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Psychic Mechanic
Psychic Mechanic, ASE Certified Technician
Category: Car
Satisfied Customers: 1419
Experience:  ASE Master L1 20 years experience
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will the egr valve be the problem if my 6.0 is running rough

Customer Question

will the egr valve be the problem if my 6.0 is running rough and has no power until it is drove down the road 3 or more miles ,you cant just leave it running to warm up that does not work, and after it starts running better it still runs rough on top-end.
Submitted: 4 years ago.
Category: Car
Expert:  Psychic Mechanic replied 4 years ago.

There are a few of bulletins on similar problems

 

TSB 09-16-5

08/24/09

6.0L TURBOCHARGER CARBON DEPOSIT
DIAGNOSTICS AND SERVICE TIPS

 

FORD:
2003-2005 Excursion
2003-2007 F-Super Duty
2004-2009 E-Series
2004-2007 F-650, F-750

 

This article supersedes TSB'S 09-12-2 and 07-21-4 to direct repairs to the Workshop Manual (WSM) Turbocharger Reconditioning procedure added to the online WSM and updates to the pinpoint test (PPT) in the Powertrain Controls/Emission Diagnostic (PC/ED) manual.

ISSUE
Some 2003-2007 F-Super Duty, 2004-2007 F-650/750, 2003-2005 Excursion and 2004-2009 Econoline vehicles equipped with a 6.0L diesel engine may exhibit any one, or a combination of the following concerns: lack of power, white/black smoke or a surge.

 

On 2003-2007 F-Super Duty, 2003-2005 Excursion, and 2004-2009 Econoline these concerns may or may not be accompanied by any one, or a combination, of the following diagnostic trouble codes (DTCs): P0238, P0299, P0404, P0478, P2262 and/or P2263. These concerns and/or DTCs could be a result of coking deposits inside the turbocharger.

On 2004-2007 F-Super Duty 650-750, these concerns may or may not be accompanied with the following DTCs: 261, 342, 343, 353, 354 and/or 361. These concerns and/or DTCs could be a result of coking deposits inside the turbocharger.

ACTION
Follow the Service Procedure steps to correct the condition.

 

SERVICE PROCEDURE

Coking deposits inside the turbocharger turbine housing can impede vane response causing high or low instances of exhaust pressure. Unexpected exhaust pressure results can cause over-boost, under-boost, insufficient or excessive exhaust gas recirculation, or unexpected EGR valve position, resulting in these symptoms.

For F-Super Duty, Excursion, E-Series vehicles built on or before 9/29/2003, follow PPT KA in the PC/ED manual diagnostics. If the PPT in the PC/ED manual diagnostics leads to turbocharger replacement, use the Turbocharger Inspection Procedure first to check for internal turbocharger oil leaks. Then, determine if the turbocharger can be repaired with a center housing rotating assembly (CHRA) replacement or if it can be cleaned instead of replacing the entire turbocharger following the turbocharger reconditioning service procedure.

For F-Super Duty, Excursion, and E-Series vehicles built on or after 9/30/2003, perform the Powertrain Air Management Turbo Boost test and VVT test with IDS. Use of the VPS tool 418-626 along with IDS/VMM is required. Tool 418-626 was shipped in kit TKIT-2007VP-F and TKIT-2007TV-F. Dealers should have received one or the other of these two kits.

Refer to the updated online WSM, Section 303-04D:

for diagnosis, testing and reconditioning of the turbocharger assembly.

For F-Super Duty 650-750 vehicles, refer to the updated online WSM, Section 303-04B: for diagnosis, testing and reconditioning of the turbocharger assembly.

Parts Block

WARRANTY STATUS: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage
IMPORTANT :Warranty coverage limits/policies are not altered by a TSB. Warranty coverage limits are determined by the identified causal part.

 

OPERATION DESCRIPTION TIME MT091605 Use SLIS Operations If Actual Available; Claim Additional Time Diagnosis Or Labor Performed As Actual Time

 

DEALER CODING CONDITION BASIC PART NO. CODE 6K682 42

 

 

 

TSB 08-26-12

01/05/09

6.0L - COKING DEPOSITS DIAGNOSTIC - EGR DTCS
P0401, P0402, P0404, P1335

 

FORD:
2003-2005 Excursion
2003-2007 F-Super Duty
2004-2009 E-350, E-450, E-550

 

This article supersedes TSBs 08-2-7 and 07-21-9 to update the Service Procedure and Part List.

