Matt Saunoras

what is that some kind of radar reflecting stealth camo?

The last 5.4 3V long block I put in had several quarts of oil in the pan. Dumped 7qts in, ran great but had a rough idle. I can't even remember how I determined that was the problem but I remember being slightly urked as a result. What else is new

Every time I do a 6.7 reprogram something different happens. Lately it's been telling me the TCM is at an invalid level and when you go in to redo it tells you there's no later calibration.

2006 F-250 6.0 152k miles. Died on the road won't restart Actually its not in my bay. I coasted it in behind my damn MKX

I think I'm going to lay down the line next time up. I'm doing a 11 MKX torque convertor right now and I can't find a damn reason why the TCC isn't locking up other than a small trail of metal that came out of the convertor with the old fluid. I'm pretty much guessing this thing needs a converter and other than that I have nothing else. No valves sticking, nothing. Trannies are a fucking guessing game and I'm sick of it. A converter is 3 days out and that's my rack this thing is tying up. I just did cats in a F250 gasser on the floor today because no racks are available. After this no more. If they don't like it do me a favor and let me go.

ASE was the weirdest set of tests I've ever taken in my life. Many will call me a professional test taker as I'm usually the first one done(how else do you get senior master in 3 years?) but ASE threw me for a loop. So many of the questions seemed like such pure and utter bullshit I wasn't sure I would pass until the results were in.

Yeah I'm playing the waiting game too. No one is giving me lip and I'm getting all the diesel work, so nothing to complain about at the moment.

I just made a road call to a local independent shop today for a similar incident 2011 F-550 V10. Won't idle or accelerate worth a damn, keeps stalling out like it's not getting fuel. Shop puts cats in it, then a fuel pump and a driver module. All these parts were purchased at our shop over the counter. The parts guy gave me a heads up a few days ago about this truck and we got the call today. Went down with IDS, verified concern, no DTCs, saw a skewed MAF pid reading KOEO and that was the beginning of the end of that problem.

I've wanted to go back to school for welding but I don't have the time and don't want the tution bill right now (not to mention learning a new trade all over again). Flat rate is killing my mental stamina. I like what I do but I'm not a crook, I can't cut corners all day long like I've seen many career techs do in the past. We charge top dollar for repairs yet the customer isn't getting their moneys worth half the time. The warranty situation makes it no better, it guarantees work but you can't make a living on warranty time

I had one 6.0 turbo leak oil out of the turbine side after sitting that way face down for a few days. Never had any problems with it, never set any more turbos down like that again.

I put 80.01 in our machine last week. I can see some new features but not sure what all it involves. Other than that it still seems to have all of the same glitches

I was told today that the reprogram did not fix the truck. They are still having issues with it. <-- this is me acting shocked

Interesting story about this. A truck rolls in with a p0088 stored in memory. But this isn't your every day truck, it's the F450 that hauls the catering trailer for the Toby Keith crew. So I'm running the program and as usual IDS is giving me all sorts of problems like it does with every 6.4. It blanks the PCM, boots me out, recovers, then takes the reprogram like always. For like 10 minutes I'm on the phone with this lady (who I guess is the manager of the catering company) and she's bitching at me up and down... "do you know who's truck this is???" She keeps insisting that the truck is not leaving until Ford contacts us about the ongoing problem. I told her I needed to update the pcm and go from there, it's 4:00 on a friday and we're gone in a half hour for the weekend. The truck won't even be in the same state by monday so I can't really do anything. If the code returns the high pressure pump will need replaced. So a service director from a previous repairing dealer calls us a few minutes later insisting that they just reprogrammed the pcm yesterday for the same concern. We told them that was impossible or it would not have taken any later calibration. So who knows what will happen with all of this. I believe Toby Keith is sponsored by Ford. Maybe they'll fly in a bunch of engineers to do my job for me.

The IRS ones are easy, you just have to do a bunch to get them figured out. I always put the shoes in place before hooking up the springs. Trying to do shoes on a solid rear explorer or even crown vic without pulling the axles is what I hate. I avoid that at all costs. I use a brake spring hook tool I bought at harbor freight. Sometimes an o-ring pick tool works too but those break easily

I see this on Rangers from time to time. On the affected wheel I can watch my wheel speed sensor pid drop to zero well before the wheel is done spinning BUT if I actually get the vehicle to false activate it doesn't show anything. It's like a big long data skip that results in no obvious fault when looking at a recording. It has never caused a problem yet because I can always identify the bad sensor when the vehicle isn't exibiting any symptoms. Just weird

The last cover I did cavitated in the area where the water pump sealed and caused an external leak behind the pump.

No idea what fixed this truck but it hasn't been back. I did clean off the mounting boss even though it didn't appear to have enough rust to matter. Who knows oh yeah, and I tossed in a known good ICP sensor for good measure. Shotgun diagnosis

damn it, I'm right in the middle of a cooler job and now I have to worry about this on top of everything I normally worry about!!!

I'm not putting up with this shit, I refuse to do these for 4 hours. If they don't like it they can kiss my ass goodbye. I literally work in a shithole thats falling apart more every day. If they think for a second the shop is suitable for trans work they can find someone else. We have a total of 4 racks available and more work than we know what to do with without this shit. All last week we were down a guy (that leaves 2 of us) and still had a full schedule, not to mention I had an entire fuel system on a 6.4. Now this week the guy off has called in sick 2 days and I'm doing fucking coolers and injectors on a 6.0 after hours because we have a full workload without truck work. /rant

I'm running a tru-trac in the rear of my F-250. Not as fail safe as a locker but it gets both wheels spinning. I will say it is no substitute for 4-wheel drive. In snow it just spins both rear wheels instead of one. From what I've read a lot of guys with trucks run a locker in the front. A locker in the rear might just do what my truck does I believe the auto locking diff that comes factory equipped will automatically disengage at a certain speed, lets say 20mph, so it doesn't have a negative effect on traction control (whatever kind it may have).

I've got my own boat to go home and mess with. It's got a 4-stroke nissan 18hp. The wiring diagram for it is one page recently had a starter solenoid go bad and some loose ground wire woes

Hmm wonder what will show up when oasis is ran on that vin. You know they're going to tow it to another dealer.

torque convertor showing any signs of over heating?

yeah but it's nice making payments every week. I could go on snap-on.com right now and get about $300 worth of tools I'd like to have (or replace ones I've lost is more like it) It's been one year since we had a snap on rep in the area. Our current guy is finally getting let go due to health issues and we should be getting a new guy on our route. Snap-on corporate showed up last week and made us verify our current bills so they can be transfered.