ausie. .i have an 02 s/duty, 4.2tdi. canadia got some, & the 4 cyl version in u.k. i think.. there a german tractor engine built in brazil.. fitted to silverado,s. as well.. bullett proof. will tow 4.5t. no computer, no glow plugs, all mechanical. . i fitted a bigger,cough,,turbo,,td06. dyno, has 700nm, 175kw.. heaps for aus..13LT 100.. 35,s. 4.11 diffs. ZF 5 sp..needs a 6 sp..
My IPR plugged up and shut me down going up a steep hill on a busy road with a 9,000 pound travel trailer behind me and no shoulder. That was a fun day.
I'm a little rusty on these 6.0 , proceeds to draw a detailed sketch of how the inyection system works, also that is a caterpillar brain child, and additional trivia.. you are something else Wes..
Wes is a magnet for these “if I can’t fix it, send it to Wes….he’s smart enough yet dumb enough to fix it!” Type of vehicles…. I sure wish your customers appreciate not only your skills but your willingness to wrestle with these pigs.
At one time or another, every 6.0 will reach a point where it WILL NOT START! I know, I have 2 of them and have had every 6.0 liter problem there has ever been. Great video!
Trademark pencil sketches are on an all time high-!!! Great way to learn how the system works and as usual a clear and understandable explanation from our in house mechanical maestro. Thanks Wes.
I'm a contractor, I have one 6.0 left. You are correct, any major problems at this point and it's scrap heap time. The truck it is is still solid so maybe a Cummins swap.
I met a Russian kid with a 6.4 in the tractor supply lot once. I wish I remembered all he said he’d done to it, but did a ton to the motor. He’d bought the truck dirt cheap with low miles and it was super clean. Already had put 140k of highway towing on it, and he said if it blew up tomorrow it still would have been a great investment. It had a cool red and white pin stripe on it too. Real smart looking 1 ton. Too bad they put motors in them it takes a genius to make run right.
Wes, thanks again for a great video! Perfect example of thinking through the symptoms and likely causes before wrenching. Now, all that truck needs is a new body, then a new frame to put under it, and finally a new engine. I would not want to be on the same road when those frame - body connections let go.
That's the hard part. I was thinking perhaps all this 7500 Dollars in work was done at the height of the covid car bubble. Everyone forgets just how much used cars shot up during covid. People were turning in their old cars and making money on the deal, getting more than they paid for it. The car companies were trying to not let leasers with the option to buy exersize that option during the height of the heady prices.
I lived in Illinois most of my life and still have no idea why we would dump so much money into our vehicles when they were so far gone they were dangerous to drive . LOL A friend of mine put seven thousand into a 2005 car two years ago and the frame broke in three places within a year . Totaled . Not wrecked , just broken beyond repair . LOL A nice win Sir . Now that truck can survive almost another year .
I was a CAT tech, working on 3116 and 3126 HEUI systems. I believe the components are BOSCH. This guy is fortunate you accepted working on his PLOW TRUCK. Now he needs to source a desert/west coast truck to repower with his rebuilt powertrain to recover his repair costs. Good job WES!
Dear rogerhowell 👍👌👏 Exactly what I thought instantly too. I see the scrapyard channel "Adventures made from scratch" crush many rust free pickup trucks, vans, SUV's etc.. Maybe the transportation costs are simply too high!? The car that Wes shows at the end definitely deserves a new/used frame respectively at least a good repair/welding job. At least in my personal opinion because the cabin has already been repaired. Best regards, luck and health in particular.
Out here in western Queensland Australia (semi desert) you can find 30 year old trucks without a speck of rust, but dust and pebbles from the dirt roads bring their own delights.But nothing remotely comparable to your rust issues. Well done again.
@@LN997-i8xdoesn't happen in the Southern US, either. Mostly only up north where is snows a lot and they have to salt the roads. My 21year old excursion is rust free.
@@reformationcharlotte Must be nice! Here in Scotland, as you may be able to imagine, rust is a big problem. Roads are salted a few times a week in winter, plus all the heavy rain and snow, plus sea air. Getting a scratch in your paintwork is actually a serious issue that needs to be addressed ASAP up here - if left it will turn into a rotted-out hole surprisingly quickly.
Saw the same thing happen on an International Maxxforce. Screen broke on IPR valve and was stuck inside causing low pressure. I was well educated in the school of Dieseltech Ron!
Thanks for sharing your expertise. I bought a 07 6.0 f350, bulletproofed, oil cooler, upgraded radiator.......extensive list here. It has over 230k and runs great. I really appreciate your expertise in this engine. @11:22 pearls of wisdom.
I'm so thankful that I have a 99 Powersmoke 7.3 in a rust-free truck. Kudos to you for figuring out the problem quickly and efficiently solving it. Now put that big brain to work solving the problem of rust, whydoncha!
I have a 95 E350 with the 7.3 , 48,000 original miles and no rust. Wes has a video on fixing the ICM problems I had with it. It used to be an ambulance for the Warren Connecticut vol fire department.
You're correct by assuming that the oil pan can be removed without taking the engine out. I just replaced my oil pan gasket by removing the engine mounts nuts, radiator fan shroud bolts and lifting the engine by the harmonic balancer. Lifting the engine one inch and a half was sufficient. There are many videos in youtube covering this oil pan removal. BTW, good troubleshooting procedure.
I love the 6.0, I’ve come up with 2 ways of testing the ipr. Pretty simple. As for repairing all diesel engines I’ll work on a 6.0 before any Cummins or duramax
Mechanics like you are a godsend. I’ve had a few over the years. I have a business that requires 4 or 5 pickup trucks and 2 or 3 box trucks and a semi. I always make sure to send the gravy jobs to them as well as the hard stuff. Yes, I could save a few bucks by changing oil and filters and brakes myself. But if I make sure the shop gets those jobs they’re likely to find little things I wouldn’t see and they also are more inclined to take the sob jobs.
You should focus more on using those vehicles. You got enough to where you should keep expanding and not focus on saving the pennies if it's losing you time you could be working / enjoying life. But you seem more successful than me anyways
I am a tech who my friends and family send the hard stuff to me. But this 6.0 repair was so well considered. Thanks for the lesson as a drawing. And I am impressed with the troubleshooting. My lesson? Have the right specialty tool and a full save bin of the hard to find and likely expensive high pressure valve. Clearly, the customer wanted the truck for end use and this beauty found a craftsman who excelled on my lesson listing. Very well done. Regards from Washington State. M.
