lmorris

I haven't heard anything back from the guy since his last update about it finishing regen.

The last reman 6007 6.4L I put in ended up needing new head gaskets, then a short block, then 2 new heads. So, yes, I have had issues with these engines.

Ditto.

If the tube is oily, that is your leak, you need the tube and both fittings. I have also seen the turbo base gasket leak, and we had one that had 2 stripped out HPFP mounting bolts and the pump oring was leaking.

Here is one that throws a kink into the mix. 2011 F550, chasis cab. Should be 11,12,14,13 according to WSM, right? CEL on P246E, TSB 13-10-01 instructs replace EGT14, just to be sure I unplugged the LAST one, which is 13 according to WSM, EGT12 goes high...WTF???. Plugged it back in and went back one and unplugged that one, which is 14 according to WSM, 13 and 14 go high...WTF???. Customer is in a hurry for truck so I say screw this and changed the one the WSM says is 14. Clear codes and send him on his way.

Make that 5, 2005 F350. Edit: make that 6: 2007 F350.

It's a modification. That is their only response. This was a crappy rebuilt right from the start. My first guess should have been the bleeding issues when I first put the engine in the truck. The fact that it was installed in summer and never needed the heater on was another deterent to finding out it was a shit engine build. Hotline states the delete alters coolant flow, I call bullshit, but it's out of my hands. It never had this issue with the original engine and it doesn't have the issue with the new short block and heads. So the issue was the original rebuilt, simple, I guess. What a piss off.

In hind sight, we never should have. Our service manager likes to be as honest as possible because Ford currently has us close to Audit due to high warranty costs, duh....we are smack in the middle of oil field central and most of the fleets keep the trucks till the warranty runs out. We are still fighting though.

Just to update, customer has been trucking along, pleased as punch, since I did the heads, no issues. And Ford still won't pay the claim because of the delete.

Doesn't surprise me. Anyone who rents diesels to the general public is just asking for headaches. IMHO.

My forth EBP sensor in as many days. 1 6.4L, 2 6L f350's and 1 E350 Ambulance. Also found the aux. heater quick connects leaking when I had the dog house off. 3 particle filters lined up, 2 retail, when the parts come in. 3 trucks waiting for DEF reserviors to come in. Another blown up 6.7L in an F550 waiting outside as well, same company as the last one.

Matco guy showed up today with these. Identical except for the Matco stamping. Didn't bother to check pricing. I did inform him of the slight design flaw that makes them useless on some of the injector lines.

The only one done here had the front diff dropped.

I just found out that the FMPP program will cover 5w40 synthetic oil in severe/extreme conditions, which is mostly all of the northern States and Canada.

Second the dusted engine theory as well as a blocked fuel return. The test Aaron is refering to has you block the return line at the pump, install a gauge at the pump outlet and have the flow tester at the upper filter housing. You run the engine with the flow tester open to check secondary filter restriction, you need the flow tester open because the test bypasses the regulator and will peg at 100PSI if you don't give the fuel somewhere to go.

2011 F550 that I finally recieved all my high pressure fuel system parts for, A 2001 F550 tow truck that needs a fuel tank, 2008 F450 with a right hand exhaust manifold leak and nasty oil leak from the front of engine, 2001 F450 with alternator and EBP sensor, 2012 F350 for a DEF pump( bad pressure sensor). My partner in diesel goes on holidays and it gets crazy busy. And all the advisors are fighting over what gets in first, FUN TIMES.

Well they fixed it. Pick it up soon, out of paint shop and all the plastic is going back on today, then off for the alignment. The twist to this story is we still don't have the insurance info on the truck that hit my Escape. We have the owner's name and number, but we can't call because that is harrassment. The police, for some reason, are reluctant to give us the insurance info as well. Now I heard from our insurance company that we have run out of our rental allowance and have to return it. We also have to replace the windshield in the rental because it cracked last week. So we now have to pay for the extra time needed on a rental because some lazy fuck-up feels he can help himself to that which is not his. What the hell is wrong with people. If you can't tell, I am a little pissed at the moment.

10w30 unless stated by the customer. some run 5w40 synthetic, a few run 0w40 synthetic. Price wise I couldn't tell ya.

Damn...I replied inside the quote bubble...see last paragraph. Years ago I watched a guy try to sererate a ZF5 case using our skid steer, 2 chains and a cement post. Never did get it seperated and ended up putting in a rebuilt.

Our transmission guy marks everything. He has done a lot with no issues.

I you have no broken bolts, you can remove the A/C compressor and remove it out the front. That way you are not messing around with the turbo up pipes and down tube. Remove the inner fender and upper fan shroud. Isn't any faster, but it's nice not having to do anything with the up pipes.

Second shift would put you in 3rd gear and the OD button should have no affect on this gear. Is it possibly starting out in second and the second shift is putting you into OD? Unless when it attempts the 2-3 shift the direct clutch is pooched and won't go into 3 or OD. When you turn off OD it might be kicking back into 2nd. Just my thoughts when looking at the band chart, which doesn't seem to read right if I try to copy/paste it into the post. You could try going to www.toolcrib.ca and in the downloads section is a nice powerflow PDF. The 4r70w has the same shift applications as the 4r75e. It might help.

Yes thank-you. Any idea when this came into play? We had a few in the last few days tha recieved DEF pumps.

6051A11 can only be claimed if you are replacing a failed head gasket that could have been diagnosed by the compression test. Use relative compression and crankcase pressure for base engine concerns. I claimed 6.8 hrs of teardown time on last grenaded engine. That's the difference between long block and short block times. As well as inspect and determine. Sadly they won't pay for a compression test for a base engine failure.

The same as everyone else, and sometimes, depending on the pay structure, less. Don't go for master status if you are in it for the money, do it because you pride yourself in being a good technician.