Brad Clayton

Fuckin gravy LOF there my friend!

Damn.....that truck averages 5 MPH and is driven 9 miles per every hour idled!!!!!

The only reason I mention the 6.7 is because of the new concoction we affectionately refer to as DEF being introduced into the mix..

I here you, I got an offer to go to another dealer that is 1 bay per tech........I currently have 5 bays in my own shop at my dealer. I am staying put for now. 

All across the nation, used car lots are starting to fill up with 6.7 diesels that have compromised fuel systems.

"You say I need a complete fuel system?" "Just replace that there fuel return line that has ruptured and I will take my chances"

Then she ends up traded in for a new one. There needs to be a way to identify these rolling catastrophes for the potential buyers safety. 

Thoughts?

 

If either the base timing was off, its a phaser issue or the alternator ripple affecting one cam then wouldn't you expect it to affect 4 cylinders? 

That is a thought for sure, however what I want to hear from you is....what is going to fix it!   LOL

I apologize for the lack of info on this rag-o-muffin. I ran through the usual battery of tests, when I first got the truck. The power balance showed all right cylinders down, relative compression showed 2 cylinders down on the right side but a manual compression had both at around 200 psi. It starts pretty decent but definitely shows signs of fuel being burned at the wrong time. Other than the ridiculously rough idle and low power because of, the engine is quiet. 

I removed the right VCT solenoid today and it is nasty gummed up under the valve cover. The solenoids innards looked descent though and I swapped it with the left VCT solenoid and nothing changed afterwards. The customer stopped in and we chatted for a moment and you know what the guy tells me? He says don't run the engine to long because the oil pressure light will come on.  

I guess I need to hook up an oil pressure gage and let er run to see what happens. I just hate to let the engine run like that, seems like it's gonna melt down the converters.

Our driveability tech quit and I have been saddled with some gasser stuff. I don't fool with VCT stuff too much and have a question for yous guys.

This is a 2006 F-250 with 106k that has been sitting for about 2 years. The owner decided to put it back into service and it ran really bad. He replaced the spark plugs and then threw in the towel and towed it to us.The truck idles really bad, as in it runs rough as hell. I limped it into the shop and did the run of the mill stuff. This is the power balance screen shot:

At this point I started thinking that the engine is out of time. I scoped the cams and this is a known good shot (yep I got 2 of em in my bay, this one needs a cylinder head) and the last shot is the truck in this thread:

So my question is about the timing. This engine is clearly running like 2 separate 4 cylinders. Is it possible the VCT stuff has the cam locked in the wrong position? Or am I dealing with a base engine that has jumped time or has been put back together incorrectly, ect.? 

I have unplugged the VCT solenoids to make sure there isn't an unrequested input. I also have a P0340 so the VCT system has been shut down by the PCM. 

I need to mention that the alternator has a really bad ripple wave form and seems to be wreaking havoc on cam sync but I doubt it could take out 4 cylinders.  

Thoughts, comments, inputs are greatly appreciated.

One of the easiest ways to narrow down a flat roller follower or cam damage is to look at the knock sensor.......it will be off the charts.

There is a TSB for problems with Econoline standpipes. Please know that I wasn't implying that they were damaged on reassembly because they break all by themselves according to the TSB. I was just thinking about (from a reverse engineering stand point) that the problem occurred after the repair. It helps me try and resolve future issues such as this, esp when you have the chance to work backwards from the problem.

Great find  

You're not a "guest" my friend.....you are a bonafide member! All input is welcome and definitely encouraged!

I have an ambulance that after replacing the injectors I have a cut out feeling made recordings see my icp drops when concern occurs. I remember seeing a 6.0 common chaffe picture on pts before but cant find now. I have wiggle tested and moved harness in stall and cant make act up replaced the icp and pigtail still acts up. Does anyone have common chaffe suggestion for me to look at?

I am assuming you put dummy plugs in it along with new standpipes at that time?

That is an awesome find!

A 6.0L + a non programmed FICM = A no start condition.  