I have a late 2004, it has leaf springs. I think 2005 is the first year for springs. My 6.0 is in great shape. Meticulous maintenance is the key to keeping them running. It also helps to live in BC Canada, wear the winters don't require allot of salt on the road.
I went on a trip to Anchorage and it was pretty incredible how many of this era (and older) of trucks were still in really good shape, and the folks there explained that it's because they don't salt the roads, they put gravel down instead. I've never seen so many quadrasteers in my life
Went through something similar. Engine was shutting off dead when I would let off the gas and get off the interstate. Changed the IPR, that fixed it for a while. Ultimately the problem was the STC fitting to the HPOP. It was leaking, changing the IPR blew it out all the way. Before that it was the FICM kicking the bucket. The reason they didn't change the body mounts when they took it off is because they're like $1000 for a set.
Only a real pro like you can make these pencil sketches almost self explanatory and so even I can understand how a power stroke fuel injection works! Thanks for this lesson 👏 - can't wait for the next class 👍
All I can say Wes is that yuo are simply amazing. Your fundamental knowledge of these systems is unbelievable. Thanks for the great work you do to explain them to the rest of the uninformed world.
Your videos do a good job of letting the viewer imagine the 'trauma' of looking into the engine bay of a 20 year old truck with a million possibilities of why it won't start. It's actually kinda horrifying.
Just came upon your channel and had to subscribe. Great work. I worked as a tech in the school bus industry for years and can tell you that there many a bus company that lost their hind parts because of these engines! The EGR design was a nightmare, the injectors were garbage, and yes, never saw a single EGR valve that wasn’t completely Coke’d up. The 7.3 and the DT466 were work horses in the industry. International/Navistar/Ford really screwed the pooch when they got away from those two
Another great Sunday morning "coffee with Wes" session. Just seems to roll the week up nicely when you can watch Wes address what the other guys couldn't.. Oh, cup's empty, time for round two. Thanks for the share Wes!
I like your style Wes ... even a falling apart rust bucket like that truck, and you are dropping a protector over the door so you can reach in! Thanks for sharing 🇨🇦
Love the sound of a 6.0 powerstroke, those injectors sounded like were firing right on cue, and everybody already knows the turbo whistle you can hear from up the block.
I definitely watched very carefully cause I myself acquired a 05 F-250 same color Red 2WD Georgia truck no rust, lariat super duty 6.0 Turbo Diesel, haven't owned a Diesel in 20+ years since I don't live in Maine anymore no snow in South Carolina, this video 💯 5 🌟 and just having some knowledge I now can look back on this video or shoot yah and E mail maybe so thanks Wes for the lesson as always God bless y'all from Gaffney South Carolina viewer 🙏❤️💯
@@Zupdood2 Thats the problem, new and even used trucks are a ridiculous money. If you buy a nice used truck chances are you'll still be putting money into it soon. especially if its a diesel.
@tomkelleher1546 This customer, after Wes' repair will have put damn near $10,000 into a pos truck that's rusted damn near to smithereens. That is not a rational decision. If you can't afford a new diesel truck, you damn sure can't afford to keep an old one running.
Wes, the man with the plan, knowledge, experience and tenacity to accomplish anything. Well almost! Thanks for all of your postings and take care of you and your family!
As always, your knowledge, determination to serve your customers and your good humour are all impressive. Keep it up Wes, you’re definitely one of the good guys. 😊
It's pretty cool how much your drawing skill has improved over the last few years to show us more information. I look forward to all the future artwork and random vehicle shenanigans!!!
You can do the pan without removing the engine, you do have to remove the mount bolts on both side then raise it up a few inches and it will slide out after removing the oil pickup, had mine done on my 04 6L a few months ago.
18:59 I've successfully repaired these and half dozen yrs later still good. 90s chev/gmc have the same exact problem. Box has to come off, frame blocked up and squared up. Prepped, cleaned and repaired with A32 plate steel. Has great mix of tensile/welding/anti corrosion properties. Used for ship hulls... and truck frame repairs 😎👍
Take a multimeter and check the resistance between the two negative battery posts. The negative runs to the engine block on the passenger side, the drivers side negative runs to the drivers side frame rail some place. Over time, there will be resistance between the two. I believe the ECM is run off the drivers side battery.... Run a fat cable between the two negative battery posts.
Nice work. This is a pretty common failure point on these older rigs. The guys at FICMRepair are pretty good with the 6.0L rigs and they sell pretty much any part a guy could want. Heads, injectors, turbos, etc..... If you own a 6.0L get a FICM tune!
Having lived most of my life on the west coast, I’m always astonished when I see the amount of rust on the vehicles in your videos. I’ve always admired people who keep their vehicles going, unlike the throwaway culture we have in the US, and more like Cubans who keep 1950’s American sedans going to this day. When I first saw these rusted vehicles on your videos, I looked on UA-cam for businesses that specialize in repairing rusted out vehicles by welding new steel into box beams and body undercarriages, and found out there are several… these are really interesting videos to me. What I’m wondering Wes is a few things; have you ever done these kinds of repairs yourself, as I know you hate wasting things; and, do you have these types of businesses in your area that your clients use and you recommend?
getting involved in major frame work usually involves the DOT, plus heavy liability concerns. most welding shops wont touch frames here, they dont want the mountains of red tape, paper work and liability. lawyers will go after anyone thats had a hand in a vehicle that is an accident. a welded frame /repaired frame gets lawyers a raging hard on
*Probably easy to pull the cab, when there's nothing keeping it on!* 😂 In all seriousness, nice work with the diagnosis Wes 🙂👍 Happy wrenching my friend 🔧🔩
@@WatchWesWorkWell duh, the piece of wood under there. Couple of drywall screws and he’s out the door. Or maybe through the floor when the cab comes off. 🤔
Hey Wes. Great video on the 6.0 milkshake maker. I've had those trucks come back after sloppy repairs 2-3 times over a few months due to junk going through the IPR. Nice diag. Loved your explanation on how the pilot valves are dependent on pressure to operate. Great video as always.
Desde el video anterior, me gusta la nueva introducción y el desarrollo de la comunicación durante el trabajo. Es personalizada y directa frente a cámara. También la forma de diagnosticar y explicar el problema es claro y directo. Esto le da un alto valor agregado al video👍
I drive my 09 Silverado daily and the rust on those trucks Wes’s worked on is the exact reason every fall mine goes in for a spray oil the winter is long and with the salt that is dumped on the road will destroy a vehicle completely I bought my truck new and now she has 187K on her when I crawl under to change the oil it doesn’t look like the surface of the moon like those two rust buckets do 150 bucks to have it spray oiled for rust control is well worth it , Thanks Wes .
