jpete

Exhaust manifold bolts broken? We have one in the shop now. RH rear port had 2 broken studs. The force of exhaust through the MLS gasket sounded like a bearing squeal. Soapy water confirmed the leak.

Could it be fuel tank delamination? Had an '11 F 350 CC 84500miles aft tank come apart. Kept changing filters thinking it was fuel gelling over the last few months. Continued to get worse each time. P0087 and derate occurred. Had a little water and debris show up in the filter sump so we pulled the tank to clean and found the lining flaking off. Picture of tank in another thread.

P0087 CE lamp on. Engine power reduced warning displayed. Found flakes of the tank lining collected in the inlet nipple of the fuel pump module causing a restricted suction. That is why filter changes didn't quiet the pump. Quick and easy tip for checking suction restriction. Connect your vacuum gauge to the sump drain nipple and crack open the drain valve with the pump running. 3"-6 " should be about normal on most supply pump systems. (My spec not Ford's) I was pulling 19" of vacuum. Cleaned the blockage at the inlet nipple and reading dropped to 3" . Now off to our Dealer to see if the can help us get the fuel tank and LP pump warranted. This latest delamination looked to me like the coating debonded from the metal. Our previous failures on the 2005 era showed up as a gray pudding like muck in the HFCM. Jack

This is the tank in our 2011. Found sandy, rusty blotches on the fuel filter element several times. Low fuel press warning and derate occurred. Fuel pump was howling. Quieted down after filter change but got noisy again same day. Pulled tank and found the delam. I looked at the pickup module to see if there was a strainer hidden in the suction assembly like the old 7.3 pickups. Could not disassemble without damage. Acts like debris is collecting around the pickup tube causing a suction restriction. Then it falls away when the flow stops. Keith mentioned plugged pickup. Is there a strainer hidden somewhere in the plastic housing? Can't find a replacement poly tank for this year. Anyone know of an aftermarket supplier for the 2011 6.7 and newer f350 CC SRW? I am devasted that we are reliving this problem again. We replaced tanks on 9 of our 6.0 equipped chassis. Lost 2 sets of injectors and was denied warranty on the injectors and the tank replacements back then. Tank was warranted for 3-36. Injectors failed because of low fuel pressure due to tank failure. What a cluster **. Now here we go again. Thanks, Jack Peterson Fleet Manager for The Craig Group of Companies.

Engine harness. We robbed the harness off a wreck in our yard. Could not see any external damage. I want to strip the harness apart and see what failed if I have time. We ohm checked many circuits but that does not duplicate actual current flowing or can bus data. Possibly some wire has been crushed or stretched down to a few strands of copper?

Wiring harness fixed the problem. Thanks for the help guys!

2006 f350 130k miles. Driver called Monday, engine cranks won't run. Ran fine Friday before. We did road call, engine cranked and started normal, drove back to shop. Started normal several times. Cranks won't run again. P2614 code. synch yes, rpm yes, CMP fault no, ficm synch NO. We followed the flow chart for p2614. Replaced cam sensor and pigtail(found end of old CMP had been rubbing pin). Scope tested CMP/CKP per valve timing procedure in Tips section. Pattern looked normal(I am rookie scope user). Followed the synch pdf link and performed tests. Have ohm checked CMP CKP CKPO CMPO CANL CANH FICMM circuits, Checked powers and ground to FICM. Reprogrammed FICM&PCM Tried test FICM and PCM, no luck. Put PCM and FICM in another vehicle and it ran. Inspected wiring harness for chaffing. Cleared codes several times, P2614 repeats after cranking, Also have a U1900ic and failed network test UBP dlc pin3. Been fooling with this thing to the point of frustration. Went through the No start/Hard start form several times. I am lost. Any ideas. Thanks Jack

Thank You, Gentlemen. I never would have found that. I understand now that the HP oil reservoir is pressurized. I was in 7.3 and DT466 reservoir mode. I did, however, reinstall the ball with sleeve retainer and drilled and installed a roll pin across the ball(should have been designed that way)Truck has 270,000 miles and is scheduled for replacement. I could not bring myself to install a new pump. Here is some trivia to amaze your friends with. UNIT in service new on July 30 2004 0 miles 47 --- NUMBER OF REPAIR ORDERS 370 --- TOTAL HOURS LABOR $1,263.32 --- AVG COST PER R/O $59,375.99 --- TOTAL COST OF ALL REPAIRS TO DATE $32,209.74 --- ENGINE REPAIRS PORTION OF ABOVE TOTAL $6,804.17 --- PREVENTIVE MAINTENACE PORTION OF ABOVE TOTAL THANK YOU AGAIN FOR YOUR HELP

