tecanic1

So Thanks for the info. The Trick about removing glow plugs and cranking over worked.Found Leaking injector number 7. Engine did have a low Number 3 cylinder but that injector is not leaking. At this point customer deciding about possible engine or tear down

Thanks for the reply. I Did see this message and have checked the fuse and is good and did replace the fuse just because.

Hey Guys. 25 yr ford dealer diesel guy here and This one has me confused. I have a 2013 f350 6.7 crank no start. came from another shop. Stalled while driving now crank no start. Shop had replace the high pressure pump and f pcv. And then replace the high pressure pump again. I have done my own Diag and only code is p2291. pced test m leads to a faulty high pressure pump. Fuel sample is clean. Shop swears no metal debris was found. I have not found any debris. Ids pid data shows frp koeo fluctuating between 4 psi and 11 psi. cranking never goes above 535 psi. Have perform pced test m about a dozen times and still leads to high pressure fuel pump. I have verified the pump is timed properly. Am I missing something. I Know I need 2000psi to start truck. but no matter what I try or test I can not get the truck to start or prove anything is wrong except the high pressure fuel pump. I don't believe in 3 pumps doing the same concern. any hints or help would be greatly appreciated...

More info sorry it is a 6.4 diesel dew with engine mount pot that is not wired yet

Question 2008 f350 tow truck. About 2 months ago install remain ford engine. Every thing went smooth and truck was mint when done. From this repair went to body shop to be sand blasted and painted. So over the course of two months it was started and moved to various positions around the shop and yard. Now when the truck is started it will idle at 1400 rpm all the time. I Have scanned and tested the truck with no concerns found. Ran ford oasis and a message comes up that basically says for all gas engines this is normal until it is driven. Kinda lie a charge protect thing... but message is or gas engine only. Is this a strategy for the diesels and should I just drive it like the message said or is there actually something wrong???? Anyone run in to this..thanks for any onput

Long story with this one.... short one is replace short block for code p252f reoccuring multiple times. Found #8 rod twisted and the piston low in the bore causing rpm change which in turn is triggering the p252f. truck returns with same concern of reduced power and p252f in memory. Oil is not over full (purposly set slightly under filled it when i did the engine for this concern). Before engine replacement hotline had me perform power balance with fuel pressure raised and all injectors passed. Now when reperforming this test multiple injectors fail. Hotline is thinking contaminated fuel which destroyed the injectors. have checked fuel and is in looks good with no debris noted. Missing something with this one. Any suggestions greatly appriciated thanks

Got a question...doing a front cover on an early 6.0 and the new cover comes as a upgrade to the later 2005 cover. there is a steel orifice/plug with a hole in that i do not know where it goes. there is no instruction sheet and i have never seen this on the 2005 and up covers. I have done dozens of these and this is the first i have have seen this plug. was wondering if anyone knows where it goes. thanks i will try and take a picture of the plug/orfice on monday

Well according to another hotline tech and ford engineer this is normal operation for e series only......when you cycle to key from off to on and watch the pids they drop to more than half of the required voltages. but after about 20 seconds or so they return to normal. per hotline and ford rep this is normal...but there is no written literature stating this...

2006 e350 ambulance....hard start... ficm mpwr koeo drops to 18 volts..ficm lpwr koeo drops to 6 volts ficm vpwr koeo drops to 6 volts. koer all are in spec. head lamp load test all voltage supply wires and grounds. tried another ficm with same concern. have followed tsb for this concern per hotline advice with no change. pcm ficm and tcm at lates calibration. load test both frame mount ted batteries and found one bad. replaced battery and still same concern present. engine starts and runs fine other than this ficm voltage concerns. all battery voltages present at ficm connector 1338c. any thoughts would be greatly appreciated..thanks

Well in these economic times sometimes you gotta do what you gotta do to get job or loose the whole job...We all have taken cuts to make a little.

Same as cheezit...... 2.0 diag 2.0 r/i 1.0 reflash

Thanks for the info....I have a Town fire chief in talks with a ambulance body builder and he wanted info on how they are not suppose to wire threw the cab because of cab removal..

Thanks for the suggestion...but unable to find it on that site....thats the first place i went and have been surfing that site for a few days..

Question....anyone know where i can find printed information about body companys must not wire threw the cab because of cab removal. I remember being told of this but now can not find it.....Thanks

I will continue to use and recommend the bullet proof cooler I will just garden hose test the coolers before I put them in.

Well this is the first issue i have had with this cooler and have installed a dozen or so...and for who paid the customer did and is going after the company him self.

So thanks for the info on how to upload the pic...had to change the file to a jpeg file...as u can see I cut the back side of the egr cooler and low and behold where is the flow to go??

So end result of issue was the bullet proof egr cooler customer supplied. If I can figure out how to upload a picture in this stream I will......The rear inlet where the cooler is welded...the hole for the coolent flow was welded almost shut and a severe restriction was the cause of the concern.

Ok so I replaced the oil cooler and flushed the cooling system forwards and backwards and run engine....at idle temps are ok...running down the high way the eot hits 252 degrees and coolant reaches 200 to 210 degrees. brought truck back and popped the back side of oil cooler off and put a garden hose in the degas bottle and water flows out of the oil cooler rapidly...so i know the cooler isnt clogged. hotline says it has a clogged cooler again and may need a engine.....really do not believe this needs an engine....

Fan is working properly....and all does lead to a faulty cooler.....eot and ect were almost matching each other before origanal repair. got the cooler out this morning and it is clogged with some sort of flaky substance on the coolant side of the cooler.

Question.....Did a Head gasket job with new oil cooler and egr cooler. now check engine light comes on with the wrench and codes for eot and ect corilation. ids shows ect at 200 f and eot at 240. tried new eot sensor and same concern. did flush with vc-9(this engine is very well maintain to begin with)....what else could cause this other than a faulty oil cooler that was installed..thanks

2008 f550 came in with a reduce engine power message and check engine light on with the wrench. reflash per recall and same concern. usual diag koeo pass koeoc p2463 p246c. performed all pced diag and all led to replacement of the dpf. so i replaced the dpf and was partially clogged which the pid was correct. reset the dpf paramaters. clear all codes and as soon as i started the engine to roadtest the lights and reduced engine power came back on. retested and same codespresent. cleared again and returned. reperform all diag and everything checks out ok. well that was friday afternoon. so i get to go back to this on monday morning. any thoughts as to why the codes will not clear and still have a reduced engine power concern. thanks

Ya there is and i pointed that out....there reply was the truck lasted 107k miles then i work on it and the truck cut the wires 2k later... jusat very agravating....and my dealer is going to pay for it....just makes no sense

Was thrown under the bus today buy another dealer!!!! Why is it so easy for another tech/dealer to throw other techs under the bus. As a professional tech i would never deliberatly blame another fellow tech. But yet seems to be happening more more. Basicly i did injectors to a diesel and alternator and 2mnts later it was towed to another shop for an over heat and the dealer found the fan wires cut by the fan. They told the cust that i must of caused the problem whenm i did the alt cause i would of taken the fan shroud out...Well i have never taken a fan shroud out to do an alternator on a 6.0lt diesel. We has professional curtisy gone these days???/