Matt Saunoras

I would, at the very, least put lifters in that hole. There is a reason the new pushrods are shorter and I've heard several different things from different engine builders. Incorrect valvetrain geometry from the factory can cause the lifter to be fully collapsed, basically maximum preload all the time. Under a high load situation with the lifters pumped up this can cause the valves to hang open slightly. I have seen a few pics of piston to valve contact with seemingly no reason at all.

wow, I definitely undercharged the last thermostats I did on a 6.4.

Are any of you guys changing cooler covers for corrosion? I've seen a few now that had a small pits in the main o-ring sealing surface but nothing too major. I just scrape the corrosion off and scotch-brite it smooth. I've never had one leak externally from this area and as I see it this can't be a reason for cross contamination. The truck I'm doing today has oil in the coolant. Obviously I'm replacing the coolers and doing a contamination flush. Further inspection shows the cooler body upper o-rings look like hell from cooling system corrosion and my cooler cover has more than a few pits. All my other cooling system o-rings look great including the large intake o-ring so I don't suspect anything fishy, just lack of maintenance. I'm wondering now if this is going to seal. It's always this side that has the worst pitting.....and if it were to leak it would exit the weep hole between the 2 orings correct?

The turbo on this truck is free as a bird. Last week It was stuck dead in the middle when I pryed the unison ring off. I wonder if it was in a spot that that the cust just got used to the way it was. I ran the latest cal on the PCM just to be safe. We shall see. To me it runs like a loaded down 6.0 with a stick. edit - Talked to the customer once more today and we both agreed he'll just drive it and see what's what. I showed him his broken unison ring and explained what happens when turbos seize up. Headgaskets will be the end result of a heavy ass truck like that overboosting all the time. It's making 23-24 psi right now, I can only imagine what it was doing before. Right now I've got another 6.0 that came in for "the works" package. Too bad it's got oil in the coolant bottle. I was just doing my multi-point inspection

I see this all the time, even my own truck does it quite regularly, I bet I could run down right now and give it a snug. I'm actually happy when the pass side bolt is missing on an e-series. Has anyone noticed a new turbo hardware kit now includes bolts that are coated? These bolts seem to go in a little tighter, maybe they'll stay in place.

What kind of times are you charging for these flushes? We see a lot of people putting green in 6.0s and 6.4s. I'm doing one as we speak

Working on the 03 that needs injectors, a ficm and an ICP sensor. They declined the work yesterday, came out to get it today and when I put the old FICM back in it wouldn't start. So all the sudden they woke up a little bit and realized they'd be paying to tow it so just spend some money and fix it. The truck isn't bad and I can tell it hasn't had any recent 6.0 related repairs. The service truck I worked on earlier this week is coming back on monday. It needs a turbo which I knew but I hoped it would last a little longer than it did. I haven't had a comeback in a really long time, I kinda feel bad.

So I shouldn't think it's anything related to that?

The 04 F-350 drw I put injectors in yesterday has one hell of a vibration if you lug it into second gear. It's like it's bouncing itself off the road. I had the other tech i work with drive it with me today and he thinks the flywheel might have been replaced with a single mass. I've never felt a truck do this before. It runs great if you don't baby it through it's gears. I looked in the workshop manual and it says only 250/350s have a dual mass while the 450/550s have a single. Why is this?

Talked to the owner of the 550 today. That truck grosses at 16,000lbs all day, every day. It seemed to run much better today. Put glow plugs, harnesses, 5 injectors, ficm and FPR in one 6.0 today. The other needs a FICM, icp, pigtail and 2 injectors. Didn't get an authorization on it yet. The ficm was reading 19v this morning and the truck still started. Slammed my tester with the good calibration in it to drive the thing.

The F-550 is running. New coolers, cleaned intake and turbo, STC and dummy plugs. Blow it down the road and holy cow this thing is a major pig. It's got a welder, crane, compressor and a metal body with cabinets that looks like it was built to survive a nuclear blast. 97k on the clock and it's well into 6000 hours. I didn't drive it before because it was a hot no start but I really wish I knew how it was before. The unison ring was cracked which honestly the truck needs a turbo but the cust didn't go for it today. I'm betting this thing needs a set of injectors too. I will check fuel pressure tomorrow and let the customer tell me how it runs. 2 more 6.0s are waiting now. One needs a VGT solenoid and some injectors. The other is an 03 that's a borderline no start cold. I know it needs an injectors maybe a ficm and I want to get a peak at the ICP sensor too.

Alright, note to self, any time unfiltered air gets into the intake suspect MAF sensor problems will arise, back in my gasser days I would have thought of this right away, today I never realized it would skew my DPF load calculations which threw me for a loop. Nothing in my bay. I'm working on a 05 F-550 outside because it's too high to fit in the building. Hot no start, needs dummy plugs and upsold an STC. Has egr coking problems so I pulled the cooler and verified it is at the beginning stages of failure. Original red coolant tube still on it. I stayed at work until it was too dark to see. They couldn't throw me out because I was already technically outside.

With the way service departments are basically revolving doors there's no need to waste time in thoroughly training techicians. Is it possible Ford is realizing this? I've been through my share of Ford training, most of the techs there weren't quite getting it but passed anyways. I've fairly recently had a vehicle bought back because I personally did not have the capabilities or knowledge to diagnose it. After wasting 20 or so hours of my own time not getting paid I finally stopped caring. It was unfortunate that it had to come to that but what could I do, it became pretty clear hotline and the FSE were on the same knowledge base. The information they give us to diagnose these cars is not even on the same playing field as what's actually going on.

I haven't had anything really crazy called back. Last one that struck me as odd was a 6.4 EGR valve, which I surprisingly pulled out intact with no problem. Did they actually want proof they could be removed?

wow that is impressive!

Oh it was on. The driver kept saying something was wrong with the restriction gauge. Every time he drove it it would peg. It took 2 of us to pull that filter out

I had our previous asset student dig out a cat from the fan and serp belt of a 6.7. The smell was about as bad as it gets. The truck was dropped off on a friday for a monday appt. .....possibly that's why he no longer works for us

I actually boomeranged a turbo drain tube right into our other techs gut the one day. Ran around the front of the engine, snatched it out and whipped it right as he happened to be strolling by. He was largely unaffected by the whole thing, He did let out a comical ooooffff when it hit him though. I proceeded to laugh uncontrollably as I burst into full sprint going the other direction.

I'm 6'1" not skinny as a rail but close to it. Have a 6.4 F-550 rollback. Check engine light on, DPF is plugged, reduced engine power, will not manual regen. Before all this I happened to notice the check air filter message on I/C. Popped the air cleaner cover off and found this.

when an e-series engine is out I will mark the valve cover stud locations. My memory isn't that good yet on these things. I did finally figure out the trick for getting the turbo in and out though.

I have a cheat sheet where I've drawn out the locations of intake studs/bolts on different model years. Not necessary but there's definitely some minor differences year to year.

I was warned about this one by another tech who works on mostly 6.0 econolines. He said keep an eye out on the 09-10s You can see where the harness has pushed down all the way over the intake manifold bolt head. This is directly under the intake tube which is obviously responsible for compressing the harness. Actually no damage was done yet to this 50k mile vehicle so some extra electrical tape "padding" will hopefully do the trick. One time previously I ran into one that had an incorrectly installed stud in that location that poked up into the harness and shorted out one of the #4 injector circuits.

I found 7 hours to do an oil cooler in an e-series. Can anyone actually do that?

valves stuck open from EGR carbon?

I'm scared to look now.