ISSUE
Some 2003-2007 F-Super Duty, 2003-2005 Excursion and 2004-2008 E-Series vehicles equipped with a 6.0L engine may exhibit white smoke, black smoke, lacks power, exhaust odor, surges and/or exhaust gas recirculation (EGR) diagnostic trouble codes (DTCs) P0401, P0402, P0404, and/or P1335 as a result of excessive coking deposits un-combusted or incompletely combusted hydrocarbons. This procedure should be used only if one or more of the components listed below have already been identified as having an excessive coking condition.

 

ACTION
Follow the Service Procedure steps to correct the condition.

 

SERVICE PROCEDURE

NOTE THE ROOT CAUSE OF THE COKING MUST BE CORRECTED OR THE COKING MAY REOCCUR.

 

After following normal Powertrain Controls/Emissions Diagnosis (PC/ED) diagnostics, use this procedure to identify the root cause of the excessive coking condition and if appropriate install an EGR Baffle. Just replacing the component with coking deposits and installing the EGR baffle will not correct the root cause, and coking will reoccur.

NOTE SOME 2008 AND ALL 2009 6.0L E-SERIES VEHICLES HAVE THE EGR BAFFLE INSTALLED FROM THE FACTORY.

 

Service Tips:

Coking deposits are generally un-combusted or incompletely combusted hydrocarbons, commonly sourced from engine oil or diesel fuel. These deposits can form on system components such as the EGR valve, EGR cooler, exhaust back pressure (EBP) Sensor, EBP tube, intake manifold, turbo charger, catalytic converter and EGR throttle plate. Visual inspection alone cannot link the sources of coking deposits as either from engine oil or diesel fuel. Coking deposits can be identified as shiny black grease like sludge, hard flat black solid mass or thin light brown sticky layer.

Un-combusted deposits can be linked to delayed combustion events. Delayed combustion events can be a function of hard to ignite elements like poor quality fuel, excessive fuel, engine oil or excessive exhaust gas recirculation in the combustion chamber or a delayed injection event like calibration, wire chafe, injector mechanical issue. Un-combusted fuel is usually evident as fuel scented white exhaust smoke. Un-combusted fuel may create coking which impairs system functionality eventually leading to black exhaust smoke / poorly combusted fuel.

NOTE VEHICLE PERFORMANCE ISSUES RELATED TO FUEL QUALITY, MAINTENANCE AND AFTERMARKET MODIFICATIONS ARE NOT COVERED BY FORD MOTOR COMPANY WARRANTY.

 

Complete all of the following steps. Devices such as the Catalyst, manifold absolute pressure (MAP) sensor and EBP sensor that fail the PC/ED pinpoint tests (PPT) must be replaced and not cleaned. Clean the Turbocharger using other applicable TSB's, the intake manifold and EBP tube. EGR valves that fail the Integrated Diagnostic System (IDS) - EGR Systems Test should be replaced not cleaned.

1.Follow PC/ED led diagnostics for any specific drivability issues and DTCs.

 

2.Check OASIS for open field service actions (FSAs) and complete them before continuing with this procedure.

 

3.Validate clean good fuel.

 

a.Use PC/ED, Section 4: Diagnostic Subroutines Performance Diagnostic Procedures / Sufficient Clean Fuel.

 

b.Use Motorcraft(R) Cetane Booster and Performance Improver (ULSD Compliant), or Motorcraft(R) Anti-Gel and Performance Improver (ULSD Compliant) to see if symptoms improve. Motorcraft(R) Cetane Booster and Performance Improver (ULSD Compliant) will typically reduce white smoke related to fuel quality within 20 miles of driving. Continued use of Motorcraft(R) Cetane Booster and Performance Improver (ULSD Compliant) will aid in the removal of fuel quality related coking deposits.

 

4.Review vehicle maintenance history/records. Refer to the Owner's Guide for recommended service intervals and oil grade/viscosity based on vehicle use and ambient temperature. Calculate engine operating hours versus odometer accumulation when selecting appropriate maintenance schedule. 2005 model year (MY) and forward are equipped with an hour meter as part of the odometer. Ensure the proper maintenance schedule and oil viscosity / grade is in use. Oil additives that thicken engine oil and poor maintenance can delay commanded injector response. Several oil changes with driving cycles may be required to flush the engine of residual additives and/or degraded oil.