Welder, Lathe, Forklift, Chapters on your UA-cam videos . . . I don't know how anybody could live without them. Enjoyed the video, thumbs up, thanks for your time.
I'm getting a little closer to understanding why sometimes my 6.0 takes lots of cranking to start and other times it starts right up. Thanks for the excellent info.
Great video. I’m in the middle of a tear down of the HPO system and replacing an injector. I was able to do a bench test on my IPR with 12v and shop air. Thanx for the video brother.
Here's a good story. 2008 6.4 with 285 k on it idled for 2 hours at an auction. Bought it for $6500 (body and interior were pristine). Drove another 4 k after seafoam and new rocker arms. Finally puked water into the oil. Decided to keep it and bought new warrantied 6.4 from Ford for 12 k and 2 k to install. Engine covered to 100k (we will see).
Mechanics really are unsung geniuses. This work is no joke. I can do your typical tires, brakes, oil changes and fluid flushes but watching guys work under the hood is crazy and I just feel lost.
When HEUI made its debut in ~'93 or so on the 7.3 powerstroke, there was nothing else like it. 20,000+ PSI injection pressure, full timing and duration control independent of engine RPM and cam timing. Ground breaking for the time. Everyone else was using rotary injection pumps or unit injectors which had a lot of limitations. But the 6.0 greatly over complicated the situation and tried pushing the technology too far. The 6.0 should have been a common rail engine like the Duramax or Cummins of the time. Ironically those Fiat/Chrysler/Jeep "Multi-Air" engines actuate the intake valves using a hydraulic piston/pump assembly that rides on the cam, and a solenoid controls the opening/closing event. Very similar to the HEUI injectors actually. No oil = no valve movement.
I've heard rumors that International avoided common rail because they were trying to use the heui system to control the valves and not have a cam shaft but they never got it to work. No idea if that is true.
@WatchWesWork 1994 is a black sheep year. in 94 you have 2 versions of the IDI without and with turbo. And halfway through the year 1994.5 the computerized HEUI . 2003 is the other black sheep year, bolth 7.3 and 6.0
Pressure on the 7.3 never exceeded 4000 psi at full throttle. I worked at Navistar in Indianapolis from the 7.3 through the 6.4. Back in the day every 10th 7.3 was tested on our dyno as time went on it was about every 50 for the 6.0 and every 100 of the line for the 6.4.
@@cwarmes1105 Injection control pressure is not the same thing as injection pressure. Actual pressure at the nozzle tip is amplified by the intensifier piston.
Excellent video! I just dumped several large (gave her the works) in an '06 southern beauty with just over a hundred thousand on the clock, absolutely solid! My work truck is a '99 250 with 352,000 which is driven daily, solid inside and out! These are some of the best trucks ever manufactured in my opinion, they can keep the new junk and what they want for them.
Thanks for sharing. Pro tip for anyone replacing an IPR, make sure not to over tighten when installing. I did that while trying to get the connector as far away from the turbo as possible. It was enough to damage the oring but took several weeks before it split enough to create a hot no start situation. Specs are just over 10ft lbs (if I remember correctly). And make sure to lube up the oring beforehand.
Thinking mines has same problem runs mint starts fine every morning just won't re start after running /driving to job site . Till it fully cools like 3 hrs it will start fine sometimes will run an hr after but will crank forever before it finally starts . I'm not too familiar with Diesels. Any input would be appreciated
@@taylorteresi5476 Sounds like you’re not building enough oil pressure on hot start. Might not be IPR gasket if you haven’t messed with that. Most likely an injector oring or hpop fitting, depending on the year. Check out Dieseltech Ron (Rest in peace) about performing air pressure test to check for leaks.
@@taylorteresi5476 Also might want to get a Scangauge or other interface so you can monitor levels on start. Your ICP should read over 500 psi on crank and IPR not over 85% or less than 15% duty cycle. If not, you’re not building enough oil pressure and the FICM won’t allow a start. Watch a lot of Diesel Tech Ron. Dudes a legend in the 6.0 world. Also, your IPR gasket may be fine but the screen could be damaged. The IPR is one of the easier things to get to so might be worth looking at first.
Excellent video that explains a big part of the problem with these Ford 6.0 diesels. I have a friend who took a a big trailer into Kings Canyon National Park and the truck failed on two different trips. Big towing bill, a $3-4,000 bill from Ford dealer each time, mountains of inconvience with multiple trips in and out of the park plus a stranded family. The kids liked the adventure but the parents were livid. They got rid of the truck and the trailer long ago. Before the Great Recession hit, these engines nearly bankrupted Ford. Estimates had Ford paying well over $500 million in warranty claims. No wonder they gave up on Navistar. In the early to mid-2000’s, these engines tore through the horse community here in California. These horsemen swore by their “Furds” but they paid a price. We hauled more than one horse trailer and horse home. I could never tell people what was wrong with them. But these people kept insisting that their Fords would be the only truck they would own. But the trucks were punishing with breakdowns and high repair bills. (Don’t get me going on the lack of diesel mechanic skills at repair shops. I never saw anyone like Wes who could explain what was going on.) This is not science but everytime I went to an independent diesel shop, I saw a bunch of Fords outside waiting for repairs and few Dodges or Chevys. Those Ford owners can take quite a few kicks to the head and would still say how great their trucks were. Go figure.
The local farmers and tradesmen are lucky to have a shop that can fix stuff! The one thing that just confounds me is that the 4 or 5 manufacturers of pickup trucks here in the USA feel like they can charge 45 to 90 thousand dollars for a truck that may not last long enough to get it paid off! I think an expensive truck should last a couple decades at the very least.
FORD, Shoveoritleave, RAM etc can make the pickup out of the most corrosive resistance materials known, if the owner isnt proactive in counteracting the effects of salt etc, those materials can and will fail.
I love my 6.0, but it’s also a southern truck. It’s never seen road salt so it’s clean front to back. They key for the 6.0 is maintenance, and attention to the key problem areas. Once you address the issues, it’s a good motor. It’s just depends on how much the owner wants to invest. I enjoy working on my stuff, so the 6.0 is a good tool to teach my kids.
