kridd12

We have just been lifting the cab and jacking the engine up to do the pans. Barely enough room to do it in chassis without having a comeback. Haven't had one of these come back after doing it this way yet.

Ford has a GSB for these vref codes. That code has the reductant pressure sensor, egr valve, ebp, cmp and map sensors on it. I have found a lot of them are the ebp wiring all melted together inside the heat wrap have had to cut out all of the sensors in there and re-route the harness over the egr cooler abnd back to vgt, map and ebp. Pretty much all of them have been 550 service bodys. Unplugging the ebp and map won't change it for mine anyway as it is usually brittle and melted in the heat wrap.

So got back to it the return port leak test failed but truck cools to fast to get apart and inspect injectors. Did 8 injectors and road tested got to 62 degrees ftp no started fine. put over 100 km on no issues. Did inspection after all good fluid levels good including oil. Customer picked up took home and truck ran away on the highway another 100 km later. Oil level is way over full this morning. I really hate this truck lol. Time to find out which rebuilt injector is bad.

Just getting to this thing today hopefully. Have not done the return port test as of yet. The lines and seals at the pump were replaced with the new hpfp and torqued as per the Viton seal. Going to check for air getting back into system as well. I'll post back if I find something.

Not terribly familiar with the 6.4 and high pressure system issues but here is what I have. Truck is a 2008 f550 with a dpf delete service body. Only issue it has is a no start when hot. Only code was p2291 so went through pced and steps for p2291. found the high pressure pump was faulty. replaced high pressure pump ran truck and seemed ok. after long hard road test it started but had a slightly long crank 3-5 seconds but always started. customer called back this morning with a no start hot. went through some of the other threads on this issue and none seem to apply. vcv and pcv both ramp up but high pressure only builds to 800- 1500 max psi. no metal in fuel. high pressure system passes lwo pressure when hot is around th 6 -7 psi mark. oil level is ok no fuel in oil, mist test ok. didn't look at my frt pids yet. truck is coming in sometime today just wondering where would be a good place to start. no dye in the oil or under vavle cover doing return port test? any suggestions would be appreciated.

This one is a 2014 f550. Truck did not turn over at first I though it was seized too but then it made a crazy bang shot fuel everwhere and turned over fine. the pin on the shaft snapped off on the pump as well. Pulled everything apart and let sit out no crystals formed even sent fuel off for sampling and nothing was found. The last pump wasn't quite this bad but man that mad a loud bang.

Have seen 2 now like this. No contamination with the pump split in 1/2. Any one else come across ones like this.

That's where I'm heading with it. Ordered one yesterday. 26 hours later got the hotline response back that a shorted injector or circuit for injector can cause the code so i'm just going to have a good look at the wiring to make sure nothing obvious and then replace the PCM.

This truck came in as a no start, cranks fine just won't start. Only code in pcm was a p060a internal control module processing performance. Went through no start diag found there was def in the fuel. Re-programmed pcm as per wsm for p060a did not return at that time. Replaced fuel system cleaned all lines and tank, new low pressure pump, Went to start still won't start. Sputters and tries once in a while, reduced engine power comes on in dash and p060a returns? The code will come back after a few tries cranking it? Went through self help bled fuel system by cracking lines at #4 and #8 injector until all air out. Still won't start. Anyone else have an issue like this? All my pids seem to be fine and this truck should start. pump builds to 2200 psi - 3000 psi when it tries to start, appears all my vref circuits are ok? No codes to go off of for a no start. Tried separating exhaust maybe dpf plugged but still no go.

Best of luck good sir.

Just throwing out a feeler here. Have a 2012 f150 eco boost and it has oil leaking out the bell housing. Previous shop replaced a rear main seal plate assembly and I found the plug on the back of the block o-ring was torn. Replaced that but after re-assembling found oil leaking out bell housing again. The valley of the motor was full of oil washed it out and shampooed off the engine and valley area. Ran for quite a while now but cannot see any leaks. Any one else have oil leaking in the valley on a 3.5 eco boost?

