cbriggs

I think it was an ssm. I remember seeing it, But as you said, its gone. I have heard the noise referenced ( or what I assumed hey are meaning) in the ssm about being below 1/4 tank. Quite anoying.

I just laugh when they have to take their Dodges 300 km to Calgary to get warranty work done.

#7 is the first injector to get starved for fuel in a low fuel pressure situation. Low pressure / no fuel will crack the injector tip. I think all trucks I have ever seen crack an injector tip could be traced back to a fairly recent fuel starvation issue. Mostly plugged filters or bad pumps, but one guy actually admitted to running his truck out of fuel a few months prior.

I cant understand why they would neglect to use cab re and re in the wsm for these gas engine repairs. They could rip us off on way more time that way.I would almost consider doing it for front cover/ timing drive repairs, just to save leaning over the nice (sharp) chrome grille. I also cab off f-150's. They are about as gravy as this one.

Why would you do that to yourself?

I have a few buddys that come around, and make smart ass (or dumb ass?) comments about how all I'm ever doing is fixing Ford trucks. Duh, see the sign out front? Go into a Dodge dealer and I bet they'll be working on Dodge trucks.

I just wrapped up chasing an intermitant missfire on a 6.2l. Ended up finding that engine only missfired for about 10 minutes during warmup, and only if revved up when warming up. If left to idle untill warm it was fine.Warm driveability was perfect. If I ran relative compression immediatly after shutting off engine (when missfiring) it would fail #2 cylinder at 22%. If left to sit for 15 seconds relative passed with all o%. Cranking Compression test was ok, running compression test ws ok. Hotline wanted a head put on, due to a sticking valve when cold, I was thinking a bad hla was pumping up only with cold oil. Ended up being a broken valve spring on #2 intake. On a side note, these things are gravy to cab off. WSM reccomends engine re and re (8.5) for head replace. It took me 45 minutes to remove cab instead, and leave engine in frame. Also, nearly every bolt on this engine is TTY. Very lengthy hardware list to repair these.

I worked with an older guy years ago, that swore by an arc welder for removing broken studs. If stud was broken off flush, he would hold a large nut over the hole where the stud was broken off flush. Then he would jam the arc rod into the broken stud, start the puddle and then fill the nut with weld. Let it cool for a while and they always spun right out. I actually used it successfully a few times, untill I burnt my arm badly when the puddle fell out of the nut and landed on my arm. The problem is now, not much we work on would have room for access with an arc welder.

Agreed, full bottle in the secondary. Only time i've done it is valve covers off, engine idling. Found it in about 15 seconds. Shows up immediatly! (leaking injector body)

I ran into that belt issue a while ago, a/m will sell a "close enough" belt that can be shorter or longer than ideal. Slipping belt would make sense, when fan load got really high the pump and fan may be slowing, monitioring fan speed pid may pick that up. I have seen plugged rads provide the same symptom, but not ususally ect that high. Like was previously stated, 247 ect will be steam, ie: gas bubbles building up. I would be looking for a source of air into the coolant (heads /egr cooler). I had a friend with an 07 doing this same thing last summer, only with an 18,000lb trailer in tow. I cleaned rad and replaced fan clutch and a few other things. Egr cooler showed no signs of leakeage and passed all tests. Several thousand km later the egr cooler ruptured, he had it repaired and its been fine ever since.

I have done a few 6.o and 6.4 hi rail engine repairs, cab off wasn't too bad. Not nearly as much to deal with as a 6.4 f-550 finning service truck.

I have seen a few of these break off on the 2011's, Altough not a partially broken one like you have. This lovely cvh system does a good job of filling itself full of dirt when a leak develops as well.

Ya no doubt. He also sent a brake job out with one rear brake caliper still on top of the leaf spring. (no post repair road test obviously)

A guy in my shop put a trans back in an escape with no converter last week. Had it all bolted to the engine and getting ready to raise it back up to the mounts when he noticed.

^^^Now thats funny!^^^

HAHA, Ya, ULSD here as well.

We have never seen a tank delam here.

Remeber the injector recall around that time? I think they made an error in what injectors were bad, possibly more were affected than got called back. I had a truck leak at the jam nut and smoke a motor.(pre 11b23) It had the recall done on 7 injectors. It leaked from the only injector that never got recalled.

The description of your concern sure sound like fuel starvation. Have seen a few e series pumps pack it in. Combustion gasses entering the fuel rail can do that as well, but usually wont run that long before it dies. Have you watched pwr balance as it starts to run rough, and as it dies? If it always starts with the same cylinder dropping, then all cyinders on that bank that can indicate combustion gasses. If it drops all rh side first, that can indicated fuel starvation. Problem is when you have a leaking copper washer on rh side it can be missleading. I would try to track down a fuel pressure guage. Otherwise dont try more than 1 repair at a time, or you may never know what fixed it!

Thats prety cheap for a used unit, considering the remans are well over 2g again!

Has this thing ever had an stc fitting kit done? I have seen a bad stc be this intermitant, for a long time before it finally failed. We all know how good the 05's were for these.... Kind of a big job to dive in there without actually documenting that it is caused by low icp.

Coolant?

I was waiting forr that one. Thats for the "good" warranty jobs!

The whole point of emissions devices have nothing to do with engine longevity, but everthing to do with our planets longevity. Think of the shit hole we will leave behind for our children, grandchildren and so on, if everybody has your attitude! If the customer thinks it is too expensive to repair his $70k pickup truck because it needs to meet certain emission laws, maybe he should walk. These problems arent specific to our brand, all current diesel engines suffer the same concerns with egr, dpf etc. Mostly due to fuel quality and impropper useage of the vehicle. (Like Jim said, bought the wrong truck.) Maybe people will soon wake up and stop buying 1 ton diesel trucks for their wives to drive to the grocery store and back.

They are kind of a bear to work on. Lots of stuff in the way. Make sure to blow out the pockets arund the injectors and on top of injectors, they collect alot of crap in there. A good 5mm allen head socket is a must on these!