Mark: Hi, it’s Mark from Top Local, we’re here with Bernie Pawlik, talking cars this morning. How’re you doing Bernie?
Bernie: Doing very well
Mark: So actually, we’re talking trucks, I lied a little bit, we’re talking again about a 2008 Ford 350 diesel 6.4 litre diesel that had some exhaust manifold gasket issues. What was going on with this truck?
Bernie: Well this truck came to us with a couple of issues, one was a lack of pawer but not related to what we’re talking about today, that was one issue, the other is a very loud noise under the hood, a tic tic tic tic type of noise. So we had a look at it and found there’s an extremely bad exhaust leak at the rear of the next exhaust manifold, right where the manifold bolts onto the head, so assuming the gasket was blown out was our initial assumption.
Mark: So, we’ve gone over these vehicles, other vehicles in this line before, so I know this is a pretty extensive and complicated repair, was it?
Bernie: Yes, of course, it’s a Ford diesel. You know these well from our conversations too. There’s not much simple on a Ford diesel, actually for most diesels for that matter but definitely nothing simple on this vehicle. It was a cab off repair. I suppose we could of struggled and done it with the cab on, but I really really can’t imagine it would have been a lot of fun and really the amount of extra time it takes to take the cab off, makes the job well worthwhile, we can inspect a lot of other components at the same time and because we have to take the turbo charger off too, it just made sense to do everything all at the same time with the cab off. Once the cab is off, it’s still a complex repair. There’s still a lot to do to get to the manifolds off, they’re buried in there and really it’s still not easy.
Mark: So did you have to replace the manifolds?
Bernie: We did in this case. Sometimes you do, sometimes you don’t but what we found of course they, actually both of them had leaks and both had broken bolts at the back of the head. But yes, we did have to replace the manifolds. It just made sense financially to do them as opposed to having a machine shop do them, replace the studs on the manifolds, by the time you add all that up it’s just cheaper to replace the manifolds. Same cost to replace the manifold and you get brand new ones. I’ll share some photos while we’re at it here. Ok there’s the, this is the right hand exhaust manifold bolted up to the head and you can see this isa bolt, this is one of the bolts that bolts the manifold to the cylinder head, you can see no bolt head here, this one was gone, same with the other one down below. So those were both missing, broken off. What have we got here, this is our, you can see the evidence of the leak, this is on the left side this is where the leak was really bad and this black soot is all exhaust soot, it’s a diesel, very sooty and the gasket, there’s the manifold, this is the gasket right here, that’s what was blown out and a further view, this is with the manifold off and you can see the severe leak out the back here. This is all diesel soot and bolt holes here but no bolt hole here because the bolts have basically broken right off, and a final view, the gasket and this is the gasket at the rear as you can see, it’s missing a complete chunk, it’s just burned away. So there are the photos, the pictures tells it all.
Mark: So you didn’t have any shots of the cab off which would of been kind of cool, but what parts did you end up replacing with this service?
Bernie: So as I mentioned, we did do the manifolds, we inspected the Y-pipes, the pipes at the back because these are things we’ve replaced before. There were in good shape on this vehicle so we didn’t do those but all the bolts for the manifold, we replaced all of them because they get stretched and there’s no sense in using the other bolts. There’s a risk, there’s also a risk when we assemble it when a bolt looks good and it’ll snap so all those bolts are replaced, all the gaskets and that kind of takes care of it.
Mark: Any other parts or pipes that you replaced while you were at it?
Bernie: No actually just what I mentioned before, the manifolds and the bolts.
Mark: So this is a second kind of encounter with a 6.4 diesel recently. Are you seeing a lot more of these?
Bernie: We are. I really noticed a lot more of these are coming to our shop, I guess they’re getting older now, we used to see nothing but 6 litres and we still see a lot of them but diesels last a long time, so even though the 6 litre is a lot of work and can be an expensive vehicle to fix, it’s still a diesel, still got a lot of value so I imagine we’ll be seeing those for years and years to come. Yeah, there’s a lot more 6.4’s come into our shop, they’re getting older, things are happening to them, fortunately not blowing head gaskets with the frequency of a 6 litre but there’s still lots of the expensive repairs that they need and anything on a diesel tends to be expensive. The parts are high priced and the labour is very intensive. They pack a lot of stuff into the engine compartment.
