rlchv70

FYI, for those with access to the International system, they have a cleaning kit for their 11 and 13L engines. Might want to check it out.

I think it is the compressor. Spun it last night by hand and it was very easy to spin.

No codes.

Some additional info: High side and low side pressure are identical even with compressor commanded on. Leak tested entire system with a sniffer. Replaced schrader valve on high side, but issue still persists. I don't remember what the pressure reading was. I'll have to check my notes and reply back. It was higher than the spec for the given ambient temp.

Working on my personal vehicle in my garage. Not a technician by trade, just a backyard mechanic. Limited experience with A/C systems. A/C doesn't work. A/C clutch won't come on. If I command on with scan tool, it will work. However, still doesn't blow cold. I attached gauge manifold. Has plenty of low side pressure. However, high side pressure is identical to low side pressure, even with compressor on. Scan tool shows pressure sensor reads accurately. Thoughts and ideas? Thanks.

The feed hose should now be available by itself without the tube.

??? v8 has been standard in buses for a long time.

The cracks actually start at the exhaust seat. There's not really any place for them to propagate to, so they don't hurt anything.

I've said this before, but I'll say it again. The warranty numbers on 6.4L are on par with the 7.3L. You guys see all the problems. For every broken 6.4 that you see, there are hundreds without problems.

Also remember that hot gas contains fewer molecules. If you have higher EGR temps, that means higher intake manifold temps. That means fewer molecules are being sucked into the cylinder. Fewer air molecules means that the fuel molecules have less oxygen atoms to grab onto when they burn. That results in more unburned/partially burned particles - soot.

I don't recommend that you use this cooler. The main reason to cool EGR is to reduce the amount of soot produced for the given amount of EGR. This cooler will not cool as effectively as a factory cooler, and it may actually flow more EGR. Therefore, soot output will increase if you use this cooler. It can lead to extra soot in the oil, extra deposits on pistons, and extra soot out the exhaust. Therefore, this cooler is likely no longer emissions compliant. If you are going to modify the engine for "off road" usage (wink wink), then you'd be better off doing an EGR delete or block off.

Data that I have shows that cam/lifter failures are exacerbated by certain driving conditions. Certain bus applications are particularly susceptible.

It's more an issue of low coolant pressure than air. At lower coolant pressures, cavitation occurs earlier.

Yes, the amount of urea injection will vary based on the load and quantity of NOx present. The SCR catalyst doesn't work well when cold. Therefore, it should not be injecting urea until a certain temperature threshold is present. The SCR catalyst is not 100% efficient, its closer to 60% efficient. That is why EGR is still needed. Also, since the SCR doesn't work when cold, the engine will rely on EGR to control NOx under those conditions.

I have access to the data, but I can't post it. Sorry.

This is just not true. Warranty data shows that the 6.4L is nearly as good or better than the 7.3L.

Just slow the "fast" truck down! Should be much easier...

How far away is the car center? Could you periodically "drop by" to remind them of your existence?

The 6.0L and 6.4L pistons are cast hypereutectic pistons. One difference between them is that the 6.0L is spray cooled and the 6.4L is gallery cooled. If you look at the underside of the 6.4L, there is a passageway (gallery) that the piston cooling jet squirts into. 6.0L doesn't have that.

Yes, fuel rail needs to come off. No, turbo should not need to be removed.

I doubt there is enough meat in the 6.0L crankcase to support the larger head bolts. Also, there were other structural changes to the 6.4L crankcase and cylinder heads to improve head gasket sealing.

The EPA allows for in-use emissions to be higher than the data that is submitted for certification. This is taken into account with the DTCs. Also, the DTCs are limited based on the sensors available. I think the only sensor that would show any results would be the intake temp sensor. I'm not sure how sensitive it would be. Another thing to consider with these aftermarket coolers is that higher EGR temps will result in higher soot out of the engine.

I doubt the aftermarket cooler will pass emissions certification.

International part number for the injector - 1875072C91 Also note that it is printed on top of the injector.

From another forum: FYI: The question..... "I noticed in e-source that the chassis cab 6.7 engine shows 300 hp @2800 and 660 torque @1600...while it is 390 hp and 735 on the pickups through the F450. Is this correct? Is there any speed restriction on the Chassis cabs? What is it ....... And, if the answer is yes...can I get an explanation that I can easily explain to a customer of mine." The answer...... Yes it is correct - When Ford certifies with the EPA they do so in two different ways, one is called a chassis cert, (for pickups) and the other is a dyno cert, (for chassis cabs). The chassis cert is used on the pickups - not to get technical but the simple explanation is for a pickup the chassis configuration is a constant, that is to say we know that every one off the line has a pick up box on the back and that allows engineering to go to the max if you will with the emissions, they are working with a fixed frontal area, height, size, weight ect... while on the dyno cert which is used on the chassis cabs, engineering has no idea what the back end of any given vehicle is, so in turn the engine is certified to allow for the worst case application and still meet the emissions. Now as to the max speed rating for either vehicle pickup or chassis cab, the single factor that determines the max vehicle speed is the tire. In the case of a F-550 the tires are speed rated by the tire manufactures to a maximum of 75mph, so Ford electronically caps the max vehicle speed at 75. So you can blame it on the tire manufacturer..... Ford had received complaints from customers (mostly on F-450 pickups) because the "dang truck wont go over 75mph" so you will notice this year that the F-450 pickup has smaller tires that do a couple of things, one they reduce the total payload capacity, but to the customer more importantly the tires have a higher speed rating that I believe takes the max vehicle speed up to 85mph. Hope this helps... Todd Kaufman FUN WITH TRUCKS! F-Super Duty Chassis Cab Marketing Manager