Matt Saunoras

04 E-350 ambulance that I've never worked on. Towed in for a shut off/no start but it started and ran fine for me. Had the obvious cam/crank codes and a P2290. I've seen more than a few P2290s caused by a contaminated IPR so I pulled it out. Not sure what I'm looking at here. There is metal on the screen in addition to a greenish brown material I can't identify. I've heard of the dorman oil cooler gasket but I need to find out if it possibly ever had one installed.

Doesn't matter, this alternator won't work correctly on a 6.0 anyways. The 6.4 uses a PCM controlled system 4 charging system, this means a GENCOM line to control voltage set point based on what the PCM wants. This is why Chase's alt only charges 13.5v, it's self exciting basically in default mode. A little digging in the WSM saved me some time

Snagged a new 6.4 alt on eBay to try out. Took some comparison pics

I had a later super duty with an over tightened gearbox get me recently. Just for fun check your steering effort with the wheels off the ground. Common sense usually can dictate if it's too tight. When I tried to decrease the meshload on the steering gear it did not change anything. A new one fixed it.

Still plugging away at my dump. I'm not rushing this thing. There's nothing else outside and my brain is cooked. I'm building a turbo for it too. I media blasted all the parts tonight. I'll snap a pic tomorrow if I remember There's no core on these heads so in order to have 2 decent cores laying around I pulled the old switcheroo on my core ambulance heads. Sending the junk head off this one back and keeping the one good one from the ambo. It took quite a bit of pressure for the cracked head in this dump to show itself. #5 hole, just like the last 3 I've seen. 100 psi in the fuel rail did it

I don't know but I'm having one hell of a time focusing on what I'm doing. We authorized an account for a new fleet of super duties today. edit- I still can't wrap my head around what's going on here. I think I need an emergency exit plan. If they think in any way I'm going to be any more than the diesel guy then I have no choice but to leave. I've devoted every waking minute to this shop in the last year but I'll give it up in a second if I have to start doing trannies again. Their isn't enough time in the day to do my job let alone every one else's.

This shit is really getting more fucked up than I could ever imagine. We dont have a service manager and now 2 guys are planning on leaving. The one who I work next to has a cab in the air pulling heads on a 5.4. I have a feeling I'm going to get stuck putting it back together

I've done three 6.7 primary rads and 4 egr coolers in the last week and a half. Our 3rd in line fleet customer picked one up on Monday and dropped another one off. The problem was the truck was a twin to the one they picked up AND they parked it in the same damn spot. Needless to say I never realized a new one was outside and wondered all week why they weren't picking up the one I finished last week. One more thing to remember my service manager by. Too worried about himself to relay the message. He was right for worrying.

We have one on the lot with a 3.7 in it. I'm like who ordered this thing? at least get a 3.2 for me. Someone will want it.

Speaking of taking in trades we got a barn find 7.3 here. 2000 f-250 crew cab short bed, 38k miles. I did the used car check on it. Undercoated, spray in bed liner, not a hint of rust anywhere. The valve covers look brand new. People are standing in line for this thing. Not sure what it will sell for but it makes me sick looking at it then looking at my rust pile 06

I like to think of myself as the Robin Hood of diesel parts. Steal from the rich (ford) and give to the poor I'm actually giving away a whole bunch of stuff on this 6.0 dump I'm putting heads on. It's doesn't look like its ever been touched for anything so it's getting all the updates too. Today I put 6 injectors in a 03 f-550 tow truck. A few months ago when I installed 2 injectors I attempted to sell all 8.

I was surprised to find 2 others had a 40 hour guarantee. From all the shops in the area I've been around and our 2 dealerships this is not the norm. I requested it or I was leaving. No sick days but I have 6 paid vacation days( which never works out well)

I've never been a fan of shortcuts. I try to do the most honest work possible and for the most part I'm rewarded for it. Any new service manager is going to figure that out fast. I really hope whoever we get is better than what we had. I've met a few shitty service managers from other dealers. I talked to my 2 best fleet customers today luckily to straighten everything out. They're not going anywhere and they'll bare with me for a little while with the chaos. Not much is going to change but I'm going to have to sell my own diesel work for sure. All I did all day was punch tickets on cars. The schedule is really fucked up, wonder why.

It was more than the maximum allowable drama for one day so someone was bound to get canned. 2 advisors and one tech have quit in the last month (right after my boss got done talking the tech into staying our new service girl walked out) I just don't understand how one person can be so clueless to the fact that no one respects you. We all live on the same earth, no one has their own world. I'm sitting on a weeks worth of work so hopefully this doesn't affect me too bad.

Well our one guy is staying......and our service manager got fired today. It was quite a scene.

I haven't done one for a few years but if I recall correctly the last one I did on a navigator I removed the right engine mount completely.

