HeuiTim

This just came to mind reading some other posts, last year my dad had an engine light on his 2001 F150 4.6 so he used my $40 scanner and found the evap sensor code. He also had extended 6/60 warranty which was still in effect at the time. I have replaced this in my escort and found it for around 20 bucks after shopping around. I told him it should be covered under the emission warranty so let Ford fix it. He brings it to Ford, he waits for it, a CarQuest parts truck shows up and 5 minutes later his truck is done and he has a bill for about $300. I was under the impression that emissions were warrantied for a longer period of time? Or is it just a shady dealer? - And I know the techs have nothing to do with this.

My dad's 2000/1(Notsure) F150 has a right side manifold leak. How common are these for leaks, and how well does the rusty hardware come off?

I have got to check in more often, must of gotten ugly for a Jersey guy to lock it /forums/images/%%GRAEMLIN_URL%%/grin.gif

Begin Vent I don't torque hose clamps, I torque pretty much everything else. I torque valve cover bases to 7n-m. Why you ask? My shit does not leak or come back (usually and knock on wood) I am honored to work with a King, King of all Comebacks, not sure if he owns a torque wrench. Funny how he generates so much repeat business for us. They like him and protect him becasue he causes a riff in the shop. I still have been unable to figure out how he can flush the oil out of a cooling system after a cooler failure without running the engine up to temperature. I usually have to pull the top hose to get the goo out of the way so the soap will even flow through. I have found that most people have no idea how tight 21-26 ft/lbs really is. My favorite tool is my 3/8" Makita impact for disassembly and assembly. I use it to run in all the hardware, then put a torque wrench it to final torque, NOT TOO MAKE THE WRENCH CLICK!!!!!!!!!! I know I go overboard but as time goes on I find it takes zero time to do it right once. The King uses blue lock tite on exhaust manifold nuts because he says CATs exhaust nuts are not locking nuts. No one has bothered to point out the fact that locking nuts come in many stlyes and ny-lock nuts would work as well as lock tite does at 900F. He has trouble with self adjusting clutchs(cant figure out why they dont work when he takes them off with out installing the shipping bolts or installing new clutches by first removing the shipping bolts before installation) so explaining how a lock nut works was like explaining to him that he had a failed head gasket and not a cracked liner when he saw coolant running dsown the inside of the liner by the piston rings. Then there was the time he spent 2 days UNSUCCESSFULLY trying to figure out why a bus would not build air because the dryer valve was stuck open and someone told him to check it. Keep in mind he is 'Experienced' and worked several years for a Peterbilt Dealer. The funny thing is he never repairs his work, everyone else does. Venting Complete

-The most important part of getting warranty claims paid. Sounds like some dealers are stroking you guys by back charging the techs. We write the stroy, warranty writes the claim, they deal with it when/if it gets kicked backed, extra labor will get written off on a separate account so the dealer still gets paid. What warranty pays and reality are very different things sometimes. But thats why I don't work at Ford.

I use Safegrip latex for my protection, I am on my laptop, or writing way to often to be a tough guy. I also am constantly eating while I work, so it is slightly more appealing when the bread does not have grease prints on it. The only place that gets dirty is the space between my shirt sleeve and the top of my glove. My hands sweat in them, oh well, my skin and finger nails also do not contain perma-dirt. Wives dont like dirty fingers for some health reasons??? I don't completely buy the chemical protection or abrasion part. It keeps the diesel smell off, which seems to linger for quite a while. Unless you grow and raise your own food, your parents never let the doctor inject you with their poisons, skin contact with this work stuff is least of your problems. We are supplied with our gloves, wwe also have black nitrile gloves but I hate them because they have a texture that when you wipe your hands with a rag they feel gritty. I am way too anal retentive to ignore it while working so I use the blue gloves.

Hourly, sweeping the floor or fixing an engine. I have no interest in flat rate work. $21-31hr over 4 classifications, plus 100% insurance, 80 hours vac(up to 160), 3 flex days, 10 sick days, 401k and a pension. Class formally based on time served but more due to ability, attitude. Most good techs are at top pay within their 4 year, we will see(just had my 3 year ann. You guys should work on big diesels, they are all the same, flat rate is no place for this work. Until your grocery store shevles start going empty, likely lots of freight moving by truck no matter how high fuel gets. I want to understand this, if you dont have a base pay rate, no trucks to work on in flat rate shop, no billable hours, no pay? I would sell my tools and go mow lawns the first time that happened!

Does this guy cover Keith's area? Our area works a little different due to area covered but you Ford guys should all have a dedicated contact from your local CAT Dealer. They may do everything in their store(like run it) or just help you guys. So you want to make sure you get names of contacts so you follow the correct chain of command. If you call CAT's 1-800 # they should get you in contact with your local rep or directly with a TC, such as Mark is I assume. Its important to get this communication open especially with Cat ET issues. Just a side note, I hate Ford F-Series with CAT's, even a valve adjustment is a pain in the A**. Lot of respect for you guys. Tim

I will ask my TC monday how it works with you guys. You should have local help from Cat Dealer. I know they are in constant contact with Teps shops in our area. It may go back to level of customer service.....shut up tim!

