Larryforce

Im not super knowledgeable on any of the powerstroke diesels before the 6.7. and i am working on a problem child 6.4l. I am hoping there might be some insight i am missing. Customer is our largest fleet customer, and the towed me a 2010 f450 cab and chasis, no start p0087, It started right up for me, so i changed the filters. and could not repeat the problem, sent it on its way. it got towed in two days later, same code. this time it wont start, and wont build hp, low pressure seems good. performed testing found metal debris, and quoted out a fuel system( i should have quoted a complete engine :), i did not think they were going to go through with the repair (truck has 355000km). but they did. I put a fuel system in it, replaced all the lines at the engine cleaned the tank and low pressure lines, and sent it on its way. it got towed in 2 months and 5000km later, no start, lots of codes, catalyst over temp, cylinder contribution, misfire monitor cam crank misaligned, p0087, and no start, found wif, aerated fuel, and lp fuel below sepc. Replaced lp fuel pump, tank vent, drained tank and put in fresh fuel(no reason, just wanted to make sure there was no water), got the truck running, and found misfires on cly 1 2 4. All testing pointed to injector replacment, did not see any debris in the fuel system. replaced all three injectors, did a couple of manaul regens to burn the fuel out of the exhaust. truck ran ok. less then 1 week later the truck is towed back again, smoking, and low performance on cyl 6. at idle cyl 6 is basically dead on power balance, if i bring up to 1100-1500 rpm, it smooths out, but still smokes, reset the fuel trims and it got better, but still a 10-15 rpm drop on cyl 6, or 40 rpm drop on manual injector balance. stft has cyl 6 pegged at 20%. My plan is to removed the lh valve cover and look for debris in the fuel system again, but if its still clean, do i just throw another injector at it? i have a hard time believing i got 4 bad injectors, and i dont want it to come back again. anything I am missing? should i try to SPW a new fuel system? thanks for any insight

Found the exact same thing yesterday. Thanks for the tip.

3 Empty bays this morning. Its nice to have my coffee and take a breather i guess, but i hope something rolls through the door pretty quick.

I didnt have access to the fitting, but used a plastic suction gun and put a tapered rubber tip on the end. Aside from the fact that this set up required a third hand, it worked great.

honestly, i didnt get much of a look. Our bore scope wouldn't fit through the injector/glow plug openings. We ended up holding the bore scope at tne glow plug opening shining a flashlight through the injector opening and rotating the engine till the piston came in to focus,not very clearly, but enough to tell it was basically the right size and shape . I dont think I would have been able to see any fine cracks. its definitely time for a bore scope upgrade

Thanks for the reply. I ended up doing both front and rear cover seals and the upper oil pan. I had the straight edge out to line up the front cover to the block, I never thought to check for flatness across the upper oil pan. Here is a picture of the front cover seam. Another tech thought that the oil could be wicking up the seem, but I wasn't confident enough in that assumption to let it go without changing the seal. Edit: the top of the picture (the bottom of the bore scope) is the top of the engine.

Just wanted to add an update for this truck; I inspected the pistons and found no traces of damage, but was still nervous/hesitant about quoting a 14k repair on a broke 6.4.( should have taken Alex's advise and ordered and enhanced long block ). But we talked to our customer and he was ok with taking the risk( plus his insurance company was willing to pay for the fuel system). I got it back together yesterday and it is currently running really well. the customer is happy, and i was quite relieved when the relative compression and power balance tests passed. thanks again for the help and advise.

Good morning everyone, I am working on a 14 f450 cab and chassis with an oil leak that appears to be coming from the upper oil pan, i can also see some minor leakage of the front cover seal. i can also see oil starting to seep out from between the bell housing almost the whole way around (except at the top from about 11 oclock to 1oclock). I just finished pulling the transmission and there was a puddle of engine oil in the bell housing/ the rear of the engine covered in oil, the crankshaft seal appears to be dry behind the tone ring. I am thinking of replacing the rear cover seal, but am reluctant. When i said the front cover war leaking i was told that they don't leak and our dealer has never done one, and the techs at our sister dealers have never done one either. Have you guys seen a rear cover leak oil? or is it most likely coming from the rear of the upper oil pan? This truck has been repaired for this concern 4 or 5 times(not by me) over the last 3 years. the first tech resealed the galley plug in the front of the oil pan it has had the upper oil pan done 3-4 times, and once it was washed off and no leak found after test drive. I really don't want this one coming back again.

Shop foreman had me oil cylinder 8 with a few drops, cranked it a couple of times reinstalled compression tester got 390 psi. So it appears to have good compression on all cylinders. I think he is trying to get his insurance company to pay for a fuel system. I appreciate everyone's help, i didn't feel very good about a fuel system with the poor relative compression. If some of my questions seem elementary i apologize, i will get the hang of this one day.

So it took me a while, but i performed that manual compression test today, cylinder 8 is down around 280 psi, and that cylinder is spitting out fuel every crank, even with the key off. According to the wsm it wants me to install an injector. Would you just swap injectors and see if compression comes back? if it starts and runs with a new injector(assuming compression is ok, it still has metal flakes from the fuel cooler, do I still quote out a fuel system?

Cranking sounds pretty smooth. We are at about 3400' above sea level. Customer was towing a heavy trailer, lost all power and died, would not restart, all my testing on it has been cold. i will charge up the batteries today( i wont have time to touch it untill tomorrow anyway) and perform a full relative compression test on it tomorow thanks for all the advice. I will keep you informed.

Ouch, thats quite the cut.

Thanks for the help, I really appreciate the insight. I want to do what's best for the customer. I did perform a manual compression test on the 2 failed cylinders, which passed. Anything in particular I should be looking for? Guessing I should pull all the glow plugs and test all cylinders and look at the cylinders with a bore scope. I trying to wrap my head around why I am getting different results on r/c vs manual compression. Is it possible IDS flagged the wrong cylinders? Anything else I should look out for? I got thrown in to this position at work a few months ago, and sometimes feel I'm in over my head,. But you guys and this website in general has been a great help.

Sorry r/c test? I'm not sure what that is. Oh, took me a min. Relative compression,. It showed low on 1,2. Pulled the glow plugs on those cylinders and got 380ish psi with a manual gauge. The diesel tech at our sister dealership figured the poor relative compression might be due to fuel washed cylinders.

I just found an older post about the labour time. 28 hours sound about right? Would you pull the valve covers and injector supply tubes on cyl 1 and 2, or look for contaminates while removing the pump, or would the metal flakes at the fuel cooler be enough to call a complete system