forddieseldoctor

And it's junk.

Makes sense. When I started it up the next day it cranked and sounded like it had crap compression till it got oil pressure. And now when I start it up it cranks like normal. But it didn't get hot enough for the cams to drop to full retarded the last time I ran it.

I found and read through the job aid. But my question is what locks and unlocks the pin? Is it oil pressure or centrifical force? And what pulls them back to neutral so they can re-lock? I'm wondering if them being unlocked when the oil pressure drops can cause them to not lock back in at a neutral state. It finally warmed up enough that I can get it hot without having to drive it for an hour and I am going to check oil pressure hot tomorrow. I will report what I find with oil pressure.

I thought that they could retard the timing as well as advance. I have not had a chance to check oil pressure yet, but I did drive it on Sunday and it did run normal cold.

Spec is 15 at idle. I looked at one at work on Monday in an F150 that measured 20 psi.

Got an 04 6.0 with a dead fuel pump. I think it's gonna need a handful of injectors too. But of course the customer don't have the money for injectors so they are hoping the fuel pump cures all. Also got an 05 F150 that I can't get the plugs out of. I broke 3 of the lisle extraction tools and only got one broken plug out. 7 more to go.

That's what I do on the 7.3s and the 6.0s. I was thinking it would be nice to have the right tool.

Anyone ever price out the engine lifting bracket for pulling out 5.4's and such? $360 bucks from Ford is the cheapest I found. I think I'm gonna copy the one at the shop and build my own.

I got an aftermarket one in my truck. This is the third winter on it. No problems yet. And my truck is a plow truck too.

I get stuck doing them on the ground too often. Either at home or on too heavy of a truck for my hoist to pick safely.

Long story short I think I got a 5.4 3v in a 2009 F-250 that has oil pressure issues. Both cams hang out when it's good and hot at idle with -40* of vct error. If I manage to get it to rev up they will change to about -20*. I did drive it and all of a sudden the error pids drop to zero and it takes off somewhat normal. I just put a bank 1 phaser, vct solenoid and body, and both tensioners in it cause it had cyl 3 and cyl 4 misfire codes and bank 1 cam either retarded or advanced too far( I don't remember which, I didn't write it down and I'm not using IDS so I can't go back and look). The question at hand is if I start getting too low on oil pressure will the phasers retard the cams? It felt normal after I put it back together and drove it for the first 10 miles anyway. I did not verify oil pressure yet. I don't have a gauge at home.

I've noticed that too. I think the 6.0's are the same way.

Is there anything they don't try to use MAF for?

That is what I do... using a 5'prybar that I borrow from a co-worker. I like those stud tools too though but never bought one. I don't see that as getting the stuck ones out, but if it's working for you than more power to you. I got the first one that my Snap-on dealer got in. He gave it to me to try and I refused to give it back.

That's what happened to one of them at the shop.

I got the snap-on tool to push out the hubs on the superdutys. I love it.

I chopped off my 302 intake manifold socket to take out injectors.

When it rains it pours: I finally got enough time to put the excursion back together, but I now have a 6.0 in a F-550 waiting for a turbo and 5 injectors. Another 6.0 that supposedly stalls and it had 2 or 3 bad injectors. That e-series trans is still waiting outside. And to top if off I spent a half hour on the phone with hotline this morning arguing with the guy that the P050E on a 2015 6.7 is not being caused by the way the guy uses the truck. Especially since the guy has a 2012 that gets used and garaged the same and doesn't set that code and the parameters for it to set are the same for both trucks.

Well you're no damn fun.

I got burned by that at home. Truck got starved severely for fuel due to someone trying to run the truck on unfiltered used cooking oil and ended up with 1 injector leaking back into the fuel rail. I replaced the one, then a month or two later it was 2 more, then this last summer I put in 4 more. But I can't get it into his head that he needs all 8. Plus now his turbo is sticking bad, but he don't wanna do anything with that.

I got some kit from the local parts store that had (if my memory serves me right) a new ball for my 97. I know that what I put in the center was grease-able. Found it. http://www.napaonline.com/Catalog/CatalogItemDetail.aspx/Double-Cardan-CV-Centering-Yoke/_/R-PUJ608_0408531029

I did the one on my truck at home in an unheated garage in the middle of winter. Piece of cake. Use a ball joint press to work them out evenly a little bit at a time.

I just copied and pasted from a site that was trying to sell thier open crankcase vent.

A little help from my old friend Google and I found out that I am wrong. It is a closed ccv system. For years Cummins has vented crankcase gasses to the atmosphere. With the new 6.7L emissions systems they've switched to a CCV or Closed Crankcase Ventilation system. The CCV system dumps the crankcase gasses into your turbo inlet post air filter which causes an oily buildup on the turbo compressor wheel. If crankcase blow-by is higher than normal these gasses can also coat the inside of the intercooler which lowers it's efficiency.

Really? I thought closed crankcases were a Fed requirement after '07. Um... I guess I gotta take another look at a newer dodge. Unless someone who works on them can chime in.