The Super Techs are referred to as Hero's in our shop. Office thinks they are wonderful, they are unable to diagnose, dont clean their bay, clean any parts, whats a torque wrench? do not return parts or correctly write service reports. They throw parts at the problem. But their times are great. Then when the same truck comes back we end up fixing it (and most of it comes back). Most of my time is spent on paperwork. But Cat only pays for fixing complaint. If I was to just do physical repair, a 40 hour job would end up being 15-20. We would not get paid, but the times would be great. Ford warranty work appears very similar to CATs fantasy land times. Cat is under the impression that the engines are only sold to engine stand customers. I left out computer time, looking up parts, researching procedures, or diagnostics that are now reaching 30+ pages, and only on computer. We are paperless, so we print everthing so we can read it while communicating with ecm. Sorry for the thread jack, just nice to see super techs are everywhere, and management is conveniently blind to this. I may not be the fastest, but its always cheaper to do the repair once.

Sis is awesome but I get lost everytime I use it for Diagnostics. I don't know what dual data link will do for you, but I have gotten two very different downloads, Warranty and codes before and after setting dual data-links on my laptop on 2007+ engine only. You should not have to change back for older engines. Ford may give you what you need already, I don't know what they give you access to( I dont care because I have enough trouble keeping up with yellow changes) The biggest thing is if you are in contact with a TC (technical communicator) from your local Cat Dealer while working on the engine, you and him will be speaking the same language! Communication is an issue EVERYWHERE, don't worry you are not special. I will leave it at that. We are hourly, so we help each other, only way to survive. I am a nosey prick, so I know what everybody else is doing, why figure out the same thing twice. Flat -rate shops don't appeal to me for the helpful-ness factor

Well Keith, first off I thought you were experienced, everybody KNOWS CAT's don't have problems. Do I have to teach you guys everything? Keith what version of CAT ET do you have? I assume you have your data link set up for DUAL data link, because you will never see the codes that are in the "Yellow" ECM. Your ATA 231-14 code is a 639-14 J1939 Code if you use a dual data-link. If you do not use dual data link you will be chasing your tail. I can send you attachments but need an email to send it to, or go into SIS and find the 'chart' It only took me an hour. With all the new codes, the only way I ever find them is to plug-in (on dual data link) and search sis for the code. Example: Codes are much longer 520197-4 CGI Absolute Pressure : Voltage Below Normal You can find the chart and the data link test in Media #RENR9342 in sis. Cdes are about half way down page. Our favorite saying "OEM Problem" Check data link configuration on CAT side to make sure it is set for 1939 You can check your Comm Adpater II is set correctly by plugging it into a vehicle for power, open CAT ET, after it boots up, diconnect, but keep communications adapter connected for power (red light) Then do this: Test Step 3. Check the Version of the Firmware for the Communication Adapter Note: The version of the firmware for the communication adapter must be "3.0.0" or higher. Electronically disconnect Cat ET. Verify that the "power" indicator on the communication adapter is illuminated. Click on the "Utilities" menu. Click on the "Comm Adapter II Toolkit" menu. Wait for the tool kit to open. Then, click on the "Utilities" menu. Click "Application Firmware Flash". Select the latest ".apf" file from the list. Click "OK". Then, click "Begin Flash". Wait for the "Flashs Completed Successfully" message to appear. Click "Toolkit". Verify that the "Application Firmware Version (Serial IP)" is "3.0.0" or higher. Attempt to connect Cat ET. Expected Result: Cat ET communicates on both data links. Results: Yes - Cat ET communicates on both data links.STOP No - Cat ET does not communicate on both data links. Proceed to Test Step 4. Test Step 4. Verify That Cat ET is Configured Correctly Cat ET must be configured correctly in order to communicate on both data links. Perform the following procedure: Click on the "Utilities" menu. Click on the "Preferences" menu. Select the "Commmunications" tab. Verify that "Caterpillar Communication Adapter II (Serial IP)" is selected. If "Caterpillar Communication Adapter II (Serial IP)" is not an option for selection, the version of Cat ET is incorrect. Version "2007B" or higher must be used. Update the version of Cat ET. Then, perform this Test Step again. Verify that the port is correct. Verify that the "Enable Dual Data Link Service" option is checked. Click "OK". Note: Cat ET must reconnect in order for any changes to be used. Electronically disconnect Cat ET if changes were made to any of the settings for communications. Electronically connect Cat ET. Attempt to establish communication. Observe the indicators on the communication adapter. At this point, a "limited support" warning should not be displayed. The "J1939 / DeviceNet" and "J1708" indicators should be flashing. This indicates that Cat ET is communicating on both data links. Expected Result: Cat ET is communicating on both data links. Good Luck Tim

Just finished a 12 pack of Molson Canadian, had to try it again, never saw it in cans before, always remembered it in bottles! Of course yours has higher funny juice % eh?

