GregKneupper

We never would turn work away. The way they adjusted it was jsut to not pay us for labor operations. Mainly diagnosis. All we would get would be engine performance diag and then the part. He thought he knew how to manipulate the numbers but it got us in big trouble. This is a full audit. Not a mini one.

I agree completely. Unfortunately my manager did not. We get screwed constantly in order to keep numbers down. We are now in an audit as we speak and the service manager is now gone.

just put the harness in.

Humans built and designed it and humans will work around and find out how to defeat it. A pcm is just a computer with code in it. There are computer savy people all over the world. If you encrypt it someone can hack it. I am not the least bit surprised that this has already been done. This is how these companies make money. They will do whatever to keep it that way.

Got mine this week also.

All the pumps that I have seen this problem with were due to someone damaging the hoses or the cooler to the fuel cooling system. All the coolant would leak out and then the pump would run dry and squeal.

I was told originally that the t stats would fix the front cover issues. I dont believe that the t stats were actually causing the cavitation but since the radiators were blowing out due to faulty t stats and people kept driving the trucks the low coolant level was causing the cavitation. Now if you are working on a 450 or 550 this is a different story. I have seen those chew through covers with no coolant leaks at all. I was told this is due to the high engine load that these engines are subjected to. The water pump is so large on these engines that they actually produce a vacuum on the inlet side causing bubbles to form and eventually cavitating the cover. Our fse said that they were destroying covers in 6000 miles during testing on these.

Yes. A bad egt sensor will cause the vehicle to not start. If you have a bad egt sensor the pcm cannot determine what the temperature of the exhaust is so it shuts it down so that the system will not damage its self or possibly overheat and cause a fire.

When you fill out the prior approval forms you are asked about the fuel system debris check. This requires removing both valve covers to perform this test. That adds another 3.8 hours to the repair.

Only 8 hours to do an injection pump on a 6.4 is not right at all. To do all the diag, access cab, replace injection pump, and get a little m time for spun nut he should have gotten at least 15 hours. I would be willing to quit to if I got paid that amount.

Check fuel pressure and inlet restriction. Low fuel pressure will cause a p1211.

The majority of excessive turbo noise complaints that I get are actually the cooling fan coming on. Check the coolant level and verify that there are no leaks. If that is good then road test and monitor ect and eot. Make sure that there is not a wide variation between the two and that ect does not fluctuate by more than 5 degrees give or take a few. If you find ect fluctuating by quite a bit more I would suspect the thermostats are sticking.

The newest harness kits come with tie straps that you install through the connectors so that they do not become dislodged.

We also see about 400 psi in texas.

The 3 spacers are for 03 and early build 04 turbochargers. If you have a later model than this then you do no use them. The torx bolt I believe is used for the little clamp on the turbo that holds the vgt wire. The m8 bolt is for the turbo oil line where it bolts to the oil cooler.

My biggest pet peeve is people just throwing parts on cars or trucks with no diag.

Every time I have a p0088 it was an injection pump that was causing the problem. Most were intermittent but I could eventually duplicate them. The pcv valve in the pump will stick at times and cause the fuel pressure to go to high causing the engine to derated. But that is not to say yours could be a different concern. Another place to check is the injection pump harness. Some times the ground wire to the valves can stick and also cause a p0088.

This does seem strange that it sets a 1212 at highway speed. The code desciption is basically low icp while cranking. I would agree with Bruce that it would seem that this truck should have a hard start problem. It would take a while for a 7.3 to even set a code for low icp while cranking. If it did happen to have a p1211 like Bruce said I would be checking fuel pressure on it. Have seen plenty of 7.3 liters with a 1211 and have a clogged fuel pickup tube and a damaged fuel pump.

This is fucking idiotic to remove this thing. I have seen this a few times and have seen some where they put in a 7.3 liter fan shround in its place. Did you see the one guy that said "does it serve a purpose". Really. You are asking that question. Of course it serves a purpose moron. These guys need to leave this stuff alone and stop messing with things they know nothing about.

Make sure that when you install that synchro that is installed correctly. My experience has shown that a p1336 is usually the result of someone messing with it and installing it incorrectly. Have also seen people pull the front cover and not remove the sychro and then just put the cover back on and never timing the synchro. Just a thought because you dont want to do that job twice.

Here is a picture of a hyperextended thermostat that I replaced this morning. As you can see the round disc on the bottom of the larger thermostat is sticking out further than usual. This is not even the worse on that I have seen. I have seen some that are so far extended that they actually hammered an indention in the front cover where they were slamming on it. [img:center][/img]

I had one one time where there was a pin pushed in at the buldhead connector. It was one of the can wires. Very intermittent and was extremely difficult to diagnose because just as soon as the problem would occur it would dissapear.

Josh said it right. That is exactly the problem. Overheating and at times stuck open causing a p0128 in the pcm. Another sypmtom of it is excessive cooling fan cycling.

I have only trashed one ipr after a cooler replacement and I know for a fact that it was my fault. Has never happened since. Some said there was junk in the oil coolers but I have never personally seen this and feel that is not the cause. Do you replace the screen when you do the coolers? Also do you drain the oil from the sump or just leave it full?

When they are hyperextended you can physically see that when you remove the thermostats that they are starting to come apart making it longer than it should be. It is usually on the high flow thermostat that has the problem. When it hyperextends the round disc that is on the bottom of the thermostat will actually press against the front cover and block the passage for coolant to flow. I replace about 4 of these a week in the 6.4. I may have one under my bench that I can take a picture of.