Bruce Amacker

I understand that excludes maintenance, I'm just not sure I believe it. I hope it's true.

Man, I find it hard to believe that's all it got, and find it hard to believe any vehicle could go 500k without more troubles than that. You know what they say about some people, they only lie when their lips are moving.....

IH switched to an electric pump on the 2010+ DT series, a big mistake if you ask me. Bad design, lots of problems. (pump up front on the FF assy sucks instead of pushes, short pump life because of cavitation, strainer screen hard to get to, poor water drain setup, small screws that break off, and not a cheap pump) It should be a short lived design as it's slated for common rail this year or next.

VT365 in an IH chassis, mech FP combined with PS pump gear driven on the lower right by an extra set of rear gears..... Got lotsa pics if you want to see one.

Is there a root cause to this like salt intrusion? Or DEF creeping up the wires? Harness pulled too tight, allowing moisture to get by the seal? Just thinking....

Must have been a fluke in the software?

If the DPF was gutted, why would there be excessive fuel built up from trying to do regens? No DPF pressure, no regens.

I don't know for sure about the 2003 pump, but I deadheaded a 2006ish with a V4 pump idling and got 4700psi on a gauge. (I did post pics and a full writeup on this several years ago) Here's my opinion: When you ground the IPR return it should make enough for the relief valve to open in the HPOP. When the relief valve opens the sound of the engine clearly cycles in a very nasty way very audibly about 2-3 times per second. IIRC, IH says 4100PSI min deadheaded and does not specify what pump. I'm pretty sure none of them make 7000psi. As for ICP at WOT I've seen a variety of pressures from low 3's to high 3's and I suspect flash level comes into play there.

Isn't 15psi too light to operate the cam phasers? I'm pretty sure the good aftermarket instructors say 25psi min at hot idle and 40psi at 2000.

I've got pics of one at the Louisville show, let me look.....

I think Cummins has been wrapping the exhaust pipes with insulation for the last couple of years to help this issue.

You need liability insurance on a product and the ins. cos. will run when they see this. If the switch sticks, or gets bumped, or is pushed while you're under a car, instant crushed skull and death or disabling injury. It will never make it to market.....

What's your location? I can loan you the tool if you can't find one.

Because it acts OK under hard pressure but drifts under light pressure, it sounds like a bad MC leaking past the seals. Remove the lines from the MC, install flare plugs of the correct size, start the engine and push on the pedal, both hard and very soft, and gently pump it without removing pressure from the pedal. It should not budge more than 1/8-1/4" at all. I keep a variety of flare plugs in my box just for this test, they are available at FLAPS and hardware stores. Good Luck!

I'm partial to Mohawks as I had great luck with them. They are way beefier than comparable lifts and built in upstate NY. Compare shipping weights on the websites.....

We've been down this road several times before, this is not a problem with indys or dealers, it's an industry problem. I know you guys don't want to hear it, but for every bad indy story there's an equally bad dealer tech story. I travel extensively and the names may be different but the stories are the same, there's lots of bad apples in both sectors. All we can do is hold our collective heads up, do the right thing, and keep the quality high on what WE do.

'99's have the worst design air filter and dust engines frequently. I have one I took apart with a full 1" of upper ring gap (no joke) and a trashed piston. (I think I posted pics of this years ago) Always be suspect of dusted 7.3's, twice as suspect on '99s.

Many years ago a cust came in asking for his tranny to be replaced, he had already bought a used trans from a boneyard. ('70's GM product) After changing the trans we found his problem to be a rumbly CV joint.....

I'd be trying another IDM. Double check your UVC and harnesses, and basic electrical to the ECM. If it's still the same, swap a couple of injectors between holes and see if the code follows. Good Luck!

The IH dealer sells them if FMC doesn't. If you really strike out I probably have used ones in my junk.

His inlet restriction would skyrocket. I've seen them pull 29 inches when the screens were clogged.

That stuff can be really corrosive, ruining every wire, terminal or harness it touches. Have you crossed that bridge yet?

IIRC it's earlier engines than yours that have the valve, like'94-95.

The de-aeration valve is not visible from the front of the cover, only from the rear with the cover off. If it falls out there will be a big hole in the passageway that leads from the LPOP to the cooler/filter header. For S&G I'd take a rag and a blow gun and shove it into the oblong passageway leading from the LPOP and blow some air in there. There should be "some resistance" rather than all of the air blowing directly into the cover/pan. This might also show another catastrophic failure if there is one. (have the oil fill cap off) In your previous post you did the 2 gal over/jack up trick which would rule out a cracked pickup tube. I've seen airlocks mess with people, too, when you button it up run the starter with the oil filter off until oil pours out. Many times a LPOP will not want to prime because it has to push air out as well as suck oil up from the pan. Good Luck!

My gut instinct is to disagree without any solid reason. If the blocks really were weak where the threads were, we'd surely know it by now. Factory guys will commonly scoff at any aftermarket item especially if it's to cure a design flaw. The incorrect info I've received at major truck shows like Louisville by factory Nav and Ford guys is frightening. It seems there have been substantial thinning of the training depts on both sides and many of them don't know basic things like current model year changes, what model year the demo motor is we're standing and looking at, or any diagnostics. I won't blame the guys directly as they can't be expected to be knowledgeable in all of the corp's products. I could give many more specifics but not in a public forum.......