lmorris

WTF.... Ours don't expire. That makes no freaking sense. Other than the aforementioned "Cash grab". Geez a freaking loo..

When accidents happen here parts usually go internal, labour to fix the accident depends on the circumstances. They are pretty fair here, and thankfully, we are usually not held accountable. Unless it was obvious carelessness that could have been prevented. Who pays the internal charges after the fact, I don't know. Thankfully we have a good crew here and the odd "accidents waiting to happen" are weeded out pretty quickly and "disposed of" in a timely manner.

"Cough" OCD "Cough".....

I's not so much that the intake valve is not seating, as it is the exhaust valves are not opening and the cylinder pressure's only escape route is when the intake valve opens.

If you are lucky enough to have to change the black insert, that oring would go behind it.

Back in 1995 when I received my good to go papers, the apprenticeship test was writen by actual certified mechanics, I believe. The Red Seal was a government thing that the instructors at NAIT said was a joke. Mostly because of the way it was worded. If you knew your stuff, which most of us did, you could pass with no issues if you are adept at reading between the lines. We were given the answers on the D.L. Mostly because some people did fail that had very good in class marks, and the instructors felt that was unreasonble.

Are you refering to the 9c516 kit? There is nothing to suggest this has the spring and seat.

Give the entire VIN, I can check oasis. I believe all sport tracs are AWD regardless of trim packages.

We bolt 4 pieces of angle iron to the back end once the tcase is removed and stand it up. Makes getting the engine crane in there real nice. No stand needed.

And when they come in leaking oil all over the place and you tell the guy the filter oring is leaking, you get a good laugh when the guy replies "But I just changed my oil filter not to long ago!"

Holy crap, what happened? All seperate accidents or was that one crazy bush party? I have heard stories about you guys. No offence intended BTW.

Not sure about others, but our service manager is a licenced technician who has worked for Ford as a tech. Anything that breaks or is worn out that poses a saftey issue is replaced in a timely manner.

Good thing about the audience here is that we know we are not hacks. I work at a dealership and I hear stories about other dealerships. Sad really. Just today I had interactions with a customer who had an oil cooler on his 6.7L replaced and was curious about the EOT/ECT numbers. He told me he phoned over 20 dealerships and no-one would give him any answers or told him they really didn't work on diesels and didn't know. We have a 6.4L getting a HPFP 3000km after having the engine replaced, AT A DEALERSHIP. It has the fuel line bracket at the oil pan missing, the small bracket for the vertical EGR cooler missing( but the clamp is there, holding nothing) and the DOC pipe to the EGR cooler is also missing the support bracket. All the HPFP heatshield bolts were loose. I blame the Service managers more than anything for allowing this crap to go on.

After putting the whole harness back together and putting the old pump back in, it has been flawless. 55 PSI under load, no codes. Maybe a bad connection that was inadvertantly fixed. It has a slight stumble at idle. flagged #8 but I don't trust that. Read about PERDEL in another thread and has these: #3 2.5%, #5 1.4% #8 4.8%. Can anyone interpret those here? I don't know much about them. Not sure if customer cares either, off idle it is good. Leaving IDM alone. Thanks for the offer Aaron.

More info on the buzz test may be needed. First it will buzz all 8 together. Then it will do them individually, and you can hear them go from side to side. This one does the all 8 first as normal, then when it does the individual injectors, you still hear all 8 buzz together, 8 times. I am pretty sure that is not normal. When I disconnected the right bank I can hear a crisp buzz from the one on the left bank that is supposed to be tested, then a lighter buzz from the left bank injectors which you should not hear. It's like all 8 are shorted to each other. On the other topic, hotline states it puts a trace voltage into the system, so my 6v reading is normal. Still doesn't answer why I put a fuel pump in it and had the code return.

I still haven't gotten around to figuring out the freaky buzz test.