Mark: Well isn’t that part of that, isn’t part of that where the pressures that diesel generates and that’s super high temperatures and stuff too as well from that fuel?
Bernie: Absolutely and I was thinking to myself as we are doing this hangout, why should these bolts break at the back of the manifold, like why would these be the ones? Well these are on a, on these vehicles with the regeneration system. They inject extra fuel into the rear cylinders so it creates all that extra heat to burn the soot out in the back, so there’s a lot more going on in the rear cylinders of these engines than there is in the front three on each bank. So bolts can snap anywhere, but it kind of makes sense when you think about all that extra heat, there’s just a lot more strain in that area. And really I mean diesels used to be extremely dirty and they’ve cleaned them up really well but all the problems with diesels are really 99% of them seem to be happening because of the emission equipment on them that’s where all the cost comes. So you know, having a clean diesel comes at a price. It’s amazing, quiet, very little pollutants coming out the back except for Volkswagens and a bunch of other liars now out on the market, but you know, compared to what they used to be with that black smoke and the stench, it’s pretty amazing what’s been accomplished, at a price.
Mark: Yes, so there you go. If you’re looking for service for your 6.4 litre diesel or any diesel that you might have in Vancouver, the guys to see are Pawlik Automotive. They’re experts in it as I can attest, they looked after my TDI which I’m happily returning to Volkswagen on Monday, you can call them at 604-327-7112 or check out their website pawlikautomotive.com. Thanks Bernie
Bernie: Thanks Mark.
You know what I love? A vehicle designed to be repaired. Recently I came upon such a vehicle, a vehicle where the designers had anticipated how the vehicle would need to be repaired and incorporated access holes to remove buried parts. The vehicle was a 2005 Dodge Pickup with Cummins Turbo Diesel.
Our repair was a leaking front engine case gasket; a huge job that required removing the camshaft and rocker arms from the engine before the front case could come off. As is so common these days this large straight six cylinder engine is crammed into the short hood area with the rear two cylinders buried under the cowl. This severely limits access and makes removing the twelve inch long pushrods from the rear of the engine a physical impossibility. Well almost. Thankfully the brilliant engineers at Dodge actually anticipated this procedure and installed two rubber plugs on the bottom side of the cowl. These plugs are easily removed allowing the pushrods to be lifted out. Had these plugs not been installed the engine would have had to come out: a very, very, very time consuming and wasteful operation.
It is rare to see this level of thinking and I (and my fellow technicians) thank the Dodge truck engineering department for their foresight. These little things score big points with me and adds to my recommending Dodge diesel trucks over Ford or Chevy. For diesels they are generally the best built and most reliable of the domestic trucks.
While the Cummins turbo diesel found in Dodge trucks is highly reliable an occasional concern is long engine crank over and no starting. Many times this is caused by bad fuel injectors. In this video we show you briefly what’s involved in changing fuel injectors in a 2004 Dodge truck.
The first procedure involves removing electrical connectors to the rocker arm cover, the intake tube and air heaters must be removed and then the valve cover. We can now see the rocker arms and top of the fuel injectors with their wiring connectors.
Next step is to remove the fuel lines from the transfer tubes, often a time consuming task as the transfer tubes turn with the line fitting and the transfer tube nuts must first be tightened before the line nuts can be loosened.
After the lines are removed, the transfer tubes are unbolted and pulled out.
On the bench you can see the 6 old injectors laid out.
Here are the new injectors along with cleaned transfer tubes ready for installation.
These transfer tubes are of a rather unique design and require some very special installation procedures to ensure proper sealing and avoid damage.
Here we install the injector into the cylinder head, then install the bolts and torque down the injector.
Transfer tubes are then installed, the injector nuts are then backed off and transfer tubes are torqued to spec.
Injectors are then re-torqued to proper spec and all previously removed components are reinstalled.
After reassembly it’s time to start the engine and that’s how it should sound: the start time is almost instantaneous.
Change is a constant and on vehicles there are always new advances. One rapidly advancing area is in automotive lighting with the biggest change being a move away from filament bulbs. This technology has illuminated every corner and interior of cars since cars were invented (with the brief use of gas lamps in the very early years).
The latest technology is xenon headlamps and LED lamps. Many new vehicles, especially in the high-end market sport much of this technology.
Compare this to a 50-year-old VW Beatle with 6 Volt electrical system. You could barely see the VW’s taillights and the road illumination by the headlamps was one 10th of what xenon and LEDs provide. There are many benefits to these new lighting technologies: they are much brighter, use far less electricity, and in the case of LED lights switch on instantly which, when being used in brake lights, provide a significant safety advantage.
LED and xenon lamps are much more durable than their filament predecessors however they cost substantially more to replace. Xenon bulbs can cost over $200 while many traditional headlamp bulbs cost in the $10 to $20 range. LED light assemblies will rarely need replacement because they have so many individual LEDs however they will be very expensive.
Perhaps as they become more common, less expensive options like re-manufactured units or repairs may become available. In spite of these extra costs overall the advantages of better illumination, lower power consumption and increased longevity are very worthwhile.
Winter has arrived: are you prepared for what’s ahead? Do you know what needs to be done to make sure that you and your vehicle make it through to spring?
Here’s a helpful list:
1st Be sure that maintenance services are up to date (oil changes, inspections and previously recommended services that are due)
2nd Be sure that your wiper blades are in great condition.
3rd Be sure that your engine’s antifreeze protection is good for colder temperatures than you will be driving in.
4th Be sure that your washer fluid has antifreeze protection
5th If you use snow tires have them installed in November (or sooner if you live in early snowfall country). If you don’t use snow tires this is a good time of year to replace marginal all season tires.
6th Be sure that your battery is in good condition.
7th Be sure that your air conditioning is functioning well (it helps to very quickly defog your windshield and increases your visibility)
8th Be certain to have an emergency kit if you are planning a trip. This kit includes warm blankets and/or sleeping bag; a candle and matches; water and couple days worth of snacks.
Following these suggestions will help you and your car survive whatever type of winter that might be thrown at us.
Your car’s brakes rely on brake fluid to transmit the force that your foot applies to the brake pedal to each wheel’s brake. Occasionally a brake system will develop a leak and if left unchecked for long enough this can cause some serious safety concerns. Fortunately modern cars have a warning light which illuminates on your dash when the fluid level drops too low.
Recently we serviced a vehicle with the dash warning lamp on. We inspected the fluid and found the level very low. Upon performing a brake inspection we found the left brake caliper leaking, and further inspection revealed something more interesting and potentially very dangerous: the inner brake pad soaked in fluid was disintegrating. This could have crumbled apart upon hard braking and caused a serious inability to stop. Fortunately we caught this in time, repaired it and made the car safe. While it is normal for your brake fluid level to drop over a long period of time you should have your brakes inspected at least yearly to be sure that the system is safe.
A misfiring engine is a very serious concern that demands immediate attention, unless of course you prefer to spend thousands of dollars on your car repairs.
What is an engine misfire?
It’s easiest to explain when you understand how an engine works. An internal combustion engine has several cylinders which continually fire in sequence creating a smooth flow of power and this propels your car. When the firing sequence is not smooth the engine has what is called a misfire. There are many causes from a bad spark plug, ignition coil, fuel injector or engine valve just to name a few.
When a misfire is present you will notice are several things: first the engine will shake or shutter either at a constant speed or when accelerating, and your check engine lamp may come on. Often the check engine lamp will blink and this indicates a catalyst damaging misfire. This is something to take very seriously and have repaired quickly.
When an engine misfires, a cylinder’s worth of raw, unburned fuel is exhausted through the catalytic converters and out the tailpipe. Any raw fuel in the catalytic converters quickly overheats them and leads to their destruction. If misfires occur severely then damage occurs quickly. If misfires are subtle, then damage may not occur for a year or two. When damage does occur expect to pay a lot to fix it. Most modern vehicles use what are called close coupled catalytic converters because they are integrated with the exhaust manifold and tucked up tight to the engine. On a V6 or V8 engine these are usually followed by another catalytic converter further downstream.
