robp823

Well working on getting an EVA never used one before though.Anyone have any expierience with using these? Hotline suggested to try and nuetrilize the vibration by loosening engine mounts one at a time including the trans mount and if that didnt work to remove the trans and try running it again and see what happens.

Yea home heating oil is dyed here.He used to run it now he runs regular diesel after i put in a couple injectors for him.Did manual compresion test with compresion reading 400-420 on all cylinders.No go on the EVA my shop does not have one.I think its time to take a giant step backwards jim.

Goodmorning all! miles 55,561 and 1287.1 Hours gonna do a compresion test after i do an egt sensor on another 6.4 i have here.Ill let you know what i find.

Its an automatic, that is the baffle kit i was refering to.Fuel quality looks good visually but i did have an issue in the past with this guy running home heating oil.I think its in another post but hes a plumber so go figure.I tried using active command with egr,vgt,and ipr to see if there was any change with the vibration issue but nothing.Truck cold this morning on relative compresion cylinder 8 was 4% but still in the green so i didnt think anything of it but i guess anything over 2% is grounds for manual compresion test.Hot relative on cylinder 8 is 1%.Tommarow im going to pull the vibration dampner off and inspect it and also have another look at the flexplate.O and Bruce 0 DTC's passes all test buzz,egr etc...

cleaned iat2 starts faster but still smokin and still have vibration

Oil level is good, did not check turbo charger yet will do now just got finished pulling belt and running engine still has vibration.Pulled hot side cac tube just a tiny bit of oil.Gonna clean iat2 now

Got an 06 f-250 in today.Customer complaint is running rough.Started vehicle had all sorts of white and black smoke.Vehicle shakes like its missing.Took it for a ride and it ran great just a mixture of black and white smoke.Hooked up ids ran self test no dtc's.Watched power balance everything looks fine turned off fuel correction still good also disbled individual injectors with no change.Ran relative compresion green across the board cold and hot.Checked fuel pressure right in spec.Pulled egr valve and it was goopy with oil not coolant and valve would not retract.So put a new valve in with no change still lots of bluish white smoke.Waiting on baffle kit.Coolant level is good but over time drops in pressure when hot.So im baffled, whats causing this shake,looked at motor mounts and there good, checked flexplate looks good.My next step is to pull the belt and see if it goes away.After that i dont know what to do.As for the smoke im guessing im at the begining of an egr cooler but im going to pull it off and test it.The funny thing is the smoke doesnt smell like coolant it smells like a mixture of fuel and oil and there is no coolant leaking out the tailpipe.Hotline suggested try swapping a known good FICM because they said they have seen them do some crazy things.I really dont feel a miss though its more like a vibration and if there was/is a miss wouldnt IDS see it in powerbalance or throw a code.Any help greatly appreciated

Keith thats exactly what happened to me, you blow alot of time going through all that shit.Im still fairly new to this too so i really like to ensure a quality repair opposed to flat rating.A older diesel tech that i know told me that the speed will come in time just make sure you do a good job.

im just going off what i was told why how many hours are they usually?

Anyone makin time on these???I think the whole thing for a short block pays like 31 hours or somthing.

Well when i pulled the piston out of cylinder 8 for this thing i found that the intermediate ring was stuck in the ring groove.Both other rings when pulling the piston out immediately uncompressed.Heavy soot build up too on piston.

Yea, well my service manager is just worried about getting his check! You should see are special tool room it is a joke and he doesnt care. The last diesel tech before me made off with most of the special tools and i tell him that we need them and he just blows me off forcing me to shell out for these expensive tools like an ipr socket for example.We just hired a new guy that is awaiting diesel training so i have some help when i get swamped with diesels.He was putting together a rear the other day that was a comeback from a tech that was let go.He needed a dial torque wench to get the correct torque for the crush sleeve and my service manager told him to just told him to tighten it until it feels good.ahahahahha i laughed and said welcome to barber ford.

thats what i ended up doing it seems to be working ok its time to get a serious engine hoist though.My service department likes to nickle and dime so i gotta make do with what i got.

i think thats what im going to do just trying to find a place to put a couple bolts through to lift this heavy beast. On the back of the block there is 2 decent size bolt holes to put bolts through to lift with a chain but im not seeing much on the front, well at least to get a decent size bolt through.

just wandering im doing a short block in a f450 due to low compression in cylinder 8. have the old block with heads off pulled out of the truck.Are you guys assembling the heads with the new short block back in the truck or on and engine stand??? I think it would be easier to do the heads with the new short block in the truck just having trouble deciding where the safiest place to lift this thing would be without having the lifting eye brackets to use on the heads.Plus i dont think our shop hoist would be able to handle the weight of a full assembled 6.4l minus turbos.

this is awesome

dont forget flower stroke

Im ready for Bruce to give the ole you kids today dont know how good you got it speech ahahahah

No, truck is not involved with FSA.As for compression test i dont trust relative compression on these as far as i can throw the IDS.So i triple checked it and kept getting the same reading for cylinder 8, which was 6%.So i did a manual compression test with all cylinders reading 370-380 psi except for cylinder 8. Cylinder 8 read only 320 psi and i know that anything 25 psi difference indicates a problem, also watching valve train while cranking couldnt see any evident problem so it was time for head to come off.

Got an 08 f-450 with low compression on cylinder 8 and SFT +18 on cylinder 6. So i tear the head off and cylinder 8 the cross hatch is gone and the walls arent to bad and there is almost like a star pattern burnt into the piston.What causes this overfueling??Someone a while back said that running a programmer will do that but it doesnt have this on any other pistons on the bank. As for SFT +18 on cylinder 6 i think that this was just a bad injector because everything looks fine there.Also when i turned the corrective fuel strategy off it was still firing but barely.

its an 08

What does this involve?? I mean i never did one...Can you get it off without pulling the engine out??

I have to do a engine harness on an e-350 ambulance.Anyone ever do one of these??? Im worried about what i may have got myself into....

why the post and stud and not the cable if im checking for a bad cable

Bruce the batteries are motorcraft and the correct CCA and recently purchased and i had a battery charger on them for a quite a while.As for the voltage drop test i basiclly want to take my multimeter hold both leads at each end of the cable and watch my drop correct?