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Thanks Dave, I'm just stick to the truth of the hole story of my claim,low base compression, broken ring and block damaged. Also Dave there is no evidence at all of any melting on the piston.

On what grounds should I appeal it? Should I stick to my story that vehicle came in with base engine compression concern and thats what we repaired .

Alex, Ford knew about the injector replacement from me talking with hotline and they wrote it in there report(this is my fault just being honest). Per customer replacing the injector made no difference at all in his concern.Yes Jim the injector was a Ford unit. Keith isn't 9f593 for gas engine and 9e527 for diesel engine??? Bottom line we repaired this vehicle following all necessary steps in diag (no fuel contamination or any debris found in high pressure fuel rail after performed step 28)check parts coverage , contacted prior approval.Thanks guys for your input.

Keith, yes the customer had #2 injector replaced which did not repair his concern at all, not knowing he still had any warranty coverage. He then brought his truck for diag and repair to our dealer.And yes vehicle was still covered under powertrain waranty.I keep reading and reading this assesor's comment and cannot fully understand , yes this sentence is word for word what he wrote.If I run parts coverage on injectors it's covered under emission and all base engine parts are powertrain.Before we appeal i would like some opinions.All diag was done following pc/ed and hotline request with prior approval contact.To our knowledge we have followed all steps correctly without any lies, covered our butts with documentation and report #.

08 6.4l F250 running rough at all time, dtc p0266 and p0302.Customer had replaced #2 and #7 injctor himself.Found that #2 cylinder manual compression is 0psi,fuel trims on #2 was 18%, crank case pressure over 20in-H20.Base engine concern,speaking with techhotline confirm tear down needed.Removed engine , found #2 intake valve seat and guide damage(head not serviceable), worn rockers on that cylinder and also #2 upper compression ring broken, cylinder wall had no cross hatch patern anymore.Re contacted hotline, prior approval for enhanced short block and two cylinder head, was cheaper than a long block( was recomended by holtline).Now vehicle repaired and running.Charge back, coments: injector was replaced retail as failure is cosistant with failed injector concern and not warrantable defect was found with injector replaced as retail repair is not warrantable.What does this mean?The injector replaced was not bad (just bad diag),Can a bad injector cause an upper compression ring to break ,excess blow by and wear out valve guide?Need you input from more experienced diesel techs and what procedure should i take to appeal claim? Thanks.

Mike lately we have seen several bad chra assy,my self i had to replace a second time 3 of them.One had no seal on the turbine side and filled the exhaust in only a few minutes.The others had no boost and failed vvt test.The last one had no boost on first road test but then cleared up and was ok,released vehicle and ame back 200km after,took out turbo and could not nove vanes using the magnet test ,just loosening the band clamp freed up everything found no concern from my part when diassembling, replacing the chra again repaired my concern.I have talked to hotline and agreed to me that they are having issues with the heat threated chra.They are not cleaned properly before heat threated and then lacks clearance between the unison ring and chra.

Thanks for sharing the info?

Now has anyone price out a fluid cooler lately, before they ran close to $900 (canadian) and now my parts manager told me last week they where $87.I don,t know if that was a mistake or not but he ordered a couple at that price.

Got out of class last Friday, very impresive engine.We did not have any coffee table books, shop manuals ,evtm to works with.There was a first print pdf file of the coffee table book, some part of shop manual loaded into computers and thatw as it.Ids was running on a special version, some pids where missing also.It should be all available soon per instructor.

Thanks Alex, it is very usefull info to show to customer.Usually i would stop talking and just show them the video and then they would return to parts and by oem filters.

Hi Keith. I,m looking that nice video that was previously posted about the oem and jobber oil and fuel filters.I just can,t seem to find it anymore.Thanks!

Thanks Mike, sometimes we just need a litle assurance to make sure we're on the right track and make sure i haven't overlooked anything.Now because it,s cooking issue prior approval is refused.

Ok Jim,the two exhaust and one intake valve are broken at the bottom of stem, no bent push rods, keepers still in placed , rockers not broken or bent .The 3 valve heads where crushed on top of the piston and and wedged in there, needed to pry off valve heads on top of piston to remove.Personnaly I never seen a valve head break off for no reason(metal fatigue or any other reason)just like that. I suspect a piece of hard carbon deposit that wedge in between the valve and seat preventing it from closing and then piston contacted the valve causing the remaning damaged until the engine quit.THis is a fleet vehicle, per driver , he saw some smoke at tail pipe , lost power and engine died then pulled over and would not crank anymore.Warranty Nazi wants a CSI report for the root cause of failure.What kind of damaged have you seen from hard intake carbon deposit?

Any idea why 3 broken valves, anybody ever seen a valve break on a sickliter for no obvious reason.

