mchan68

Aug 16 2013 6483 -2011-2014 F-Super Duty - 6.7L Diesel - High Pressure Fuel System Service Kit A High Pressure Fuel System Service Kit is now available for 6.7L Diesel equipped vehicles for instances when the high pressure fuel system requires replacement due to contamination (Kit number EC3Z-9B246-A). This kit includes the High Pressure Pump (HPP), High Pressure fuel rails, all eight fuel injectors, injector return lines, engine mounted high pressure fuel lines and the HPP fuel supply lines (Fuel temperature and Fuel pressure sensors included). When the high pressure fuel system becomes contaminated with metal, diesel exhaust fluid (DEF), gasoline or other contaminates, it is extremely important that all of these components are replaced. For further information on diesel fuel system contamination and repair procedures, please reference the 6.7L Diesel Fuel System Service Tips Job Aid located on PTS under Service Tips.

Wiring pigtail to the CMP???

http://www.youtube.com/watch?v=slnFCb46IO8 http://www.youtube.com/watch?v=vmZooU7Q6ck

ANY way, the government can grab our money, they CAN and WILL. This shouldn't be news to you Aaron. Look what all Ontario certified trades now have to pay. Don't even get me started on that. Hey, SOMETHING has to be there to fatten the wallets of all the six digit figure paid skill less, lazy self-entitled, arrogant government workers RIGHT?!!!!

I have one here that I've been unable to repair an issue with extended engine cranking thus far. The vehicle in question seems to have already had a Ford Quality Repaint engine replaced sometime in its history RETAIL (since it doesn't appear in OASIS). Originally, when it first appeared here, I replaced the oil filter with an OEM filter and cap during a service. I just replaced the engine oil pan (due to rust and and dents). During cold soak, it takes forever (about 10 seconds of engine cranking) for ICP to build sufficient pressure to fire up. ICP sensor reading is not biased. I've already replaced an IPR (thinking about the numerous ones I've seen coming in on the hook with aftermarket oil filters that ended up taking them out). Once up to operating temperature, the engine fires up within the usual timeframe. I'm thinking if it were a high pressure oil system leak, wouldn't it be difficult or impossible to fire up once the engine is warm? For this reason, I am reluctant to do a high pressure oil system leak check. Any suggestions?

Okay, perhaps I misunderstood. It was the entire evaporator and case itself with the vacuum line that you couldn't purchase separately.

Reminds me of a truck designated to airport runway cleaning duties, where someone along way the completely deleted the factory column shifter, and installed a generic dashboard mounted shifter limiting the driver to "F", "N" and "R" selections. If I remember right, it was an F-Series V10.

What is the skin colour of the owner? A brown colour I presume??? Almost falls under a similar category to the good old "black tape" repair to "Check Engine" lights.

The last one I did, I charged something like 10 hours for. That was years ago. This was also a bus application. I won't argue with you on that. It was a horrible job.

Mine is only an XLT equipped with a single alternator.

THANK YOU!!! That was the answer I was looking for. I just replaced an alternator on an '06 F-550. It listed the GL-8697-RM number. This alternator looked peculiarly larger than the one on my '07, so I looked up the part number on mine, and came up with GL-8698-RM. So you're telling me the F-550 uses a smaller 110 amp alternator than my '07 F-250's 140 amp?

What is the difference between GL-8697-RM and GL-8698-RM ? (Other than one number before the smart asses answer)

I like that strategy.

For those of us who chose to purchase our own IDS, few ever consider the personal expense involved with not only the initial purchase, but also the cost of the subscription.

Okay, now after reading this, I shall add an oil cooler cover to my "list". My adage is, "when in doubt, throw it out". The same adage can be applied to women who give you problems too.

And for a minute, you were making me think I needed to add a new oil cooler cover to my "list" of parts I have stockpiled in my garage for "the day" when I take mine apart.

If the clutch has been replaced at any point in time, the change up is to a single mass flywheeel.

1995 F53 motorhome chassis 460 with no driver door access and 32" TV sitting on top of the engine doghouse cover, replacing cylinder heads and exhaust manifolds, where every fastener involved is rusted/seized.

Aaron and Leon make me feel like a goddamn toothpick!!!

Well, EVER SINCE you replaced my head gaskets ........

Just curious. Is anyone else having issues with software updating? Currently, I'm trying to install version 85.05 on my latop and it keeps giving me that stupid pop-up window telling me IDS cannot be installed while Internet Explorer is open. But I don't have it open, and everytime I click YES to continue it keeps popping back up. Now, when I attempt to open IDS, I get that stupid pop-up screen depicted in the second photo of Bruce's post.

Well the truck is done. My very first high pressure fuel system replace on one of these, and all I can say is here are my gripes about working on one of these going in this deep: -those damn sound insulator shields are brittle as hell, not to mention those ridiculous small plastic pushpin retainers that are hard as hell to access, as well as remove. -those fuel lines are like a goddamn maze!!! But I suppose it's only a matter of practice and familiarity to overcome that. -those Blue Point sockets for the line fittings are useless as tits on a bull. Mine wouldn't fit any one of those lines properly. Not to mention the way the injector supply lines are curved, makes it almost impossible to torque them. I ended up using my 17mm crow's foot and extension instead. -who's brilliant idea is it, to manufacture a fuel tank shield that completely gets in the way of setting up the left/rear hoist arm? -the way that damn DFCM is secured to the bracket is about the most rediculous setup I've ever seen, to fasten it to the frame. I like the 6.0L/6.4L setup better, thank you very much. And they told us at Ford school way back, that these engines were designed with a priority placed on serviceability. YEAH RIGHT. There, those are my gripes so far. Rant off.

.... and those would be the connectors for the ECT, EOT and IAT #2 that I have yet to find a part number for a pigtail for. The sensors themselves have not changed. After having wrenched on so many them, I either leave them in the intake with the intake gaskets secured to them during removal, or I'll remove them outright and throw them in a pile. I pretty much have all stud/bolt locations on these memorized. Ditto for passenger side and driver side valve covers on both E and F Series applications or all years except for the driver's valve cover on a 2003 engine.

http://www.forddoctorsdts.com/topic/3810-let-the-dumbasses-start-rolling-in/?hl=%2Blet+%2Bthe+%2Bdumbasses