Engine starts and runs, no noises, looses power above 40mph due to ICP system starving for oil. Found base oil pressure 5psi @ idle, 20psi @ 2000rpm. Inspected press reg valve and replaced gerotor and cover. Still low pressure. Removed oil cooler and installed an expandable test plug and gauge in the oil pump feed hole and developed 75 psi cranking. Pulled pan to inspect cooling nozzles and pickup tube, all OK. Found a 3/8 ball bearing laying on top of the upper oil pan. It is bigger than a rocker arm fulcrum ball. Anybody know where this ball bearing may have come from and could it be the cause of my pressure loss?

I would like to share with you all an incident that happened to a shopowner/mechanic from our local area. They towed in a 6.0 in an F-series that would not crank. It was apparently hydrolocked from diesel fuel in the cylinders. He removed the easy valve cover and pulled out the injectors on that side. His helper was trying to crank the engine over but it was still locked. The mechanic got up on top of the engine to observe and had his helper try and crank the engine again. He was over top of the open injector bores when the engine suddenly cranked over. Diesel fuel in one of the cylinders came blasting out under extreme pressure hitting him in the face and eyes. He was not wearing safety glasses. The pressure ripped his skin around one eye and injected diesel fuel into the other eye and socket. Wills Eye Hospital in Phila had never seen trauma like this and at first did not under stand the forces at play that caused the injury. After himhawing around(2days) they finally figured out he had a large quantity of diesel fuel residing in the area around and behind the eye. They performed some kind surgery to try and remove the diesel fuel. He damn near died from blood poisoning. Needless to say he lost use of the eye and has a deficit in the other. His life will never be the same. Always wear your safety glasses.

Bruce, The LH front wheel bearing was bad and replaced early on in this adventure(forgot to mention that) At that time I was sure that was the problem. We measured axle centers and each side matches. Could not find anything loose on the front end ie: ball joints, tie rod ends, wheel bearings, springs and mountings. Thanks for the reply, going to try your suggestions this morning.

Man I have spent a fortune on this truck. Disc pads front(oem), disc pads rear(oem) reman front calipers, rotors(oem) front brake hoses, ABS control valve, steering box, I am at wits end. Have rotated tires front-back, side-side, checked air pressures, adjusted toe, swapped rotors side to side, swapped brake pads side to side. On light to moderate braking it wants to pull left, just about every time. It doesn't really snatch the wheel out of your hand, but you have to hold on to it. My head is spinning and I would throw more money at it but I don't know whats left(rear calipers?)\ Thanks Jack Fleet Manager EEP (and not for long if I dont fix the Mother Fletcher)

Hey Jim, Appreciate the response. I'll remember the tip on the ICP monitoring. Out of ignorance and habit we always look and the PSI when we have a no start. We have chased our share of internal oil leaks. There was a P1000 code which I failed to mention. The network test is not something I have any experience with. I was kind of grabbing at straws. The IDS reported System: Network Test Fail No response on the UBP line pin 3 on the DLC Standard Equipment Modules U1262 HEC SCP Data Link Fault I was thinking even though it does not have PATS that some crazy conflict in a module could cause a cranks won't run? I could not repeat the problem, so I did not pursue the codes any further. I returned the vehicle to service and kept my fingers crossed. Not comfortable with not finding a problem cause I know a breakdown with occur at the worst time and I'll have another tow bill.

2004 F350, has a very intermittant cranks normally, wont start. Truck was towed to our shop. Engine cranked 10 seconds and would not start,was monitoring ICP which went to 1500psi imediately during this crank. Cranked it again for another 15-20 seconds, and suddenly started. No koeo or koer codes. Failed network test and showed U1262 during that test. Everything appears to be working. Never saw a code like this before. Had a hell of a time finding it on the PTS site. Ever come across this code before. Could it cause and intermittant cranks wont run?

Turns out the problem was an intermittant shorted injector that finaly appeared as a miss while road testing. We installed 8 injectors from a used engine and have had no other issues.