hitechmech

i have had good luck drilling threw center and then build up with weld and attach nut, they come out good then.

One came in wired without resistor system working normally once new park brake switch installed, second truck was wired the same way just joined yellow with green tracer to brown wire for switch both of these do not have resistor. 3rd truck did not work without resistor so i followed the mentioned bulletin and high idle on unit still does not work.

I have 3 2012 f350 with 6.7L diesel engine. 2 of them have high idle hooked up to upfitter switch 4 brown wire to yellow with green tracer wire for pto there is no resistor installed and high idle works and sets to 1200 rpm. The 3rd truck however does not work even with the resistor installed as outlined for proper operation. Looking over diagrams everything is hooked correctly, hoping somebody has run into this and can point me in correct direction. Thanks

Thanks Keith i agree with the wiring issue and had another look with fresh eyes and have found the issue causing my no module communication. The ABS module and connector are corroded solid. With it disconnected and wires separated so not touching the system works normal. ordering new harness and module Keith i do not have access to PTS

Vehicle came in for no start, found battery junction box lid broken and assembly full of corrosion. Terminals rotted off at bottom side. Installed new BJB assembly with harness. When sitting inside cab distinct burnt wiring smell present. Found wiring at right side kick panel going along door sill and under front seats to drivers side door sill. Wiring over lay performed, smart junction box had few fuses blown and have been replaced. When ignition is turned on abs lights and park brake light on in dash, oil pressure light and temp and wrench cycle thru display continuously. Can hear relays clicking when attempt to start but no crank. Attempt to hook up scan tool and no communication is present. I do not have access currently for diag from this point and am at a loss of how to proceed. Looking for ideas please. Thanks

I've seen a couple where the harness is the concern with the wires vibrate and spread the terminals apart. Had one to the point it set high pressure pump codes and would stall out intermittently while driving.

Higher level of ash and soot in the doc and dpf can cause oil level to increase. Seen lots of these on school buses that putt around town all day.

Didn't the early years have a fuel heater in the hfcm assembly that would short out causing a similar concern? I've had a couple of harness at the hfcm where the terminals in the harness had damage and cross fed the signals as well

Did you try international, the dealers received some boxes with various connectors in them, from injector connector through to ect, eot, ect....

I've got an injector drawing down the FICM voltages just after tip in, will sit and idle without any problems. No codes present, found FICM dropping off on a road test attempt.

What are the rear drums like? I had one a few years back that had new cheapest around aftermarket drums and when you applied brakes the drums flexed. Under light brake application it was fine. Changed drums and concern was corrected.

Remove the shocks and check them on the floor, i had an experience once and found a seized shock. What a wicked ride.

Seen a few where exhaust restriction causing an overfueling concern, mostly lower in mileage but higher in hours. International came out with a tool to put in line between doc - dpf and then perform a filter cleanliness test. This corrects the problem till the next time. I've also seen a hpfp leaking but with dye in the system it will show up although unique to see.

Worked on a money truck a few years back with a cummins engine. Was to pick it up and bring to shop. Complaint of oil consumption. Picked it up and half way across town she ran away finally stopped after no oil left in crankcase connecting rods through the block, plastic melting, hoses burst. Personally wouldn't mind if i never saw another one

I'm currently working on one that had extremely low oil pressure and cyl 4 push rod with the tip broken off, necessary to remove pan to find tip of push rod and found pieces of gears off the rear drive train. Now in the process of removing trans the see why and to what extent the damage on the gears are. Wondering if there still are engines out there with incorrect gear clearances?