Bruce Amacker

Not a Cummins guy, but if you can feel the impression I'd get it machined. CYA.

I use 33 for an avg MPH, so 4861x33= 160,413 theoretical miles on that engine. They're as bad as another city I have that averages 2.7mph on their 6.7s, do oil changes at 4000 miles and also lose motors regularly. 4000 miles for them is something like 1400 hours on an LOF. I've seen their "change oil" message displayed on a new truck with 700 miles on the odometer.

Are you sure those are non ferrous?

www.car-part.com is a junkyard search. Here's a few including a Texas one that's graded "A" for under $100+ship. There's a bunch more without prices. 1994 Rad/Core Support Ford Truck F250 000 A 0 36921 $150 actual High Country 4 x 4 USA-NM(Silver-City) E-mail 575-388-1234 1996 Rad/Core Support Ford Truck 450 Series CUT SPOT R BOTTOM CORNER,OFF, LOCAL 000 A 0 H422 $150 actual Tolbert Enterprises Inc USA-MS(Union) E-mail 601-656-9156 / 800-545-7102 1995 Rad/Core Support Ford Truck F350 000 Grade A 0 W7534 $95.32 undmg Anderson Auto Salvage - KOLT USA-TX(Troy) Request_Quote 1-800-953-2809 Request_Insurance_Quote 1997 Rad/Core Support Ford Truck F250 XL,7.3,AT,RWD,Driver,Factory 150324 $150 Reids Auto Parts USA-AL(Oxford) E-mail 256-832-8889 1997 Rad/Core Support Ford Truck F350 diesel SF8392 $150 Sam's Auto Salvage USA-NC(Charlotte) Request_Quote 704-394-5500 / 704-777-8777 Request_Insurance_Quote 1997 Rad/Core Support Ford Truck F350 diesel SF9685 $150 Sam's Auto Salvage USA-NC(Charlotte) Request_Quote 704-394-5500 / 704-777-8777 Request_Insurance_Quote 1995 Rad/Core Support Ford Truck F250 AA0309 $75 Cooley's Auto Wrecking USA-WI(Eau-Claire) E-mail 715-832-7163 Good Luck!

Manual gauge and FRP usually do Not match, here is a link http://www.underhoodservice.com/under-pressure-maintaining-fords-electronic-returnless-fuel-system/ Maybe this is what you meant by syncs up.. just making sure. This is also posted in the WSM and probably in training, Sorry feeling lazy... I tried to find the info from a Ford document. That article appears to be over 10 years old, be careful.

IH recently released a TSB to fix melted headlight connectors using a Dorman 84791 high temp repair pigtail.

I've always thought that was seepage past the crush washer, if they're loose and leaking the lower area is solid black with carbon. I have good pics if you want.

Yes. My CEL stayed off all winter. Which makes me think IAT2 has a big part in verifying EGR flow in addition to MAF dropping when the EGR opens. I teach this in class with no real basis for the theory because it's not in the books and suggest occasional cleaning of the IAT2 for maintenance. For fun during hands-on we command the EGR open and closed, watch the IAT2 react sluggishly, pull it and de-gunk it, and re-run the test. Of course, the IAT2 reacts much quicker after shoveling the crud off.......

Well, then all you replaced was two o-rings, right? How come the bill is so high?

I can't help you on the tranny but the other day you mentioned you didn't have a hot plate. I don't have one anymore either, I sold it with the shop. Recently while building a VW motor I needed to heat the crank gear to install it, I used two halogen lights which worked perfect. It only took a couple of minutes and the gear slid on with a gloved hand. I've heard of other guys using a regular 100w trouble light to do the same thing. Good Luck!

I've seen issues with all of the sensors so whenever there's a problem you must always try a sensor, and sometimes shim it too. Pull the secondary FF, have the new guy suck it dry with a straw, fill the housing with fuel conditioner, start it briefly and then cold soak it outside to see how it runs in the AM. Commonly the barrels and plungers gall and fuel lubricity additive makes it run perfect for a few minutes. I have great pics if you want them, in class I say if you're unsure to sacrifice one inj and disassemble it for inspection. Most times you'll confirm your diag. It probably needs injectors but I suggest a physical comp test to CYA also. With older trucks you never know what you're going to run into, and CYA is the most important thing.

