lmorris

FWI: I changed one that was bugged by a vacuum pump that filled the whole vacuum system full of oil.

WSM posts 28-45 PSI engine running for a V10, 35-45 PSI KOEO

Apparently, changing the CAC temp sensor on a 2013 F350, 6 times, is easier than having the low coolant in the secondary cooling system diagnosed. Which, BTW, is just the oring for lower hose going into the secondary water pump.

After getting a few other techs involved we decided to try and fix the hole. Worked out pretty good and every one's happy. Will update when I figure out the issue with the stalling.

I know there are a lot of topics on this code. This particular truck has an alleged stalling that I haven't confirmed yet, there is a story behind that which I will elaborate on later. The PCM hasn't been updated in awhile, so I updated it. Next is the road test to see if the P0088 returns. Question is: has anyone experienced a stalling on acceleration associated with this code? I am leaning towards an FRP sensor issue myself, but have yet to confirm it, acts normal in bay. Now for my second story: The tow truck driver buggered the pinion flange, so I have to replace it in order to hook up the drive shaft before I can road test this beast. Problem is I am having one hell of a time getting the nut off. The fun never ends around here.

Update: After 30 minutes of talking to this guy and his dad(30 minutes that I will never get back...) They decided to try a get the engine and fuel pump out of a write off they know off. They got the truck around the corner and it stalls. After a bunch of screaming at the front end staff, they managed to get the service manager to tow it back and they want the fuel pump changed. Update #2: Went to bring this thing in, hoping the fuel pump has cooled enough to work, and it's still a no start, but doesn't sound like a fuel pump. Dragged the IDS out there and it's only making 400 PSI cranking......

Honestly, I would rather be doing that instead of the bullshit 6L auction pieces of crap I am currently dealing with. Seriously, WTF is wrong with these people? I blame all the fucking RIG PIGS with their fucking chipped up RIG ROCKETS on this. Now everyone thinks they can own a diesel pick-up because they are going for cheap at auction houses.....THERE IS A FUCKING REASON THEY ARE SO CHEAP DUMB ASSES.....

Update on mine. What I thought was a fuel cackle turned out to be some funky valve noise, pinpointed the noise to be coming from #7 area, the one with very low relative compression. Manual compression has #7 at zero and all others 275-290. We think one of the valve is sticking. Still requires a tear down to be sure, but my guess is a valve has been tweaked at some point by the piston. To intermittent to be a burnt seat. Checked fuel rails and there is metal in the rails. Quoted a drop in and he is buying a new truck instead.

Here is what I charge, and I don't short myself. It has taken a couple to get in under the time allotted BTW. Fuel injectors-5.3 Injection pump-6.8 Fuel filters-1.1 Fuel lines:clean-.7 Fuel tank R&R-3.3 Fuel tank:clean .7 Total of 17.9 hrs. Those times are right out of Mitchell On-demand and with the overlap it does cover every thing. Diagnosis is extra of course. There is a time of 1.6 for Fuel system diagnosis in Mitchell On-demand.

Been there. Recently had the same thing happen. He would call me with his "scanner pids/DTCs" as say Im going to just replace the EGR valve and see what happens "because guys on the internet said that would cause it". Concern was runs rough/misfire however he was insistent it was not a misfire when in fact thats exactly what it was. I had to politely tell him if he wanted me to diag and repair it that he needs to leave the truck alone or his diag charge is going to much higher after I redo everything he put his hands on trying to internet fix it. I don't let it get that far. I will always say I can't make a proper evaluation with out doing the proper diagnosis. I will give the customer a few tips on visual inspections and things they can check without a scan tool, wish them luck, and then tell the Advisor that took the call to book him in if he needs more help.

How did you bleed it? When working with this situation I like to crack the bled screw and have someone push the pedal down, then close and release the pedal. Do this until you get fluid, then do the pump and hold method. You may already know this, but thought I would throw it out there. There is the possibility the master cylinder has been damaged. And..yes, you do need a scan tool for the ABS bleed, not most times it's not needed. And you need to have the regular system bled first anyways, so it won't help you. As Matt said, check all the caliper pins.

Have one in my bay currently.....with the exception that the turbo and pedestal are of the 2005 variety. They cut the mounting boss off the back of the housing to clear the 2003 intake. It's in for a stall hot. Have a leaking ICP sensor and a fuel pump secondary circuit open code. The turbo drain tube was not fully pushed into the HPOP housing( I could see the oring). Was going to pull the turbo to correct that, until I saw the hack job on it. Managed to pop it back in with a bar. Started going after the ICP sensor and harness and stumbled onto a few stripped out valve cover bolt holes. Nice truck though. Hope these guys didn't pay to much for it at the auction. That Frankenstein engine may not be worth the hassle.

