I'm really starting to like the VIS-Check machine...

I had the top of the van body swaying a good foot either direction and found the box moving on the frame rails just behind the cab (I think an extra set of u-bolts will remedy that problem). A lot of other stuff too... drag link, spring bushings, fan shroud rattles, rear axle u-bolts loose).

I'm learning the value of a good come-a-long and spud bar for changing suspension bushings... Someone welded in a solid tail on a dump truck but boxed in the torsion bars on the rear axle doing it. Had to unhook everything and roll the axle forward to get access. Also bent my favorite ratchet in the process (Now if only our Snap-On dealer could warranty things... Oh' well, we're supposed to have a new dealer next month).

Went on a road call on Saturday to the Best Western where I found this. Focus on what's not in this picture!

Some one stole the DPF's out of 2 Penske trucks parked overnight. Driver asked me if they'd let them across the border... Uh' no.

Almost looked like a fleet shop this week...

I'll be able to get my CDL though the company as they got their waiver endorsement now. Went on a road call to the Best Western on Saturday. That was interesting...

Last 2 weeks: 73.5 hours

New things... Winter 2014

Started at Motor Trucks on the 23rd. First day was interesting as it was only me and Greg Kentch in the shop (Everyone else was on vacation or called in sick... Mighty convenient having a sick day the day before Christmas Eve). Started out with some recall and warranty work. Throttle pedals on T680's and sun shades on the International Prostar and Workstar trucks. Apparently the glue they used wasn't all that great and they had problems with them falling off. The fix was 8 rivets and sealant along the perimeter of the visor.

Been doing a few services and DOT inspections. Had a 4 axle dump trailer that steering locks on the drop axle weren't working. Found a broken wire at the junction box in the tongue of the trailer. The whole thing looked iffy so I replaced the whole box. Did some work on an '13 (I think) T800 that was in a wreck. New hood, radiator support, cooling package, bumper, etc...

Did brakes on one corner of this trailer. Not usual practice but in this case the driver runs with one brake backed off in the snow. The yoke pulled the threads right off the pushrod.

I really like the bushing tube setup for brakes... No need to pull the hub to do s-cams! Had this 2005 W900 in yesterday that failed every other line on the inspection form: bent tie rod, 2 nails in a tire, several tires at 70 psi, bad brake can, leaking hub seal, clutch out of adjustment, all the rear lights quit when the clearance lights are turned on, brake pedal sticks, multiple exhaust leaks under the sleeper, front cover leaks, trans output leaks, etc... You know what he wanted fixed? The low HVAC flow out of the vents.

Pulled the blower motor and found the linkage off of the re-circ door but everything else seems to be fine. The cab is moldy so I'll let someone else tear the interior apart and check out the vent ducts...

Learned how to use the VIS-check machine. Makes finding noises so much easier!

Week: 71.3 hours

Back into hydraulics a little bit... Allison Automatic valve body and Ford IPR valve

What I've got from digging into these is that they are really not very complicated. All that makes that Allison (3060 I believe?) work are 6 solenoids and 4 ports. Clutch packs etc are the same as any other automatic and are somewhat familiar as I've been in a Ford AOD before.

Week: 40

FQ2013

More on the Cummins M11... Performed starting charging test and got 10.43 cranking volts. Seems okay but I'll be back there in not too long. Back probe at ECM power harness reveals a blown fuse and a broken wire in the loom where it crosses between the frame rails. No change in the problem though... Do some more research through Cummins and come up with ECM needs to see 10.5 volts to power up. Okay I have in the neighborhood of 11v at the ECM harness as it has a dedicated power and ground. However, the switched power is supplied from the starter connections. Now I'm suspicious, to test my theory I set up my meter to test voltage at the power distribution block inside the cab (Supplies key switch/acc. power from the starter). During cold cranking voltage pulls down to 10.3-.4 range and slowly climes back. As soon as it hit 10.5v the truck would start almost immediately. With the engine warm the cranking voltage was 10.7 and the truck started fine. Performed voltage drop test on the battery cables and found 1.3v drop across the 2/0 positive cables. Replaced cables and truck starts consistently within 3 seconds. Previous crank times nearing 30 seconds.

Hours: 50

FQ2013

Continuing Cummins M11 fuel pump issues... I'm starting to feel pretty familiar with these by now! You may remember I was having problems with losing prime and well, it got a lot worse. Truck couldn't start on it's own anymore because it would pull the batteries down before it could self prime and purge the air. When I initially started working on this truck it would build 22 +/- psi cranking. When I pulled it in the shop it would barely make 10 which is no good at all. In my research I found a TSB from 15 years ago regarding above tank filter mounting. Apparently Cummins decided the best fix was a check valve in a fitting at the filter...

Along with a reman fuel pump I was sure the problem would be resolved. Nope, although the original pump had stripped the splines on the drive gear (Causing the low pressure) it was not the ultimate problem. With a pressure gauge hooked up while cranking it will read zero but spike up to 20 psi every 10 seconds or so until it starts. Hmmm, the check valve eliminated any drain back and air intrusion so what's going on now? FSS is 12v powered with ignition on but only "pings" while cranking (explaining the pressure reading). What the heck? According to Cummins the FSS is powered when the ECM senses the ignition is on and only turns it off with the key switch or engine over speed. On further research some ECM's are programmed to shut off fuel until it get's a reading from the engine position sensor. Performed Cummins ohm testing procedure and sensor tested out fine. I'm not sure I'm convinced that it isn't the problem though.

Week: 60

Wheel end control...

On the topic of ABS and stability control

Computer is getting feedback from wheel end sensors but they must be using individual leveling valves or a single modified valve that can control the suspension independently.