The 6.7 F-550 was no low fuel pressure. Pump sounded strong but the filters were way overdue. This thing had me second guessing bad. All I was getting from the valve on my test gauge was air, air and more air.Changed the filters, no dice. Went and got 5 gallons of fuel and dumped in the tank. Sender shows 1/4 tank so I was thinking maybe a pick up tube. Still nothing. Praying something was messed up in the pump....put a pump in it. Still wrong and now it's messed me up bad.Went and got another 5 gallons but this time I left it in the container and ran my suction line into it. Bam instant fuel pressure. Got the truck in the shop, up in the air, ready to pull the tank and I notice someone just put a new gooseneck ball on. Then there it was, a nice little slice from a cutoff wheel right in the fuel line. Everyday it's something new. Oh and our other guy quit today, the one who started me on trucks, the one who I bounce ideas off all day long and basically don't talk to anyone else. It's gonna be a one man show on this side of the shop now. We were already looking for a tech, now we're REALLY looking for a tech......or 2

Had another one today. Had a P0401 and P1249 in memory. Cooler plugged totally shut. Replace cooler, took it for a ride, now it sets the P1249 plus a code for the EGR bypass actuator. Somehow the bypass actuator is now INOP (who knows) so I stole one off another truck and installed it. KOER test just sets P1249 now. Used the known good wastegate solenoid I had stashed away from the truck I posted about last. Code still returns KOER but I cleared the MAF adaptive tables and now it won't set in 20+ miles of driving. Checked the vacuum lines and the wastegate when I had the actuator off, everything works fine. I've got a feeling this is a code that's being generated from some other out of value parameter not necessarily anything actually wrong with the wastegate or controls. I wonder about the correlation between the wastegate, EGR and exhaust back pressure. Can't you look at the EGR basically a wastegate by itself? Clogged EGR = not enough exhaust pressure bleed off. I should have cleaned the lower intake manifold out while the upper was already off for the egr cooler. As bad as the cooler was I wouldn't be surprised if the intake is nearly clogged shut too. Didn't even think of it until the P1249 came back. I was a little proactive and cleaned the MAP sensor and port in the upper intake. Both of those were badly clogged too. edit - Also neither of the 2 trucks I posted about above have returned for any kind of boost/wastegate/EGR related concerns though I still service both regularly.

New PCM + parameter reset and we're good to go. Time to drive cycle this thing and turn it loose. edit - 24 miles and not a code in sight. One more thing, to minimize the chance of any problems while installing the new PCM start your session as normal, then key off, put your new pcm in, key on and PMI with as-built. You don't want IDS sucking any bad info out of the old PCM. This was a tip I read off someone else's similar hotline contact. I also found that my new PCM came nearly pre-programmed. I actually key'd on and everything was fine, I went in and PMI'd it anyways but it didn't actually program it, basically just configured it for the vehicle. I went in to program my Engine Serial Number because it requested it for 14,000lb and over vehicles.....the ESN was already programmed correctly. The parameter reset was needed to clear a P161A code but other than that no problems.

Same here, nothing notable I can think of

P203A, level sensor circuit P203E, level sensor intermittent P204C, reductant pressure circuit low P205D, reductant temp sensor high P205E, reductant temp sensor intermittent I also found, in addition to the improper ground, connector C110 partially unplugged so I put some electrical grease on it and it snapped right in. Regardless of what the fix was I believe one of the 2 was the whole concern.

2 were bad, customer wanted all 4 changed. One of these trucks in the fleet came back 3 times for 3 different sensors. Ever since then it's been 4 or none. The work comes and goes. I should be busy for at least a week

The ambulance is gone after spending nearly a month here. What a nightmare. It's bad enough those things are so hard to work on then add a bunch of confusion from your co-workers, customer and Ford. Whatever, it's done in time for the end of the month (which honestly saved my SMs job). I put 55 miles on it over the weekend, I'm satisfied with a shortblock, 2 heads, oil cooler, main harness and a pile of other parts. Oh yeah, and I threw an ITEC "IDM bottom" at it yesterday post repair. Also yesterday finished up a primary rad and 4 EGTs in a 12 F-350. Today I get it's twin from the same fleet for a P0401 and contaminated DEF. Got another 12 F-250 6.7 outside that I ordered an evaporator core for. Then I talked to another fleet customer today about a 6.7 F-550 getting towed in for a crank no start. Got my heads in for the 6.0 dump on Thursday too.

Hmmm that's got me thinking. The idle only mode is a learned event. Perhaps like an adaptive table, it must be able to be cleared somehow unless the PCM can reprogram itself

I can't figure out if these 2 reductant pumps are interchangeable. My parts guy has a BC3Z-5L229-L in stock held for a customers 2011 F-250 that never came back. TSB 11-12-3 addresses the fix as BC3Z-5L227-D which supersedes to BC3Z-5L229-L. My parts guy says Detroit shows these on the locator but not on DOW. Detroit is a 2 day shipment, he thinks he'll get another one, I think he's wrong. I'm pretty sure these are backordered. Then there is the 2012 F-350 that I have here that needs an entire reductant system. It calls for a pump BC3Z-5J229-L. Also on backorder. I am going to have to put a 5L229 on this truck. It seems strange to have 2 separate pumps, both backordered, neither one replaces the other, just one is a TSB part. Maybe I have too much time to think about stuff like this.