Brad Clayton

I forgot to hook up an Econoline boost hose once.........did I mention it was also an ambulance.

Some theories I have heard over the years: The SCR was put in front of the DPF on pickups so the extra thermal event could help keep the DPF hot. And the DPF was put in front of the SCR on the cab and chassis so it would be placed under the cab and thus factory controlled for heat shielding as there would be no control over what a body builder installed on the chassis.

The air filtration on the 6.7 is the worst I have ever seen since I have been with Ford over the past 25 years. I like to think that these engines have 2 main air filters (the actual air filter and then the charge air cooler) and 2 secondary air filters (the black foam thing and the mass air flow sensor) Get the air filter a little wet and don't check if for a few miles....... Drive in some dusty conditions and hopefully all you need is a turbo.....

My mom recently bought and moved into a house a couple of miles down the road from us. I have been over fixin this and that and she wanted some ceiling fans installed. I removed the light fixture from one of the bedrooms to put a fan up and check out the amount of wiring that was stuffed into the box. I relocated all that mess up into the attic in its own junction box.

Yep, you can make a brand new one leak by lifting the front corner of the truck with a floor jack, let it back down and it will seal back up.

Gotta love California and Massachusetts, If North Carolina had diesel emissions testing, then there wouldn't be a truck on the road.

If I am not mistaken, Aaron put one of them in his 6.4 and it still sprung a leak like the Ford units.

Good to hear it's fixed, those are the ones you remember for sure.

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Your MAP sensor is not reading any pressure in the intake manifold, you should be getting some sort of code out of the PCM to indicate this. I would try to tackle one issue at a time here and put a low pressure gage in-line with the MAP signal hose, command the RPM to 1200, close the EGR valve, and ramp the VGT to 100% or as high as it will go. Then compare the reading on the gage with the MGP pid and see if they match. If they both show a measureable amount of boost but the MAP sensor still reads atmospheric pressure then................

This thing got a EGR throttle plate? If so, pop the cold CAC hose off the intake elbow and make sure it ain't shut.

Is MAP and MGP reading 14.6 psi and 5 psi at the same time? if they are then that is a major problem. MGP is a PCM calculated output of the BARO reading subtracted from the MAP reading.

Is this an early build 2004? If so it may have the EBP inferred program in the PCM. If that is the case you will need to verify the turbo has learned and or perform the turbo relearn procedure before going any further.

Awesome response BTW, gonna mark this one as solved!

Where the heck is your like button?????????

We are a small shop and don't do a whole lot of diesel work. The way I approached the powers that be went like this: When I get a diesel job (no start, runs rough, ect.) then I pull the line tech off whatever job he is doing, he clocks in on a "shop punch" to document his training time, we diag the truck together, he then clocks off the shop punch and goes back to his flat rate work. When the parts come in for the truck he clocks the shop punch again and installs the parts under my supervision. At the end of the week he gets paid for all the shop punches added up and at his normal flat rate wage. It's a win win for everybody involved in my eye. However the shop I work at has no long term vision and it is a must to be able to see 2 or 5 years down the road and not just 15 minutes ahead. They opted not to follow this and then the guy who wanted to learn diesel and take my place, quit and went to another dealer.

You might want to keep a spare turbo in your glove box just in case.

:rockon: :rockon: Yeah that gets a five head banger salute!

The way I test a 6.4 injector is: First, remove the valve cover. Second, grab a 48 oz ball peen hammer. Third, whack the everlovin' shit out of the top of the injector, if it breaks then it's bad, if it doesn't break then it's good to go. I'm in a weird mood this A.M.

I see a lot of those harnesses crapped out especially when an injector has been disconnected at one time or another. The tool is a life saver however it can break the lock mechanism on the connector......the best way to disconnect is to use the tool in conjunction with a pick to push down on the lock in the center of the connector.

Nice!!! Welcome aboard Joe.

What's 7/10's of a liter among friends?