HGM

I'm learning more and more each year, that you take stuff like that with a grain of salt..I remember hearing that the Econoline belt would take 8hrs....Has anyone out there beat that time yet? Dont know, but I'm sure even as bad as it can be, you guys could beat the hell out of that.. The trucks I've seen were no doubt tight.. But 25-40hrs for engine R&R /forums/images/%%GRAEMLIN_URL%%/confused.gif , I dont think so.. The evap isnt in your way anymore and the body bolts are all accessed from underneath.. I'd figure on about what it takes you on a 6.0L.. The technology is the area, we'll need to wory about.. Just keep up with it and make sure it makes sense.. And from a techs point of view, hope they arent perfect, need to have something to to...

Very good points, I totally agree....

You know, its funny you say that.. I find it hard to believe that a well taken care of 7.3L isnt lasting at least 500k... I have talked to techs that put cups in some at arround 600k.. I wonder who's working on these high mileage diesels /forums/images/%%GRAEMLIN_URL%%/confused.gif Some of these trucks are worked accross the country and accumilate large quantities of miles very quickly, 300K isnt allot of miles, , you dont see them for sale or blown up, where do these trucks go?.....

Point taken, but dont forget that we work on broken vehicles.. You dont go to the doctor when your feeling good do you? BTW, ask some GM techs how good the Duramax is, they have some of the same issues..Dodge is the one to worry about.. This thread wasnt started to add opinions of 6.0L quality, I just want honest expectancies of diesel truck engines in general(actually more 7.3L) than anything else.. Like I said, I understand you guys(myself included) have seen some bad stuff and quite a few early failures with the 6.0L, but there are still allot on the road that we dont see, I know of several pushing 200k with proper maintenance and treatment from the customer.. Thanks for the reply anyhow..

It does suck... We want to fix them not buy them, but by trying, we're admitting there is a problem.. When someone has made the determination there is nothing wrong, the worst thing you can do is contradict them(whether you believe it or not)... We still represent Ford, and must side with them over the customer(Ford is your best customer/they wont go anywhere else for service)..Just part of the bussiness.Dont want to make "dad" mad...

Quote: I would post my contact #'s but are you a Ford cop? In addition toi being the diesel tech, I am also the Service manager. I do know I am NOT allowed to try any other repair attempts to this. Doing so will admit there is a problem after the FSE from Ford has determined there is not. I know there is a problem, the owner of the truck does, and all of the diesel techs that can decipher my post know it. If the owner chooses to go thru the dispute settlement board and I keep attempting repairs he would surely win. However, he told me he will not. I have till Wed next week to find a solution or there WILL be a chevy in his lot! [/QB] Well, first... No I'm not a cop.. I didnt realize that it was that far allong though..Sounds like your done, you'd be better not to do any more to it(as far as Ford is concerned).. Unfortunalty,like you said, if you do anything, it could jeopridize the case when it goes DSB.. On the other hand,if it cant be fixed.... Sorry..

I havent had a chance to verify this, but I was just informed today that the EBPG pid is available but the EBP(PSI) we are used to isnt.. The EBPG pid is gauge pressure(like MGP) so if it is still there, you should be able to add your BARO to the EBPG and get the EBP reading your familliar with.. What still buggs me is that the EBPV was the most informative pid on these trucks for air management issues.. Maybe we can use the new ICP test pigtail to monitor voltage with a DVOM????Just a thought..

BTW, yes there were a couple re-cal's released last month and the previous.. They may help, but honestly this sounds more sever to me..Would definitly be worth looking into though..

No help? Do you happen to have a report #?

OK, First off have you called the hotline? Please dont slam them and say its a waste of time..I know how some guys feel about them, but you cant deny the resources they have, some of those guys are really good, you just need to rememebr what kind of "techs" they talk to sometimes, we've all tried to help a freind or family member over the phone, its not that easy... I just worked on the same exact issue 2weeks ago, except it was an '04, you didnt say how heavy the truck is, but mine was a 17,500 lb loaded dump truck.. Anyhow, do you hear a "whining" noise from the turbo area? That was the giveaway on mine.. Added to the erratic ICP when the severe buck was present, though with the ICP disconnected it made it a bit better.. Mine ended up being the HP pump.. Although it is a different pump, I would recomend taking a picture of the event paying attention specificly to the ICPV, IPR, EBPDC, EGRDC, EGRVP, RPM, Load, and APP then see if you see any activity on any of them durring the event(remember some of it will be a reaction), make sure you manipulate the recording to scale and zoom to make things easier to see, you could send it to Hotline for help too.. Then look at the IPR very closly for debris. You dont mention changing anything but the Ck valves, but I think the pump is what your after..