I think the Mustie1 'Bar and Chain Oil' undercoating is a must in the Rust Belt. It's not an impervious rubberized or asphalt type of coating that traps moisture, it breathes. After it 'cures', it becomes an oil + road dust cake.
I’m amazed that you have so much knowledge about everything. I love to watch your videos because I always learn something. Love your German short hair also. Brings back memories of our 2 German shorthair’s we owned consecutively. Keep up the great work!
Man, this hits home. I just dropped $7000.00 on non stop issues with my wife’s 2014 Ford Expedition. Finally just dumped the car because my wife kept getting stranded with the kids.
6L was some angry engineer's revenge on any diesel mechanic, it has a nearly endless list of failure points. Then his student came along and figured he could do better.. hence we have the 6.4. Thanks for the videos Wes!
Hey Wes, I just subscribed and I thought I'd drop a comment! It looks like the oil filter cap is one of those taller than stock replacement caps. Those caps and the elongated filters are known for allowing debris through the system and could be the cause of the IPR failure. I've already learned a thing or two in the videos I just watched and I appreciate your content!
“More work done on it than Joan Rivers!” Well sir I’m here to tell ya, it only took 5 minutes or so to clean the I-Pad screen off from all the coffee that got spray on it and me after that statement, thank goodness for screen protectors. Nice diagnosis on the problem and good explanation on how the system works sir, thanks for the video sir, from this point forward no coffee while watching your videos🙄😏😉😂
BlueBook/NAA values are starting to recover, but, that's still US$10-15K retail vehicle. Eight grand of parts cannon is a bit excessive--especially for how little it actually delivered.
Nice work. As a former ford tech we never pulled cabs to do head gaskets/studs on 6.0s. That madness didn't happen until 08 with the 6.4L which was somehow an even bigger dumpster fire than the 6.0.
get ride of that oil filter cap Thats another problem 99% of the time those tall caps hide the wrong SHORT oil filter, 6.0 when there Done Right are great getting a ton of miles on them IF there fixed right and not back east rusting away just my 2 cents 15 yrs working on 6.0 and I own one 180k going strong , but it fixed right . Great diag Wes !!
I had a 95 obs with five speed, it was rust and dent free.... some minor dings that at five to ten foot couldn't be seen so nice is my description. For a long time I felt bad for trading it off as its a bear to get under the hood at my crippled age of seventy three. Sure they were the better of the power stroke engines yet just watching you go under the hood of this one was enough to make me smile and say at least my gas rig runs well. Its really a ticking time bomb also as its the exploder version but same year. So far so good... yeah, if anyone was to install a 6.0 or the 6.4 into something besides the idiot Matt at Demo Ranch who has stuff done and pays the bill... yes he is that one person who did just that and into a mustang... what was he smoking
HEUI works great for industrial engines. For what CAT designed it for, it really does work quite well. It's mainly when you start asking it to do things outside of that envelope that things go wonky. Without going Common Rail, it was a good way to get 25,000PSI+ at the nozzles.
Thanks again to the patrons who are helping make these videos possible! www.patreon.com/WatchWesWork
I just want you to know that your videos are the most entertaining ones I could find on UA-camAnd you need a donate Button
Wes is 14 patrons from 500. 486 of us can't be wrong that its worth helping a feller out!
I’m gonna be selfish and say no ads and a few hours early???? BOOM!
ausie. .i have an 02 s/duty, 4.2tdi. canadia got some, & the 4 cyl version in u.k. i think.. there a german tractor engine built in brazil.. fitted to silverado,s. as well.. bullett proof. will tow 4.5t. no computer, no glow plugs, all mechanical. . i fitted a bigger,cough,,turbo,,td06. dyno, has 700nm, 175kw.. heaps for aus..13LT 100.. 35,s. 4.11 diffs. ZF 5 sp..needs a 6 sp..
This remains to me anyways the *ONLY* full size Super Duty I would never *EVER* buy nor show any interest in *EVER* repairing *EVER.*
My IPR plugged up and shut me down going up a steep hill on a busy road with a 9,000 pound travel trailer behind me and no shoulder. That was a fun day.
I'm a little rusty on these 6.0 , proceeds to draw a detailed sketch of how the inyection system works, also that is a caterpillar brain child, and additional trivia.. you are something else Wes..
Wes is a magnet for these “if I can’t fix it, send it to Wes….he’s smart enough yet dumb enough to fix it!” Type of vehicles…. I sure wish your customers appreciate not only your skills but your willingness to wrestle with these pigs.
Yeah.Let them make all the easy gravy train jobs and leave the crap to Wes
He endures the pain for our entertainment 😊
Ah, IPR on a 6.0l is low hanging fruit to collect. He said he was turning down the oil pan job so he is learning 🤣
Cadillac owner for sure
2005 was the first year for superduty coil springs up front.... at least on the 4wd
At one time or another, every 6.0 will reach a point where it WILL NOT START! I know, I have 2 of them and have had every 6.0 liter problem there has ever been. Great video!
Trademark pencil sketches are on an all time high-!!! Great way to learn how the system works and as usual a clear and understandable explanation from our in house mechanical maestro. Thanks Wes.
That was an impressive diagnosis. It’s a joy being allowed to join you on your mechanical adventures!
Diesel Tech Ron (rest in peace) recorded great power stroke diagnostic / repair videos worth checking out. Great video as always Wes, thanks.
DTR did more to save these 6.0s than anyone else. I still refer to his videos to this day.
Miss watching him. He put out some great info. Shout out to DTR
@@suzuki230 👍
yes he did, always appreciative of him and others that post things like this for us DIYers
One very talented individual. I had to watch Bill over at Powerstroke, helps tribute to him a while back.
That was not a guess my man, that was skill and experience! Great stuff sir.
I'm a contractor, I have one 6.0 left. You are correct, any major problems at this point and it's scrap heap time. The truck it is is still solid so maybe a Cummins swap.
I met a Russian kid with a 6.4 in the tractor supply lot once. I wish I remembered all he said he’d done to it, but did a ton to the motor. He’d bought the truck dirt cheap with low miles and it was super clean. Already had put 140k of highway towing on it, and he said if it blew up tomorrow it still would have been a great investment. It had a cool red and white pin stripe on it too. Real smart looking 1 ton. Too bad they put motors in them it takes a genius to make run right.
Wes, thanks again for a great video! Perfect example of thinking through the symptoms and likely causes before wrenching. Now, all that truck needs is a new body, then a new frame to put under it, and finally a new engine. I would not want to be on the same road when those frame - body connections let go.
