djmiller

Well, a couple of the group out there now know I'm back to Ford, and back to my old dealership. Oddly enough, THEY asked me to come back after I left the 8 months ago from my post as a Master/Diesel Tech with them. I left on good terms, simply looking for a new opportunity as service manager, and they've given that to me as well. That said, I'm VERY well informed of what the techs in my shop can, can't, will, and won't do. Also, I'm quite certain that in 2 years, I'll be losing 3 technicians to retirement. One is already in retirement mode, the other 2 will be sorely missed as strong contributers to the shop. One a Master Tech, and the other an excellent interior/trim guy. What I'm getting at here.....I'm looking to start my succession planning. They never hired a technician to replace me when I left, and there will be more opennings in the near enough future. I have current room/need for 1 strong technician, diesel pref of course, and should more show up looking, I am prepared to make the necessary changes to bring in those that have the skills and want to be there versus some people I have that perhaps don't want to be there as much. I encourage and assist with training. There is no concern with "getting sent" to school. When my owner asked me to return, I did not hesitate to come back. It's a good organization with MANY long term employees (6 technicians there over 10 years), administrative support (full time shop foreman that doesn't do any wrenching, but is a licensed tech - 25 year employee) and strong CSI. PM me with any interest that you may have, or if you know of anyone you're willing to put your name out there for. Thanks All.

When GM first put EGR coolers on the LMM D-Max in late 07 they had this issue. You were supposed to pull them, clean with simple green, install, and re-test.....Clock the time.....replace it on the first go...and fix the truck for the guy.

I only ever did 2, and the first one I did I had to do cab on. Dropped valves, didn't run. F550 with a boom on it, couldnt get it moved from over the cab, so out the front we went. BRUTAL to get it back in. The monster PTO kept the trans tipping over one way, and prevented me from rotating it as far as I wanted to in the other direction. Carefully documented why I did what I did, and what hotline ad prior approval made me do, punched the clock (manually, not electronic thankfully) and got paid out every cent of a +40 hour claim. Can't remember what the final numbers were. Second cab off was nothing to write home about. After I left, the first engine they did without me, they didn't switch over the tone ring for the crank sensor. Felt sooo bad for the guy.

You said it. I left the bench and have been a service manager for 7 months now. We also have a Fixed Operations Manager above myself. I took a slight paycut (under 5%) to get my first crack as a manager, but now I worry about 14 techs/apprentices, 3 advisors, 2 shuttle drives, 2 BDC staff, a warranty clerk, a receptionist, and anything the sales department screws up/lies about at delivery. And answer to the owner. And instead of getting to leave at 3:30 or 4 the odd day when I cranked out my hours early, I work until 6 at least every day it seems, and never take a lunch... etc... That all said, I feel I've made a positive change to the operation and my experience as a technician is valued. I enjoy MOST of the challengess I face throughout my day, but there are days when turning a wrench for similar money, less hours, and probably less stress, seem appealing. That said, I'm loving my first summer of an air conditioned office EVER! Just buy a dealership. I figure that has to be the only sure fire way to escape most of the BS lol

Have an inspector come in to do my inspections as they are due now. Currently looking at replacing a few old "Hydra-Lifts", and installing new Rotary units since the cost of putting rollers in those old things is nuts. I used to work at a place where Stevie "The Wheelchair" Wonder used to hang around and visit since he couldn't work there anymore..You can imagine why.....

You're right ETS. A lack of diagnostic labour operations, ridiculous guildeliness for OLH (other labour hours = MT), and Reynolds can make life difficult, but I'm plugging away at it. In any end of the department, Ford is the by far the easier manufacturer to work for. The only place Ford falls short is the lack of transportation assistance coverage unless you have ESP, even if you're still under base/powertrain warranty. I liked the brand, and I liked the dealership I worked for. But, I've got GM experience, and they offered me the chance to become the service manager and learn under a very experienced Fixed Ops. Mang, and I'm thankful for the opportunity.