I dont have a problem with this getting sidetracked a bit.. I appreciate the input guys,though I too am a bit surprised there havent been more takers /forums/images/%%GRAEMLIN_URL%%/confused.gif Although I dont always check in daily either.. Keep the reports comming if you dont mind... Keith, The biggest stumbling block against EGR is that the customers have never been told how to operate their trucks.. They see the big rigs idling all night long and think they can do the same.. The cooling effect of a diesel at idle adds to the carbon build up and failure.. The best thing a guy can do now is treat his diesel like a gas burner, dont let it idle and drive it like an F-150..

Hey guys, I've got a couple of questions for you regarding a conversation I had with someone the other day.. What kind of mile "life span" have you come to expect out of the 7.3L? 1-700,000mi? I'm not really looking for customer induced things like modification caused failures or dusting, just actual life with proper maintenance.. Now, I understand this next question is open for alot of comments, please keep it objective.. What is the most you have heard on a 7.3L or 6.0L? I personaly have heard of 6xx,000 on a 7.3L and saw an RO that the service manager verified they did most of the service work on a 6.0L with 550k..

Cetane booster. I'm interested in the Anti-Gel though, so if anyone has input there, please chime in..

I would definitly use and recomend it..I've used other stuff in the past but had a bit of experience with it recently.. Had an EGR with the "pastey" coking on it, no blockage, just wet and messy.. Intake was the same.. Obvious fuel quality issue.. Anyhow, actually OD'd it a bit ant poured 1 hole bottle into 1/2 tank and drove the piss out of the truck. Pulled the EGR again after about 50mi and it was noticibly drier, even the intake and exhaust pipe were cleaning up.. After that I poured the correct mixture in my wheels and noticed relatively quickly, that the engine got quieter, performed better and got about 1MPG better on that tank than the last..

Yea, the customer needs to be tuned as well... You know they usually done read things they already know..."That jug was low, gota fill it to the top" /forums/images/%%GRAEMLIN_URL%%/banghead.gif Like the old, car wont start, fill the tank to help the fuel pump work better.... /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Maybe so...... Good question about the cal info.. Have you given any feedback about it? Honestly, I havent been to the site in a while looking for that particular info, but it is pretty usefull.. Dont know that I know the right ears to wisper in, but I'll see if I can help..

Also, You can contact Fords Technical Service Manager.. You can get into Ford class' as a fleet if you sign up for the package deal including web based class'..

The best part is you can do it at your own speed at home..They take some time, but definitly will help..

That issue exists with several model years.. They cannot release one cal to do several years..No need to be scared on this one /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Stay tuned.....

Thanks for completing my thought..... They should be able to help..

Yea,I have H-6 in my hand right now.. I'd give the WDS hotline..

H-6 I have been told it can be used on a laptop too. Dont see why it wouldnt, but havent tried it.. Call the service number on your WDS machine, they should be able to help.

Its up to management..If the modification caused the failure yes... If the radio quit and he has a chip, no...(just an example)..If its a good customer, the manager will usually take care of it and just not tell anyone that its been modified..

Well put Jim, The way I refer to the book is, it is simply a coleague. Its another tech I can refer to for guidence. Its all up to interpritation, meaning if you dont use the stuff between your ears to make it make sense, you're lost anyhow.. The PCED and Shop Manual are directions on how to get somewhere, you still need to understang the system and how it works to efficiently use the books for diagnostic purposes. This is where the class' help, even web based courses can assist here. The problem with them is that we are "touchy feely" creatures. If we cant put our hands on it, sometimes it doesnt make sense. One thinng with the class' is that its up to each tech to bring real world experience to the class and the instructor needs to be able to help understand why things work like they do by explaining the real world stuff.. This way we all learn at the same time.. Class' are priceless.