That's the hard part. I was thinking perhaps all this 7500 Dollars in work was done at the height of the covid car bubble. Everyone forgets just how much used cars shot up during covid. People were turning in their old cars and making money on the deal, getting more than they paid for it. The car companies were trying to not let leasers with the option to buy exersize that option during the height of the heady prices.
I lived in Illinois most of my life and still have no idea why we would dump so much money into our vehicles when they were so far gone they were dangerous to drive . LOL A friend of mine put seven thousand into a 2005 car two years ago and the frame broke in three places within a year . Totaled . Not wrecked , just broken beyond repair . LOL
A nice win Sir . Now that truck can survive almost another year .
I was a CAT tech, working on 3116 and 3126 HEUI systems. I believe the components are BOSCH. This guy is fortunate you accepted working on his PLOW TRUCK. Now he needs to source a desert/west coast truck to repower with his rebuilt powertrain to recover his repair costs. Good job WES!
Dear rogerhowell
👍👌👏 Exactly what I thought instantly too. I see the scrapyard channel "Adventures made from scratch" crush many rust free pickup trucks, vans, SUV's etc.. Maybe the transportation costs are simply too high!? The car that Wes shows at the end definitely deserves a new/used frame respectively at least a good repair/welding job. At least in my personal opinion because the cabin has already been repaired.
Best regards, luck and health in particular.
@@Chr.U.Cas1622come to any scrap yard in Southern California and they're all rust free...I drive a 23 year old jimmy 😊
14:00 Wes, I love the smug look on your face when you finally got it to run.
Out here in western Queensland Australia (semi desert) you can find 30 year old trucks without a speck of rust, but dust and pebbles from the dirt roads bring their own delights.But nothing remotely comparable to your rust issues. Well done again.
I thought he was joking about differential covers and oil pans rusting out - that kind of thing is unheard of where I live!
I have a 15 year old box truck that needs an oil pan . .... I live in New Hampshire. It sucks 😂
@@LN997-i8xdoesn't happen in the Southern US, either. Mostly only up north where is snows a lot and they have to salt the roads. My 21year old excursion is rust free.
@@reformationcharlotte Must be nice! Here in Scotland, as you may be able to imagine, rust is a big problem. Roads are salted a few times a week in winter, plus all the heavy rain and snow, plus sea air. Getting a scratch in your paintwork is actually a serious issue that needs to be addressed ASAP up here - if left it will turn into a rotted-out hole surprisingly quickly.
Saw the same thing happen on an International Maxxforce. Screen broke on IPR valve and was stuck inside causing low pressure. I was well educated in the school of Dieseltech Ron!
man i wish i lived closer, i would love to have you as my mechanic, you are so much better then anyone ive ever seen, love your videos!
I think the same thing every time I watch his videos. I’m in the Midwest (Michigan), too far for a tow.
A good and honest mechanic is worth his weight in gold.
I'll "third" that (or whatever number in line I am).
for real im a mechanic myself & i just rip people off all day
Thanks for sharing your expertise. I bought a 07 6.0 f350, bulletproofed, oil cooler, upgraded radiator.......extensive list here. It has over 230k and runs great. I really appreciate your expertise in this engine. @11:22 pearls of wisdom.
I'm so thankful that I have a 99 Powersmoke 7.3 in a rust-free truck. Kudos to you for figuring out the problem quickly and efficiently solving it. Now put that big brain to work solving the problem of rust, whydoncha!
I have a 95 E350 with the 7.3 , 48,000 original miles and no rust. Wes has a video on fixing the ICM problems I had with it. It used to be an ambulance for the Warren Connecticut vol fire department.
"the problem of rust" when manufactured, the metal frame should be coated-electroplated with zinc or nickle . IDK why it isn't done.
@@markae0it pays to build trucks that rust out
Undercoating makes a huge difference
@@markae0 Funny thing is Hot Wheels does it to their cars all the time
You're correct by assuming that the oil pan can be removed without taking the engine out. I just replaced my oil pan gasket by removing the engine mounts nuts, radiator fan shroud bolts and lifting the engine by the harmonic balancer. Lifting the engine one inch and a half was sufficient. There are many videos in youtube covering this oil pan removal. BTW, good troubleshooting procedure.
Curmudgeon? No, you Sir are a dying art. Someone who looks at a problem and has a plain on how to fix it.
Spending 7k on this sounds crazy but new trucks are 80k so its a different world we sadly have to live in now.
That dodge isn't headed for the crusher. It's headed to a used car lot for $15k!
I love the 6.0, I’ve come up with 2 ways of testing the ipr. Pretty simple. As for repairing all diesel engines I’ll work on a 6.0 before any Cummins or duramax
As a long time watcher of your videos,.... Your diagnosis of problems is second to none.
I gotta believe that there is nothing Wes can't fix. He knows a little about everything.
If they dredged up the USS Monitor, he could probably get it going again.
Mechanics like you are a godsend. I’ve had a few over the years. I have a business that requires 4 or 5 pickup trucks and 2 or 3 box trucks and a semi. I always make sure to send the gravy jobs to them as well as the hard stuff. Yes, I could save a few bucks by changing oil and filters and brakes myself. But if I make sure the shop gets those jobs they’re likely to find little things I wouldn’t see and they also are more inclined to take the sob jobs.
You should focus more on using those vehicles. You got enough to where you should keep expanding and not focus on saving the pennies if it's losing you time you could be working / enjoying life.
But you seem more successful than me anyways
I am a tech who my friends and family send the hard stuff to me. But this 6.0 repair was so well considered. Thanks for the lesson as a drawing. And I am impressed with the troubleshooting. My lesson? Have the right specialty tool and a full save bin of the hard to find and likely expensive high pressure valve. Clearly, the customer wanted the truck for end use and this beauty found a craftsman who excelled on my lesson listing.
Very well done. Regards from Washington State. M.
I have a late 2004, it has leaf springs. I think 2005 is the first year for springs. My 6.0 is in great shape. Meticulous maintenance is the key to keeping them running. It also helps to live in BC Canada, wear the winters don't require allot of salt on the road.
I went on a trip to Anchorage and it was pretty incredible how many of this era (and older) of trucks were still in really good shape, and the folks there explained that it's because they don't salt the roads, they put gravel down instead.
