Mekanik

That was a good article. It is important to note that they are using a internal combustion engine that runs on hydrogen. if it was a fuel cell vehicle, the hydrogen would create electricity. Then it would work like a hybrid, but much more efficent.

That was really good. It probably is just a troll, but still really funny.

Is this going to be harder than L2? If I have L1, L2, Auto/ diesel master cert, is this one really neccesary ?

If you use an airlift do you still need to put the fuel cooler upside down?

Maybe I'm wrong here, but I usally don't dig too far into FICM diag unless I have: No start or hard start cold Electrical injector dtcs of FICM performance codes like p0611 I have 2 short t30 sockets that work really well for the oil resivoir. I don't know who made them. I actually got them because the guy that I replaced at the first dealer I ever worked at(1993) left them on his bench. I have used a torx bit and a small ratcheting 1/4 wrench, but I was always really scared that I would drop a bit into the engine. I do know people who have dropped a t30 bit into the engine of a 6.0 and never recovered it. One more thing I wanted to add, be sure to check fuel pressure with either the new tester with the valve open or using a fuel pressure guage driving down the road at WOT. Low or no fuel pressure will kill these injectors. I have a truck I'm working on right now that had 5psi with the valve open on the tester. I diaged the fuel system and replaced the pump. I re-tested it and the truck ran great. Two days later, it is back with two bad injectors.

Thanks Keith! You just earned me some "Hero Points". Another tech had a broken VGT connector and the parst guy said he could not find it and that he would have to get a harness.

I'm with you. bend it back and re-test. I had a thread on this earlier this year where the branch tube broke the rear cover. After reading the responses here, I advised the tech working on it to just bend it back. It worked fine and has had no problems since.

Jim, Are you bitching about this website?

The guy next to me has a 6.4l that is locked up. The coolant bottle is empty and it just had a radiator replaced somewhere else. I'm wondering if the horoziontal cooler went out and the thing is hydrolocked.

Tony I am dead serious. I have removed new EGTs from stock units twice before without a problem. This one was like all the others. I broke it loose. The nut turned about 3/4 turn and then just stopped. So I just tightened it back up and had parst order up a sensor.

I'm happy for you. The ambulance is actually going back together right now. The headgastet was definately leaking on the passenger side. the oil cooler and EGR cooler are fine. I can't believe how tight that enging is coming out. The tech had to remove motor mounts, both valve covers and high pressure oil resivoirs.

I agree, but it is a good idea to make the SYNC and FICM SYNC pids graphs. It will be much easier to notice.

"You can never be too skinny or too rich. "

I was trying to remove a EGT from a brand new truck in the lot to put in a customer's because we didn't have the sensor. Would you believe that the EGT wouldn't come out of the brand new truck.

This started on December 16th. A customer that just bought a used 2006 f350 at our dealer brought his truck in with a list of problems. One of his problems was lack of heat. Long story short... The coolant level was really low and it was venting out of the de-gas bottle. I followed the TSB for coolant loss. No external leaks, the cooling system held vacuum when cold and when hot. The ECT/EOT difference was 20f and the coolant pressure would go up to 15psi on hard accel and the bottle would vent. Now keep in mind that a 20f ECT/EOT difference was acceptable in December. So I followed the TSB and obtained prior aproval for the headgaskets. the next thing I know, the customer takes the truck because he needs it for plowing. We all know how these guys are about their plowtrucks. Besides, I have no control over a customer taking his truck before it is fixed. The truck comes back in yesterday. Mil light on(there were no DTC's last time it was in) and there is coolant dripping from the exaust. I tear the thing down and find that both headgaskets are leaking, the EGR cooler is leaking too(I confirmed this with the tester and a water tank). I also tested the oil cooler with the vacuum tester. 10 inches of vacuum; it's restricted. The ECT/EOT max difference has changed since the last time the truck was in. It is now 15f. I was talking to a hotline engineer about another vehicle today and I mention this truck and ask about getting prior aproval for the oil cooler and the EGR cooler. He says that the oil cooler won't be a problem because of the revised spec. the EGR cooler, he tells me might be a problem and they will take away the prior aproval for the headgaskets because it will look like the only problem was a leaking EGR cooler. Now I'm really pissed off. Do you realize that if you followed the diag steps like I did, you are supposed to replace the headgaskets without bench testing the oil and EGR cooler? I already got aproval for the oil cooler without any problem and I am replacing the EGR cooler (with the headgaskets), but not putting it on the repair order. I followed all the steps and now I have to play games to fix the truck. It's not like I'm tyring to take advantage of this TSB and get paid for taking it apart twice.

Thats what I thought, but nothing is impossible. How do you like the new job? Do you miss working on diesels? Haha

Was this a hunting accident?

I've got a 2006 also getting the "Triple Crown" in my stall. I also have a 2006 f250 waiting for a fuel pressure regulator 2005 Excursion with a turbo cleaning and a EBP sensor 2003 Expedition that needs headgaskets and a A/C compressor 2006 F350 that is going to get a bedplate re-seal Whatever other challenges that come in the door tomorrow...

I've done 2 vct phasers and valve bodies on 3.5l's. I noticed the water pump. It looks like a little problem that will turn into a huge problem. Keith, they can be done without lowering the engine. FWIW

We have plenty of work. A lot of diesel work. I have: 2006 F350 with 3 bad injectors 2006 F350 with a bad FICM 2005 or 2006 F250 with bad headgaskets 2006 F350 that won't go over 30MPH and has a trans leak I'm sure there will be others tomorrow.

Is this thing hitting on all 8 cylinders? Do you have any DTC's? Do you have access to a Performance Diag Worksheet? Have you tried changing the engine oil? What is your ICP and IPR reading at idle?

I don't know, but the engineer explained that a p0087 means that the pcm was having a hard time making fuel pressure. I can't remember by how much. my notes are at work. It is possible that it is related to the FRP sensor. Is your fuel supply to the HP pump OK?

I remember having a truck doing the same exact thing back in October. I'll have to have my Writer call the guy.

Aaron, I think the peolpe where you live might be a little better educated about using anti-gel products in thier diesels. You Canadians are probably still driving around with the windows down in -24.

Well I got that 6.4 really really hot and checked the PCV and VCV. The resistance was 3.4, 3.9 ohms. I think those solinoids are fine. I ended up putting some anti-gel in the tank, and road tested it. I'm thinking it was just gelling fuel. I never did duplicate the problem. At least its Friday. /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif