lmorris

That looks like heat damage. If the exhaust looks ok I would lean towards the unison ring sticking and causing the turbo to over boost and over heat.

Retail, truck left, no work done. Also, to those that do these, I recommend monitoring the pid during start-up. Because I did not do this it messed up the rest of my diagnosis.

p0172 was original code. Now it also has a P0016 crank cam correlation bank 1. According to the TSB it is not a stretched chain because it reads 1.5 degrees, bank 2 reads .3 degrees. On start-up bank 1 is 11 degrees and bank 2 is 8 degrees. After running for a few seconds they drop. Power balance is erratic with 1,2,3 all going low. I wonder if I have a cam phaser issue. Sent off info to hotline for some answers. Edit, pulled right valve cover and checked the tensioner. The chain is stretched. Makes sense now. General tech is tackling that job. All I have to do is put his old O2 sensor back in.

Thanks for all the tips guys. I did check the chain and the cam sensor is showing it's good, there was an SSM for that. Oil level and condition were good. No exhaust leaks that I could see. I do recall the O2 sensor readings were lower on bank 1 than bank 2 when I started the engine, I saw this after the fact because I didn't think to monitor them KOEO. After talking to the gas tech he said it was the O2 sensor going biased. The customer took the truck over the weekend, but I suspect he will be back soon enough when the MIL comes on again.

Our normal gas tech is off and I have this one to look at. 107,000 kms so I did the whole tune-up thing first. long term fuel trims are bank 1 -25% bank 2 -12%. reset trims and run short term on bank 1 hits -21% immediately. Very slight rough idle and had good acceleration. Visual inspection looks good. All bank 1 and 2 O2 sensors are reading the same. Although when the catalyst monitor is running, bank one downstream O2 seems a little off when compared to bank 2. Any ideas or experience with these engines would be greatly appreciated. Thanks.

You do now! Nope.

What is that in there? I have seen one like that too. The lower plate on the one t-stat had fallen off. It received a new front cover.

Let me tell you what WASN'T in my bay this morning. The transmission cross member, front driveshaft and skid plate from the truck I have the transmission out of. BTW the truck was still up on the hoist and the transmission was on a stand in front of the truck. I found then in the metal bin.

More flexibility means more work on their end, which in turns drives down profits if they want to stay competitive. It all comes down to that in the end.

Disconnect the fuel inlet at the pump and run the truck off another fuel source. Could be the pick-up in the tank too.

Could possibly mess with shift patterns more than anything. Most of those guys messing with reprogramming everything will have aftermarket tunes already in the TCM. Do this to a stock unit and you may have issues.

Replaced 2 leaking torque converters on 2008 F350's. Both have 214,000ish KM and build dates were pretty close. Both were leaking at the weld around the pump drive. Lost a blend door motor on a 2009 F250 thanks to Youtube. Got some shift solenoids on Torqueshift6 lined up for tomorrow.

We run into that a lot with the sales department selling new trucks rigged up with bigger wheels. They finally got the picture and stopped doing it.

Had a 6.4L the other day with that code. Completely stock truck. Guy was complaining of hard starting, poor fuel economy and MIL on. Ran KOER and it would kick out with a boost performance code. Followed the PPT and found nothing. Cleared all codes and P0000 would come back. Changed the EBP sensor and is all good now . Weird one.

First thing that jumps out at me is cooling system pressure. 14-15 PSI is the typical release pressure of the cap. Normally these run no higher than 8 PSI. Is it purging coolant under loads? If the level drops low enough to aerate the coolant, that could be your cause. How did the front cover look behind the water pump?

Ain't that the truth, I did a bunch of research before getting him. He loves to chew stuff.

Just because the tuner is hooked up to the DLC does not mean the tune is installed. There is the possibility that the customer inadvertently set the tune for stock exhaust or someone reprogrammed it and wiped out the tune. Try to use the tuner to return the vehicle to stock. If it does return to stock, go back in and tune it, making sure you are given the "Is the exhaust deleted?" option. If you are not asked this, try a custom tune if asked, it may be in there. If the tuner will not return the truck to stock you can either contact the tuner manufacturer and see if they can help, or tell the customer to buy a new tuner.

Meet Jasper, He is 9 weeks old, had him for 1 week. Lab-golden retriever cross.

The 6.7L MUST have a resistor to work. Here is how I do it. Run power to Yellow/green PTO REQ1. Splice in a 15K ohm, for 1250-ish RPM, resistor between White/brown PTO REF and Green PTO RPM. Good to go. Works on all 6.7L trucks regardless of config. He must be thinking of the older 6.4L and 6L, as they require no resistor to hit 1250 RPM.

I have broken a couple myself, and from experience, a good rad shop will have brass fittings that can be threaded in place. Saved my ass a few times.

I have had a few stock 05 6L throw throttle plate codes. A quick PMI fixes the issue. I had a 6.4L with a phantom CEL that would throw out a P0000 error code when running KOEO with IDS. Replaced the EP sensor for another issue and it never returned.

Just finished up a high pressure fuel system replacement and had one break while I was torquing the fuel line.

The reason they moved the ECT2 sensor, and BTW I don't know where it went to either, is that the secondary cooling system no longer flows through the EGR cooler. Have a look at the heater hose coming off the engine.

100% duty cycle has the EGR cooler bypassed,When you lower the duty cycle of the bypass valve you are forcing exhaust to flow through the cooler, if the cooler was restricted it would reduce EGR flow, thus increasing MAF. Exhaust flowing through a clean cooler will be slightly lower than when the cooler is bypassed, that difference is essentially 14 g/s. That difference is monitored using MAF.

So how is it that he has a "Cold air intake on his V6 Mustang" Bro, and can't tell the difference between filter oil and spray paint?