 

5.Check for excessive oil carryover to air inlet system. Inspect turbo compressor inlet and outlet for oil.

 

a.Validate proper air intake flow. Check air filter minder by performing PC/ED Section 4:
Diagnostic Subroutines / Performance Diagnostic Procedures / Intake Restriction. Excessive inlet restriction may cause oil carryover from crankcase vent.

 

b.Validate crankcase pressure by performing PC/ED Section 4: Diagnostic Subroutines / Per[ormance Diagnostic Procedures / Crankcase Pressure Test. Repair base engine concern if pressures exceed specification.

 

c.Check Oil Level. Suggest oil level be set to the middle of the operating range on the dip stick after an oil change.

 

d.Validate no internal turbo oil leak by referring to Workshop Manual (WSM), Section 303-04D.

 

6.Ensure proper operation of engine cooling system and electronic fan clutch. Refer to WSM, Section 303-03 and Section 05, PPT AH of the PC/ED. Repair as necessary if any concerns are found.

 

7.Verify engine oil temperature (EOT) correlation with engine coolant temperature (ECT).

 

a.Drive vehicle at wide open throttle (WOT) / high load / maximum boost.

 

b.Observe ECT and EOT PID's on IDS Datalogger. EOT maximum temperature differential might occur at throttle tip-out.

 

c.If EOT exceeds ECT by 15 °F (8°C) replace the oil cooler.

 

8.Ensure vehicle is latest calibration level; these calibrations include the following improvements which will effect component coking:

 

a.Shut off EGR after 5 minutes of idling to reduces the amount of hard to combust elements in the combustion chamber.

 

b.Injection timing improvements at 1100-1800 RPM (Typical range for power take-off (PTO) operation / Cold Ambient Protection Idle Kicker / Battery Charge Protect Idle Kicker).

 

c.Increased exhaust pressure / variable geometry turbocharger (VGT) Duty Cycle for Auxiliary Powertrain Control Module (APCM) or PTO commanded engine speeds. Maintains heat in the combustion chamber.

 

d.Higher engine temperature required for cold ambient idle kicker to switch off. Idle will remain elevated until driver input is observed by PCM. Maintains heat in the combustion chamber.

 

e.Improved EGR throttle plate self test. Better control of hard to combust elements.

 

9.Perform IDS Air Management Test. Verify EGR and turbo functionality. If turbo fails and are removing the turbo, verify the fat drain pipe is installed. Identify the fat drain pipe tube by its end configuration; the new larger tube has a wide inner shoulder and a tube OD larger than the 0-ring groove bottom.

 

10.Inspect the EGR valve for the presence of wet oil. The installation of an EGR Baffle Kit can help reduce the wet oil from accumulating on the EGR valve. Follow 2008-2009 E-350 I E-450 WSM, Section 303-08 for installation.

 

Parts Block
NOTE THE EGR BAFFLE KIT WILL NOT PREVENT EGR FAILURES DUE TO DRY SOOT BUILDUP ON THE VALVE. ONLY INSTALL THE EGR BAFFLE KIT IF THERE IS EVIDENCE OF WET OIL.

 

OTHER APPLICABLE ARTICLES: 08-16-13
WARRANTY STATUS: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage
IMPORTANT : Warranty coverage limits/policies are not altered by a TSB. Warranty coverage limits are determined by the identified causal part.

 

OPERATION DESCRIPTION TIME MT082612 Use SLTS Operations If Actual Available; Claim Additional Time Diagnosis Or Labor Performed As Actual Time

 

DEALER CODING CONDITION BASIC PART NO. CODE 9F452 55

 

 

 

TSB 08-26-3

01/05/09

6.0L DIESEL - DRIVEABILITY - NO START, HARD
START, RUNS ROUGH - FUEL INJECTION CONTROL
MODULE DIAGNOSIS

 

FORD:
2003-2005 Excursion
2003-2007 F-Super Duty
2004-2009 E-350, E-450, E-550

 

This article supersedes TSBs 04-18-6 and 07-5-4 to update the repair sequence FICM_MPWR check, symptoms and additional diagnostic information.

