Keith Browning

Nah, If I DID have too much time on my hnds I would build one of my own!

Alrightie, I found them on cell 66-1 Warning Devices. Why of why did they split the VSM schematic up into TWO different cells? I am now into my second cup of coffee.

I wanted to look at a schematic (on-line) for the door latch switches but I can't seem to find them on any cell in the EVTM... courtesy lamps, VSM, IC and a couple others. Am I blind or just looking in the wrong place?

The only spinding I do is to access the torque converter studs. Never had a problem. Of course that does not apply when doing head gaskets. The only problem like this we have ever encountered in our shop was then the clown we used to work with pulled heads off with the injectors and rockers still in the heads and re-installed them that way.

SSPC-E is low/reverse Sir.

I am finishing up one right now. The turbo had failed and filled up the charge air cooler. By the looks of most of the glow plugs it has been sipping that oil for a while. The engine finally ran away on the customer killing three cylinders in the process. In the past I had one take off in the parking lot which scared the crap out of me. The engine started right back up, ran fine and has never returned. An ex co-worker also had one run away back in 2005. You should have seen the look on his face!

It fits. I am shocked that you guys don't know this after all this time!

That is why you need to run the YYT test. Do you have the sensor/tool?

Are there any DTC's and did you perform the VVT test?

I have never had much luck trying to shatter broken taps or easy out extractors by punching them pout. Maybe I am worried about causing more damage to the part. I can tell you that trying to use a drill bit or carbide grinder will most certainly fail and cause damage to the part. Not long ago I was faced with this very problem in my shop. You will have success by using a Dremel high-speed motor tool and an aluminum oxide grinding bit. You will likely go through a couple of bits but you will safely and effectively grind away at the broken tool and if you are very careful you will cause minimal damage to the part. I researched this a little and not all stones will work on metal at all much less hardened steel. According to a couple of sources and the bit description @ the Dremel web site aluminum oxide is the way to go. CLICK HERE

Start searching Google... Transfer Flow corporation has a lot of replacement tank options. I found one for your application but it retrofits the truck to a midship tank set up. Food for thought.

The only thing I have seen even close to the problem you have was a failed roller lifter that sent needle bearings into the pan on a 6.0L. That does a number on the pump but I don't recall a moss of oil pressure. Of course, you can simply remove the pump cover and see for yourself what you have...

All good points Mike but I thought the tool was nice due to the zero clearance design and the low price. Sheeesh!

I found this while cruising YouTube. It looks really nice. http://www.powerstroketool.com

That is what I wanted to know.

You know I was wondering about that double peak. It appears to get more pronounced with each snapshot which fits with slow cranking speed due to draining batteries. I have not seen that before with any of my use of the scope. Thanks for pointing that out Bruce. Perhaps it would be a good practice to have a battery charger hooked up while performing this test similar to performing compression tests? Could a battery charger affect the scope readings though?

Poor bastard, I hope he is okay. The truck was actually quite new. OASIS RESULT: 1FT7W2BT2BEA54924 USA EN 01/11/2011 09:39:24 FCXWS447 © Copyright 2002-2010 Ford Motor Company. All rights reserved. VEHICLE INFORMATION VEHICLE DESCRIPTION 2011 F-SERIES BODY STYLE F-250 CREW CAB 4X4 ENGINE 6.7L 4V V8 TC DIESEL TRANSMISSION 6R140W 6 SPD AUTO AXLE CODE 3J ENGINE CALIBRATION BFA17A0A PAINT COLOR STERLING GRAY METALLIC W/B RADIO ELETR PREM AM/FM STRO/DISC GROSS VEHICLE WEIGHT 10,000 LB. GVW AXLE RATIO 3.55 FINAL DRIVE RATIO WHEEL SIZE 18X8 CAST ALUMINUM-TYPE 1 FRONT TIRE LT 275/70R18E A/T OWL PLUS SYNC VERSION V3 VHR ACTIVATED N WARNING MESSAGES VERIFY STATE REGISTRATION, VIN MAY BE ELIGIBLE FOR CALIFORNIA EMISSIONS WTY ARN MESSAGES GENERAL WARRANTY INFORMATION WARRANTY START DATE 06/30/2010 BUILD DATE 06/07/2010 SALE MILEAGE 00032 New Vehicle Base Warranty OUTSTANDING FIELD SERVICE ACTIONS 10B17 POWER INCREASE RECALIBRATION EXTENDED COVERAGES NO ESP INFORMATION AVAILABLE WARRANTY REPAIR HISTORY NO RECENT REPAIR HISTORY ON VEHICLE Click Here for Full Warranty History | On-line 1878 END OF OASIS REPORT FOR 1FT7W2BT2BEA54924

I'll play... 1. That is what is left of a 2011 Super Duty 2. Bruce salvaged a 6.7L Power Stroke this weekend. You are too predictable. You must be feeling better my friend.

Looks like I am going to get hit by the same storm tomorrow night. I personally like the snow.

I am glad to hear it is fixed... With that said, it would have been ideal to have installed the CRH with the old VGT solenoid... road test and evaluate and then if it still surged replace the VGT solenoid... road test and if it still surged clean the IAT-2 sensor and evaluate. This would have nailed down what "did it." Yes, I realize we don't have time to screw around when the flat-rate cloud looms overhead but I personally hate having to do what you did and I have in the past. I always want to know what part was the culprit. I still don't beleive the IAT-2 will cause a turbo surge as MAP and EP are more important and a more direct feedback for the PCM to control the VGT. A sluggish EGR valve or a partially plugged EGR cooler and passage perhaps. In that case I would expect to see the EGR duty cycle trend with the surge for a valve concern but if there is a good restriction or total blockage there won't be any appreciable affect on exhaust back pressure. Unfortunately your recording does not show what the EGR is doing. I have never seen an EGR valve cycle when there is an exhaust back pressure issue caused by the turbo but I have seen EGR valves open to release exhaust pressure to slow the turbo down with high MAP readings (over boost conditions due to stuck unison rings). My experience has been that physical problems with the VGT operation like sticking unison rings, worn unison rings and funky VGT actuators will cause turbo surge. Typically sensor problems are fairly apparent with a good data recording.

ALL engine fuel system parts were replaced along with the HFCM, tank inspection and repaired as necessary. The fuel supply lines are basically the only thing I never touch. Any debris there is minimal and has two filters to catch any remaining garbage which doesn't concern me and never has caused any problems.

Tough question. I ran into this once and we (HotLine and I) opted to flush the heads. I used the test fitting I fabricated from an old fuel line For 6.0L Econolines) to run combustion chamber cleaner through the head until it was clear. I initially did this with the injectors installed as they were being replaced any way. With them out I ran compressed air through the head. Everything had to be replaced on that one... here is the flushing. The jar on the left is the first of the crap that came out of the fuel return port in the head. The jar on the right was at the end of the second can of combustion chamber cleaner. You can see that it is nice and clear. Even though fuel from the head goes back to the filter you still want to get the debris out. The truck has not returned since completing the repairs.

Glad to hear you are okay. Apparently there is a lot they do with laproscopic procedures now and like you mentioned it is less invasive with amazing recovery time and reduced discomfort. My manager would have had his appendix out that way if it hadn't burst. He has been out 3-1/2 months now. The bright side of his appendix bursting is that they HAD to open him which allowed them to discover the cancer that has been giving him stomach troubles... so I hear. He is waiting to have that taken care of now. I feel bad for him and I miss him. Count your blessings Bruce!