Actually, it's not a bad test for just the nozzles and it's quick, preferable is a bench test at a pump shop ($30-40/ea, 70-80% accurate on test results) but the mgt co probably won't pop for it. Knowing fleet maint cos, if you get a guy who knows diesels he'll tell you to put o-rings in it and ship it. If it runs now look at Perdels, 1-7 should be low, anything over 1.5-2ish is a yellow flag. #8 is usually 2.5 or more, it takes 3+ to set a code. Look at MFDES, (Mass Fuel Desired) if it's high (like .14-.16+ at a hot idle) the truck is starving for fuel from either bad injs or low fuel pressure. Compare MFDES while you're killing cyls to see if there's strong/weak cyls so you'll have some ammunition for the mgt co. Run the cyl cont test 2-3 times idling in drive and see if it sets codes. I suggest doing a compression test these days on all non-Ford CAN engines (7.3 PSD and all IH) to CYA for possible engine problems. It sucks to put injectors in it and have it run "not quite perfect". Here's a happy 7.3: Good Luck!

95% of the time it's injector o-rings, once in a great while it's the injectors passing oil themselves. Ask if the injectors were replaced, if they are original sell them 8 inj, if they've been replaced you could do o-rings and maybe have them tested for S&G. It's the center o-ring that's leaking, inspect those plus where it seats on the cup. If they have not been replaced lately most guys would put injectors in it. I have some shops that do cups on 7.3s when the injectors are out and I don't fault them for that because they are usually high miles (but maybe yours isn't). The head can be worn where the top o-ring sits but that's usually a HP leak and not oil into fuel. Good Luck!

When I had the shop we had a lot of 6.2/6.5 GM customers. Coolant loss was always a complaint and we pulled the heads on many of them to find leaking gaskets and scored cylinders. I don't think we ever put the heads back on one of those. At the time remans were either NA or $$$$ so they got new GM engines. And Chevy guys call 6.0's a POS? Ha!

Fabulous! That's exactly what I needed to know. Thank You!

I just booked two classes in May in Edmonton, 2 hrs drive from Slave Lake. Too bad there's noone there to visit. :sigh:

What model year and vehicle are we talking about? No specific model year, it's a fleet so they'll have many model years. This electric utility account is one of my longest clients and their avg MPH on the diesels is like 11-13 on several trucks we saw and one was 8. If they're changing oil by miles and not hours you'll know what happens- sludge, phaser codes, and no easy solution. Many fleet mgrs still refuse to change oil by hours in situations with huge idle time, and then blame the techs for not being able to fix the truck or the high engine failure rate. I'm not doing the class, my gas trainer is, but he is a retail instructor and not a fleet instructor. Not much difference between the two but avg MPH is one of those differences. So, if amailloux's truck has one, that's a good indicator they've been around a while. If anyone could check a couple of similar V10 SD's I would be very appreciative. Thanks, guys!

Does anyone know if V10 engines have hour meters in the dash like diesels do? We're doing a V10 gas class soon....... Thanks!

The injector return line assy which is connected to all 8 injectors. From the CTB: Injector Low Pressure Connectors The injector low pressure connectors have a dual purpose. First, it is a low pressure back feed to keep fuel pressure inside the hydraulic coupler. Without fuel pressure in the hydraulic coupler, the injector will not deliver fuel. Second, it is a return. The fuel that passes through the injector during the injection process exits the injector through the low pressure connectors and is returned through an orifice to the inlet of the secondary fuel filter. We're both right. I had forgotten about it's importance in keeping the coupler fed.....

I had a guy in class last week that's a dyno operator at Jasper. He says when a return line is not pressurized (due to a leak) on a 6.7 the hydraulic coupler in the injector won't function right and the engine runs like a turd. Has anyone heard of this? He seemed very knowledgeable and claims firsthand experience on this problem. They had a seeping return line which made an engine run poorly on the dyno and couldn't figure it out. They didn't realize the two were connected until they fixed the leak......

All I can say is WOW!

I'm coming up with 59.5 miles per idle hour, Not great, but not terrible. What am I missing?

And you've got plenty of body weight to help with the leverage.......

In addition, there's an old VW service manual that has you use a screwdriver to see if you can move the tabbed washer under the nut. If it's too tight you wouldn't be able to move the washer, not a bad idea if you think about it. In addition, think of how much preload there are on wet bearings in a diff- hundreds of pounds......

Four of these are 8 year old OEM, one is six month old Dorman junk. Can you tell which is which?