Well guys, It's been 2.5 years at the Blue Oval. Senior Tech, then Diesel tech, then Master Tech. So now that I'm all trained up, naturally it's time to go lol. Starting next week back at a GM dealer as the service manager. Time to lock up the tools and hang up the coveralls boys! Wish me luck!

We had a 6.0 FQR go into a 550 boom truck. Porous block - thing blasted pressurized oil out the side of it the second it fired up. Possibly the angriest I've ever seen any tech get ever.

They're all MT'd to 7 or 8 anyway... I told them I'd quit before I'd do one for 4..... Haven't touched 1 yet.

Dunno about 6.0, but 6.4 every head or catastrophic failure I've had they wanted pictures of everything, and then they wouldnt pay for the tear down. They're knobs. I figure it's because International is footing some/all of this bill and they are giving Ford BS< thus we catch BS from Ford. I also had the core sent BACK to the dealer on that one because I just threw the piece in the crate. Pay the lube kid to reassemble it.....

I would guess that the coolant level got low and it's threw the code, then the coolant level was topped up by the customer perhaps? That's not a code I'd really want to chase after on a 6.4, I'd get quite content with unable to duplicate on that one.

Did a good ol F350 Egr cooler/oil cooler/ intake clean up last week. Thing ran 150km and then dumped a boat load of oil. Removed the coolant outlet to the EGR cooler, fired it up. oil starts spewing up past the big lower o-ring on the cooler itslef, out and down the housing..... Doing the WHOLE thing all over..... boooo. Think the o-ring screwed off, or order up a cover for it as well. No crack visible from the outside.

Somebody's got to you Alex....... lol. I was the one who posted the quote from the terms and conditions and Jacks login... How long did that last before it got slapped down? A day?

I'm a 40 jacket size and I wear my Diesel/Senior coats are both Mediums. Diesel coat is nice, senior coat a bit of an odd size. Still waiting for the master one to show up.

Refresh my memory, but those are MAP and turbo mechanical codes right? 2262 on a 6.0 often indicated a plugged catalytic converter, most often caused by the brick coming loose. Would cause intermittent bog down when it slipped into the back of the cat can and blocked all the exhaust flow, and that would throw the P2262 code.

Pat on the back, a jacket, and a T4A to go with the jacket. I finished my Master cert. in April. Had to be on my game about getting scheduled, but managed to finish Master Cert in 26 months with Ford.

We're just gonna call SSSC on every one that comes in a request MT bolt etc... to get it back up to 7ish territory. It's a hassle, but the money should come through still.

External, I'd give it a go. Given the cost of putting heads in,

I haven't got to the point of having my access revoked....yet. Though I do find I have an easier time with prior approval if I put another tech's name on the request....go figure...

How many times do we need to tell these !?@#%! to STFU Alex? Gets me right worked up when I see that shit. He fails to mention that if you get bolts that are a real whoore or certain add on equipment makes it impossible still.

Around 45. -5 or +10, depending on the week. Late starter, 830 or so, late finisher though too.

Tool with a lfietime warranty has an expected service life of my lifetime to me. If it doesn't function as needed, to me it's not at the end of its service life or worn out. It's defective,. which is as good as broken. And as for the ambs, ya we watch the engine hours as well as kms. Not 100% sure but I think it's 200 hr/5000km for an "A", 500 hrs/30000 for a "B" Both services involve an "If it looks like it has the potential to fail, not be 100%, lose 1 drop of oil, burp, smells funny, or has too much dirt on it - replace it" inspection.

Stick happens, even if you change the engine oil. Our regional ambulance fleet is nuts with maint, stiction is still an issue once they start getting long in the tooth.

Met 3. One decent, 2 useless.

I've extracted 6.4 broken manifold bolts with the head still on. Problem is the first one the gasket had a hole blown through it, so when I put the new bolt in, it still pissed and whistled anyway... oh well. At least I proved I could do it.