mchan68

Well guys, I got my first 6.7L driveability issue and it seems to pertain exactly to the same situation as Greg's, so rather than start a new thread I figured I'd refresh this one. Here's the the Hotline Contact details: It looks like Hotline wants me to put a turbo in this one if I understood correctly.

If I'm under the hood of a truck (or any other vehicle for that matter), I will NOT answer pages to service or pages for phone calls. I got burned once that way before. On one vehicle I was replacing a couple of injectors on a 6.0L. I was in the middle of installing the high pressure oil rail when I got paged to service. After, I buttoned up the valve cover, only to notice the nine TX-30 bolts for the rail sitting on my bench!!! After that experience, I figure if it's important enough, a message will be left if it's for a call, or the advisor can walk their lazy ass legs out to my bay if it's THAT important (which nine times out of ten, it wasn't). Not too long ago, I was in the middle of timing a 5.4L 3-valve after installing a set of phasers, during which time I must've been paged at least FIVE times to service. When I finally decided to see just what was so important, the advisor tells me, "Mike I have a diesel that needs one of the light bulbs changed and the customer is waiting....." At that point, I didn't even let her finish her sentence before I tore a strip off her right in front of all the customers with my reply, "Aww c'mon!!!! Is THAT what you paged me five million times for, while I was in the middle of timing an engine? You mean to tell me you can't get someone else to do it?!!!! Get a fucking life!!!!" And I stormed away extremely pissed and annoyed. I can relate to you very well, trust me.

Service replacement.

...... for outside garages to bring in their 6.0L needing a FICM that they change out in your parking lot, that YOU program with IDS (even though some come programmed out-of-box but they don't need to know that)? ...... for outside garages that request your presence to attend to THEIR shop to assist with diagnosis of a vehicle they can't fix? Maybe it's just me, but I begin to question whether or not these guys have any business wrenching on diesels in the first place, if they end up going in over their heads. God forbid the customers bring it into the stealership to have it diagnosed and repaired right in a reasonable time frame. Isn't it just great that these piece of shit 6.0 leakers are going out of warranty one by one?

Larry, I am speechless. I wish there were words I could express to convey the magnitude of sympathy that poor hard working bastard has from me, and I'm sure anyone else who reads this.

F8UZ-1130-AA

Okay. Well, the MKX arrived back on our doorstep today. After a lengthy conversation between myself, the other tech in the shop (the one who did the original reflash) and the customer directly, it appears that the symptom can only be duplicated after an EXTENDED drive, so I guess driving it only the 37 kms. each way from work to home and vice versa may not be enough to re-create the random "harsh jerking" at highway speeds and the "stalling" at stops. This customer filed a CuDL contact and was recommended to bring it to another dealer. Well, low and behold this vehicle has now set a P1336 in memory with a "check engine" light on. Now comes the million dollar question. WHAT caused that DTC to set? Is it CKP sensor itself, or the fact that the vehicle stalled at some point, causing a loss of crank signal? Due to the extremely intermittent nature of the symptom, I highly doubt the CKP sensor or wiring could be faulty. A little off topic here, but I do notice that when shutting this vehicle off and removing the ignition key, the driver's seat does automatically move all the way rearward (I guess to facilitate exiting the vehicle), BUT fails to move back to its originally set position when getting back in and starting the vehicle up again. I have to re-adjust it every time. I don't know if this has any bearing on anything.

I'll go a step further and say methinks the EGR cooler took a dump with all that white smoke.

I had one awhile back, that was misdiagnosed as a rear main seal leak. It turned out to be a cracked block on the lower webbing area. There should be a picture of it in my photopost on this forum if I recall correctly. This was on a newer model year E-Series with a 5.4L 2-valve engine if it helps.

...... let alone have to refill the DEF tank on top of all that too.

I would refuse to do it for that, and tell the manager to leave it to the lube jockeys.

Has anbody seen Mike Hunt?

Yeah right!!!!!

I need a new signature line. Help me come up with one.

....and you KNOW who I'm talking about right, Aaron?

I hear you LOUD and CLEAR Jimbo. But what happens, when you have a service advisor (and a damn nosy one at that), that always likes to get into the middle of the conversation and baffle the customer with bullshit? How you politely explain that to the customer? What is the most appropriate manner in which to handle an embarrassing situation like that? The advisor I speak of, was extremely rude to the customer and to me on this one occasion, so much so that when she walked away, the customer and tow truck driver both looked at me in amazement and asked me, "How is it, that THAT woman is still alive?".

Well, the first one I did an oil change on, the owner came back and complained of a tapping noise "ever since you did the oil change". If I understand correctly, this engine takes 13 quarts of 10W30 engine oil and an FL-2051 oil filter. I've been putting in 10W30 in all 6.0L, 6.4L and now this 6.7L for all diesel LOFs. The only engine I will put in 15W40 on is a 7.3L in the summer time. I printed off the SSM# to give to the customer about this noise being normal, but he didn't seem to be too happy a camper about it. The noise appeared to be coming from the rear of the engine, like a random valvetrain type noise. Anyone else come across this?

That's what we get for a diesel oil change. I'm talking about what you charge to refill the DEF over and above the oil change.

What are you guys charging to change the oil and filter on these, as well as refilling the DEF tank?

Yes, Bruce. Those readings looked almost identical to the truck in this thread. The whole point of this post was due to the fact that replacing the ICP sensor not only repaired the high pressure oil system issue, but also the EBP reading issue as well. I know that ICP and EBP share two of the three circuits, but my question is, could repairing one also have repaired the other as what apparently happened in this case? I was almost going to include an EBP sensor and tube cleaning into the quote, but evidently it wasn't necessary after the ICP replacement.

Customers are taking these things to quickie lube rip-off places already???

Hi guys. I have a 2005 here, that the customer couldn't start it across the street. So off I go with IDS in hand, run KOEO test. P0470, P2617 and P2262 retrieved. Monitor PIDs and notice ICP psi at 276 psi and volts at 0.59 ish at KOEO, so I'm thinking WTF? Anyhow, as I crank the engine over attempting start this thing, I notice ICP climbing and IPR duty cycle max out at around 53%. After a bit of a struggle, it starts and barely runs. IPR duty cycle fluctuates between 17 to 19%. I manage to limp the truck back to the shop. I also notice EBP psi indicating 18 psi at KOEO. So, to start off, I plugged in my tester ICP at KOEO and sure enough I get 0.24 volts. Install it temporarily, and the engine runs normally with ICP steady at 580 and IPR duty cycle at 23% steady. EBP psi now reads 14.5% at KOEO too. So, after running an air management test (which passed after replacing the ICP sensor) and reprogramming the PCM to the latest and greatest life is good. Has anyone else run across this before, or is this old news to all you diesel veterans? If it isn't, I just thought I'd pass this along. It's just that this is the first time I've ever come across one where IPR duty cycle was LOWER than usual (as opposed to higher which would indicate a high pressure oil system leak).