Matt Saunoras

They're slowly getting better. The main guy who was working on them in house finally quit so I've been getting a few more chances to do them right. that's okay, I knew what you meant

Went to pull that ambo out yesterday, made it 20 feet from my stall and it blew the pressure line going into the box, the thing is on backorder from ford so I didn't quote it to begin with. Had to use a NAPA line today which seemed to work fine. All back apart and back together again. Not taking any chances it got both ps lines, and all new rad hoses the second time around. I don't think I've worked on one of these things that didn't leave with less than 2 thousand dollars in repairs(mostly parts). This fleet is pretty neglected and there's still a few I haven't worked on yet.

I'll post pics in a minute. The storm we got 2 nights ago took our new building down. They had the walls up and the trusses in place but tbey must not have been secured correctly. It all has to come down and start over. It's about a 2 month setback

Doing another 6.0 ambulance. Cleaned the turbo and it's getting a power steering pump tomorrow.

I just use a floor jack. Econolines I use a expedition bottle jack for the minimal space it takes up. Got a customer pay 6.4 exhaust manifolds job in full swing. Decided to pull the cab which worked perfectly. Cab off manifolds off in 5 hours. Pulled 2 busted studs with the mig This one was broke off 1/16" below flush. Built it up and right out it came

The flare comes and goes but it's there. Verified it yesterday with IDS, anywhere from 50-200 RPM. Atleast I have some time to decide. I can't even feel the 50 RPM flare, it feels like a soft shift to me. 3-5 is definitely softer than the rest all the time. Cleared KAM, didn't make a difference. Ideally I'd like to find a low miles 09-10 6.4 torqshift, slap it on the bench and take my time with it. I feel confident that my trans isn't going to need any hard parts but I'd love to start with a more stout platform. All the torqshift internals I'm looking up start with 9C3Z telling me they were all updated in 09.

Coolers and an STC fitting on a 07 F-450. Already had a set done 13k ago while it was still under warranty. IPR screen is trashed, bunch of crap in the oil reservoir.

I'm not an hours producer and I still wouldn't put up with that shit. People get some pretty ridiculous ideas in this business, I can't believe anyone deals with flat rate let alone teams.

Alright lets say for kicks I bought a reman torqshift BUT I used an 08-10 model year transmission. Remans have a good warranty but I suppose I'd be voiding it by putting it in my truck? Honestly I'm not sure what I'm going to do at this point

Why's the up-pipe bolt upside down on some of these things. Most F-series I see are bolt down through, nut on the bottom. E-series are sometimes upside down but not always. I also noticed the upside down bolts are sometimes fat in the middle where they go through the manifold.

Yeah I've kicked around the idea of a modified PCA as a direct solenoid. Not looking for a bandaid fix though, there has to be a reason for this type of failure. I've been in enough trucks to know that they don't all do it. I'm worried about going in to overhaul on a weekend. Without ever being inside one I have no idea what to expect, it's highly unlikely I'll have everything I need already ordered. Also no the truck is not chipped. I have rolled back to the original 2006 calibration and the concern didn't get better or worse.

Had one, can't remember the specifics but it ended up being a MAP sensor. I have also changed the MAP sensor for a P0402 dtc

I've got the number for the 6.4 fan clutch connector too. I've run across more than a few of those broken

Alright, my truck is a 2006 6.0 auto and I have never been into a torqshift. Ever since I got the thing it would flare the 3-5 shift occassionally. Bought it at 54k and currently I'm at 94k. It's been progressively getting worse, now since it's warmer out it's doing it atleast once a trip and it's driving me nuts. I've done 2 drain and fills with LV and most recently did a 16 qt flush switching back to SP to see if it made any difference. It did not. I've already replaced the direct clutch and PC-A solenoids. None of anything made a difference. I've noticed this flare in a few other trucks probably because I'm more sensitive to the conditions it happens under, I can almost feel when it's going to happen, typically from a dead stop when the shift occurs at 2000 rpm it will flare what I'd guess is 50-100 rpm. Anyone know anything about what I should expect to find? If I tear into the trans is it likely I'll be able to see the problem? Would you attempt a full soft overhaul or just the direct circuit? I have never once gotten a harsh or delayed reverse engagement but I feel that will be coming next. Thanks guys

Same reason. bumpy ass roads and a stiff suspension. I bet 90% of the 6.7 rads I did were in F-250s with 245 series tires.

I get out the yard stick for those 6.7 turbos (meter stick for you northerners)

Doing another 6.0 ambulance. This one is puking coolant down the front of the engine. Ofcourse I can't see where exactly without moving several easily (ahem) accessible items out of the way. Oil cooler top cover is leaking. Water pump impeller and shaft worked it's way into the front cover, which by the way is also badly cavitated. So oil cooler, front cover, water pump and hopefully she's all fixed up for a while.

I had tint on my grand prix. Got pulled over about 2 years after I got it. I had just started the dealership gig and the cops in the area were sticklers. Had to scrape the front 2 windows and never got bothered again. In PA it's an enforcement issue. Can't fail for state inspection unless it's on the front windshield.

I think body flex has a lot to do with it. I've killed 2 rads doing partial cab lifts because because my left rack arm lifts higher than my right and it torques the body when the rear remains on the ground. Since then I just just 2 jacks but the point is there.

Reprogram seemed to fix it. Had to put in as built because the pcm part number wasn't recognized.

My truck squeeks as the engine stops. I've never heard another 6.0 do this but I wasn't even a little concerned about it until now.

Alright, drove an 11 home that's doing the same thing as TSB 11-12-14 outlines, nobody else could get it to do it all day but as soon as I drive it I captured 4 events with IDS. So I go hunting for the turbo (cha-ching) TSB which has been superceded by a calibration update (damn). I've previously done the reprogram recall for this truck but I guess there's an update for the newest TSB. Here's the kicker, I vaguely recall my service manager telling me this customer "returns his truck to stock" before it comes in for service. Related? Don't know yet.

Never had a clogged cooler or a badly carboned up EGR valve on a 6.4. I have changed valves for sticking but every one looks fairly clean

Our walls are going up as we speak. It's still going to be small, I believe 3 truck racks and 5 car racks plus an alignment rack with it's own door. I'm sure I'm going to be sharing 3 truck racks with one other guy but not sure who. Our other guy used to do diesel work but lately I've been doing it all, he's not going to want to switch back. This will be interesting for sure