Matt Saunoras

Finished up everything I had loose hanging around. Flagged 33.5 on today's ticket, what a f-ing relief. I've been seeing a rash of 6.7 MAF sensors with corrosion in the connector.

Wow I totally read over the "injectors" part. Scratch that 16 hours, that's just for coolers. Also if the intake manifold is out you can sneak that right valvecover out without removing the left engine mount

I would probably do 16 plus diag. I like to clean the turbo any time it's out too.

Build date falls well within the run of exhaust valve failures

Finished the 6.4 fuel system today. Seems to be running good, put about 25-30 miles on it.

Yup that kind of chip

I had my own little experience with a chip and P1668 on a late 99 7.3 recently. Found the chip had loosened up causing a wide variety of issues but regardless as long as it was plugged in it would set a P1668. As soon as I removed it the code cleared itself. The customer didn't want to hear it though. The truck was sluggish when stock but the up-pipes were leaking bad enough you could hear it in the cab and the wastegate was frozen. It wasn't making full boost that's for sure. Ran good with the chip installed so back in it went.

Still plugging away at my fuel system. If I can get to the point where the cabs ready to come down I'll be in good shape today. Found a little rust on the sending unit. Definite contamination at one point in its life

Eseries are a little safer but they still blow headgaskets. If your pressures are in check then all you can do is fix what you see wrong and then reevaluate. No fuel in the coolant causing the bottle to soften up? They are turds stock but I've ran a few that had f-series tunes in them. Now that's a ride.

better check it for headgaskets too

Injector sleeve cracked or leaking? I've seen something similar one time I had fuel in the coolant and that was the offending cylinder. The sludge was in the fuel passage though, not in the cup area

I'm on my fourth cab off this month doing a 6.4 fuel system. I wanted to have this thing done today but that didn't happen. I'm buried and the work won't stop coming in. Leaving for buffalo again on the 28th for the hybrid classroom. That kind of counts as a vacation right?

Honestly it couldn't hurt

Once all the cylinders are contributing properly run it hard. Until all the air is out of the fuel rail running it at more than an idle is not good for the injectors.

Lay all the bolts out, organize by size/type and take some pictures. We'll be able to tell you where they go

Thanks Fred. I knew the 7.3 was deadheaded and didn't really know if oil could back up into the fuel or not. I guess if the leak is big enough it might. I get a very faint oil smell from the exhaust but no visible smoke. I am leaning towards injectors, either O-rings or an internal leak but either way they have to come out. We actually have all the tools to bench test 7.3 injectors so I am going to do that if the customer returns with a concern. For now I topped the oil off so after sitting for 5 minutes it sits max level on the stick. They are going to return in 1000 miles to see if any was lost.

The long crank may just be from the air in the oil rail after having the system opened up. I wouldn't worry about it yet because the engine starts and runs. Nothing sticks out in my mind that is special to cylinders 1 and 3. Since you changed all the injectors on that side it rules out combustion gas in the fuel rail. Also the standpipe was changed (get in the habit of changing the whole thing not just the top). If it was a fuel pressure issue I don't think you'd be getting fuel past 1 & 3 all the way to 5 & 7. 1 and 3 aren't pair cylinders so it shouldn't be a sync issue. You mentioned you were going to change the dummy plug, did you? ICP_V needs to be .8v to start and should be 1.0v idling. If it's not changing from .25v that's a problem. I would start with a test FICM (if ones available), and after that go for some base engine. Check the rockers for proper movement once the oil rail is back off. Sometimes the 6.0 needs a little while to get running on all cylinders after everything has been opened up. A lot of times a miss will be present after changing one or more injectors and it clears up once the air works its way out of the oil and fuel. Usually a key off and a restart is enough.

Relative compression can be tricky when it's a valvetrain concern. I am always suspicious of it. I know it's hard to do on an e-series but a manual compression test may be needed. When the engine is running you're not getting a popping sound through the intake are you?

Run your buzz test to make sure they're all alive. I have seen ficms and injectors fail at the same time, when that happens its hard to know which one caused the other. Or you could have a lifter out to lunch

Got an 01 7.3 here that ate 6.5qts of oil in about 8,000 miles. Not sure what's going on there because we didn't do the last oil change there's no way to know if the correct amount was added. The crankcase pressure test is fine and it's not the turbo filling up the intercooler. No smoke from the tailpipe. Fuel bowl just has fuel in it. No major external leaks. Not sure if an injector could leak and not get oil backed up into the fuel bowl.

Also this common problem was solved today with a little brainstorming

Wow I was unaware such a thing existed. I almost never splice in a whole new connector for just the lock that usually breaks. That's where having old harnesses has saved me in the past but I guarantee none of them have any coil connectors left.

This is my own 06 F-250 with approximately 118k on the clock now. This problem developed over night so I took a few recordings this morning. A small bump is felt while slowing down around 18-20 MPH. It appears it's on the 5-3 shift coming to a stop. From the looks of it SSD comes off and SSC comes on. SSD as well as PC-A have been changed in this truck before. I can see a small spike in TSS when the bump is felt and it syncs up with SSC as it comes fully on. One time I felt a hard 2-3 but I missed the capture button because I wasn't expecting it. I am not a tranny guy but I am going to try changing SSC and see what it does. This truck is due for at the very least a soft overhaul but I can't bring myself to open it up when it's still (for the most part) okay.

Once the mount is out I lay the engine over until the power steering pump return line just starts to touch the crossmember. Watch that and you'll know how far you can go down, it seems to touch before anything else. If it leaks you went too far. Believe me, I am no e-series guru. It's the one thing I basically learned on my own (and only about 2 years ago), no one here has ever known how to work on them. After doing it for a while I wish we had more. I did five of those E-450 6.0 transit buses in a row and none of them have been back for a thing.

I doubt the engine is actually stuck to the frame but it may help if you dont jack dead center on something like the crank pulley. You're going to have too keep on jacking. Just watch the valvecovers and turbo and that'll tell you how high to go. The chassis is going to raise, that's a lot of weight being taken off of it. It's just like when you lift a cab and for the first few inches it looks like you're lifting the whole truck.