lmorris

Diagnosed a bad power folding 3rd row seat motor.

Cab on. Just have to remove intakes to get to the pump. Some guys like to remove the Egr cooler for better access to the right side injectors. I like to remove the right battery tray instead. You can fish the fuel lines under the EGR cooler, once it is free of the harness on the left side you just turn the left side so it's hanging over the front of the truck and it come right out.

Banks Sidewinder turbo. They also have nitros kits for them...but that might be a little extreme. There is also the option of tuning the transmission.

Most likely it's only use would be to let you know when you are getting close to needing a regeneration.

The OCR capability is only available with Instrumentation packs #1 and #2 (two line LED display). Although the Diesel Particulate Filter (DPF) percentage can be displayed on the 4.2 inch color display, a manual regeneration cannot be performed with this package. As stated by Hotline.

2012 has it too.

2013 has it.

Are you saying these are all the same PN lifter? If so, I didn't know that. Are you saying these are all the same PN lifter? If so, I didn't know that. It makes sense. Why invent something new when it's easier to make the block fit an existing part. After all, don't the new GM diesels use the same injection system as Ford?

Did a little house keeping.

Same with my parts guy.

I have worn glasses for the last 40 years, and I have started to have issues seeing the small print with them on, so I take them off. Went in for a check up and the Dr. told me my focus was getting slow and to remove my glasses for up close reading, he gave me 3-5 years till I need Bifocals....IT's all inevitable I guess.

Found some metal flakes in the rails....thankfully all my previous time on this is covered by the customer.

I was looking for those...parts listing for the one I just finished didn't show them...oh well. Boss still gets a discount..

I need to clean up my area first before I take a pic, I tend to let things get a little cluttered.....

Happy birthday.....again...

I one thing that I hate the most about 6.4L tuners is 90% of the time they will kick out of KOER due to either a boost performance fault because of the exhaust delete, or they don't like having the RPM commanded up for some reason, and this goes for active commands as well. Makes some diagnosis a pain in the ass when you can't raise the RPM without having your foot on the pedal.

Hotlines response is that the reason for timing the pump is for noise and vibration control and will not cause running issues. So I am back to square one diagnosing a rough idle and the fuel cackle is back. Relative compression and fuel system analysis are next up. Part of me hopes there is metal in the fuel system, I need some closure on this thing. There still may be the possibility that this thing ran on gasoline at some point in it's life.

I find that updating the tuner software usually fixes most issues that reset with a key cycle. Most of these guys will not update the tuner before they program the truck. At this point I will usually do a PCM update as well as a tuner update. Charge a couple of hours for your time. These guys never learn.

First time I have ever seen this happen. Finally got the 6L camshaft/ cylinder head job done, runs great, no popping. It has developed an oil leak from the oil cooler top cover gasket, right between the two long bolts that hold the filter housing down. Good thing the customer, aka my service manager, has no issues with my work and agreed that "Shit happens".

So...any other issues you guys have run into? I have a fleet customers truck that complained of IC shutting down, when they shut the truck off it wouldn't restart. Let sit for about an hour and it was good. They took to a dealer close to where the truck broke down and they "diagnosed a communication network fault" and quoted 3 hours to locate and repair it. The truck came here instead. I am unable to verify the concern, and any codes in memory are useless due to the previous diagnosis. I checked the entire engine bay harness and found no rub points, checked the usuall drivers door sill plate, opened up the harness, nothing visual, ran the network test and shook the crap out the harness in every place I could get it to move, nothing....Thinking terminal fretting at one of the many harness connectors between the IC and the PCM as they have all been apart now and reconnected. Stumped. Thoughts?

Question: never had to get this far into a HPOP leak, knock on wood.... Where is the oil exhaust port on the injector? Can't find anything in the coffee table book or WSM. Don't have one in front of me to look at either.

Reset them 2 or 3 times already.

Update: Took the truck home last night, 20-30 minuted drive city/highway. The stumble/surge at 2100 rpm is gone, but on warm up it had a toned down version of it at around 1500 rpm which went away as it got hot. Definitely load related because I can manually shift down to hold the rpm with no load and it is fine. All the way home this thing has a fuel cackle under load. Took it out in the evening and the stumble was gone but still very noisy under load at any rpm below 2000. This morning coming back to work it had a very mild hesitation at the 2100 rpm mark and cackling. As it warmed up the hesitation went away but still noisy under load. Got to work 30 minutes later, parked it, shut it off and restarted it, Now it sounds normal. When it is noisy the boost is also slow to build. Putting this one to hotline. Something else that just dawned on me. It is below freezing here now. This truck didn't idle up when I cold started it this morning. It started good but idled at around 600 RPM. They usually run around 900 RPM on cold starts, and will ramp up to 1100 at times. Not this one.

Holy frick, never even occurred to me to check that. Thanks, will definitely check that before we return it to the customer. I hope the tech at least had the sense to put the injectors back in the same hole they came out of. Quick check, thankfully the shields were only half on. IQA is good. Thanks for the heads up 2006. Nooooooooooooooooooooooo........... They omitted the holes on the gear. Can't use a puller to get the gear off. WSM says to removed HPFP bolts, push the gear back against the housing and tap on the pump shaft to loosen the gear. Thankfully I haven't given a quote on setting the gear right yet.

Mike. The guy that rented the truck dusted the engine. It's a 2015 Driving Force truck.