Matt Saunoras

I usually run the engine with a hose in the degas and the drivers side block drain out. If you rev the engine and water violently shoots out of the block you know you're flushing good.

Yeah I don't have any here either, we haven't sold a diesel super duty in a while!

I use Fleetguard Restore. I forget where I got my last case, probably on eBay.

Okay but seriously right now I have a retail tranny and wiring harness on a 13 F-550 that weighs just shy of 22k pounds. It wasn't easy but it's up off the ground high enough to sneek the tranny out. The truck defaulted to 5th gear because of an OSS issue and they kept trying to drive it. It over heated the tranny so bad the wiring harness is melted out the side of the case. It has what I believe to be every single code a TCM could have in memory. TR is shorted out so I couldn't start it to try and get it in the shop. Also I have ANOTHER set of 6.0 headgaskets in an F-series. This same truck just recently had an exploded oil cooler and a misrouted wiring harness that shorted out the ign to ficm power wire. During the repairs I fixed a bad EBP and a ripped cac boot that had this thing badly underpowered. Ever since I fixed the boost issue it's been purging coolant. ALSO this time (ever since I replaced the harness) it had a bucking at WOT and would die when it idled back down coming to a stop right afterwards. It was 7 qts low on oil from severe oil pan porosity. So it's getting headgaskets, a used oil pan I stole from a 6.4 core and a bunch of other crap to hopefully fix it once and for all. Oh and it needs another oil cooler because the customer dumped copper stop leak in the coolant bottle to ease the headgasket issue. Then I have 4 injectors, two on each side, to do in an E-series bus. Also I took a look at a 06 F-250 torqshift today that has direct clutch failure but I think they'll decline any repair for now. We quoted a used engine for the 06 F-450 that has 2 failed lifters, no word yet, I can still fix the cam, lifters, rockers and reseal the whole engine for cheaper than a used one.

It's hard for me to spend so much time at work and not do stupid little projects to keep my mind occupied. Yesterday these were full of holes and 2 had the bases broken off

The IPR dump port is the normal leak. Even when you put a full 12v to the IPR you may still have a small leak there, not always enough to hear but if you put your finger over the hole you can feel it

Not in my bay I use the guy next to me's bay for stuff like this. The shooting club I belong to has a pistol range with these steel animal silhouette targets. Occasionally the bases get broken off or if someone shoots them with a rifle they can get holes in them. I took 3 with me last saturday and fixed them at the shop tonight. I welded the bases back on an filled some holes.

That's exactly what I did, thanks for the pics

That front cover oil seal is a design catastrophe. The one I did was torn from the factory and when I realized it was needed I had to wait weeks for it to come off backorder

Well I got it. First thing this morning I disassembled an old 6.0 harness and ran an overlay to the VGT solenoid using a new pigtail. That didnt change anything. Still no EBP. Then I put my good PCM back in it (which I took out last night before the concern happened again) The PCM was the issue, it is not driving the VGT correctly. New PCM fixed all concerns, no more underboost and EBP matches desired with a good duty cycle

Forget it, that did not fix it. I have no idea what happened. It was fine for a whole minute while I did that last VVT test, closed the test out and my EBP was perfect idling. I put the original PCM back in and the old VGT solenoid and now I'm back where I was. So I started switching VGTs out again, no change. I reflashed the original PCM incase it was a calibration issue, no change. When I switched out PCMs originally it did not change anything either. The only other thing I did was tape up all the exposed wires I had out. That would not explain why everything load tested and resistance checked good initially. One other time I had a VGT wiring problem in a harness that I could recreate by wiggling the harness and my EBP would shoot up. It had a code unlike this one and if that's the issue I can't seem to recreate it. Tomorrow I am going to get into the wiring further down.

Alright, I didn't want to believe it but the problem was poor pin fit at the VGT pigtail. I have changed many of these over the years for broken locks, chafing, exposed wires but not once have I ever actually had one give me fits when it looked perfectly fine. I load tested the wiring from the PCM to VGT and it was good, even stuck a known good PCM in with not much change. When I would unplug the VGT and plug it back in my EBP would shoot up almost to desired but slowly creep back down to nothing. It was infact the pins on the VGT slowly losing contact. Here are 2 screen shots from the VVT test, mind you this is a known good VGT solenoid and a brand new turbo. The only difference was the pigtail was swapped out with one from a used harness that looked slightly better. Parts is long gone and I couldn't get a new one. Notice the peak voltage in the first screen shot, this indicated the vanes weren't closing all the way which gave me my low EBP

Man I am struggling with this 05 6.0 that's here now too. Can't make desired EBP to save my life, you drive around and it basically has VGT duty cycle at 85% the whole time. Runs great though and doesn't act like it has any turbo concerns at all (like the DC is not actually at 85%) Has a new turbo, known good EBP sensor and VGT solenoid, no exhaust leaks. Cleaned the EBP tube and fitting. Wiggle testing all the wiring showed nothing. It failed the EGR valve test that I posted above so I put another new valve in it, still no change. Only code is a P0299 Ran a VVT test and it looks horribly sloppy. No real distinct step pattern and no flats at the top of the peaks. I am leaning towards VGT wiring or pin fit at this time, more testing to follow.

Working on the one I just did headgaskets, coolers and a turbo on. Won't make desired EBP and I've been running around checking everything I can think of. This is a brand new valve

I bet this has cost Ford hundreds of turbos. It's a shame especially when parts availability is so spotty to begin with

You don't have a big enough drive-on to pick it? No I work off two 18k twin posts. Those are the biggest lifts in the shop. I'll be able to get it off the ground and hopefully high enough to get the trans out the but that's about it

The bus company okay'd a coast clutch cylinder and soft overhaul on the torqshift. Still waiting to hear on the 6.0 cam and lifters. Outside are 2 6.7 F-550 service trucks. One needs a retail tranny and the other a turbo. It's gonna be a bitch doing a torqshift 6 on the ground

I've got another 13 E-450 bus with a broken coast clutch cylinder. Tore the oil pan off a 06 F-450 6.0 because it was making a pretty distinct knocking noise I couldn't pinpoint. It's got 2 bad lifters, one has a nice chunk missing the oil pickup tube caught, I'll post some pics. Also got the cab up on the last set of headgaskets,

I did an EGR delete on a 6.4 last year that no one knew about. The customer was already DPF deleted and needed thermostats plus the horizontal cooler was cracked and leaking externally. The thermostats got changed, the coolant leak stopped and no one found out.

Yup spun 90 degrees and blocking the exit. I've heard of it but this is the first one I ever saw.

I remember the same thing happening on the early 11s with the gasket sticking up between the bypass and the cooler. If we don't learn from our mistakes....

I get the intercooler out of the excursion, the tank is seperated like I thought. Slam the new one in, blast it down the road and it falls on its face worse than before. I can't imagine what the hell is going on with it. I'm on my way back, coasting down a long hill and I put it in tow haul to use some engine braking. As soon as RPM went up, EBP went higher than desired and VGT opened all the way to compensate. That ain't right, I know the turbo is fine.... then I realized what was happening Anyone know what this is a picture of? First time I ever saw this.

I just buttoned up the excursion I did headgaskets on cab on. I defintely should have at least made an attempt at removing the body, oh well maybe if there's a next time. This is the only 6.0 excursion I've ever even seen. Right on par with the way things have been going this thing stuck the screws to me too! I'm all done, headgaskets were torched caused by the turbo vanes frozen and most likely overboosted a few too many times. So I go for my post roadtest and the thing only makes like 3psi boost tops but EBP is perfect. I checked the MAP port since I always pressure wash the intake and it was clear. The hot side cac boots are brand new and I know the black cold side duct was good. I'm also positive this thing made at least some boost before I tore it down. I remember it running damn near perfect except it was blowing coolant out the bottle. Damn it if the hot side tank on the intercooler isn't separated from the core. I looked at it too prior to the estimate, the tank isn't clean off but only pulled apart in the middle towards the rad. Almost impossible to see. It never occurred to me the truck was overboosting at the time I drove it but masked itself with the huge boost leak. Oh well, I get to break the good news tomorrow.

Man I did that years ago, threaded the cap on partially but never tightened it down. I think I cleaned for about 3 hours, I wound up removing the fan shroud and fan to get to the front of the engine. That was when 6.4s were still under warranty so it got a complementary belt tensioner and I got paid some of my f'd up time

I had a 14 F-450 with a P2043. Put a heater/sender in it and forgot to plug in the main tank connector. Traded one code for about ten.