Matt Saunoras

I've been known to ream out those little nubs on the stud holes in the gasket. Makes starting the stud thru the gasket much easier

i've got one 550 with a repeat turbo failure, it was one of the trucks I long blocked about a year and a half ago. this turbo lasted about 40k

Brad I just had a the external trans connector on a torqshift 6 do the same thing to me. Ending up having to replace both the external and internal harness. Water intrusion and a bunch of corroded terminals on a vehicle with 20k miles.

I believe a healthy running stock 6.0 should make 3800-3900 PSI at WOT. I don't think I've ever seen ICP desired go above 4000. I do know that I've been in some heavily tuned trucks that make a lot of power by tricking the PCM into thinking ICP is much lower than it actually is, hence it never gives out an actual ICP reading(they'll run in the neighborhood of 1500 psi WOT which we know is not correct). Some of these trucks have one hell of a surging problem at WOT and I always remember thinking I wonder if it's the internal relief valve in the pump causing this.

how do you "Revise" an oil pressure spec? is that just to get these pigs out of warranty?

If it's an 03 and the original ficm it will have a 7 pin logic board and a half shell will not fit. The FICM itself could have been failing for a long time (no codes) and finally just kicked the bucket.

F-550 6.7 with a turbo out and metal contamination in the intercooler

yeah that ones done and gone. It was actually #8 hole. Head was cracked above injector cup. Couldn't see it without a mirror but soap and pressure worked well. Did one head, the other gasket, and a right bank of injectors. The truck had a belt driven PTO and a bundle of lines running thru the cab the size of my neck. Needless to say that was cab on. I did use the cooling system pressure tester at the degas bottle but the intake was off at the time because the o-ring was shredded. I ended up successfully capping all the open coolant ports but the one that gave me the biggest problem was the the intake o-ring hole on the front cover. Jamming a dummy plug down in there worked well enough

What the fuck is up with that anyways, why are we subject to hours spent at work that aren't paid? Why do I constantly have to hear the phrases "turning hours" and "efficiency?" If I am paid a high hourly rate but am not efficient then why the hell doesn't my employer get rid of me for someone less paid and faster?

That's why I won't move, the biggest truck dealer in the area already has 4 guys and not always enough work.

I got a good look at an 18k in a dealer my buddy works at and I was highly impressed. The arms were thick but they were still short enough to pull cabs. I was jealous to say the least

05 F550. coolant leak and slight venting from degas cap. popped the cap and the smell was like a smack in the face. coolant leak was a shredded intake o-ring like something was inside and knawed its way out. has anyone ever been able to see a cracked 6.0 cylinder head? I pulled the injectors and I can see a very small mark on the #3 injector cup, I can feel the mark with a small flat blade screwdriver so it is there. My eyes are telling me it looks a lot like a crack but my eyes have been wrong before. It is very small, maybe a 16th of an inch.

I was assigned the job of reprogramming ours while the asset guy and other guy checked them out for leaks. None were reported out of maybe 6 that we did. Being in a small dealer has a few benefits

Well this confirms that you are infact crazy. I'm not going to lie I don't have the confidence in myself to pull that off without fucking something up. Call me a wuss I am well aware what a ridiculous effort it takes to pull a CD4E out of anything. Especially a 3.0L AWD. I like to practice my welding on the exhaust studs that always break off so this would surely hinder that. Honestly, with as much as you've done, do you miss it? Anymore I really hate working on cars.

If you look up TSB 04-9-04 it's the same TSB for the 03 early 04 trucks. It lists the 03 pedestal as 3C3Z-6N639-BA. It's cost is $141.09. I know for a fact that's the 03 pedestal, I just can't imagine the late pedestal is that much cheaper. yes I am very bored

This is listed as a turbo pedestal in TSB 05-19-12. I was wondering if anyone can confirm or deny that this is actually the turbo pedestal for a 2004.25+ 6.0 or is it just some kind of spacer that you install. What strikes me as odd in this TSB 5C3Z-6N639-AB is listed as a turbo bracket a-brace but DOW calls it a pedestal with a cost of $270.11. 5c3Z-6N639-AA is also called a pedestal but cost is only $52.78 I vaguely recall seeing an a-brace once a long time ago but I don't remember much about it. Anyone remember anything about this TSB?

I let the truck go with some M10 10.9 grade flange bolts and locking nuts in place of the studs. The customer opted for this instead of hydroboost replacement. Surprisingly the bolts centered up very well in the reverse threaded M12 holes. I don't believe master to booster alignment will be an issue. I see the truck regularly (it's even spent the night at my house before) so I'll be able to keep an eye on it.

I agree 100%. A little preventative heating goes a long way.

well I can report the truck I had earlier in the month(above post) has not returned yet

I had a guy pretty recently supply his own lower rad hose for me to change. Would you like your leaking upper hose changed also? Aint it funny how the upper leaks right down onto the lower? He didn't think so.

Merry Christmas everyone!

that's why I just shotgun everything. If a truck needs an injector it's getting all 8 and a ficm....and a harness.

tester ficm to the rescue. Swapped it in and no more injector circuit codes. Same cylinders missing cold with the tester. I've got a pretty bad cold and a ambulance isn't what I need right now

Got another 6.0 ambulance. This ones an 05 E-450 with 96k miles. Cust complaining of a rough cold start and smoke from the exhaust. Scan CMDTCs and it has about 4-5 injector circuit low codes and one #4 high code. Ran injector self test cold and only about half of them clicked. The engine reluctantly started and missed like a crazy. FICM M_PWR was 47-47.50v the whole time. I can see someone has changed the half shell. Once I got it going it seemed to clear up and not really miss at all. Reran the injector self test and most clicked, maybe 1 or 2 didn't but it still threw one #4 circuit low code. The weird part was, all the cylinders that threw low codes cold, were high on power balance. I've done a few injectors and not one ever threw a circuit code, let alone over half and why only cold? I don't have the whole story on this engine yet, supposedly it was replaced at one point.

wait, I posted that in the wrong thread, that's supposed to be in the chargeback thread