ISSUE
Some 2003-2005 Excursion, 2003-2007 F-Super Duty and 2004-2009 E-Series vehicles equipped with a 6.0L diesel engine may experience no starts, hard starts or rough running when cold and may be accompanied with diagnostic trouble codes (DTCs) P0611, P1378 and! or all 8 injector circuit codes. These symptoms may lessen or disappear when the engine is warm. These conditions may be caused by the Fuel Injection Control Module (FICM) or injector spool valve sticking internally during cold engine operation.

 

ACTION
Follow the Service Procedure steps to correct the condition.

 

SERVICE TIPS

A failed FICM module can cause diagnostic trouble codes related to injectors even when the injectors or injector wiring are not at fault. The FICM module should be checked for proper operation before evaluating injector operation or wiring issues.

For information: Symptoms of stiction (These conditions are caused by the injector spool valve sticking internally during cold engine operation engine oil temperature) can be improved by using the lightest possible specified weight oil during winter months. Refer to the Owner Guide Information - Diesel Supplement / Maintenance and Specifications / Engine oil specifications. After confirming that the appropriate weight oil is being used, evaluate the injector operation according to Step 13 of the Service Procedure.

Information On The FICM TEST:

An improperly operating vehicle battery(s) or charging system can cause additional operating loads to the internal components of the FICM module, due to low power supply voltages. Glow plug operation, vehicle accessories (factory and non-factory installed), and hot and cold temperatures can also put additional requirements on the vehicles electrical, battery and charging system. This can result in shortened FICM module component life.

The FICM module contains two major internal components, the main circuit board and a DC-DC converter. The DC-DC converter is the device that amplifies battery voltage to 48 volts (V) to operate the injectors. Two major test entry conditions listed below are critical to accurately test the FICM DC-DC converter:

Engine Oil Temperature (EOT) Less Than 68 °F (20 °C)

The calibration in the FICM uses a pre-cycle mode during Key On Engine Off (KOEO) / glow plug operation. This mode is used to rapidly heat the injector spool valve and prevent sticking during cold operation. During this mode, the electrical demand on the FICM DC-DC converter is near maximum.

L_PWR >= 11.5 V

The target 48 V output of the DC-DC converter is directly affected by the battery supply voltage, or B+. This is measured internally to the FICM with the FICM_VPWR PID. Ensuring both of the above criteria are met before conducting the FICM_MPWR test will prevent incorrect readings, misdiagnosis and replacement of good parts.

SERVICE PROCEDURE

1.Verify the battery and charging system are functioning properly. Refer to Workshop Manual (WSM), Section 414-00 for diagnosis and repair. If the battery cannot maintain a good charge, it will affect the operation and testing of the FICM, as the FICM is an amplifier and has to work much harder to compensate for low battery voltage.

 

2.Install Integrated Diagnostic System (IDS) and retrieve the FICM calibration information by selecting:

 

^Toolbox

 

^Powertrain

 

^OBD Test Mode

 

^Mode 9

 

3.If the FICM contains one of the following files then it has already had the Inductive Heat calibration installed:

 

^ARZ2AH00

 

^ARZ2AL00

 

^ARZ2AL01

 

NOTE RECORD FICM CALIBRATION NUMBER PRIOR TO PERFORMING PROGRAM MODULE INSTALLATION (PMI) AS IT WILL BE REQUIRED LATER IN STEP 11.

 

4.After checking the FICM calibration info, perform a PMI on the FICM. This should be done even if the FICM already had one of the three (3) calibrations listed above.

 

5.Disconnect the glow plug control module (GPCM) power wire C1249A, circuit 361 (RD) from the passenger side battery. (Figure 1) This also disconnects the alternator to minimize power draw from the batteries and provide more consistent FICM testing.

 

NOTE THIS WILL SET GPCM CODES THAT NEED TO BE CLEARED BEFORE RETURNING THE VEHICLE TO THE CUSTOMER.

 

6.Set up IDS to test FICM power by selecting:

 

^EOT

 

^B+

 

^FICM_LPWR

 

^FICM_MPWR

 

^FICM_VPWR

 

7.After the glow plug wait to start light is off, monitor EOT.

 

a.If EOT is less than 68 °F (20 °C) go to Step 8.

 

b.If EOT is higher than specified use the Instrumentation Gauge Tester 014-R1063 or equivalent to simulate a cold engine by:

 

(1)Ignition off.

 

(2)Disconnect EOT sensor Connector C104.

 

(3)Connect the one lead of the instrument gauge tester to the EOT sensor connector C104-1, circuit 357 (GY/RD), harness side and the other lead of the instrument gauge tester to the EOT sensor connector C104-2, harness side circuit 354 (LG/RD).

 

(4)Set the Gauge Tester to 80,000 ohms.

 

NOTE IT IS EXTREMELY IMPORTANT TO CONFIRM THE GAUGE TESTER SETTINGS WITH AN OHMMETER TO ENSURE THAT THE GAUGE TESTER IS IN THE CORRECT POSITION. FAILURE TO FOLLOW THIS CHECK MAY RESULT IN INACCURATE TEST RESULTS.

 

8.Turn key to run KOEO and check the B+ PID.

 

a.If B+ is not at least 11.5 V, then charge batteries and return to Step 1.

 

b.If B+ is greater than 11.5 V, go to Step 9.

 

9.Verify the following voltages and states. Use the FICM ERROR STATE CHECKS chart.

 

10.Disconnect the three (3) FICM connectors and inspect condition of connector, pins, and wiring at the connector, paying close attention for wiring chafes. Repair any issues and reevaluate vehicle, if the condition is corrected go to Step 11. If the condition is still present continue to Step 10a.

 

NOTE SOME COMMON CHAFING LOCATIONS ARE:
UPPER LEFT VALVE COVER, VALVE COVER
BOLT, AND INTAKE BOLTS, UNDER AND NEAR
THE FICM.

 

a.With a voltmeter check the following:

 

(1)Check for B+ voltage at pin 27 of connector 1388C and ground pins 1, 2, 3, 22 and 26, with the KOEO. (Figure 2 at end of article)

 

(a)If no, or low voltage is present, repair as necessary.

 

(b)If B+ is present, proceed Step 10a(2).

 

(2)Check for B+ voltage between pins 4, 7, 8, 23, 24, 25 and ground. (Figure 2 at end of article)

 

(a)If no or low voltage is found at any pin, repair as necessary.

 

(b)If B+ is present at all pins, replace the FICM, reference WSM 303-14B-1, reconnect the GPCM power and EOT connector, clear codes, and return vehicle to customer.

 

11.With IDS still connected, cycle key to off position and then to on position within 2 seconds to start injector pre-cycle. While the injectors are cycling (glow plug Wait to Start Light is on), record the lowest observed FICM_MPWR.

 

a.If FICM_MPWR drops below 45 V, replace and reprogram the FICM (WSM 303-14B), reconnect GPCM power, EOT connector if it was removed to perform the test using the Instrument Gauge Tester and return vehicle to the customer.

 

b.If FICM_MPWR stays above 45 V or greater, the DC-DC converter is good, perform the following:

 

(1)If the FICM did not have one of the three calibrations listed in Step 3, then it did not have the Inductive Heat feature. Since the PMI performed in Step 4 programmed this calibration into the FICM, it will now address any stiction concerns. If the vehicle functions normally, reconnect GPCM power and EOT connector if it was removed to perform the test using the Instrument Gauge Tester and return vehicle to the customer.

 

(2)If the FICM already had one of the three calibrations listed in Step 3, then injector stiction is not the concern, proceed to Step 12.

 

12.Reconnect GPCM power and EOT connector if it was removed to perform the test using the Instrument Gauge Tester.

 

13.Per[orm KOEO injector electrical self test as outlined in the Powertrain Controls/Emissions Diagnosis (PC/ED) Section 2.

 

Parts Block

WARRANTY STATUS: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage
IMPORTANT : Warranty coverage limits/policies are not altered by a TSB. Warranty coverage limits are determined by the identified causal part.

 

OPERATION DESCRIPTION TIME MT082603 Use SLIS Operations If Actual Available; Claim Additional Time Diagnosis Or Labor Performed As Actual Time

 

DEALER CODING

CONDITION BASIC PART NO. CODE 12B599 42

 

 



Edited by Psychic Mechanic on 3/2/2010 at 2:27 PM EST

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