Matt Saunoras

sitting at 41hrs for the week so far, half of that is diesel time 60.5 hours this week. added one 6.7 rad and one 6.0 ficm to my list of accomplishments

I thought the exact same thing about my 6.0. The first time I changed the cam sensor the original sensor and connector were soaked internally. I couldn't imagine how the hell oil would wick into the connector so I just figured the sensor was leaking through the pins, but really that doesn't make sense. Either way I put a new sensor in it and it still leaks, it's probably rust buildup in the hole causing it not to seal.

doing a fuel system in a 6.4 that was run on 20 gallons of gas/diesel mix. Also putting a rad and belt tensioner in it too It's a regular cab and my rack is still messed up so I decided to just partial cab lift. Not the best idea I ever had for a pump and 8 injectors. I can lay under the hood of a 6.0 all day and not get tired, this thing is beating me to death though. I was joking with parts eariler and told him to 1 day special order a casket for me and just lay it under the hood so I can crawl in tomorrow.

I had to pay $400 the last time I wrecked a car into another car out in the lot. You know, moving cars around so we can get work in and out. Customers insist on blocking our narrow drive lane and it infuriates me. Any drop offs overnight are just parked anywhere with no rhyme or reason, blocking lanes, blocking doors, like no one has any common sense. To expect anyone else in service to get there early and move cars around is absolutely ridiculous When I dropped that 250 off the rack a few weeks ago I made it pretty clear I wasn't paying anything and still working there. Anything that's broke during the course of a repair is just absorbed by the shop. Stuff happens

done plenty of those EBP tubes without touching the upper intake lmorris if you're referring to the fact that the EGR valve bolts are torque to yeild, yes I found that out too.....the hard way.

I'm not excited about this recall at all.

Ride the lightning is a great album that's often overlooked. And Justice For All is in my cd player right now.

come on guys, that's high flow

That happens. It's the paranoia that comes with working in a dealership. We're so used to being screwed it's natural to think everyone else is in on it too

My rack is getting leveled, when I don't know. I think the pros outweigh the cons. Yeah the arms will be higher on the right side when it's fully down but I don't care. We only have 2 racks that can lift trucks and mine is useless to me if I can't lift a truck. My 05 still won't reproduce, it's getting quoted a harness. The only thing I screwed around with on that truck is the harness and since it's magically cured itself it only stands to reason. I found the problem with the 2011, pulled the egr valve and bypass off and opened the harness up. Found about 4 wires total that were in the process of getting rubbed through, I don't know what the other 3 are yet. The TACM+ wire was what I found rubbed completely through grounding out on the engine. Think that throttle plate snapped shut under high boost? I do I don't know what I'm going to do about repairing this yet. The harness doesn't have a lot of room where it is and it can't be relocated like I previously thought. Adding a splice will only bulk up the haress even more.

The hoist guy came out today and said there's nothing he can do. I just wish the building would cave in and get it over with. We are working on trucks with pretty much no floor beneath us. (who builds a shop on the second level?) I can't get anywhere with either one of my F-550s. The 05 still won't reproduce any concerns, other than the P2614 I have nothing to roll with. At the very least that code tells me the customer isn't totally full of it. The 11 has a smashed main engine harness in between the compressor and right side EGR cooler. Can't verify any concern with the egr throttle plate or wiring. The cold side cac where it attaches to the throttle body absolutely exploded, there was some serious pressure associated with this failure. I really want to pull the EGR valve and front of the coolers to relocate this main harness but I know damn well I won't get paid to do it.

15 degrees is what I've been hearing lately. This is at a steady highway cruise after the veh is fully warmed up. The latest calibration for 05+ will actually set a wrench light for oil cooler efficiency. There is now a monitor programmed into the PCM to allow it to detect a concern based on ECT and EOT delta. I don't know if 03-04 uses a strategy that incorporates this but I would stick with 15 degrees. Unless there is some major crap floating around in the system a new oil cooler shouldn't have near that delta

Still can't verify this no start. Cam sensor mounting boss didn't have enough rust on it to matter. A little rubbing with some scotch brite and it's all clean.

