Matt Saunoras

Looked at an interesting one yesterday. 16 F-350 6.7 with 30k miles. Wrench light on stuck in 5th gear. DTCs P0885 and P2669 on demand. Pinpoint test F1 showed good voltage to pin 1 and 2 but F2 showed high resistance in pin 1 circuit between the trans and TCM. It would not illuminate a bulb either. Digging around a little showed a corroded wire under the shield for the TCM connector.

Yeah it's pretty outrageous. That combination of the 10 blade turbine and the skinny vains is really unmatched.

Do the pinpoint test that checks EGR cooler flow just for the hell of it

I'll be able to tell you later this week. I've got that 15 F-550 that I resealed about a year ago in here now. This time it's getting a front cover reseal too. The RF t-joint is really leaking. I am really getting sick of Fords shit, I knew without a doubt this upper pan wasnt going to seal in the chassis.

Wow, even pre DPF that is a lot of crud. I wonder if the EGTs are not getting up to temp during regen. What color is the tailpipe inside? Any black there?

Monday I have to start on a repeat upper oil pan reseal on an F-550 I did last year. I really hate that damn procedure. I think I might do the timing cover too this time Also got a set of tranny cooler lines on a 17

Those look awesome! I see one in my future for sure

Tomorrow starts a retail fuel system, turbo and DPF/SCR on a 12 F-550 service truck. This one is a twin to the 22k lb one I just put a tranny in.

Scotch brite and a straight razor blade. I jam rags on top of the lifters and vacuum/blow out the coolant passages when I'm done to minimize the dust. I have used discs on other stuff, but I can't do it on head gasket surfaces. Yes it takes longer but I've done every one that way. Since I've never had any problems I can't seem to switch to faster methods. I did my first set of headgaskets without any instruction other than the WSM and at that point I'd never even seen someone work on a 6.0. I didn't realize that no one was still doing it that way until years later.

I noticed on an 12 F-550 I scanned yesterday had a P220E in memory that was now listed under a section called "Permanent DTCs" when CMDTCs were scanned. I erased the code, CMDTCs said pass, the cel went out but I'm curious to see what happens from all this? The trucks programming didnt change, are we seeing something that has always been there?

Here's the best yet. Pieces of welding wire stuck in the inlet of the oil cooler.

I can't figure out what's the deal with these heads. All the valves are recessed about .020" which is right where the factory sets them. If these heads were machined it wasn't some quickie job. The block has some pretty bad gouge marks from a roloc disc but it's otherwise flat. I hate those damn discs. You go through all that trouble to make sure the heads are flat then you grind on the deck like its got the tolerances of an exhaust manifold. Here's 2 pictures of what I'm dealing with. The first is a good example of what not to do to a block. The second is a excellent example of how not to fix a leaking oil pan. It's hard to see but that is mig wire poking through on the inside of the pan. Yes I did find one piece stuck in the pickup tube.

I'm not sure yet. The history of this truck is questionable, the headgaskets/egr cooler were said to be done about 2-3 years ago. The standpipes have a early 2013 date stamped on them so I can buy this. When I first saw this truck a few months ago it had a badly ruptured oil cooler. When I got in there I found a dorman EGR cooler and a factory original oil cooler. Whoever did the gaskets/EGR cooler did not know enough to change the oil cooler. At this time I fixed a ripped cac boot and a biased EBP sensor that most definitely had the truck severely under powered. That is when the truck started purging from the degas bottle while towing Yesterday I removed the heads. The bolts were either severely stretched or not torqued correctly to begin with. They all seemed equally as loose. Much to my surprise the gaskets looked fine on the head side. I'm going to check valve recession on Monday because I believe these heads were machined. I can see grinding disc marks on the block but not on the heads and they are 18mm which means they haven't been replaced in the last 4-5 years.

Doing a set of repeat headgaskets on this 6.0 that's been here a lot lately. I was worried I wasn't going to find it when I got the heads off. This is #8 on the deck side. Can't say I've ever seen a headgasket go this hard

Sweet!

I had one truck with sand (literally) in the cooling system that would eat thermostats about once every 2 months. I tried multiple times to flush it with no luck. This was a few years ago, I believe the customer finally got rid of the truck.

When I had a reman complete making oil right after the install I found it quite easy to locate the leak at the left fuel rail. If nothing is obvious under the valvecovers with dye in the fuel then i'd feel pretty comfortable putting a pump in it.

The old guy I used to work with, that's how his stuff looked

We have slowed a lot down too.

The 6.4 I'm working on, get it all finished up make it 1/4 mile down the road and it dies. I coasted into a parking lot and walked back to the shop. Grabbed IDS and drive back down, it's got a P0004 in it. I reached back to the HPFP jumper harness, start wiggling it and it started smoking and I heard the fuse pop. Someone hacked this thing all to hell and back at one point. The harness was rubbing the low pressure turbo

We didnt get our parts order today. I've got 2 down waiting on one day sop parts

I think there may be an SSM or something on this occurring with 05 original injectors. I just did headgaskets on an 05 that had 7 original injectors and one reman. When I dumped the rocker box off the left head a piece of injector ferrule fell out. Sure enough that side had the one reman injector. I love solving little mysteries like that hahaha

Is the 6.0 with the blown injector top an 05?

I have a 6.4 here that needs a crankcase separator oil drain hose and a few other coolant tubes that are leaking. Oh yeah, and it has 2 FRP codes stored, short fuel trims all over the place and #2 relative compression down #5. No cel though. I told the service manager but he just wants to sell the leaks. I did check crankcase pressure and actually it is okay. I've gotten in trouble in the past for checking and finding extras on a 6.4. Seems no one wants to know of their engines impending doom.

Working on that e-series bus with a few injectors on each side. I don't know what it is about this thing but the valvecovers seemed extremely tight coming out. Maybe it's just because I haven't done one in a while. All the relocated crap doesn't help though