lmorris

Dug out the old OTC Genesis and pinpointed 2 injectors. Thanks for all the info guys.

We should sticky this. Thanks.

tsb99-03-05.pdf

GM ring a bell? That was one of the great things about fords. The F150 and F250 where actually different trucks! They do have different frames. The front fenders and grille are different too. Will have to take a closer look, but I think the box is slightly different as well.

Have a look at the Mass Air Flow sensor. A dirty or faulty one can mess up DPF soot load.

I asked hotline as well, they said there is a way to do it, but it never went past that. I checked every folder in the Ford Motor Company folder and found nothing.

Does anyone know where IDS stuffs the session files? I would really like to get of the ones from the F450 I am having Exhaust filter message issues with.

Funny that should pop up. I was told by an engineer last week that the 3.2L diesel has a proven track record of little failures over in Europe. They bring it here and this happens... Doesn't say much for our diesel fuel quality now does it?

Nothing here. Maybe you got one of the test trucks that are never supposed to get sold. We have a gasser and a diesel here.

No matter how much you like the smell of the soap, never walk out of a public restroom smelling your fingers.

https://youtu.be/jcJzpsSpDPw

Yes, Took a bit to get used to the look of the F150 cab on there, but overall a very nice truck. Good to know.

A tech here owns this truck. It smokes a lot at idle, fine off idle. Slight stumble at idle but is smooth when driving. Our generic scan tool won't let me monitor power balance. All I can do is disable injectors one at a time and monitor RPM. When doing this, the smoke never stops and all cylinders are pretty even in RPM drop. We cleaned the MAF sensor and no change. Any ideas on where I go with this one?

No contamination of the high pressure system, but the fuel drained from the separator was nasty. It's an F350.

Doesn't look too bad. Not sure as to why the return line needs to be disconnected, but I am sure I won't be doing it. Also noticed the low pressure pump is now in the tank. On a side note: While going through the WSM I have noticed a lot of changes. The DEF tank is completely new for one thing. The crankcase oil separator is new. The procedure for disconnecting it from the intake is messed. If you go to Lower Intake manifold removal it tells you that if you disconnect the tube from the intake you have to replace the entire separator.

Aug 25 2016 3588 - 2015-2016 F-Super Duty And 2016 F650/750 - 6.7L Diesel - Turbocharger Oil Supply Tube No Longer Present/Required - Built On Or After 2/1/2016 For 2015-2016 F-Series Super Duty Pickup (excludes Chassis Cab) and 2016 F650/750 vehicles equipped with a 6.7L diesel engine and built on or after 2/1/2016, the turbocharger design has changed and the oil supply tube is no longer present or required. The revised turbocharger now uses an internal passage to supply engine oil to the assembly. If replacing a turbocharger currently equipped with an oil supply tube, the replacement part may be the revised turbocharger with an internal lubrication passage. If the replacement turbocharger is not equipped with an external oil supply tube port, it is necessary to install the revised turbocharger pedestal (HC3Z-6N639-A), turbocharger filter (HC3Z-6C683-A) and gasket (HC3Z-6587-A) to insure proper operation.

They have made a few changes. New air box and filter, new EGR valve, redesigned CAC tubes, redesigned fuel routing at the secondary filter, no more crankcase ventilation sensor. Eliminated the bypass hose from when they eliminated the EGR cooler from the secondary cooling system. Charge air cooler remains the same. I am sure there is more, these are the few I was able to see during the PDI, by another tech. Was hoping I would get the first one.

Got me a nightmare building here, the 2012 F550 that blew the injector, then needed a HPFP, now has a slightly longer than normal crank time and sets P0087 on a road test with FRP_A 5000 PSI lower that FRP_A_CMD. Currently following PPT MA/M and am finding nothing wrong so far. All adaptives and IQA were reset and updated, PCM reprogrammed as well. Fixed it. After running all the tests, I removed the pressure control valve, rechecked for contamination-none still, installed the pressure control valve and its all good.

At 28:22 he says "air cooled turbo charger, air cooled charge air cooling system". I am starting to think it is still part of the secondary cooling system and that he was just a bit off in his description.

The 2012 that blew the injector is now running after replacing the HPFP. Hotline stated when high pressure fuel drops below 500 PSI it is due to a catastrophic failure. Not this one.

He did mention both high temperature and low temperature systems, so they must still have 2 radiators. I seems odd to have a separate system just for the fuel and transmission coolers if the CAC is air to air. I am guessing he miss read something now.

Not much on the 6.7L. Did I hear correctly, he said that the CAC is AIR COOLED?

Since seeing that message, all my P207F repairs have had the code clear itself when the dash fault messages cleared on the post roadtest.

My 2012 F550 with the blown injector is still a no start due to only 233 PSI out the HPFP.

Had a couple of Ford guys sit in on our shop meeting. Big changes guys. First off, Ford is projecting their first main stream Autonomous car by 2021. Second thing, the 2017 6.7L is a Version 2 design. The turbo oil feed tube is going to be internal. The heads and block are being re-worked. They are striving for fewer failures. This part is evident already. My boss will not hire another diesel tech, there is no demand. There is always the point of "No matter how good you make it, somebody is going to find a way to break it." My findings are that those that find ways to break it have a tendency to not want to pay to get it fixed, at least not by over priced dealerships.