You wanna talk gravy...Just finished a reductant pressure line on an F350 Wide frame, retail labor is 1.6 hrs, took me all of 20 minutes.

Isn't fuel delivery and timing based on oil temperature? This thing must have some funky fueling issues when it's hot.

When asked if this guy if his tuner pid readings would be good enough to diagnose a no-start 6L, I had to work very hard at not laughing, and calmly told the guy that a decent scan tool with active command capabilities( like the one I have in my bay) is needed for a proper diagnosis, unless he feels like spending countless hours taking it all apart and looking at everything. Needless to say, the truck is now sitting on our lot waiting to get pushed in for me to diagnose it. I was sure this guy was going to try and "Internet fix" it. I was wrong.

The fuel trims matched the power balance, #2 would go negative and #7 would go positive(a lot) when it stumbled, then go back to zero when is smoothed out, the rest were 0. My though now is the metal in fuel system is the cause of the engine failure. Still waiting for an answer on the quote. Still baffled that it was pretty smooth when it wasn't acting up, given the dead hole.

6.7L F350 auction special getting a fan clutch and reductant line. With a possible torque converter seal down the road. 2010 F350 Harley Davidson 6.4L with no compression on #7 and metal in the fuel, waiting on approval for a drop in. 2005 F350 6L no start sitting outside.

2010 F350. Starts up fine with no smoke. With in a few minutes of running it will make 2 or 3 sharp cackles then run rough for about 5 seconds then smooth out, will continue this cycle no matter the engine temp. Codes pulled P0281 #7 contribution, P120F fuel pressure regulator excessive variation, P2291 icp low cranking. Power balance has #2 shoot up +20 and #7 drops right off. Shut down #7 and it still acts up and #2 shoots up. Shut down #2 and it still acts up but #2 goes from -40 up to 0, and #7 will drop right off. Relative compression has #7 at 14%, but I am thinking that is a result of #2 slowing it down. Suspecting #2 injector is sticking and causing all my issues. In the process of removing the left valve cover, plan on removing glow plugs and cranking it with the injectors unplugged to look for any fuel coming out of the glow plug hole. Never had this kind of failure, mostly no starts with stuck open injectors. Is #7 dropping off just a result of #2 over fueling? Edit: No fuel key on, cranking. Suspected as much, think it only acts up when running. Fuel is clean, no rust in filter housing.Took a sample from the fuel rail, has a few metallic flakes maybe 10 or so. My gut says to quote the entire system, but it doesn't fit the "Typical" contaminated fuel scenario. Edit: No compression on #7, valves are working. Really threw me sideways because it wasn't running like it had a dead hole.

More tales of auction house woes. 2011 F350 flat deck/fifth wheel 6.7L with 190,000 kms on it, that spent a lot of time on lease roads. The guy was shocked that he may have to spend over $2000 to fix the reductant line, locked up fan clutch, leaking t-case, leaking lower oil pan, then drive it for a bit to see if the torque converter seal is in fact leaking.

2010 Escape, PTU seals, left axle seal, right rear axle seal and 4 tires. 99 E450 Airport shuttle sitting outside for oil and coolant leaks that I am a little reluctant to bring in.

15s34 on a Fusion. Batteries on 2 lot units, both diesels, one sold, one dealer transfer. A Focus PDI.

Found it! 2015 F350. IDS 99.03

I'm going to hazard a guess and say the post cycling came in around early 2005 and the inductive heating was sometime in 2006. Only on the basis that I had done a few before leaving my last dealership in 2006.

This situation still baffles me. Next door to us is a major auction site, lots of heavy equipment and trucks, both heavy duty and light duty. Being so close we get a majority of the Ford Superduties that get bought, in for repairs. Every now and again we get guys that come in from other provinces...can you see where this is going. Some of these trucks are not road ready, especially for a trip through the Rocky Mountains, Where today's prime example is headed. The guy buys a 2009 F350 dually with 310,000 km on it that has an exhaust leak. Brought it to us yesturday to have the leak inspected, which turns out to be the right up pipe. I am to busy to get it done, the other guy that is trying to take the place of our recently retired diesel tech, is also very busy. The customer expected to be able to drive it back to B.C. on Saturday.....WTF...Who goes to an auction to buy a truck and doesn't factor in some down time for repairs before making a safe 2 day trip back home with said truck?.... . Needless to say we got it done, but the mayhem up front was a thing to behold.

Not sure where to upload this. Just saw it on PTS and couldn't find it here. G0000086.pdf