Matt Saunoras

Did a set of 6.4 up-pipes today. Is it wrong that I upsold them even though the truck came in for a inop temperature blend door actuator and the blower speed only working on 4? As soon as I jumped in the truck I could here the RH flex joint hissing badly. Either way I did them a favor, those were the worst I've ever done, every single fastener needed heat to come out. Do you guys upsell diesel repairs? I have a habit of looking over a truck pretty well regardless of what it comes in for. I don't know if I'm in the wrong for doing it. Multi-point inspection?

It's not a ZF-6 is it?

Thanks for the discount code. Ordered a 6.0/6.4 guide and some bushings.

I picked up a set of VR gaskets just incase I need to sell a cheap head gasket job. They seem as well made as OEM.

Clean up time tonight. It's been a while since there's been nothing in here. Tomorrow starts two new ones but I'm not sure which two.

hmmm anything over 3000 deadheaded is good? Not in my book. I've had 3900 PSI actual ICP WOT on a healthy running truck. You're going to know it in the seat of the pants too, more ICP means more complete combustion and in turn, more power.

Pan is off, found a lot of neat shit (spool valve nuts) but not what I was looking for. Something went thru the pump gears though so it's getting a new set of those and this nice shiny pan that I refurbished.

Well I finally have some direction to go with this repair. 2006 F-450, just did cab off headgaskets (studs) and 4 injectors/cups on the left side. 2 showed beginning signs of copper washer failure on this side. Towed in for no ICP. The injector is only 2000 miles old, and no I didn't wack it with the oil rail either. I told the customer they have to let me pull the pan and the oil pump gerotor to locate the missing pieces, you cannot just leave half a snap ring and ferrule laying in the pan, it will get somewhere it shouldn't. They finally said go ahead. My good deed for the week involves my massive collection of used parts (and my willingness to rotate a part out for a slightly better part). I removed the oil pan from the core 6.4 shortblock and will be installing it on this truck, which I tried to sell an oil pan on 2 visits ago. It's pretty dented in for a lack of a better description. I sanded the used one down and painted it with some Rustoleum, good as new

With IPR at 85% and ICP still much lower than desired I would have to say the pump is at least some of the problem. I would check the reservoir screen under the oil cooler for any contamination and put a pump in it. You know if there's nothing on the reservoir screen then the IPR screen getting punched out was likely from failing pump debris. I have had VGT solenoids do some weird things (including a cyclical surge at moderate throttle), it helps to have a tester laying around.

Drove the wrecker home tonight, so far so good on the shortblock. The white dually and the bucket truck left last week.

Awesome. I am close to having mine done, I got a hold of a body harness connector all I need to do is find some time to wire it in. Everything else is there

All three of those trucks are my babies. The bucket truck just needed a drag link, steering shock and some new 19.5s in the front (thankfully it didn't rain today). Prior to last summer it sat for over a year not running. I made a road call, got it running with a ficm, drove it to the shop where I proceeded to find $7k worth of work on it(coolers, engine harnesses chewed by mice, oil pan rotted out, turbo froze up, brakes completely rusted, ball joints excessive play). This winter it got 8 new injectors on its second visit. Thankfully it's now running better than it has in years. The wrecker with the engine out has been around for warranty repairs since it was new. This winter it got it's first CP work, 2 new turbos, DPF and I fished out 4-5 broken manifold bolts + tossed a RH up-pipe at it. Now it spit some rockers out and it blew some lifters apart. I'm shortblocking it with a high pressure pump for good measure. The white crew cab dually I put a complete engine assembly in 2 Septembers ago under warranty, approx 45k miles later it's got metal in the fuel. I found signs of rust in the ITP and the water separator was nearly full. Nothing in the tank though. NAPA fuel filters go figure. It's out of warranty by time anyways.

There's more outside too. Second pic front and center is our new Norco engine crane. After the last complete 6.4 I dropped in the old engine crane was deemed unfit. This new one is great. Our twin post engine stand slides right in between the hoist legs. It's nice to get some new equipment for sure. We're overdue

Sounds good to me, I'll flush them all from now on.

1836551C1 is infact the part number they sold me also

Our whole shop is a bottleneck, very inefficient as I'm coming to find out.

I got a lesson in 6.0 front cover differences today. A while ago I ordered the wrong lower rad hose for an 04 (as I found out when I tried to install it). Didnt have a clue why there were 2 choices. So I'm putting a used front cover(backorder) from an 06 on this 04 and until now I never noticed the lower hose inlet clocking differences from 04 to 05+. Lucky I had this mystery hose stored away because it really saved my ass today.Oh yeah and this isn't in my bay, it's in the drive thru service lane, hopefully done tomorrow. You don't wanna know what's in my bays. edit - It starts and runs. I'll drive it tomorrow.

I've only ever done one repeat oil cooler, it was for a oil in the coolant concern and it was flushed properly the first time. (Well maybe not since it came back, but I did my best) I upsold an oil cooler in a zf6 truck that broke the oil pump gears and front cover. Should I flush it?

Hmmm guess I picked up a bad habit along the way. What if you have a hard time getting extra labor for a flush? Do you still continue to flush?

VC-9 every time?

This is how engineers keep their jobs

I don't flush every one. Have you ever wondered if a flush can do more harm than good?

10 for both coolers on an F-series with a turbo cleaning and STC replacement. Usually sell cac boots and a FPR upgrade also. E-series depends. 12 sounds about right for all of the above.

The 3800 supercharged engines are down low torque monsters. In my car 1st gear was useless and I could burn tire on the 4-2 downshift going like 30mph. The only thing that kept the drivetrain together was never putting DRs on it. It broke loose so easily it couldn't hurt anything. Peoples reactions to that car were priceless. Also on an unrelated note I am getting quite irritated at work. I am currently sitting on 6 trucks. They come in and nothing happens. 1, 2 and 6 are three of my top fleet customers. 1 - 08 F-550 rollback, needs a shortblock, rockers and recommended a HPFP, customer pay waiting to hear if Ford will assist, stuck in my first bay. 2 - 06 F-550 dump, needs atleast one head for fuel in the coolant and 8 injectors, inductive heat FICM calibration did not help this truck. Not authorized yet. 3 - 08 F-250 regular cab 2wd. No compression #2 cylinder. Glow plug tip damaged, estimate for 6007 written, not authorized. 4 - 05 F-350 gasser. Steering binds while turning. Found right side balljoints frozen, installed to find out someone also tried to tighten the box, needs box now. Came from a GM dealer who has thrown mostly everything at it already. 5 - 06 F-350 gasser, needs balljoints, front axle u-joints, and front brakes, has aftermarket warranty, not called in yet. 6 - 08 F-350 6.4. Just came in today, contribution codes for 4 and 7. STFTs all over the place, suspect metal in the fuel. I dropped a complete in this thing 45k miles ago under powertrain which has now expired So what did I do tonight? Working on my setup for remote programming a FICM with IDS. I desperately need a 6.0 PCM body connector, I have everything else and I'm worried my PCM pin fit is questionable without a hardshell.

Yeah the supercharged V6 guys were all over the message boards when I had my Grand Prix. They were dropping entire fwd drive trains in them