Over the years we’ve seen many vehicles that have experienced misfire concerns, fixed them after the vehicle was driven too long and then had the car return a few months later with either plugged exhaust and/or the check engine lamp on with a catalyst inefficiency code. It’s very predictable!
Recently we repaired a V6 equipped 2003 Ford Escape that had a couple of defective ignition coils that were causing a severe misfire. Several months passed and the vehicle returned with a plugged exhaust system. So severe was the blockage that it caused the EGR valve to blow apart. We dismantled the exhaust system, performed an inspection and found the front converter had partially melted, broke apart and sent particles to the rear cat, plugging it. After replacing these 2 cats and the EGR valve the engine’s power was restored but a further major exhaust leak was present from the rear exhaust manifold. Final repair bill: $3600 taxes in. Ouch! This happens more often than you think.
The good news it that it is completely preventable.
If your engine ever misfires get it fixed right away and save your money.
Saving money is always a good thing; however when it comes to auto repairs be cautious because often along with low price comes inferior quality. We always strive for the highest quality at the best price and are very pleased when we can take the time to do a great job and save our client lots of money. Recently we did just that.
The vehicle serviced was a 2007 Jeep Grand Cherokee with a 3 liter Mercedes turbo diesel engine. While quite rare in Jeeps, it is common in various Mercedes vehicles and Sprinter vans.
Our client’s concern was a severe lack of power and the check engine lamp on. After diagnosis we determined the turbocharger to be defective. This vehicle uses a very complex variable geometry turbo which incorporates an integral electronic actuator. The actuator was the defective part but unfortunately was only available with a new turbo assembly. Rebuilding was not an option so it appeared that we were stuck to the dealer. Our client had already been to the Chrysler dealer where they also diagnosed the turbocharger as the problem. His quote was over $8000 installed. They were also not too reassuring as they stated that the engine computer could also be bad and substantial extra costs could be involved. We confirmed that only the turbo was defective
Our first phone call to the Chrysler dealer was a shock: the turbo assembly was over $6000 for a new unit. We spent some time looking at options: Mercedes dealers and ordering through a US Chrysler dealership and while these reduced the price it would still have run him around $7000 installed. After more digging we were able to purchase a new turbo directly from the manufacturer for under $3000. This is an exact original replacement part. Installed with taxes, his bill came in at under $5000, substantially lower than just the turbo from Chrysler.
After replacement the engine ran great, the check engine light was off and full power was restored. So sometimes low cost and quality do go hand in hand and when we can deliver high quality at a low price we will.
Shocks and struts are a major component of your vehicle’s suspension system and work hard to keep your vehicle firmly gripped to the road. Though they generally last a long time they are a commonly wearing component on every vehicle. Unfortunately as a car ages and repair costs escalate shock and strut replacement often gets put on the back burner compromising the safety of the vehicle and wearing out other components. Lets look at what shocks and struts do, what goes wrong with them and what the consequences of not replacing worn ones are.
First off shocks and struts are both similar and different. They are similar in that the strut contains a shock absorber inside, the difference is that the strut forms the upper portion of the suspension geometry and incorporates a coil spring. As you might guess by this description struts are more expensive to replace. The part costs more along with extra labour. Shocks and struts can be found on the front or rear suspension of a vehicle.
The purpose of the shock absorber is to stop the oscillation of the vehicle springs. Without them your car would continuously bounce on bumps and your ride would be extremely uncomfortable. Handling and braking would be severely compromised.
When shocks and struts wear you will experience a bouncy ride and along with this comes reduced stopping distance. This is perhaps the most important reason to replace worn out shocks and struts. Studies have found that worn shocks reduce stopping distance by 12 feet from a 100km/hr panic stop. That could make the difference between hitting the car in front of you or not. Cupped tire tread wear is another result of worn out shocks and struts and often this wear occurs when you cannot feel the usual bouncy ride associated with bad shocks. Many a set of good tires has been ruined adding expense to one’s auto service budget. Another casualty of worn shocks and struts are prematurely wearing front brakes. This occurs from too much vehicle weight transfer to the front wheels when braking.
