Keith Browning

I just toiled with a 2017 Medium Duty with the code - happens only when loaded and or towing. Sound familiar? Search all of your on-line forums and groups and you will see the same thing - many different opinions and fixes claimed. If you know, you know, the MD trucks while they have the same hardware and electronics also know they don't exactly work the same. When you get to the pinpoint tests that require control of the PCV and the VCV you realize you CAN'T control one or both. Makes following the tests impossible. So, you initiate a Hot-Line report, and their recommendation is: "The injectors can be further tested during step 15 of pin point test M by first unplugging all the injectors. (electrical connectors). Then while the injector return port line id bypassed from the secondary fuel filter, crank the engine. There should still be no fuel leaking from the open injector return port line. If there is any fuel leaking, the return line assembly can be removed from all the injectors and replaced with clear fuel hose. When the engine is cranked again, the leaking injector/injectors will be identified. If there is no injector return port leaks, the glow plugs can then be removed and again crank the engine. There should be no fuel misting out of any of the glow plug hales while the engine is cranking. (injectors still unplugged). If there is no injector leaks, the PCV should be removed and inspected. If there is any signs of rust, the high-pressure fuel system will require replacement. If there is no rust but there is any debris, the VCV will then need to be removed and inspected as this will confirm that the high-pressure fuel pump has failed. (system replacement). If there is no debris or rust found when removing the PCV, Replace the PCV ensuring to follow the tightening procedure. The PCV must seat in the bore of the left fuel rail. If it is suspect that the PCV is not seated in the rail, replace the rail as the replacement comes with a new PCV (and FRP) pre-installed in the rail." Okay. Great advice but in the real world you know this is probably not happening pretty much anywhere especially with no low pressure system concerns and no other performance concerns - passes relative compression, power balance good, injector fuel mass adjustment good as well. After removing and inspecting the VCV and PCV finding no debris or evidence of contamination the VCV and left-hand fuel rail were replaced. I have a sickening feeling this is not the end of this story. This truck also needs a turbo for setting a low boost code KOER. The turbo is caked with hardened burnt oil... to be continued.

The Jasper engine fired up instantly, so I have no doubt it was run. That and there was already a light coating of soot in the turbo inlet pipes when I took them off.

So yes, there is actually one truck in for this recall... a tech I know knows about it but as expected the reason WHY THESE pumps are "defective" is unknown.

Late answer... yes EGT 11 will be significantly lower than the others because it is before any of the catalysts

I am at a Ford / Dodge store - I could ask but I predict nobody will know what I am talking about - we don't even have a diesel tech on that side of the shop. Do you know the campaign number by chance?

What does the CP4 pump have to do with defective secondary fuel filters that leak? Did you intend to start a new topic?

With parts availability plaguing our industry, we all know short and long block assemblies from Ford are either not available or scarce when they are. I just installed my first ever Jasper product. I ask opinions and almost always I get negative opinions offered. My experience... 2015 f350 Ambulance 67K miles, 9600 Engine Hours, 7600 idling. Running like ass popping out the intake with heavy oil in the intake. Didn't even bother diaging any further. Made a quote - with much on backorder with no ETA. Customer requested a Jasper engine. Still had to wait 8 weeks. Engine arrives... dipped in paint as thick as a Ford FQR. Had to add all of the needed hardware and "stuff" the engine did not come with, gaskets and fasteners to strip the top of the engine to install it and so on... got it in. No big deal. Cost more than OEM Added labor Added parts required Injector IQR numbers in-accurate (IMPORTANT!!!) Leaked fuel from a loose FRP Sensor 3-days after the fact Paint peeling from front cover from dirt and oil UNDER the paint Questionable Warranty policy Ships with a REALLY NEAT party hat! (bonus) I'll update if it darkens my doorstep in the near future. This is a county ambulance that patrols constantly - if that is not extreme duty, I don't know what is. We shall see.

Was chatting with my FSE the other day and he said the Hot-Line was going away. The main group in Dearborn is being dissolved and each zone will have its own three or four dedicated staff. I can't say if this is etched in stone. He also mentioned that is how the hotline originally started. This will be interesting if it comes to fruition and to see how it pans out. Combined with SWIS and closer cooperation with the FSEs it could be a good thing. At least we can hope. I vaguely remember him saying access to them will be different as well... don't quote me on that.

Yeah I have stories too! Wish I could remember them all.

Wait a minute! There is no front end on that bus, and you needed to do a bus lift to remove the engine? C'mon, what's the real story? LMAO!!!

Someone pulled out our last working NGS a couple of weeks ago... been a long time since I saw it.

Been in the same shop for 33 years and I am now working for the third owner. Assuming I decide to stay there I wonder how many I will outlast!

I think ours has been used only once so far. Personally, most if not all of my Hot-Line contacts really would not benefit or even require the use of SWIS. I did play with it during set up and found it tricky to get the right view of the screen but once I did it was fine. The viewer and camera issue did not seem to be an issue. I actually would like to use it live for the experience and to form a first hand opinion.

I would have to add a second service to my house due to the location of my service. It is on the opposite side of the house and running wires would be difficult. The cost is totally prohibitive. I charge my hybrid using a 120 outlet at the garage.

I have seen a few 6.0L engines with rust on the oil rails but much lighter than this. I thought the cause was a failed cooler but never looked at the vehicle repair history.

Can't say I have seen milky oil from a failed EGR cooler but if coolant leaks down the y-pipe when shut off it can enter any cylinder on the right bank and slowly leak past the rings. I doubt it would be enough to cause the oil to do that. We have discussed in the past where bad EGR cooler failures were suspected to cause injector failures. Oil cooler failures on the other hand...

Regardless... I wish my ass was retired.

Then call them back and quote $5200 for a filter.

My advisors are soooo gooood they don't even need a scan tool.

Fuel station on the way to work today $4.39 credit - $4.29 cash for regular. That was all they were selling.

Now to find the cause of the fuel contamination. Is this a van or chassis?

The fuel return between the fuel filter water separator and the tank is in the middle of the three facing sideways. This is described in the WSM in the fuel filter replacement procedure.

Went digital. Aging eyes will appreciate this.

Possibly or even a filthy MAF sensor. Yes, flow should go down with the EGR open as Bruce was quoted. I wanted to check a truck in my shop before posting just to see the MAF numbers here but I am slammed with engines and transmissions at the moment.