 

SSM 46329 - 2017 F-Super Duty - Pickup Only - Loss Of MS-CAN Communication And/Or Other Various Symptoms Due To Upfitter Pickup Box Removal

Some 2017 F-Super Duty vehicles where the pickup box has been removed due to amodification, may exhibit various symptoms due to loss of communication on the medium speed controller area network (MS-CAN). Additional symptoms such as climate control system inoperative, front control interface module (FCIM) controls inoperative and/or the headlamps remaining on at all times may also be present. This may be due to C408 being disconnected and interrupting the MS-CAN network when the pickup box was removed. To repair, install jumper harness part #HC3Z-13A409-J into C408, located at the RH rear of the frame. This repair is required as part of the modification(s) and considered non-warrantable.

 

APPLICABLE VEHICLES

 2017 TRUCK: FE P558 SUPER DUTY - NA

 2017 TRUCK: FE P558 SUPER DUTY - NA

 2017 TRUCK: FE P558 SUPER DUTY - NA

I had a 6.4 using 9 quarts of oil at a time, performed manual compression test and the entire drivers bank was about 50 psi lower than the passenger bank. Truck ran fine, just couldn't keep oil in it. Pulled the driver head and all 4 rods were bent.

 

PROGRAM TERMS This program will be in effect through December 31, 2017, for new unsold vehicles only, and is not applicable to sold vehicles.

This makes no sense to me. An unsold vehicle is susceptible to oil pressure issues but sell the same truck to someone and now it is not affected?

This whole engine is starting to turn into a shit show. Pick up trucks ran OK but cab and chassis would spin bearings and break crankshafts. Now Ford says you can't run then new oil spec. but every other engine in the world can?????

It is a hall effect sensor (used for position detection). You can disconnect it and stick any thing that is ferrous in the sensor ring that is close to the same diameter and it will read as if it is connected to the lower intake.

The whole thing is a waste of time, money and energy and has been done away with on the '17 model.

Very few gear sets have a plus or minus offset number, which is a good thing (less arithmetic needed). So your set is good to go with whatever your pinion shim selection was with the special tool setup or as long as the old gear set has a "0" marking or no +- markings.

The advisor talked to the customer today and they said the stalling condition has been going on for a year now. They deleted the exhaust to see if it was causing the issue. I checked all those pids and they read just fine. I can't verify what tuner it is at this time.

The motor sounds like hell off idle, I am going to take a fuel sample out of the left rail and see what I can see.

Here is the hotline report......I left the part out about it being deleted. 

 

Description of Vehicle Concern:

Customer states vehicle stalls.
 

Please list any diagnostics already performed:
No codes, tried to do a KOER test and engine shuts off every time, PID data and try to take control of the RPM and the engine stalls, Tried to do fuel system test and the engine stalls.
 

Parts Replaced:
None.
 

Your Question:
I am having trouble wrapping my head around this. I have checked base fuel pressure and it is 70 PSI, I have performed pinpoint test m and the fuel system checks fine, no leaks or bleed down or contamination. The fuel rail pressure mirrors the desired perfectly.
 

Question: Body Conversion:
Answer: LIQUID TANK
 

Additional Comments

Comment From: Ford   Comment Date: Dec 17 2016 13:35:48
Brad, 

Since the engine will stall when attempting to perform a KOER self-test and a high pressure fuel system test, then there may be an exhaust restriction concern present. Although an exhaust restriction will typically result in DTCs such as P246C or P2463, it may be beneficial to disconnect the exhaust at the downpipe and re-evaluate. If the vehicle will now run and no longer stall, then a restricted exhaust is suspected. 

If the engine still stalls and the FRP is matching desired, then there may be a concern with the crankshaft position (CKP) signal, the EGR system or a torque converter concern (refer to symptom chart 2 in section 3 of the PC/ED.) 

Yeah, tried two separate IDS and VCMs. I need to talk to the customer and see how long the delete kit has been on the truck.

2012 F-550 166,537 miles customer states it stalls. Truck is deleted and programmed. Pulling random codes that are hard to chase. The biggest thing is that I can't do a KOER test, the engine stalls as if the key was shut off. The same thing happens if I try to control RPM in datalogger, I can control everything else just not RPM. The same thing happens if I try to do a high pressure fuel test, it will initiate but as soon as the fuel pressure is raised the engine stalls. I can raise and lower the fuel pressure in datalogger with no problems though.

Anybody heard of this? I wish it didn't have a programmer on it, not sure if it is causing issues. The front of the engine is rather clattery off idle also.