lmorris

2011 F350 6.7L that getting a high pressure fuel system for a failed hp pump. Kicker is I removed 8 injectors and so far have only found 5 copper washers. One I managed to grab out of the cup by expanding my finger grabber thingy inside the washer hole and carefully remove it. I can also see one more down by a valve spring which I can't get at, and 3 others are missing. Off come the valve covers....

Back in the mid 90's I PDI'd a couple of F700's with the 5.9L Cummins.

I see that now, they have the titles messed up. If you follow it to KA10 it does eventually lead to solenoid replacement. It must be the course that is messed up.

Just finished it.... not sure who wrote that one. Any one else notice the slight flaw in PPT KA8 when doing the symptom driven diagnosis scenario?

The 3 dealerships I have worked at all told me the same thing, " If you don't flag your SLTS's you don't get paid."

Can someone please verify that I am not going senile. Go into PPT KA for any MY 6.7L F250-550. proceed through the PPT until you reach KA8. Does KA8 make any sense? They ask for a vacuum reading after the wastegate actuator solenoid, which would require a gauge to be installed and the engine running while manipulating wastegate DC, but instead they ask you to install a hand vacuum pump and apply vacuum to the actuator itself. I am thinking they had a major brain fart and missed an entire section of text.

Just a heads up. The network monitor will flag the NOX modules and the GPCM as not communicating. We have tried the test on 3 trucks and all are the same, running the test KOER makes no difference. We stumbled upon this trying to find an intermittent IP issue.

Back in 1982, my Dad bought a himself a brand new Mustang. I remember one day riding with him, shortly after getting it, someone cut him off and he hits the steering wheel and there is no horn, man was he pissed. By the time he realised where the horn was the moment had passed, thankfully no-one was hurt, and I learned a few choice words that I was told never to use.

2 things come to mind, lock and close all doors then lock and unlock using the key, not the Keyless entry. Turning the door lock manually should disable the alarm. If that doesn't work you may need to program the keyless entry part of it first, then program the PATS system.

Transmission tech is on holiday, so get his work for now. TR sensor on a 2009 Escape..what a PITA. Front pump seal on a 2012 F150.

WSM has you pull the engine for body on. Listed labour time is 32.5 hrs.

That's putting it mildly.

So I finally get this truck all put back together with the correct bolts in the correct places when I find a small leak on the passenger side of the radiator. Turns out that someone had jammed a too long of a bolt into the mounting boss of the transmission cooler and ran it through the side tank and must have been sealling. There was no leak prior to disassembly so I never paid attention to the bolts I was removing. Thankfully the owners are understanding enough to pay me to take the rad out a 2nd time.

2008 F550 maintanence truck that a fleet picked up at the auction.. . They called in last week for an estimate on a HPFP and FRP sensor. Got it in today and found low ICP code, fuel cooler pump circuit code. Found the fuel cooler pump connector broken, the pump dead and coolant low, plus the hoses that go under the rad were pinched off from being routed wrong. Also replacing all the air compressor pulleys and belt. Replacing the high side A/C line that rubbed through on the compressor pulley. And it gets a new lower shroud. Once all that is done I will see if the start stall when hot is gone.

Same with my W7 machine, with any other site it will close right away, with INFORD it takes up to 10 seconds sometimes. It is definetly the PTS site, If I go direct to the PROTECH message board it will close normal, if I go to PTS it will delay the close. It has nothging to do with IDS though, one of shop computers that does not have IDS does the same thing.

When I first started with ford back in 1991, I was working 3:30 to midnight. We had a 3 hour a day guarantee as long as you were there for the first 3 hours of the shift.

My W7 machine does that too. Ever since they revamped the PTS site, having both open is tricky. Nice thing is that the IDS functions are near perfect through PTS, and the interactive PCED is very nice to use to.

The camshaft was a no-go. Customer says it's getting retired to the family farm. Win some, Lose some.

2008 6.4L with 274,000 KM that needs a camshaft, waiting on desicion from customer. Actually going to give up some of my horded extra parts, including a set of head gaskets and bolts, to sell this one. 2006 F350 needs a FICM, 2 front ABS sensors, front brakes and an outer tie rod.

The closed thing to "Paid" sick days we have here is our short term disability coverage through work. We are allowed to collect our holiday pay when-ever we wish. It is calculated and banked monthly, so there is always something there in case you miss a few days. Only problem with that is if you actually go on vacation you may not have enough to cover the time off, so one needs to be carefull.

My favorites are the clear ones...Cream Soda... ... And I don't care about the freezer tax..they are worth it!

I use that list for parts requests weekly. Surprisingly, not much has changed.

The 2011 I had IDS set up to record and the only PID that went off was MAF. No EP or MAP changes. EGR and VGT where steady as well.

Saw the commercial for the new Dodge 1500 with the V6 diesel. Not sure how that is going to fly around here. I see it going one of 2 ways, either we will see very little because diesel is typically 15-20 cents more that gas and that can't compete with Ford's V6 Ecoboost, or there will a shit ton of new Dodge 1500's running around with 10 inch stove pipes coming up through the box.

Just read that they have a Particle Matter sensor after the DPF now.