installed in an 04 housing 04 vane installed in an 03 housing 03 vane posts are taller to fit the taller size of the vanes 04+ vane posts are shorter 04 and 03 turbos side by side with their respective turbine housings 04 turbine housing with the larger outlet 05+ turbine housing, it is very hard to tell but the turbine outlet is a few mm smaller in diameter than the 04 05+ (left) and 04 (right) turbine housings side by side 03 (left) and 04 (right) turbine housings side by side Here is one way to externally ID an 04 turbo. Notice the Garrett name plate is raised. This means the compressor wheel is a larger diameter than the later years. If you have an 2005MY and not sure if it's an early or late this is a good indicator. This is an 05+ compressor cover. The Garrett name plate is not raised Here is a badly worn out 04 vane. Keep an eye out for vanes that are worn like this, if they are all bad enough it can cause inaccurate VGT response and you'll never be able to get your desired vane position. If you've ever done a VVT test you know how fast vanes can respond. The unison ring can't accurately move this vane anymore And the last pic, if you've never media blasted a turbo I highly suggest giving it a try if the opportunity arises. The results are unmatched vs normal cleaning techniques. That's all I have for now. There is more that I missed and if I get any more good pics I'll put them in here. Tomorrow I should have my hands on a VT365 turbo out of an 06 F-650 so that will make for some more interesting comparisons.

The cups don't see fuel but the crack above the cup does. I'll admit I haven't been able to find every cracked head by soaping the injector bores but I have found a few. Since you've already done headgaskets it would be best to find which head is the culprit in the chassis. Otherwise you're looking at removing both heads and pressurizing the fuel rail with the head upside down and the water jackets filled. The last set I did it took over 100psi of air to find which head was cracked. You need to make sure all of the fuel is out of the rail too. The smaller the leak the harder it will be to find. Also if you do resort to pressurizing the cooling system make sure to pull both block drains to clear the heads of any coolant.

I will work on some pics this week. I am out of work now anyways

I had a problem today with our CF18. Lost communication right in the middle of a PSCM update and blanked the module

Wow. Did you notice the profile of the vane looking different than the rest? The 03-04.25 turbos (horizontal rear mounting bolt) have taller slimmer vanes than the 04+. This is because the inducer length of the turbine must match up with the vane height and obviously the 03 uses a very different turbine than the later years. I can imagine that thing never did run quite right with that mixed up vane in there. If needed I can snap some pics showing the various 6.0 turbos and their measurements.

What I meant to say was what kind of diagnostic software will it use

I wonder what kind of software the 2016 F-650/750 will use.

Very nice write-up. I do quite a few of these too but honestly I wasn't aware there was even a wsm procedure let alone a tool kit. I'll have to do some hunting on Monday. I also find space a little limited when pressing the new joint in, most of the times I just wrench it the whole way in. They don't seem to go in so tight that this isn't possible. Another tip is if your forcing screw is hollow in the middle I will take the spacer and ball out, drop a cut off bolt down in the hole. Cut the bolt to the right length so the ball joint stud will fit down inside about 1/4" before it hits the bolt. This holds the stud so it cant walk out while being pressed. Only once did I press the stud right thru the middle of the joint, an air chisel made short work of what remained.

I downlaoded it on the IDS that stays in my toolbox. Didn't notice anything too crazy but I told the guys to hold off on putting it on our other IDS incase it turns out to be a flop. We don't use the wireless VCM. The one guy mentioned he had to wait 10 minutes to get a keyless entry code.

A known good IPR is a good tool too.

A good FICM is an excellent diagnostic tool as I've found out through the years. I can't tell you how many times I've installed my tester ficm as part of normal diag.

I'm on 6.0 bus #5 today. This thing is a dead miss on #6 and #8. Neither injector clicks, 6 throws a low code and 8 throws a high. Plug in 2 known good injectors, both click now but the same DTCs are thrown. Go to swap in my tester FICM and I can smell the old one is cooked. Not going to sacrifice my tester on this thing so I grab the old FICM from the first bus I did. Plug the old injectors back in, #6 and #8 still don't click, now in addition to the other codes I have a #1 low code and #4 didn't click. Try to make rhyme and reason out of that and I draw a blank. Did the FICM sizzle the injectors or did the injectors sauté the FICM? #8 when plugged in caused the most erroneous circuit codes. #8 during one test threw a high and a low code which I don't think I've ever seen before with a good FICM. Plug in 2 good injectors and with the test FICM everything passes. #4 also sounds quieter than it did on all the other tests when it clicked. Told them it needs a FICM, 2 injectors and you better count on buying a harness. I have had too many harness problems and even though I couldn't locate an exact spot there was a misplaced intake manifold stud that was rubbing awfully close to the #8 injector wiring.

I do my own labor ops plus write stories and do labor ops for other harder claims if I have a chance. As long as the notes are submitted correctly all my claims get paid for....and guess who figured this out?

Wait nevermind. Now I'm confused. Okay, so the name of the pinpoint test seems to not accurately describe the actual test. I don't think they actually want you checking the vacuum output from the wastegate solenoid because that has nothing to do with the test result options. All you would do is hand pump the wastegate open and record at which vacuum it starts to move. Honestly I think they missed a step in there or didn't change the title of KA8 because they added a new step instead. KA9 seems like a new test as I don't remember ever doing it before.

TSB 14-0142 now addresses this issue with a reprogram and procedure for clearing the message on 2013-2014 vehicles.

unfortunately I have an obsession with a lot of crap that costs me more money than it makes me

Have you taken the 51S14W0 test yet? I would really like to throw my computer out the window right now. These scenarios are the only thing that could make fixing diesels unpleasant for me. The visual inspection test is flawed on the both 2013 F-350 scenarios. Inspect the fuel system is the correct answer even though it's clearly in the Quick Test visual inspection list

Keith if you ever want me to elaborate or you have an idea for a useful new thread please just shoot me a message(I will take pictures of anything ) We can do a new one for welding broken fasteners I need to shoot some pics on the next one though.I tend to hide all my info in here because I'd just as soon assume everyone has seen all the stuff I'm fixing.Here's another find I had today on one of these buses. Had a map/baro correlation, boost not detected - mechanical, underboost and EBP circuit code in it. Found my map port clogged but that didn't explain the EBP code. Customer already put a new sensor and tube on it as you can see. EBP_V was reading fine in the bay until I removed the inlet duct off the turbo. Then all the sudden it's 3 volts koeo.