Matt Saunoras

Attached is the 2011-2012 6.7L Chassis Cab (Narrow Frame) EGT sensor locations and diagnostics "service tips" The pickup uses the SCR before the DPF, apparently all model years are like that. That definitely counts for me learning something today. 2011_2012_67L_EGT.pdf

If I recall correctly weren't the early 11-12 cab and chassis vehicles the only ones with the DPF and SCR reversed?

That fan pulley is $710 by itself, not even including the bracket. We had the body builder fax over a parts diagram. It actually shows 3 serviceable bearings that aren't too expensive and crossed over to a number our local NAPA stocks. So I'm probably going to be finding out how hard those are to change.

Haha you mean like this one I did today

Got a 6.7 F-550 dump here making a racket from the front accessory drive. Of course it's an engine mounted PTO and a noise I've never heard. Sounds like rocks in a tumbler. I was able to sneak the upper fan shroud and fan out without disconnecting too much. Ran the engine with the PTO belt off, noise still there. Got the main belt off and no more noise. Sure enough that aftermarket fan pulley bracket/bearing is the source. Who the hell knows what it's going to take to get one of these.

That is priceless. I have caught myself doing that on more than one occasion

Yes the rocker pedestals should have bolt spacers BUT if the head bolt is in place there is no reason that pedestal should ever move. Any slack in the valve train should automatically be taken up by the hydraulic lifter. I wonder if there is an issue with it. With the pushrod out take a peak down at the top of the lifter and make sure the square spring clip is there

I have in the past seen open map wires burned through on the turbo when the wiring harness loom is broken or missing. Just something to add to the conversation. Glad you got it fixed.

Mike try datalogging pids under Modules, then PCM. Not by choosing powertrain, Exhaust or SCR. This may let you monitor EGT and Reductant pids at the same time.

Looks like G is about $30 cheaper cost. What's weird is this remark when you search BC3Z-8005-G in DOW. PENDING OBSOLETE, NEW LEVEL BC3Z8005K IN TRANSIT YET. That message was from 2 days ago. Its showing K's in transit to some depots.

I did notice those rear rotors are super thick. Hopefully they take well to machining because they sound like a bitch to change. What kind of on-car lathe do you guys have? I ran across something interesting today, I've used our pro-cut lathe to do SRW super duty rotors before but apparently not any newer ones. Went to cut a set of rotors on a 13 F-250 today and the damn lathe is too small. I knew the 13+ brakes were bigger but it never occurred to me rotor diameter increased as well. Guess we're getting a bigger lathe soon

That EBP is through the roof and the PCM should be opening those vanes to dump some of the exhaust pressure. Typically when I see EBP higher than desired a low VGT duty cycle will follow which will decrease pressure. 50% is right in the middle of the range of travel, the drivability will feel pretty normal and it may even overboost slighty around that range. I'll never forget this 16k lb welding rig with a ZF-6 that had a unison ring frozen dead center in the swing range and that guy was so pissed off I cleaned his turbo because it never ran the same after that. Never mind I potentially saved his headgaskets.

Yeah I've been wanting to take one of those apart. Every one seems like such a catastrophic failure though and it almost seems pointless. I wouldn't mind trying to rebuild one but these cores are junk. I actually haven't had a single one called back out of dozens of replacements. I snatch the VGT solenoid out of every core though, it's the same as a 6.0 and they're rarely bad. Our parts guy hasn't sold a new solenoid in years and he recently sold me his only one in stock at half of cost.

Got that NOx sensor in that one 6.7, cleared the tables and it seems to be fine. Next week leaves pulling the 6.4 out of that rollback and I'm pending an oil cooler replacement on a an 06 F-450 6.0 that my best customer just picked up at the auction. This truck is from the south, very clean underneath Today I didn't do too much, got the shop cleaned up really well. It seems like this place manifests garbage. We have a shop full of guys that just throw shit everywhere and never clean up.

I have had luck loosening all the pedestal bolts, setting the turbo in place and moving the pedestal to fine tune y-pipe alignment. If it still won't line up then your going to have to loosen the whole pipe and reseat all connections. Hopefully the bellows are not twisted up from a previous repair

Yeah for sure. I always put 10-15 miles on them post repair to make sure at least the pcm = pass before it leaves. You never know what they're going to do.

Did back to back 6.7 EGR coolers today. Road tested the second one and it set a P2A00 that it never had before. Try and see if they want a NOx sensor tomorrow.

That or the intercooler tank has separated on the hot side. The first one of those I ever saw took me a while to find.

Any of you guys done any 6.7 warranty fuel system replacements? I just did one and I'm wondering how exactly we are going to code this repair and what we're looking at as far as M-time. I've found about 13hrs out of straight labor ops and that seems pretty low. Fuel injectors and the HPFP pump are the 2 main operations that don't allow any other components in the fuel system to be included. Anyone got any tips or advice of what will make this fly? Our warranty administrator is pretty green.

The turbo went with me because I was running an unbalanced stage 1 that I threw together and only had about 300 miles on it. After I started doing more turbos I stopped being so cautious. I always ran around with a FICM, IPR, hot side cac boots and tools to change them. 5 years of daily driving it and that thing never left me stuck, even when I rammed it into a tree on the way home I still drove it 3 hours after that. I hope it wasn't a mistake getting rid of it.

Yeah the partial cab lift is a life saver. I'll be pulling a engine next week that way. The 15 6.7 fuel system is done. The right rail had loads of metal in it so the diagnosis was correct. No signs of rust, water or any other contamination. I feel okay pushing this through as warranty. I'll say one thing, I refuse to access those injectors though the inner fender wells. I pulled the CCV canister and EGR cooler and had a ton of room. I can't believe the WSM has you working around these things.

A few years ago when I went to Buffalo for training I took a spare turbo for my 6.0 with me. You wouldn't believe the parts that went for a ride every day I drove that thing

The 6.0 reseal left today finally, drove it most of the day yesterday and everything seemed fine. Looked at a 6.4 with a dead #7 hole this morning then started on the warranty 15 6.7 fuel system later. The 6.4 rollback that keeps breaking flexplates has been sitting out back for a few weeks now. Just about the same time I forget about it I get the okay to pull the engine and tear it down. Then there's 2 trucks fresh from the auction waiting to be picked apart by me.

The stepped dowels are only used if you have mixmatched dowels in the block and heads. Say you have an 18mm block and 20mm heads you would use 20mm headgaskets and the stepped dowels. The headgasket dowel size always matches the head dowel size. The way to tell commonized 20mm heads is by looking at the injector hold down bolt size and the rocker carrier bolt size. If you have T45 Injector hold downs and 10mm (13mm head)rocker box bolts then those are commonized heads. T40 injector hold downs and 8mm (10mm head) rocker box bolts are non-commonized. A quick ID (but not a failsafe) is looking at the oil dipstick handle. T-handle = 18mm. Ring handle = 20mm. There is about a weeks time where 18mm dowels came with a ring dipstick. I have seen one of these trucks. Now for the confusing part. Any new ford 18mm heads with a part number ending in "DA" or "ARM" will come with 20mm dowel size and from the outside appear to be 18mm heads. The only way you would know these were 20mm would be either the service history or physically removing the head. I have to keep both sets of gaskets here at the shop. I still do a few of these things and you just never know what you're going to find.

Watch out. This TSB has been superseded and is just a PCM reprogram now