Matt Saunoras

I'll take anything I can get. I hate working on cars, anything diesel keeps my mind from going not good.

awesome, thanks. I'll order one and find out for sure.

I ran across an interesting post on the FMC message boards 5C3Z-14A411-A was listed as the pigtail for the EGR valve. Up until this time I thought the only way to get one was off of an old harness. Can anyone confirm this number?

Done 3 or 4 so far. Pull everything off the front and nothing from the top or behind the radiator

As much as gold is probably not the best coolant for a powerstroke it's what's specified in the wsm and owners manual. The problem with using a non-specified coolant is when the vehicle ends up in another shop. A better alternative might be to recommend installing a coolant filter.

I did remove the left engine mount to get access to the right valvecover. The mount did fight me coming out and going back in. I also had to remove the secondary alt and all of the front bullshit that goes along with it. I found the left valvecover didn't seem to fight me as much with the engine jacked up slightly on the left side. The intake/turbo removal was all very straight forward and didn't take near the amount of effort I thought it would. Obviously not as quick as an F-series but still not bad. I wish I had another one to do. Didn't do anything at work today

I'll be honest Mike that makes much more sense in my mind. Thanks for your input.

I diaged a no gears present freestar on friday and passed it on. No sooner is it getting finished up and there's another one on the schedule. Thankfully I'm married to an ambulance for the rest of the week.

I just started downloading 81 today.

Found the regulator kit. 4C2Z-9T517-AA is the part number for an econoline. I will find out tomorrow if it includes the stiffer blue spring. I'm a bit puzzled on the labor times for an e-series. What are you guys charging for 8 injectors? What about coolers?

Got the other one in, needs coolers and a few (ahem 4ish) injectors. A little more diag before I get into it. does the blue spring fuel pressure regulator kit fit in the e-series secondary housing? I've been upselling these with a lot of positive feedback from customers.

I need all the e-series tips I can get. I'm a little late getting into this game That ambulance is done and gone but not before finding out the heater hoses are on intergalactic back order. I thought I smelled a little coolant so I called a friend who works on transit buses and he told me about the problems. I gave the cust the option of installing a T barb fitting for now. The leak isn't bad, but it's there. They want to bring another ambulance down for me to work on. Possible EGR issues? Not sure yet. sigh, and a new chapter begins.

Doing a left bank of injectors in a 09 E-350 ambulance. I'm honestly embarassed but this thing is majorly kicking my ass. I've never really worked on a 6.0 e-series before. I'm off to go cry myself to sleep now

you mean international engines?

Metal in the oil is always bad. Lifter failure comes to mind here.

AJ now has a core charge too. I agree these coolers look pretty shitty in the weld category.

Oddly enough my worst eye irritation wasn't at work. I was cutting grass in the fall after all of our black walnut trees had let go their yearly yield. A piece of walnut skin ended up in my eye and all hell broke loose. No shop chemical could compare. I thought I was gonna end up in ER.

We have a 7.3 in the shop that just had 8 injectors and a fuel pump put in elsewhere. The vehicle was misfiring badly and continued to miss after the repairs. Seems whoever did the repairs missed the fact that there's 20 gallons of gas in the tank. Even after draining all the gas and filling it up with diesel it's still not running worth a damn. Hmmm those injectors had a pretty short life.

I hate to admit it but I had an F-250 all the way up again. it that was so weighted down the rack wouldn't pick it up alone. A bumper jack, several 4' long 6x6s and 2 pole stands later it was up in the air and on the locks. It was a 2012 with an output shaft seal leaking on the trans. WSM has you fully disassembling the trans but that's not necessary as I found out. Scary yes but I haven't given up. They are building a new shop, they're shooting for spring to have it done. 11 racks and a few flat stalls. 4 are supposed to be truck racks.

Oh man that's hilarious, I need to try some of those things maybe they'll stop giving me such hard work.

One of the two repairs fixed it. I resealed the IPR and put in a one-piece HPOP connector. Also installed a new oil cooler and fuel pressure regulator kit at customer request. I air checked it at the branch tube and it was sealed up tight. No audible noise at either bank. The pump fitting wasn't totally seperated but it was the loosest one I've ever seen. I've actually never seen a cold no start caused by the pump fitting if it wasn't totally seperated. I'm satisfied, thanks for the input guys.

Thanks Keith. Hopefully I'll get a chance to throw this thing back together tonight. I'll put it back together with a new pump fitting and the old IPR (resealed) and let you know what fixes it.

Thanks, that's what I thought. From what I heard the truck was getting harder and harder to start eventually leading to a no-start all the time. I am going to borrow a small portable air compressor to pressurize the branch tube opening before I go back together. The pump is out as we speak

Got an 125k 05 no-start that I verified has base pressure but only builds 100-200 psi ICP. I'll be honest I can't air check it because it's not at work. SYNC is good, FICM voltage good, no codes, IPR being commanded to 85% I was going in after the STC (customer request) and found the IPR seal on the end was pushed out of place and the screen was popped out of position and oval shaped. The screen was not blown through at all though. I've never seen this or even heard of it. Could this be the source of a big enough leak for a no start? Should I just reseal the IPR on my way back together? I didn't expect to find the STC fully blown because it still built some ICP and as I suspected it was very loose and not seperated. The IPR seal threw me off a little bit though.

I've got a brand new escape that's giving me problems. First time I looked at it the battery tested bad and I didn't know about the BMS reset. That gave me a bunch of problems. Now it's back for the same intial concern of the instrument cluster loosing power etc while driving. Not verified yet but it gave me over 50 module communication and HS can codes from what's likely every module on that network. I have no idea what I'm going to do with this thing. I just finished another set of coolers, cac tubes and one injector on the most half assed truck I've ever seen in my life. The turbo pedeastal was broken from being completely loose and the cold side cac was cracked and taped up. It must have been like that for a while because the engine bay was soaked in oil from the boost leak. I had a nightmare time geting the turbo lined back up to the y-pipe I had to loosen the entire assembly and realign it.