Matt Saunoras

I've been told once by hotline that #2 and #8 are known hot cylinders, particularly #8 which always seems to melt down first.

We had our other tech completely twist off a sensor and bung leaving a quarter sized hole in the top of the DPF. Fabricated a new bung from a flat piece of steel and a M12x1.25 nut. I tried to source bungs but I have no idea where to get a new weldable bung at. Right now I have 3 good bungs I cut out of RH up-pipes incase the situation ever rises again. Guess what....it hasn't.

You have to have it ordered with the veh. Not sure if it's part of an equipment package but we had quite a few customers complain about this. I've installed several, just remember that the block plug takes a 9/16" hex socket (allen). I found out pretty quickly that it's not a common size but 14mm will work too.

For years I ran a mix of stanadyne performance formula and lubricity. Tended to lean towards a full dose of performance and half of lubricity. Stanadyne ran out now I'm just getting 22 from the parts dept. I can't tell the difference either way.

Got one finally. 2010 e-350 ambulance that needs coolers under warranty. Came in for EGR codes and quickly noticed the coolant bottle low, I still like how easily the up-pipes come out to inspect the back of the cooler..... BUT what I absolutely love is the cut and dry 6.0L coolant loss TSB ONLY applies up until 09. I yelled a request into hotline today as to what the hell do I do now? There is nothing in the PC/ED or WSM about egr coolers leaking because of oil cooler failure. The PC/ED would have me put a valve in and ship it. Hotline tells me to reference the TSB for diag but obviously I can't claim the required TSB labor ops. So I ask them if the claim is going to bounce if I change the oil cooler and flush the cooling system. They tell me they can't make that determination. Why would ford not apply that TSB to all model year 6.0s? Why would they omit the 2010 like it was never going to have the same problems? So I'm tossing coolers in this thing and we are going to see what happens.

Automotive students can be tough, I was there not too long ago.

Thanks Keith. Any opinion on this as an every day additive? I've run stanadyne lubricity formula in the past and I have to wonder if this could be a substitute? We all know ULSD is "drier" than the LSD the 6.0 was designed to run on.

Here's a new one for me. Not sure if anyone remembers but the most I know about this is that Ford told you to dump it in the tank(or in the fuel bowl?) when you replaced OBS 7.3 fuel injectors. Our other guy found a sheet describing it's use and an old part number that crosses to this newer one. The only instructions are to empty the entire 12oz bottle into the fuel tank. I have a pic of the bottle I'll get up here. I find it interesting that the info out there about this additive is non-existent. Not in any catalogs and I can't find an MSDS anywhere. It's also states on the bottle low sulfur approved which I take as not legal for highway use anymore.

Been outta diesel work for 2 weeks now. Just when I thought we were finally breaking through

Finished up phasers, solenoids and tensioners on a 07 F-150 today. First gasser engine repair I've done in a while. Why? Our recent asset graduate high tailed it right in the middle of the job. Kept insisting it needed a motor and why were we wasting time with cam phasers? Made up a story about finding metal under the rear cam caps but when I looked yesterday there was nothing. I helped him check oil pressure earlier this week and it was fine. Cut open the filter? Nothing. Just a bandaid repair I guess

What I hate more than that is the ranch hands and big cow catcher bumpers these guys put on their trucks. We get a few oil field trucks from down south and they've all got them. They catch me right in the thighs when I'm laying on them. Right now doing a right bank of injectors in a ambulance

Fixed a 07 F-550 today that was intermittently cutting out and losing all veh power. Twas the positive lug on the drivers side battery. Not the main engine harness another dealer just installed the day before(alright friday it was towed in). Needless to say one dealer just lost a fleet customer. Also stopped by the ambulance garage on the way home tonight to look at one that's losing coolant.

wow, I'm surprised how little is involved. I'd like to give this a try for sure.

The list of different 6.0 pcms is several feet long. The different part numbers, hardware numbers and calibration tags are seemingly endless.....yet every one from an auto trans 05+ pretty much does the same thing with the same connector pinouts. Anyone know why this is needed? I recently had another tech tell me pretty much any 6.0 pcm will work in anything as long as it's been PMI'd. Any input?

are these coolers still on backorder? I haven't had to do one in a loooong time

Many complaints of this at first. The first reprogram recall did in with most of them. A big loaded up 550 is a toad off the line, borderline unsafe pulling out into traffic. It's like a 6.0 with a stuck turbo.

PCM fixed the ambulance. Right now doing 2 other 6.0s. Ones getting an A/C compressor and the condensor is beat to hell, the other needs a fan clutch and some injectors. Both 05s

Getting schooled by a 05 E-450 6.0 that's intermittently losing communication with the PCM. Driving down the road the IC will light up, wrench, cel, ect drops and so does the tach and speedo. It still runs but doesn't shift well at all. IDS also loses communication with the PCM. Only codes are module communication codes related to the CAN Wiggling C176a at the PCM will re-create the concern. I repinned the CAN +/- wires in the connector but that didn't make any difference. What worries me is the PCM and TCM have lost communication with each other. If they are both internal to the pcm shell wouldn't that indicate an internal failure?

I remember one of these from back when I was at a lincoln dealer. It was a used car, service manager gave the alt job to the best guy in the shop and he sent it down the road to the VW dealer.

I'm being told by a fairly reliable source (an engine rebuilder) that OEM 6.0 pushrods and the current part number 8C3Z-6565-B are different lengths, namely the the new pushrod is .050" shorter. I am aware it is also a 6.4 pushrod and the 6.0 number crosses over to the 6.4 number. I was also told this is a reason for 6.0 lifter failure among other things. OEM 6.0 pushrods are too long and it causes the lifter to bottom out internally. Does anyone have a new pushrod and an old one they can lay side by side to verify this? Anyone have any input on this? Should we start selling pushrods with headgaskets?

Got an okay on my coolers and finished them up tonight. Turbo was frozen solid and it got an STC fitting too. IPR screen had a hole in it from coolers done 70k miles ago.

This was going to be our new shop Honestly, not sure I'm going to be able to wait now. It wasn't going to be big, 3 truck racks and an alignment rack on one side. 5 car racks on the other. Doors were 14' high as opposed to the 10' doors we have now. <sigh>

yep, unless they've got diesel care which should be up pretty soon. I'd think all of the 08 6.4s are out now too.

06 F-350 that needs coolers. waited 4 hours today for an authorization that I still don't have. Nothing else to do either so no use in even pulling it outside.

He was one of those self proclaimed diesel techs. It's funny even when he was working there how much cp work they brought me that a "diesel tech" should have been able to do. I came to find out that he was stealing parts and not installing them on vehicles too.