I've never seen so many quadrasteers in my life
Went through something similar. Engine was shutting off dead when I would let off the gas and get off the interstate. Changed the IPR, that fixed it for a while. Ultimately the problem was the STC fitting to the HPOP. It was leaking, changing the IPR blew it out all the way. Before that it was the FICM kicking the bucket. The reason they didn't change the body mounts when they took it off is because they're like $1000 for a set.
Only a real pro like you can make these pencil sketches almost self explanatory and so even I can understand how a power stroke fuel injection works!
Thanks for this lesson 👏 - can't wait for the next class 👍
What really surprised me is that the diesel wasn't red when you were priming the system with the filter cap off.
😂😂😂😂
He wouldn't have put it in the video otherwise ;)
That was more than impressive. When I see over complicated systems like this it literally makes me feel very apprehensive. Thanks for sharing.
Wes, you are like the Charles Darwin of the automotive world. Seeing natural selection at work, one old rust bucket at a time. Keep 'em coming!
All I can say Wes is that yuo are simply amazing. Your fundamental knowledge of these systems is unbelievable. Thanks for the great work you do to explain them to the rest of the uninformed world.
@officialWatchWesWork. scammer. Don't you guys ever give up?
Your videos do a good job of letting the viewer imagine the 'trauma' of looking into the engine bay of a 20 year old truck with a million possibilities of why it won't start. It's actually kinda horrifying.
Just came upon your channel and had to subscribe. Great work. I worked as a tech in the school bus industry for years and can tell you that there many a bus company that lost their hind parts because of these engines! The EGR design was a nightmare, the injectors were garbage, and yes, never saw a single EGR valve that wasn’t completely Coke’d up. The 7.3 and the DT466 were work horses in the industry. International/Navistar/Ford really screwed the pooch when they got away from those two
Another great Sunday morning "coffee with Wes" session. Just seems to roll the week up nicely when you can watch Wes address what the other guys couldn't.. Oh, cup's empty, time for round two. Thanks for the share Wes!
I like your style Wes ... even a falling apart rust bucket like that truck, and you are dropping a protector over the door so you can reach in!
Thanks for sharing 🇨🇦
Love the sound of a 6.0 powerstroke, those injectors sounded like were firing right on cue, and everybody already knows the turbo whistle you can hear from up the block.
I definitely watched very carefully cause I myself acquired a 05 F-250 same color Red 2WD Georgia truck no rust, lariat super duty 6.0 Turbo Diesel, haven't owned a Diesel in 20+ years since I don't live in Maine anymore no snow in South Carolina, this video 💯 5 🌟 and just having some knowledge I now can look back on this video or shoot yah and E mail maybe so thanks Wes for the lesson as always God bless y'all from Gaffney South Carolina viewer 🙏❤️💯
Your knowledge gained from experience is invaluable. We need more mechanics like you.
I agree, Wes is a wizard for trouble shooting and fixing impossible junkers.
Great job of troubleshooting that's 6.0 powerstroke
The money some folks throw into this junk is amazing. Good show Wes, THANKS.
Until you look at the cost of a new diesel truck 😛
The heart wants what the heart wants.
@@Zupdood2 Thats the problem, new and even used trucks are a ridiculous money. If you buy a nice used truck chances are you'll still be putting money into it soon. especially if its a diesel.
@tomkelleher1546 This customer, after Wes' repair will have put damn near $10,000 into a pos truck that's rusted damn near to smithereens. That is not a rational decision. If you can't afford a new diesel truck, you damn sure can't afford to keep an old one running.
Thats the issue, a couple of grand in parts every few year or 80k for a new truck, easy decision if you can fix your own stuff.@@Zupdood2
Wes, the man with the plan, knowledge, experience and tenacity to accomplish anything. Well almost! Thanks for all of your postings and take care of you and your family!
As always, your knowledge, determination to serve your customers and your good humour are all impressive. Keep it up Wes, you’re definitely one of the good guys. 😊
Any time - I’ll give you a call. P
It's pretty cool how much your drawing skill has improved over the last few years to show us more information. I look forward to all the future artwork and random vehicle shenanigans!!!
Kiddo is getting really good, I predict it won't be much longer before he's wielding tools right alongside Wes! 😁😎
You can do the pan without removing the engine, you do have to remove the mount bolts on both side then raise it up a few inches and it will slide out after removing the oil pickup, had mine done on my 04 6L a few months ago.
18:59 I've successfully repaired these and half dozen yrs later still good. 90s chev/gmc have the same exact problem. Box has to come off, frame blocked up and squared up. Prepped, cleaned and repaired with A32 plate steel. Has great mix of tensile/welding/anti corrosion properties. Used for ship hulls... and truck frame repairs 😎👍
A36 will also suffice if you can't get A32
Take a multimeter and check the resistance between the two negative battery posts.
The negative runs to the engine block on the passenger side, the drivers side negative runs to the drivers side frame rail some place.
Over time, there will be resistance between the two.
I believe the ECM is run off the drivers side battery....
Run a fat cable between the two negative battery posts.
Nice work. This is a pretty common failure point on these older rigs. The guys at FICMRepair are pretty good with the 6.0L rigs and they sell pretty much any part a guy could want. Heads, injectors, turbos, etc..... If you own a 6.0L get a FICM tune!
Having lived most of my life on the west coast, I’m always astonished when I see the amount of rust on the vehicles in your videos. I’ve always admired people who keep their vehicles going, unlike the throwaway culture we have in the US, and more like Cubans who keep 1950’s American sedans going to this day.
When I first saw these rusted vehicles on your videos, I looked on UA-cam for businesses that specialize in repairing rusted out vehicles by welding new steel into box beams and body undercarriages, and found out there are several… these are really interesting videos to me.
What I’m wondering Wes is a few things; have you ever done these kinds of repairs yourself, as I know you hate wasting things; and, do you have these types of businesses in your area that your clients use and you recommend?
getting involved in major frame work usually involves the DOT, plus heavy liability concerns. most welding shops wont touch frames here, they dont want the mountains of red tape, paper work and liability. lawyers will go after anyone thats had a hand in a vehicle that is an accident. a welded frame /repaired frame gets lawyers a raging hard on
@@harveylong5878
So maybe it’s more of a do-it-yourself industry. 😀
That is the worst pick up that i've seen in a long time that is so roached. If anybody can fix it it is you! Really appreciate your channel
*Probably easy to pull the cab, when there's nothing keeping it on!* 😂 In all seriousness, nice work with the diagnosis Wes 🙂👍 Happy wrenching my friend 🔧🔩
It's almost to the point of needing a ratchet strap to hold the cab one. Though I don't know what you would hook it to.
