lmorris

I currently have a 2004 F350 in my bay. This thing has a long history of people trying to fix a hot stall issue. Before the customer bought the truck it had a 2007 long block put in it. After 2 dealerships spent a week each and both coming up with the same diagnosis, timing issues, he had the the short block replaced by some independent re-builder here in Edmonton that offered a better warranty. After trips to 2 dealerships in the U.S. and a few injectors replaced, he made it to Arizona where he got to talking with someone from Bulletproof Diesel because he was still having this stalling issue. They told him it was the new style injector hold downs that were miss-aligning the injectors causing o-ring sealing issues. They sold him a set of old style hold downs and installed them with new o-rings. He flew back home and left them the truck. After a month of them driving it, they claimed there were no more issues, so he flew back down to get the truck. There is more to this story, but I have that posted in "What's in your bay". MY point is that I have never heard this before, and an extensive search of the interwebs has come up dry. Anyone ever hear of this?

It looks like the front drive unit feeds off the side of the transmission like a PTO would. Anyone know if this is the case? Crazy thing is, this technology has been around since the first AWD Lamborghini Countach or earlier. Guess us North Americans are not ready to be caught up with the rest of the planet.

Not sure where it's been since it left, but it's back and the owner is not happy with the botch job done to this thing by others. So I get to "Make it right", then continue my original diagnosis of it stalling hot.

Just talking to a customer that had the same issue with someone putting injectors in his truck and cutting the orings. At some point he had his engine replaced and ended up with 2007 heads on his 2004 short block. The 2004 injector hold downs were used and he was told that they don't line up the injector properly if used with newer heads(first I ever heard of this). Someone put all new 2007 hold downs in it and it was fine. Edit: I had this one mixed up. I can not find any information on this, so it's hear-say. The second design injector hold downs with the bigger torx head are the ones that are not letting the injector go in straight, that's what the customer was told. His engine was a 2007 part number, so it had the new hold downs. These people sold him 8 of the old style hold downs, new orings and he claims the stalling issue was fixed.

Undercarriage does look like it can handle multiple configurations. Each one could have it's own sub-frame.

Second of the two 2014 6.7L oil pan leaks. Again, it looks like the silicone didn't bond to the upper oil pan. Plus it has a torque converter seal leaking as well as transfer case rear output seal leak. Just coming off a 4 day run of PDI's and used car inspections. Good to have some diesel work in my bay, even if it is a PITA oil pan job.

lol^^^^ Me too.

2005 6L that I diagnosed a FICM on a few weeks ago that left so his "Buddy" could do the FICM. Now it's back with an aftermarket performance FICM, aftermarket oil cooler, which is covered in oil, and some billet filter and oil fill caps with lines running all over the place. One oil line is pushing on the engine harness and jammed the air inlet hose up into the degas bottle. Has a few stripped out valve cover bolt holes, the MAP sensor hose is not attached to the intake, P0611 even though the FICM_mpwr is at 54 volts steady( maybe the cause). #2 injector circuit and contribution, found the connector pushed down into the housing so I guess it's not connected. Told the guy I want an open VISA or I am not touching it.

The vacuum pump is fed engine oil for lubrication. When it fails the lube oil get pushed into the vacuum system. If you run it long enough it will fill the vacuum reservoir and eventually make its way to the brake booster. I have seen some bad enough to push oil down to the 4x4 vacuum hub locks.

2014 F350 with a failed vacuum pump. Not sure how much oil made it to the brake booster, but since they are not available at the moment, I have been requested to leave it. Customer wanted to keep the price low so I attempted to clean out the vacuum reservoir and blew it up in the process. No biggy, as it had a lot of oil in it and they agreed to change it when we told them what happened. Have the new pump in, just waiting for the reservoir to see if the booster is okay.

After all is said and done I am thinking the silicone didn't bond to well to the aluminum upper pan. The lower pan separated way too easy, as did the upper. No silicone was on the sealing surface of the upper pan. 2 people are a must when putting the pan back in. Edit: May 25: Second 2014 has same issue, looks like the silicone didn't stick to the upper pan. Leaving the front cover alone this time.

Now that it's all apart,I most likely didn't have to remove the front cover. Good photo opportunity though. I left the old silicone on the pan for reference.

Parking lot vigilant.

Edit isn't working so....By chance can the bolt flange be rotated? Parts shows no indications of any parts changes or the requirement to order additional parts for an updated turbo.

Steve, does the parts listing give any mention of needing additional parts? Has anyone checked PTS for any messages? This stuff is usually documented somewhere. Thanks for the heads up though. Will look into it when I get a chance.

Starting to see upper pan gaskets leaking. Turns out the 2014's have a new pan that uses 3 orings and RTV. Sadly the orings are not stocked in Canada.

Woke up to this today.

Just finished a DEF contamination repair. Here are the IQA stickers. Had to get the numbers off the injectors for some of them. I have contacted hotline on this, they respond with "We know there is an issue, use something else to record the numbers on the engine." If they are bad enough we bust out the label maker.

Around here our advisors do the opposite. They write up FMPP's with transmission flushes and diff services that don't need them and FMPP ends up not paying, so our dealership gets stuck with the bill.

Last one I had apart had zero preload on the carrier bearings and the pinion was loose. 30000 kms.

So I contacted hotline about crankcase pressure testing and they advised me to put in a "Report a problem" case in the PCED. Here is the reply I received back: Your concern was closed for the following reason: Leon, way back in 2009 during development, we tested engines that had cylinder wall/ring damage using crankcase pressure similar to how it was done on the Navistar engines. The damaged engines had one or two cylinders that were messed up. On these engines the compression test reviled the bad cylinders had as much as 50% more leak down than the good ones. Comparing good engines to ones with damage, we found the crankcase pressure test inconclusive. We found compression and cylinder leak down to be a superior way to identify the condition of the cylinder seal. I was present daring the above tests and still have the prototype tool we attached to the oil fill cap.

2007 F550, customer got it down in Arizona. Must have gotten a good deal because it's getting the works. Head gaskets with ARP studs, oil cooler, bed plate gaskets, one exhaust manifold, found a broken valve spring while removing one of the broken exhaust bolts, hpop fitting and fixing a leaking fitting in the rear air ride. Pretty sweet unit, will get some pics when it's all done.

2116 ft. I'm thinking 350 is the bench mark here. Typical 6L and 6.4L come in just under 400.

Hotline has tech reporting 360-380 as normal. This one is definitely dusted. It left with an oil change and new air filter. Most likely going to auction. Hate to be the guy that buys that one.

Nope...they declined...oh well...but they do want the oil changed and the old air filter back....