It will not eliminate the current hardware, just add to the systems. Mercedes is selling cars here this year with it I believe. The major concern is infrastructure at the truck stops, and more false flag terrorism bs to keep us scared of ourselves.

Like Scott says, CAT keeps changing their mind, now, for a while now CAT says c7 and C9 hold down bolts are re-useable. I could not believe they changed their minds again, but they do only get 10ft/lbs so it does make sense. Humans forget steel does not have feelings. We see repeated shade tree failures on HD's which are stretched pretty good upon install. I think the indies are replacing injectors and reusing the bolts. We end up replacing all 6 and send them down the road. The customer interview usually starts with "I just had #5 injector replaced in soandso"

Fuel in oil from Common rail pump? Had a pair of new school buses awhile back.

Keith is right about the 310 code, just signifies a successful regen, its a good code. Tim

To answer your question, yes I do. /forums/images/%%GRAEMLIN_URL%%/eek.gif

rushing around forgetting to lube the o-rings. I just did a C9 and cleaned, resealed and installed the injectors, had them all torqued, and the thought crossed my mind, I never lubed them up. I had applied oil to the seals when i put them on the injectors, It runs good so nothing was cut but i got lucky. The updated seals are one of cats better ideas. Every c7/c9 injector i pulled always has the flat rubber ring cut by the steel,

Thank GOD CAT pissed off the medium duty market with their piston ring disaster, wont see any Penske, Ryder trucks with c7's only Fords and Gm's.

Just remember CAT requires ALL hold down bolts be discarded and replaced on ALL electronic engines. Also CAT has a new set of seals for these injectors, The metal top ring is no longer used, replaced by a plastic split ring. The metal ring destroys the head as well as the rubber ring. Truck Engine News Media Number -SEBD6792-00 Publication Date -01/07/2006 Date Updated -01/07/2006 i02573822 A New Backup Ring for the Fuel Injector Group is Now Available {1251, 1254, 1290} SMCS - 1251; 1254; 1290 Engine: C7 (S/N: FML1-UP; KAL1-UP; FMM1-UP; SAP1-UP; WAX1-UP) C7 TRUCK ENGINE (S/N: NPH1-UP) C7 TRUCK/BUS (S/N: YPG1-UP) C9 (S/N: MTB1-UP; SRB1-UP; 9DG1-UP; C9S1-UP) C9 ON-HIGHWAY (S/N: ETK1-UP) A new 293-0730 Backup Ring has been released for use in all C7 and C9 On-highway Engines. The new backup ring improves the sealing of the fuel injectors. The new backup ring must be used in conjunction with the O-rings that are listed below. Refer to Illustration 1 for the locations of the O-rings and the backup rings. If oil is leaking past the injectors and/or if a 164-11 diagnostic code is logged, replace all of the O-rings and backup rings. If one O-ring needs to be replaced, Caterpillar recommends replacing all O-rings and all of the backup rings on all of the injectors. -------------------------------------------------------------------------------- View Image -------------------------------------------------------------------------------- Illustration 1 g01290015 (1) 238-8091 Fuel Injector Gp (2) 293-0730 Backup Ring (3) 148-2903 O-Ring Seal (4) 149-5240 Backup Ring (5) 109-3207 O-Ring Seal

Just remember CAT requires ALL hold down bolts be discarded and replaced on ALL electronic engines.

What Scott said"Do yourself a favor first off after plugging ET into it before checking codes.Create a warranty report and download right off the Bat.You may get tied up into checking things and forget about it.Or clear out active codes before downloading the ECM history" Cat requires a ECM history for every warranty claim. Cat uses their customers as R&D so they need this info!

The best way to find a bad injector is to have everything hooked up and start engine dead cold. Many of the injector issues disappear with coolant temp rise.Cat does not like to pay warranty so when you do the test on a warm engine the automatic test usually will pass all injectors. For warranty reasons we needed to do a before and after test. Cat finally added the 4 cylinder cut-out test late last year, which helps show marginal injectors. As far as the auto test kicking out, may be configuration setting related to the allison(Iassume)transmission has something to do with it. I have had trucks that will kick out because of poor quality upfitter work, They run fine but always have a brake switch code or something. We dont get paid to fix oem side. Cat TRG's are so far in fantasy land they basically do not pay any truck warranty anyway.

Heui is leaving, I'll have to change my username. A common rail pump will be located were the Heui is now. Plus the other side will have the afterburner off the turbo, the big ass pipe running up from the tailpipe for CGI (clean gas injection-Cats version of EGR) plus a CGI cooler. Glad I work on generators and not trucks anymore. Good luck with that. I think you will see real noses on medium duty trucks in the next few years, or cabovers! Long live the Heui