@@WatchWesWork you can make it work
@@WatchWesWorkWell duh, the piece of wood under there. Couple of drywall screws and he’s out the door. Or maybe through the floor when the cab comes off. 🤔
@@WatchWesWork When I saw the forklift under the plow mount, I had a trepidation about the frame.
If the heads were really done, my bet is they did it cab on. Otherwise that poor pickup would have just crumbled trying to lift that cab off.
Anyone who knows Powerstrokes knows where to look! Good for you man! Been restoring a 7.3l Powerstroke for 3 years.
You can change the oil pan without pulling the engine - not fun but can be done. I did it. I did it to replace the rusting oil pan.
Hey Wes. Great video on the 6.0 milkshake maker. I've had those trucks come back after sloppy repairs 2-3 times over a few months due to junk going through the IPR. Nice diag. Loved your explanation on how the pilot valves are dependent on pressure to operate. Great video as always.
Desde el video anterior, me gusta la nueva introducción y el desarrollo de la comunicación durante el trabajo.
Es personalizada y directa frente a cámara.
También la forma de diagnosticar y explicar el problema es claro y directo.
Esto le da un alto valor agregado al video👍
I drive my 09 Silverado daily and the rust on those trucks Wes’s worked on is the exact reason every fall mine goes in for a spray oil the winter is long and with the salt that is dumped on the road will destroy a vehicle completely I bought my truck new and now she has 187K on her when I crawl under to change the oil it doesn’t look like the surface of the moon like those two rust buckets do 150 bucks to have it spray oiled for rust control is well worth it , Thanks Wes .
Wow great job, Your experience shows! I really love your drawings they make it really easy to understand your diagnosis, Thanks for sharing!👍
Ahhhh.... The sweet sound of the PS 6.0. My 2004 has 420k and still runs like new and no rust. God bless Texas.
Wes there's only you that draws diagrams and explains it. Love the content. Cheers fella❤
Your reply means a lot. Thankyou
Welder, Lathe, Forklift, Chapters on your UA-cam videos . . . I don't know how anybody could live without them. Enjoyed the video, thumbs up, thanks for your time.
I'm getting a little closer to understanding why sometimes my 6.0 takes lots of cranking to start and other times it starts right up. Thanks for the excellent info.
Great video. I’m in the middle of a tear down of the HPO system and replacing an injector. I was able to do a bench test on my IPR with 12v and shop air. Thanx for the video brother.
Woohoo! Sunday isn't complete without Watch Wes Work!!
Thanks for showing us Wes that if you can do it, we can do it. Thanks for not giving up and trekking on.
Here's a good story. 2008 6.4 with 285 k on it idled for 2 hours at an auction. Bought it for $6500 (body and interior were pristine). Drove another 4 k after seafoam and new rocker arms. Finally puked water into the oil. Decided to keep it and bought new warrantied 6.4 from Ford for 12 k and 2 k to install. Engine covered to 100k (we will see).
Mechanics really are unsung geniuses. This work is no joke. I can do your typical tires, brakes, oil changes and fluid flushes but watching guys work under the hood is crazy and I just feel lost.
When HEUI made its debut in ~'93 or so on the 7.3 powerstroke, there was nothing else like it. 20,000+ PSI injection pressure, full timing and duration control independent of engine RPM and cam timing. Ground breaking for the time. Everyone else was using rotary injection pumps or unit injectors which had a lot of limitations. But the 6.0 greatly over complicated the situation and tried pushing the technology too far. The 6.0 should have been a common rail engine like the Duramax or Cummins of the time.
Ironically those Fiat/Chrysler/Jeep "Multi-Air" engines actuate the intake valves using a hydraulic piston/pump assembly that rides on the cam, and a solenoid controls the opening/closing event. Very similar to the HEUI injectors actually. No oil = no valve movement.
I've heard rumors that International avoided common rail because they were trying to use the heui system to control the valves and not have a cam shaft but they never got it to work. No idea if that is true.
@WatchWesWork
1994 is a black sheep year.
in 94 you have 2 versions of the IDI without and with turbo.
And halfway through the year 1994.5 the computerized HEUI
.
2003 is the other black sheep year, bolth 7.3 and 6.0
Pressure on the 7.3 never exceeded 4000 psi at full throttle. I worked at Navistar in Indianapolis from the 7.3 through the 6.4. Back in the day every 10th 7.3 was tested on our dyno as time went on it was about every 50 for the 6.0 and every 100 of the line for the 6.4.
@@cwarmes1105 Injection control pressure is not the same thing as injection pressure. Actual pressure at the nozzle tip is amplified by the intensifier piston.
Excellent video! I just dumped several large (gave her the works) in an '06 southern beauty with just over a hundred thousand on the clock, absolutely solid! My work truck is a '99 250 with 352,000 which is driven daily, solid inside and out! These are some of the best trucks ever manufactured in my opinion, they can keep the new junk and what they want for them.
Yahoo, way to start a Sunday morning. Thanks as always for the great content. Cheers from WA state. From one Wes to another keep up the good work.
Thanks for sharing. Pro tip for anyone replacing an IPR, make sure not to over tighten when installing. I did that while trying to get the connector as far away from the turbo as possible. It was enough to damage the oring but took several weeks before it split enough to create a hot no start situation. Specs are just over 10ft lbs (if I remember correctly). And make sure to lube up the oring beforehand.
Thinking mines has same problem runs mint starts fine every morning just won't re start after running /driving to job site . Till it fully cools like 3 hrs it will start fine sometimes will run an hr after but will crank forever before it finally starts . I'm not too familiar with Diesels. Any input would be appreciated
@@taylorteresi5476 Sounds like you’re not building enough oil pressure on hot start. Might not be IPR gasket if you haven’t messed with that. Most likely an injector oring or hpop fitting, depending on the year. Check out Dieseltech Ron (Rest in peace) about performing air pressure test to check for leaks.
@@taylorteresi5476 Also might want to get a Scangauge or other interface so you can monitor levels on start. Your ICP should read over 500 psi on crank and IPR not over 85% or less than 15% duty cycle. If not, you’re not building enough oil pressure and the FICM won’t allow a start. Watch a lot of Diesel Tech Ron. Dudes a legend in the 6.0 world.
Also, your IPR gasket may be fine but the screen could be damaged. The IPR is one of the easier things to get to so might be worth looking at first.
Wes, you always seem to find the problem. Thanks for sharing.