Have a 2002 with some very interesting problems, first koeo I get 12 volts to the fuel pump for 20 seconds, then it drops to 6V. Checked at the inertia switch and it drops to zero, so I believe the CJB is ok. Removed the fuel pump relay fuse and I have 6 volts at the engine compartment connector as long as the key is on, so somewhere in the dash I have a short to power. Will run good for awhile then runs rough and stalls, restarts and stalls, let sit, restarts and will limp back to shop. Let sit for longer and it stars and runs good. Sounds like a fuel pump quitting to me. Yesterday I changed the fuel pump because I didn't notice the short to power. I am thinking the short may be robbing voltage from the pump. But that is not the main reason for my post. When I fired it up this morning it was running rough, so I performed the injector buzz test. All buzzes sounded crisp, but I have one very odd thing happening. All the injectors buzz when it goes through the test. I even unplugged the right bank and got 8 buzzes from the left bank. Harness to engine is good and no codes are set. I have checked and cleaned all grounds as well. I am suspecting an IDM, but have no tester to be sure. Any thoughts? I am currently going to start pulling fuses to see if I can isolate the short to power for now. Update: Pulling the PCM relay will remove power from the pump circuit. Somewhere, something that gets it's feed from the PCM power relay is feeding into the fuel pump circuit after the inertia switch. Wish me luck on this one. This is almost becoming a freaking blog. I removed the CJB and found a rats nest of scotch locked wires. Customer gave me the okay to remove the command start and look for green death. Update: After inspecting the remote start I decided that was not the issue and discovered that the circiut splices under the hood and goes to the circuit monitor in the PCM. DOES THE CIRCUIT MONITOR IN THE PCM PUT 7V INTO THE CIRCUIT KOEO WHEN THE PUMP IS COMMANDED OFF? DO I HAVE A MESSED UP PCM OR IS THIS NORMAL?

No piston to head contact? I had 1 and 5 spun and both pistons hit the head. Replaced long block and the 2 injectors. Now I wonder if the pump failed first or second. Intriguing, this one is.

I have been having issues with VCM II connecting since updating to 83.02. After pissing around I found a nice work around for conection issues. Go into your START menu and find ETAS folder, in there is the VCI manager. Before starting IDS, fire up VCI manager and connect to the VCM II with that first, then start up IDS, you should be instantly connected. Shut down VCI manager and continue on.

That whole park thing is pretty stupid isn't it. Remove anything and all you can do is push it because you lose all transmission output as well. There is a tool supplied by Ford that replaces the AWD module and locks up the t-case so you can remove the front driveshaft for certain roadtests. The first dealership I woked at, the tool ended up going home with the customer and never came back. I have see quite a few with t-case concerns, but never front axle issues. Maybe have it sent out to a body shop, could be a body alignment concern.

That is most likely the reason for the change. Warranty costs getting too high.

The truck was a 2011 and the engine bay looked like shit. It had an oil leak down the front that maybe starts at the vacuum pump. The oil change guy got me to look at it and I told him the fan and stuff had to come off first to diagnose it. They told the customer and he told them it had wrapped once. He didn't want to fix it. Maybe full of it, who knows. It left the way it was..

Feb 13 2013 5648 -6.4L Diesel - EGR Cooler Clamp Reuse - Work Shop Manual (WSM) Update Replacing the EGR cooler clamps when servicing an EGR cooler on a F-super duty with a 6.4L diesel is no longer required. WSM section 303-08 has been updated with new vertical and horizontal EGR cooler removal and installation procedures.The EGR cooler clamps will no longer be packaged with a replacement EGR cooler, but can be obtained as an individual part if needed. Not sure about everyone else, but I started doing this about 6 months after they came out.

We had one in yesterday that was showing 16,000 KM and looked like it was just bagged. Turns out the odometer has gone around once already according to the owner. Does anyone know when they loop back to zero? The customer thought it was 299,999 km when his looped. If that is the case why does that truck read so high? You would think it would loop like the one we had in.

We have had a few leaks at the crankcase vent hose oring at the separator.