Nope, no pics. I didn't want to exasperate the situation. Casualties were both running boards and the drivers door/rocker panel. It's was an 02 7.3 and pretty rusted. The customer doesn't even know if he'll bother fixing it, it's a farm truck. My lift isn't level, it's about 2 inches difference from right to left because the floor is slanted too. I won't even rack my own truck up on it and I shouldn't have had this one as high as I did (fishing in tranny cooler lines). It was just a bad combination of things. I knew if something was going to happen it would be a truck, a car wouldn't have had the weight to shift

haha YES, I am familar with these damn things for several different concerns. Infact one earlier this week got me. 06 F-150 intermittent no start. Replaced the obvious cracked fuel pump driver module and sent it on it's way. Makes it down to the wash bay and it's a no start again with no fuel pressure. Somehow I get it running long enough to make it back to my stall and it dies again. Check the driver, check power to the driver and I have 12v but it won't light a test bulb. The white FPDM power wire is the very bottom wire in the lower connector. It was completely corroded away.

I'll give it a shot tomorrow if the thing isn't verifiable a no-start in the morning. Ran the engine tonight with the intake off and wiggled and pushed on every spot on the harness I could find, even down by the sensor. Too scared to pull the sensor out at home, I don't want it breaking off.

I can't for the life of me verify this concern or come up with anything suspicious. I messed around with this truck for hours yesterday, let it go on it's merry way and it's sitting in the parking lot waiting for me this morning. The cust thinks it's a glow plug concern but it's been 80 degrees F all week. Not to mention no glow plug related DTCs. It kicked one DTC, P2614. I understand that if the CMP and CKP output codes are in memory I should disregard these(due to extended cranking) but this truck only has one code in it. Within the last 2,000 miles this thing has gotten coolers, a rad, fan clutch, all 8 injectors and a ficm. I put a cam sensor in it when I did the coolers, at tne time the sensor was leaking and a P0341 in the memory, no related concerns since then. It also had a cam sensor done under warranty many years ago for the same P0341. My question is the P2614 a good place to start? As many times as I've heard about 6.0 harness concerns I've never actually run across one. Thanks

Well if you didn't drop an F-250 off your lift today you're having a better day than me....the short story is, my rack has been fucked up for a long time, maybe now someone will acknowledge this. Right now I've got a 05 F-550 intermittent no start that I've sent on it's way once and it's back again. No codes in it yesterday, today the only DTC it set is P2614. I absolutely can't verify this no start and I didn't catch any blips or hestitation with my sync or ficm sync. I drove this one home tonight. With the luck I'm having it won't start tomorrow morning. I'm gonna go wiggle some wires once it cools off Also got another 11 F-550 6.7 with an aftermarket belt driven compressor and some codes I think are related to a smashed harness. This truck has been here twice before for the same concern and this is the first time I'll get to look at it. The best part about this is, the cold side cac tube is absolutely blown to pieces, one of my codes has to do with the throttle body circuit. I can only imagine what could happen if the throttle plate wires shorted out closing the plate under a high load situation

we don't have snap on guy so I doubt these will show up in my box anytime soon

Those bolts are a bitch, especially when your fighting them from the front. I've had to heat every one I've run across unless the cab is off, then they seem to come right out

yep, same adapter

And there it is. I see partial cab lift in the wsm in the near future

alright this week was the exception. 57.5hrs The problem now is I'll have a 100 hour paycheck and that'll be just enough to keep me from starting the hunt again. It shouldn't have to be this way.

I always get a dipstick tube when doing a horizontal cooler. No guarantees the old one will come out of the upper pan intact and reuseable. If the old one gets bent even slightly there's a chance it will rub somehwhere I also like to get new silicone hoses for the egr cooler feed and the one that goes between the 2 coolers. Seen many of those leaking in the past. The feed hose only comes as an assembly but it's worth getting a new one.

8-9 average, atleast one day a week 10-12hrs. a few hours on saturday if I'm really behind. take home lately has been 35 hours a week. explain how that works without me getting irritated easily.