Excellent video that explains a big part of the problem with these Ford 6.0 diesels. I have a friend who took a a big trailer into Kings Canyon National Park and the truck failed on two different trips. Big towing bill, a $3-4,000 bill from Ford dealer each time, mountains of inconvience with multiple trips in and out of the park plus a stranded family. The kids liked the adventure but the parents were livid. They got rid of the truck and the trailer long ago.
Before the Great Recession hit, these engines nearly bankrupted Ford. Estimates had Ford paying well over $500 million in warranty claims. No wonder they gave up on Navistar.
In the early to mid-2000’s, these engines tore through the horse community here in California. These horsemen swore by their “Furds” but they paid a price. We hauled more than one horse trailer and horse home. I could never tell people what was wrong with them. But these people kept insisting that their Fords would be the only truck they would own. But the trucks were punishing with breakdowns and high repair bills. (Don’t get me going on the lack of diesel mechanic skills at repair shops. I never saw anyone like Wes who could explain what was going on.)
This is not science but everytime I went to an independent diesel shop, I saw a bunch of Fords outside waiting for repairs and few Dodges or Chevys. Those Ford owners can take quite a few kicks to the head and would still say how great their trucks were. Go figure.
The local farmers and tradesmen are lucky to have a shop that can fix stuff! The one thing that just confounds me is that the 4 or 5 manufacturers of pickup trucks here in the USA feel like they can charge 45 to 90 thousand dollars for a truck that may not last long enough to get it paid off! I think an expensive truck should last a couple decades at the very least.
FORD, Shoveoritleave, RAM etc can make the pickup out of the most corrosive resistance materials known, if the owner isnt proactive in counteracting the effects of salt etc, those materials can and will fail.
@@harveylong5878I think what he was getting at is the cheap plastic junk on all the trucks will fail before the body rusts out
I love my 6.0, but it’s also a southern truck. It’s never seen road salt so it’s clean front to back. They key for the 6.0 is maintenance, and attention to the key problem areas. Once you address the issues, it’s a good motor. It’s just depends on how much the owner wants to invest. I enjoy working on my stuff, so the 6.0 is a good tool to teach my kids.
6.0s have a cult following. Strong bottom end and beautiful sound and make decent power. I don’t see them ever going away..
They are gone
Great video Wes. That truck is a great example of why you always look underneath
Love all your content, Wes! Please keep it coming! Even basic jobs like brakes and rotors would be fun to watch with your color commentary.
Nether of those vehicles would pass their annual inspection here in New Zealand and wouldn't have for quite a few years. Rust!! Great video's Wes!
Nice work Wes. Enjoyed that. Thanks 👍
I think the Mustie1 'Bar and Chain Oil' undercoating is a must in the Rust Belt. It's not an impervious rubberized or asphalt type of coating that traps moisture, it breathes. After it 'cures', it becomes an oil + road dust cake.
it actually looked like it was in good condition from a distance but crazy how rusty it is underneath
The rust hiders aka fender flares give away the true condition pretty quickly.
I’m amazed that you have so much knowledge about everything. I love to watch your videos because I always learn something. Love your German short hair also. Brings back memories of our 2 German shorthair’s we owned consecutively. Keep up the great work!
Man, this hits home. I just dropped $7000.00 on non stop issues with my wife’s 2014 Ford Expedition. Finally just dumped the car because my wife kept getting stranded with the kids.
Sorry to hear that, hope y'all get something better.
why do ppl waste money on old Ford/GMs. Just buy a Toyota.
6L was some angry engineer's revenge on any diesel mechanic, it has a nearly endless list of failure points. Then his student came along and figured he could do better.. hence we have the 6.4.
Thanks for the videos Wes!
Hey Wes, I just subscribed and I thought I'd drop a comment!
It looks like the oil filter cap is one of those taller than stock replacement caps. Those caps and the elongated filters are known for allowing debris through the system and could be the cause of the IPR failure.
I've already learned a thing or two in the videos I just watched and I appreciate your content!
good call
I appreciate all the effort you go into to diagnose a vehicle properly and you don't cut any corners!👍
“More work done on it than Joan Rivers!” Well sir I’m here to tell ya, it only took 5 minutes or so to clean the I-Pad screen off from all the coffee that got spray on it and me after that statement, thank goodness for screen protectors. Nice diagnosis on the problem and good explanation on how the system works sir, thanks for the video sir, from this point forward no coffee while watching your videos🙄😏😉😂
Yeah that was pretty funny. It made me laugh.
I like how he gave his option but didn’t act like it was his decision on what the person should drive in but to do the jobs right and fix it.
I don’t know why someone would stick 7500 bucks in that rust bucket.
Your definitely right on the forklift. Their amazing .
Because some people get very attached
BlueBook/NAA values are starting to recover, but, that's still US$10-15K retail vehicle. Eight grand of parts cannon is a bit excessive--especially for how little it actually delivered.
@@CAPNMAC82 That is NOT 10-15k for anybody but Ray Charles.
In the condition it's in, that's probably as much as it's worth.
Nice work. As a former ford tech we never pulled cabs to do head gaskets/studs on 6.0s. That madness didn't happen until 08 with the 6.4L which was somehow an even bigger dumpster fire than the 6.0.
How did they even get the cab off lol
get ride of that oil filter cap Thats another problem 99% of the time those tall caps hide the wrong SHORT oil filter, 6.0 when there Done Right are great getting a ton of miles on them IF there fixed right and not back east rusting away just my 2 cents 15 yrs working on 6.0 and I own one 180k going strong , but it fixed right . Great diag Wes !!
I had a 95 obs with five speed, it was rust and dent free.... some minor dings that at five to ten foot couldn't be seen so nice is my description. For a long time I felt bad for trading it off as its a bear to get under the hood at my crippled age of seventy three. Sure they were the better of the power stroke engines yet just watching you go under the hood of this one was enough to make me smile and say at least my gas rig runs well. Its really a ticking time bomb also as its the exploder version but same year. So far so good... yeah, if anyone was to install a 6.0 or the 6.4 into something besides the idiot Matt at Demo Ranch who has stuff done and pays the bill... yes he is that one person who did just that and into a mustang... what was he smoking
Yes Wes I do for I have changed 100's of the Air filters on the 6.0! 2:24
HEUI works great for industrial engines. For what CAT designed it for, it really does work quite well. It's mainly when you start asking it to do things outside of that envelope that things go wonky.
Without going Common Rail, it was a good way to get 25,000PSI+ at the nozzles.