Same here only finding most of them when apart for other jobs. Only had one come in with a lack of heat complaint and there was no rubber left on either thermostat but no codes were being set either.

Yeah have been seeing quite a few now. Not so much on the older 6.7 but 2013 and newer have done quite a few.

Has any one else had a rash of these things coming in? Just had 5 in the last 2 weeks code comes back quick and ebp over 80 psi map over 40 psi low load and 2300 rpm most are just after start up. Think this is becoming a bad trend. All of these have had the reprogram tsb for p259f as well. The guy beside me has done 2 now and we have 3 more on the way. Pulled the plate off the vgt plunger and checked it is seized solid? 3 of them are under 3000 km one had 400 km and the others were just under 30000 km.

How did they come up with that time. I imagine the 2017 isn't much different from the 2016 and you cannot claim anything other than the front cover r&r for 9.8. Overlaps in all the other labor ops for tranny and upper oil pan say cannot claim with 6020? Not complaining but kinda weird I guess.

Did that a while back as well. It does suck.

Finally came out this morning. 9 attempts at procedure and multiple manual regens later it came out. Parked it inside last night and this morning did procedure twice then did 2 manual regens finally came out. What a joke.

Any one have any tips on getting these things out of idle only mode? Have gone through procedure 7 times(8hours) went through every step each time. A bit hard to do seeing as ambient temps are -20 degrees and def freezes part way through the day, the steps show it needs to be above -5 degrees. Have tried doing back to back manual regens no help. Hotline said to do the procedure inside a heated shop on jack stands? Pretty stupid idea as I'm pretty sure our exhaust recovery system cannot handle 700 degree exhaust at 2500 rpm and I really don't feel like running a fully loaded f550 service truck on jack stands? There are no codes now. It had epb,map,egr and ckp codes found a shorted ebp sensor shorting vref in the pcm. Fixed that issue, updated pcm to latest calibration then began this gong show of a day. Doesn't even have the lovely p207f code either. Not sure why the exhaust system fault even came on in the first place. No exhaust related codes were even present.

Last one I had one of those the rear big o-ring was torn a bit causing the issue cooler core was ok. Have seen a few now with torn O-rings on the back side of cooler core. Mostly newer trucks but the last one has 80000 km on it and had never been touched. Have also seen plenty of blown up intercoolers sending a bit of antifreeze through the turbo causing weird flutters and surging. All the ones with the coolant in the egr system had surging issues as well.

Big company like that not having a backup is pretty insane. Makes it really easy for the entire fleet of dealers to do their jobs lol.

So if anyone else hasn't heard the reason nothing in Ford land is working is because they had a fire at the world headquarters and it is going to shut down the entire ford network for a bit. Fun times in diagnosis land.

Just helping a buddy out with his truck. His heater motor shuts off after ten seconds or so. Just wondering if anyone has a wiring diagram for the blower motor on this thing. 2005 Chevy c5500 topkick.

Had a buddy that worked at a ford dealer in southern alberta that did this and he said it was a great idea but the one drawer for sockets was 1/4 inch too short to stand up sockets and most of the longer tools did not fit in any of the drawers so they were always lying around. We have built ins here but they are just cabinets with a shelf on one side and a open cabinet with a roll out cart that has storage in it so it works for most stuff. we also have an upper cabinet that has computer and more storage. Guess it would all depend on what brand of built ins they were using.

They do. I had one last month brand new 400 km on it turbo vanes seized inside. Vgt plunger would not budge. Was an early build 2016 should have had the old style but had the updated pedestal and gasket on it with the feed hole through the pedestal not a tube. Ordered what PACO said should have been on there and it was the old style one. Hotline said there are a few that got the new style turbo before the actual cutoff date in microcat so to be careful.

Had one blown up the other day same thing couldn't find anything wrong with fuel, no signs of water or rust anywhere but pump shattered. Put samples in freezer and no issues. Ended up going warranty but something had to go through it for that to happen. Even bent the studs that hold the pump in. Oh and the amount of metal was crazy through out the system.