lmorris

It was hooked up to a 2016 F350. Ford does not use them yet....I tried to find those pids in datalogger and they are not there. I have seen other vehicles with pidsin freeze frame data that are not used. Hotline says they are sometimes left behind from testing and development.

Only time I see a P1000 that won't clear is when it has been tuned. Reprogramming will eliminate that as the cause if it was....hopefully it isn't because customers tend to get upset when you erase their tuner programming...oh well...

Add me to that list.

So this guy comes back in to talk to me today about this injector hold down issue. He wanted to know if I knew of any experts in the field that he could use as a witness in a court case against the Dealership that put the engine in. I still haven't been able to find any info on this topic. Sometimes I think these so called "Aftermarket Diesel specialists" like to make false claims just to drum up business.

I have heard about NOX adsorbers but was under the impression they were far too expensive for automotive use any time soon...or are they...

I am still working with our warranty clerk to get paid for all the MT bullshit on mine. Nothing makes those guys happy.

The top of the lifter looks good and it is not "mushy". This thing has always had the tell tale pop of a bad valve, but they never did anything about it because it ran great. We did check the valve lift and it is ok. With #2 intake valves no longer opening the pop is gone. Boss priced out a couple of heads and full set of push rods. Will check cam lobe again when heads are off.

That does work Matt. Thanks.

My now retired counterpart replaced a pushrod and updated rocker arm earlier. Now it's back with the same rocker arm off. #2 intake. Only things visibly wrong are the hold down bolt is broken and the tops of the valve stems are worn. Plus the valve bridge is very sloppy on the valve stems, which doesn't seem normal either. Pushrod and rocker arm both look good. The recess for the pivot ball on both rocker arm and carrier are both good. For the life of me I can't remember if the newer style rockers had the bolt spacer on them. Searched pictures show no bolt spacer, but for some reason I am thinking there is one. This had no spacer. My initial thought is that the valve stem wear was missed and the bridge moving around is the cause here. Any thoughts. BTW this is my Service manager's kid's truck......No pressure right? Edit: the rocker arm mushroom thingy that pushes on the valve bridge is also missing. I am now thinking the worn valve stems were missed last time. And the resulting movement of the bridge dislodged the end of the rocker and thus resulted in the arm falling off the carrier. Still don't know what was the original cause of failure. Boss is going to see if his son want's us to pull the engine to see if it's worth a couple of rebuilt heads. Edit: Question not really clear. Do the 05 and up engines have the spacers on the rocker arm carrier bolts?

Brad: exactly...must be a common thing then.

You could actually see the dirt stain on the intake side of it. At the time I was rushed to get it diagnosed, fixed and out the door and missed it. The rest of the intake from the air filter was clean, so I am now assuming it was cleaned by someone prior to it coming in with the lack of power complaint. I blamed that little oops on the service advisors, Big boss was upset, but thankfully not with me.

Use regulated shop air on the MAP sensor and see what it does. The MGP issue almost sounds like a PCM calibration issue, maybe a PMI on the PCM is in ordered here.

If I had a better camera you would be able to see that the cage has a crack in it where the alignment pin is for the center section. Not sure if this is common, the cage is pretty thin at that pin.

Ford rejected this one due to dirt ingestion. We got stuck with the bill so they let me take it apart. When I get a chance to tear down further I will add more pictures.

Just popped into my head....The high pressure line fittings at the pump have those check valves in them. I remember years ago hearing that if they are put in upside down or left out they will cause starting issues. Just a thought.

The proper procedure for the y-pipe is to loosen all connections. Seat the EGR cooler and turbo connections then hand tighten both clamps. Make sure the pipes are aligned at the manifolds with the bolts on loosely, then tighten the turbo clamp first then the egr cooler clamp, and lastly the exhaust manifold connections. If the turbo is seated correctly on the pedestal you should have no issues with this procedure.

Command vgt to around 50% and drive it. If you get good boost it's an input sensor issue. And plus 1 on disconnecting the down pipe at the converter. I had a cat that was busted up and caused some stupid boost issues.

How did you get it out of forced idle with P207F in memory? That is what screwed me, and hotline told me the fault procedure will only work if no codes are present. Try checking the EGR system as well, only because the truck came back needing an EGR valve a week later. One other thing they told me to try was to disconnect both batteries and hold pos and neg cables together for 5 minutes to drain all modules. Didn't work for me but it may work for you.

2006 F350 6L with 207000 KMS, oil cooler blew. This thing is clean, has never been apart, still had the original STC fitting in it. A rare find if you ask me.

It seems to me that 6.7's are great for setting codes like that. Fix one and 2 days later it's back and the guy ain't happy. The one I had replaced NOX sensors on then the SCR/DPF assembly, then the PCM, all for a p207F that wouldn't clear or come out of idle only, came back a few days ago with P2074 and needed an EGR valve.

Use that as well. GAX24

It's 09-8-3

Yes you may..............

2008 F350 6.4L that I am hoping has an intermittent internal short to ground in the low pressure pump. Came in for no crank. P0231, fuel pump secondary circuit low, KOEO. Found fuel pump relay B+ fuse popped. Checked for shorts to ground, none found, replaced fuse, cleared codes, it started to crank then stopped, p0231 set but fuse was good. Long story shortened, got the fuse to blow and checked resistance in circuit, and had 1.2 ohms with the pump plugged in, went open with it unplugged. Getting approval for pump, hopefully it's the issue.

09 F350 6.4L removing/splitting turbos for exhaust and oil leak, plus both exhaust manifolds, with the cab on, luckily I had enough room between the cab and the service body to tilt the cab up for better access.