lmorris

With those numbers I am surprised it didn't blow one of the glow plug connections out of the valve cover. I see 1 a month like that, usually auction trucks.

When I first starting doing 6L head gaskets on a regular basis I tried using a torque multiplier on the final 90 because my 1/2 bar was a tad to short. I ended up breaking the 3/4 to 1/2 reducer on the second bolt. After that I bought myself a heavy duty breaker bar. Plus all the sockets I have used on the multitude of 6L and 6.4L's over the years have gotten loose fitting too.

How about complete assemblies with turbo's that don't work. At idle MGP reads -0.19 PSI, rev it up and it DROPS to -2.16 PSI. On road test it wouldn't make boost until over 2700 RPM. It's not the exhaust because EBP stays at 13.9 when idling and the VGT won't cycle either. I first checked it key off and it was stuck, managed to free it up, then it works intermittently, sometimes it cycles when you turn the key on, sometimes it won't. Now you can move it by hand with the engine running, the turbo end of it works because EBP will fluctuate when I move it. Can't use active commands on VGT, and VGT measured shows 99.9% no matter where I move it to by hand.

Since my counterpart's retirement 2 weeks ago it has been pretty busy for me. Done the usual boat load of 14e03's. A couple of 6.7L turbos. A few 6L injectors here and there, 2 sets of 6L EGR/OIL cooler combo's, 6.7L fan clutch, 6.7L DPF assembly. 6.7L upper oil pan reseal. The odd thermostat and a few rads, both 6.4L and 6.7L. Spent 3 hours on one 6L trying to recreate a runs rough then stalls concern, they took without any repairs done. Just finishing up an injector and IPR on a 6L. Have an 84 Econobox 6.9l waiting for intake manifold gasket set, and a 6.4L long block to put in( truck has been sitting here for 2 months while they made up their minds on this one, seems the custom tune that was put in it grenaded the engine...AGAIN)

So...in the end, I ended up having to replace the PCM on this one.

Most likely they haven't figured it out or thought it was cheaper just to let us go through the motions. I wonder if it has to do with some kind of vibration or shock from the engine failure being transferred through the timing gears that takes out the pump.

My since retired counterpart put an injection pump in this thing a couple of months ago. Apparently he told them we couldn't time it because we didn't have the equipment. It came in yesterday written up as Time injection pump.... I managed to find the pulse adapter and have my own timing light, which I had to dust off. Now I need a bit of help with the timing marks..... I seem to recall having to measure a certain distance from the groove on the balancer and making a mark. Curious if this is what has been done in the picture above. Oh...it also developed a coolant leak at the back of the engine...

Truck's back with another odd concern. Complaint, started, ran rough then stalled and wouldn't restart. Gets towed in. Starts right up for me and runs good. Let it idle while I put the drive shaft back in. Reved it up a few time to see if it would smoke, when it came back to idle it dropped as low as 400 RPM, according to tach, shock for a bit then cleared up. Then it would not come off idle. I cycled the key and then it was not starting, like it had no ICP. I unplugged the ICP sensor and it started right up and has been running great for the last 2 days. Sadly I didn't have my scan tool there, but it only set the ICP circuit high code when I had it unplugged, and no check engine light.

If I remember correctly, the difference in the EGR valve is spring tension. It has something to do with the increased flow through the cooler.

Out of the 4 I have replaced, 3 needed a HPFP. Hotline also admitted to me it was an issue that was being looked into. Haven't heard or seen anything more on the subject since. This is my first time reading this post, I like the idea of starting it with no intakes first, just in case.

Have one here, originally it had P220D, nox12 heater performance, ended up replacing NOX12 and let it go. 2 days later it comes back in with P207F with Engine Idled message in dash, PPT gets me to replacing NOX12, manual regen, selective catalyst reset and a road test. Thinking I may have missed a step in reseting things the last time I thought I would try again before condemning the sensor I just replaced. We currently don't have any NOX sensors in stock, so I ordered both for the hell of it. Here is my dilemma, it won't clear the P207F with out doing the selective catalyst road test procedure, I can't road test it because it won't come out of idle only, I can't perform the Exhaust fluid system fault procedure to clear the engine idle message because of the P207F. It is at the latest calibration, and the typical procedure to get EGT's up to temp and let idle didn't work either. Any thoughts? I thought the PCM update was supposed to fix the "Stuck in idle" issue?

So just finished my second turbo. Made up 2 hours over the first one I did. This one took me 6.5 hrs to do including diagnosis.

Anyone else getting a "The Read Vehicle Information button in the Known Concerns pinpoint test must be selected to use this feature." ? Just popped up today. Haven't done anything different.

The only thing I can think of is that whatever they did to get the low emissions would have decreased engine life.

It's black, the WSM calls for TA-357, which we couldn't get so I used the grey TA-31.

So much for Volkswagens being as clean as they say.http://www.cnbc.com/2015/09/21/volkswagen-stock-drops-20-on-us-diesel-recall-probe.html

Steve: Never heard of them personally, but they have a pretty fancy website. Seems they specialize in heavy duty mostly. Have you given them the heads up on the quality of their work?

Remember, the person that succeeds is the person that doesn't give up. I get the impression you are not the type to give up. Good luck to you.

Maybe they forgot to hone the cylinders on that side...Friday build...You should check the manufacture date on it.

Half the trucks that come in here are like this. That's what we get for being smack in the middle of Alberta oilfield central. We call them RIG ROCKETS.

The last one I did turned out to be the guy's tuner.........To start out he was a bit of a J/A.....The truck is new with only 2000 KM's on it, it's lifted, tuned and deleted. The code only showed up after the delete was done. He started complaining he needed the truck ASAP for work because his current vehicle broke down. This was originally diagnosed by someone other than me and parts ordered. They managed to find all the parts for me here in town, so I replaced the turbo per TSB. Road tested it and gave it to the customer, he spouts "This better have fixed it." before he left. Code came back, so it's not the turbo. He spent 2 hours on the phone with Bully Dog, had his tuner updated, and codes is gone.

2013 Raptor waiting for a transfer case. Ground up the high/low planetary set.

What it says is the complete vehicle (wagon) is not certified, but they can purchase the cut-away and have it completed to be a school bus. The wagon is classified as a 10 passenger vehicle, and does not meet the 11 passenger regulation. "Ford manufactures incomplete vehicles including the E-Series Cutaway and Transit Cutaway that can be outfitted with the School Bus Prep Package or Multi-Function School Activity Bus Prep Package."

One way to test that is to get it so it will stall at the shop and give the IPR a blast of cold water. If it starts up right away, you have your culprit. Used to use a bag of ice cubes on the 7.3L's that did this.

Normal oil squirt would be a short and evenly timed. If it's a constant flow then that injector is bad. Also check where the injectors go into the head for leaks. Also check those 2 small oil rail plugs, have seen those o-rings leak too. Personally I have never air tested a 7.3L. Just plug the left side and crank it over.