Many shock manufacturers recommend replacement at 80,000 kilometers. In my opinion this is excessive as they often last substantially longer on many vehicles. The best way to determine shock and strut condition is to assess vehicle ride on a regular basis along with a visual inspection of the suspension and tires.
While replacing shocks and struts can be an expensive service, the excellent ride, enhanced vehicle control and improved stopping distance make it more than great value for your money.
The Ford 6 liter diesel engine is fraught with numerous problems however all of these can be overcome. In this video we will show you what we feel is the ultimate repair solution for the 6 Liter: repairs that will keep the engine performing reliably for years and years.
Many of the 6 liters problems stem from the design of the engine and oil cooling systems. This engine uses a unique system in which the engine oil cooler is mounted inside the V of the engine. Here coolant flows through narrow passageways which eventually plug up causing coolant flow restrictions and excessive oil temperatures. From here coolant flows to the EGR cooler which, due to its narrow passageways also tends to clog. Excessive coolant temperatures eventually lead to head gasket failures and even a destroyed engine if left long enough.
For the truck shown in this video, the owner wisely chose to do the ultimate repair job; a repair which eliminates all the weaknesses of the 6 liter engine. This includes cylinder head studs to prevent future head gasket failures, a Bulletproof EGR cooler plus the bulletproof remote engine oil cooler system. A number of minor but nonetheless important upgrades were done during the procedure including new oil stand pipes and STC fitting on the high pressure oil pump.
Let’s get started:
First step is to remove the bumpers and accessories from the front of the truck then disconnect all items necessary to remove the cab from the vehicle. This includes evacuating the A/C system, draining the coolant, disconnecting the steering column, brake lines, coolant and heater hoses, wiring and much more.
Once the cab is raised the engine is readily accessible and a pleasure to work on.
Stripping the engine down is our next step and the next few photos reveal just that, with the heads, oil cooler assembly and high-pressure oil pump removed.
The many dismantled parts can be seen in this enormous layout.
Next steps include cleaning components such as the block deck and cylinder head surfaces along with the oil pump cover and all of the many bolts and miscellaneous parts.
We are now ready to put things back together:
The high-pressure oil pump is reinstalled along with a new and improved STC fitting. On occasion the old STC fitting would break and when this occurred would crack the back of the engine block.
Following pump installation, the cover is installed and tightened down.
We next move onto installation of the Bulletproof remote oil cooler adapter: this is a complete assembly that bolts in place of the engine oil cooler and cover.
Cylinder head studs are installed, then head gaskets, then cylinder heads. Heads are torqued to spec. During head installation, fuel injectors are reinstalled with new seals, along with rocker arms and bridges.
Covering the valve gear sits the high-pressure oil manifold and installed along with this are the upgraded high-pressure oil standpipes. The original designed pipes and seals would fail resulting in a loss of oil pressure and an engine no start.
To ensure an easy start up the oil system is primed until oil flows from the manifold test port.
We’re now onto installing valve covers and the turbo stand
Next is the Intake manifold along with a Bulletproof EGR cooler, this component has been rebuilt to eliminate the causes of failure in the original cooler. Check out the differences between the Bulletproof’s large tubes and the original’s thin tubes: the durability looks very evident.
Some next installations include the oil and fuel filter adapters and plumbing. Because we are using the Bulletproof oil cooler system the original oil filter is no longer used.
Next comes the turbocharger, the FICM or fuel injection control module and the remaining wiring, hoses and sensors.
Here’s how it all looks from front and back, fully assembled and awaiting the cab to be remounted.
With the cab back down we can now work on installing the rest of the Bulletproof oil cooler system which includes first relocating the power steering cooler near the bottom of the radiator. We next install the cooler, pipes and hoses.
The remote oil filter is mounted behind the left front bumper bracket.
Final assembly requires reinstalling and reconnecting all other under hood components, then filling the cooling system, recharging the A/C and we are ready for start up.
After a successful start up, warm up and inspection for leaks our 6 liter Ford truck is ready to go for many miles of trouble free operation having had all major original design flaws corrected.