How severe damaged or what have you seen from intake hard rock coking deposit?WE have a 6.0l here with severe engine damage, #1 cyliner scored, 3 broken valves on that cylinder that bounced around and finally seized the engine.Tore down engine, head is scrapped, piston has 3 valve hammered in, injector could not be removed, mostlikely rod bent.Found metal partical imprinted in each piston .Egr valve stuck open from a piece of hard rock coking deposit, intake full of metal debris , egr cooler has pieces of metal stuck in fins.Retreived egr codes, #1 cylinder contribution codes and injector circuit codes.Oil not overfilled and fuel system very clean.Now prior approval nightmare.

Third attemtp on this one , i performed tsb 5-19-12 on 05 f350 which had a exhaust moan/droan vibration at 2000rpm, so installed the turbo a brace(5c3z-6n639-ba)and actually solved my concern.Now they want the A-brace back at waranty for inspection but i 'm trying to tell them that there was no a brace before , it is an extra new part we are installing per tsb and told them to read tsb.So now I,m on the phone and talking to someone that has no fu#$@% clue what he's talking about or technical experience.All he,s saying is that i need to retun the 6n639 part back so we can get paid.What the hell is going on overthere?

Just to let you guys know, the high pressure pump fixed it, vehicle asbeen running for over a week incold weather and all ok.So it is possible for the fuel pressure control solenoid to stick cold.

Yes keith catalyst is ok and no debris found in muffler, re road test this am and runs great.Now speaking with bus shop foreman lots of diesel fuel conditionner is used there????

This is the first for me, We have an e350 6.0l school bus that came in with an exhaust noise, driver said (heard a loud backfire on decel)and now exhaust noisy. The mufller is blown apart along the joint at bottom (nice cut away view inside muffler).Has any body seen this before. Chra housing and one injector where relaced 4000km ago. No codes and bus runs great.per driver no starting fluid used or any fuel additive????. No fuel in oil also.This bus was park for Christmas holidays, possible exhaust plugged up from ice ???Any suggestion, hotline has never heard of this.Thanks.

I have a 6.4l here that will not start when cold outside unless it is plugged in. Always retreived code p2291, frp pressure is 900psi. fuel filters where replaced, fuel not gelling, fuel was drained and refilled with fresh fuel. fuel pressure is 8 psi when concern occurs.I have followed the no start, hard start diag sheet in pced, performed ppt m and me.It leads me to hih ptressure pump replacement. After it starts it runs great. Is it possible for the fuel pressure control solenoid to stick cold, has anybody seen this before?

I changed the cooler for an oil leak, the cavity below the cooler was full of oil and no signs of gasket failure, so I replaced the entire cooler assy, per hotline they have seen quit a few.

Just a heads up,maybe you experience guys out there already know this but i tought I would share this.Today was my fisrt oil cooler replacement on a 6.4l and the oil cooler actually comes out without removing the intake.I thought i should give it a try and it worked, it only comes out like this, first lift the front of the cooler upward tight up under the intake, then tilt the rear of the cooler out of the engine block and slide it out. It,s the only way it comes out, if you tilt the rear right away and attemtp to slide out , it won't go.it come out freely without any excess force. Today we practice to get it in and out a few time .Note removed the power strg pump to access the frt cooler bolts.I hope this helps .By the way I replaced the cooler for and oil leak.

I replaced a ficm module per tsb 8-26-03 and was charged back today saying that i had not followed the tsb correctly.I had done everything correctly, my service manager could not understand what the waranty nazi was saying , so I personnaly spoke with him.He told me that I did not write down on the RO the original ficm calibration prior to performing a PMI on the old ficm.Every ficm must be reprogrammed before replacing just in case the DC to DC converter comes back alive????While speaking with this guy i notice he had no glue at all about the system, he his only looking for miss print or omitted step performed by us.This is getting worst and worst.I told him the vehicle is repaired, the customer knows that this module is covered by diesel powertrain waranty, who is going to pay for this now, he started to laugh.

I had e exact same problem with an 08 5.4l with only 11000km on it. Broken exhaust spring on #7.Did i even fight to with those keepers, called hotlineand told me it was the exct tool to use and had no report on this tool issue.I told them to try it and then give me a call.Sure would like some picture of that modified tool.

Jeff I was told by hotline that a dealer in Canada had the same issue, they were on there 3rd rebuilt ficm on that vehicle, tech was going nuts so finally took one of a known good vehicle thatactually worked and his truck was ok after, the concern followed theebuilt ficm. Is this your dealer. I have over 4 hours of fucking around with this Van and following hotline recomendation and telling me that i was doing somethingwrong or overlooking something until I swap one from an 08 Eseries that was next to me for an oil leak.I just hope to get paid for this.I knew in the back of my mind after doing all the correct diag that it could only be the ficm .They even wanted me to replace the starter motor.