Matt Saunoras

Good job Keith. I don't feel right about congratulating you considering you've been doing this for probably as long as I've been alive

Let me see if there's a vert at work first. If there is we'll arrange shipping if you'd like.

I'd keep an eye on eBay. I have some horizontals but not sure about a vertical. Plus shipping something to Canada may be a costly/lengthy process.

Yes this veh has a v-mac air compressor installed and the intake duct and air filter are rerouted/relocated. The fitment is okay but there is a potential for someone to carelessly reinstall the duct. I have also seen instances where air filters become totally restricted causing drivers to remove them completely to keep going. I told this to the fleet maintenance company who's paying the bill, the wheel being damaged might not be the issue but I still can't warranty it. The 6.7 turbos are not being reman'd yet. These are all new Garrett turbos, they even sport the same VGT solenoid as a 6.0. I think the issue is going to be on the trucks that are worked the hardest and seeing the highest temps.

Went in today and put a turbo in that 12 F-550 with a bad surge under load. Put over 30 miles on it post repair and it seemed to be fine, pulled every hill with ease, no hint of a surge.The compressor wheel was a little dinged up so I couldn't chance it under warranty. The bearings were coked pretty bad, I could barely spin the wheel in the chassis but when I set it on the bench suddenly it was fine. I wonder if some 15w-40 oil would do these turbos some good, I doubt this one would have lasted much longer without total bearing failure.

Honestly I've never done any other than a few IPR/ICP concerns. We just don't see 7.3s

http://www.forddoctorsdts.com/articles.html/_/dtsarticles/one-piece-60l-hpop-connector-r20 There's the link to the article

02 F-550 7.3 with a high pressure oil leak, found #8 injector leaking badly. This is a sanitation truck. Not authorized yet Outside is an 07 F-550 6.0 with what I suspect is combustion gas in the right fuel rail, also has low FICM voltage, an underboost code and a fuel pump secondary circuit low code. Both trucks are new customers, haven't worked on either one which is a nice change

I wouldn't be surprised, it appears the 4C4Z is kind of upside down on the VT front cover.

Also the 2011 F-550 with a "misfire" showed up today. Got it to do it, only after the thing was hot would it lack power and start to surge when you tried to hammer it down. I'm not 100% sure what it's doing, it definitely didn't feel like a misfire. The surge showed up in MAF and EGR actual/commanded. EBP seemed really high when it happened on one recording I made. No codes and I updated the pcm calibration. It reminds me of a bad VGT solenoid on a 6.0 that causes a surge. The compressor wheel is dinged up pretty good from what I suspect is FOD. The intake duct is non-oem from the V-MAC compressor and it very well could have sucked some dirt at one point in time. I'm leaning towards a turbo, called it into the fleet maintenance company and told them what I thought. We'll see if I get the okay tomorrow.

4C4Z-8575-AA = RT-11733C3Z-8575-AA = RT-1169 I'm sure you know 4C4Z fits a VT-365 F-650/750 and 3C3Z is a F/E-series. I looked in the WSM a while ago and noticed the opening temps are the same for both cooling systems. My guess is they are the same part but I've never put them side by side.

Remember the ambulance that I was suspicious the contaminated IPR/cracked HPOP wasn't going to fix it? Yup my instincts were correct. Stopped down the ambulance garage to look at it tonight. Towed in last night, shut it off, came back and it wouldn't start. First thing I noticed( which I double and triple checked initially) was the fuel pump was not running. Unplugged the connector, no power with the pump commanded on. Plugged it back in, went over to the inertia switch and wiggled the connector.....bam pump comes on, thing starts right up. I knew it was coming, anymore my intuition doesn't let me down. I'm surprised it stayed running for a week

Yeah that pigtail TSB pisses me off. Did they really think EGTs just stopped going bad?

Well no time to be mad anymore. Too damn busy. Doing balljoints, shocks and a steering damper on a 05 F-350 DRW. In my other bay is a 12 F-450 plow/salt truck that has totally annihilated the brakes in 40,000 miles. Nearly wore out my dually buddy on this thing. Pads, rotors, axle seals and one caliper will be sufficient. Outside is a 08 F-150 that has a locked up tranny. Sold them a reman unit plus the tranny and power steering lines that are rusted to hell. Also the one no cab pull F-550 6.4 I dropped a complete in is back again. I just put a left side manifold gasket on it a few weeks ago, I bet that damn thing loosened up again (I may kill hotline for not letting me put a manifold on it). And tomorrow there's another one of my fleets dropping off a v-mac'd 6.7 F-550 for a "misfire"

Nope I never even checked. I've worked on that truck a few times since then and it's no longer exhibiting any puking concerns. It is however still a rolling turd on wheels. It recently blew up the transfer case and wiped out the transmission case in the process.

Yeah I thought of that but I used that excuse on the last ambulance that needed injectors under warranty. Our numbers are getting a little high.

There shouldn't be too many FICM calibrations. For 05+ there are really only 2 that are of any use, the original non-heat and the latest and greatest(anything in between is basically useless). Now 03 and 04 both use different files for whatever reason. Either year will run on an 05+ cal but will throw a FICM incompatibility U code. For 05+ ARZ2AL11 is the latest inductive heat strategy. The original non-heat AMZ2AL12 was known for making more power and better fuel mileage. If I didn't already run a custom FICM tune I would choose ARZ2AL11 for the winter and AMZ2AL12 for the summer. I ran AMZ2AL12 in the winter and even with new injectors it was pretty sluggish until warmed up. For summer time there's no need to stress the power supply with an inductive heat strategy.

No. The only thing I have is an old IDS disk. V41 I believe, would there be a way to copy them somehow?

Don't ever ignore Injector high/low codes. I've had shorted out injectors do this before too.

I need outers on mine pretty soon. Not before we get a new alignment machine though. Right now my toe is dead on judging by my awesome tire wear and I don't trust the one we have to give accurate measurements. Did balljoints and the whole drag link about 50k ago, knowing the roads around here the balljoints are probably due again. Today I put 3 injectors in an ambulance. 2, 6 and 8. It needs a full set but it's still under powertrain so I just picked the 3 worst and went with that. The thing severely lacked power when cold but no one injector seemed like the primary cause. It was quite tough to tell which weren't contributing properly.. #8 was a no click but it was the only one. The rest seemed okay so I put my one test FICM in with the old non-inductive heat calibration. That was all it took to find the "hidden" bad injectors. On a cold roadtest #2 and #6 were dropping hard also. This thing has good fuel pressure too before anyone asks. It's had a HFCM and a blue spring upgrade already. The 3 injectors did it good, has plenty of power now. Also I calmed down a little bit today too. I need to really think about what I am going to do. Whatever I decide to do I need to realize there's no way I'll have better equipment than I do now.

Burned 10 hours on cars all day today. oil changes, tires, alignments, recalls, my truck racks are empty until I go in tomorrow and try to get caught up. I really hate this new service manager. I'm giving it one more week.

I would never try it cab on. Partial lift and pull the engine. I would shoot for 35 hours

Did a few more 6.7 EGR coolers this week. Got a F-350 that's getting ball joints tomorrow and another that's getting some brakes and maintenance. Outside is another 6.0 ambulance that needs some injectors. They're really taking advantage of the powertrain warranty on this one. My GM said those v-mac compressors for 6.7s are in the neighborhood of $10,000. We ordered a truck that's getting one.

Wow

Oh today was not good. I can just see it coming, I had to have a talk with the GM about this guy, he's way overstepping his boundaries.