lmorris

I have 2 trucks doing this. One is a 2011 with a tuner and aftermarket intake, he bought the truck this way and doesn't have the tuner. The other is a stock 2013. The guy that owns the 2011 is willing to get a stock intake system and put the PCM back to stock if it is a PCM issue. The 2013 has me stumped because the reprogram TSB does not apply to 2013 MY's and his is at the latest calibration anyways. Any thoughts?

We were told that oil or coolant in the SCR is no longer grounds for replacement, as they don't get messed up like the 6.4L DPF does.

I agree. Any 6.4L I have had come in stuck on 1400 RPM had a pedal issue.

Waiting for engine #3 to come in for the 2nd of 2 Hi-Rail trucks, one of the 2 used engines sent to us had no bearings left in it. So now I am going thorugh a list of 60 fleet PDI's.

First is the already known new turbo. The lower intake seems to be redesigned as well. The section of the EGR cooler that was previousy fed by the secondary cooling system is now fed by the heater core supply line before the heater core.

Could you try to make up a hose with a bleed hole in it to lower the reading? If it is to full to regen it may not be worth the time though.

Ambo ended up still having the original STC fitting, and it was blown out. Then I had an 05 F350 with a blown stand pipe o-ring causing a hard start cold/ no start warm. Next up is 1 of 2 F550 Hi-Rail trucks that are getting used engines.

EP sensor is only used for the back pressure valve. Wastegate operation is based on the MAP only.

That is correct, auto trans stays in. The reason you pull a ZF6 is because the clutch won't exit the bellhousing before the oil pan hits the crossmember.

Or, jack up the front of the cab by 4 inches (like you would a 6.4), and the engine will come out and go back in with the turbo and pipes in place. I've never done that pulling a 6L. I have never had access to the fancy, bolt to the front, crane adapter, so I always lifted the engine using the turbo pedistal mounting holes. Most jobs that required me to pull the engine also required intake removal anyways.

There are 2 of us here, and one other tech that worked on diesels back in the haydays of the 7.3L powerstroke. My counterpart is coming up on retirement in a year or so, that will leave me and possibly the other guy, who will need a crap load of training( doubt it will happen). Not so sure what is going to happen in the next year. No one else here wants to switch to diesel either.

Low ICP on a 2005 E-350 Ambo. Been awhile since I had one of these apart. I am realy hoping it's the STC fitting, doesn't look like it has had the pump cover off.

Can you post engine and idle hours? We have had trucks with high idle times that have plugged the DPF at similar mileage numbers.

Oil cooler on a reman 6.4L that was put in at a small independent shop somewhere. Warranty parts, retail labor. Was a little sceptical till I pulled the cover off the cooler and found all the debris in the coolant passages. Thankfully I performed the flush before replacing the cooler.

Add 2.5 to the times if it is a ZF6. You have to pull the transmission first if it's a ZF6.

Complete engine remove and install is 18 hours. Engine assembly(complete) remove and replace is 23 hours. Once you open up the front of the truck, getting the engine out is easy. Remove the turbo, intake and up pipes and she comes right out.

This might help. One of our other techs had a 2002 7.3L a few years back. Had a slight misfire with rough idle, kept flagging #8. He changed out the injector and it didn't fix it, thinking he had a bad injector he changed it again, same thing. He ended up trading it in for a 6L. The Used car department gave it to us to fix, after swapping in a black CMP and using the injector cut-out box we found it was another injector that was the culprit.

Was going to copy a picture from our WSM but was not sure if it was okay to do so. Basically the PTO drive gear is part of the fluid pump, it is driven by the torque convertor hub(same part that drives the pump gears) and is turning when ever the engine is running. Installers need to make sure the PTO can handle the engine output stated in the article. Weaker pumps may be damaged. If the transmission overheated it will do what it needs to protect the transmission, but the PTO would have to be dis-engaged by the operator.

I didn't think a car could be struck by lighting due to the tires not providing a path to ground. My guess would be reverse boosting. Or a 24 volt boost from a tow truck.

Yes, that is the PTO mounting. Live drive or stationary is merely dependent on how the PCM is wired for PTO operation.

Just finished one on a 2012, replaced the injector as well, couldn't find that message anywhere, good thing it only pertains to 2011 or I may not be getting paid for the injector.

Watch out-TSB's will state at the bottom-Do not use with any other SLT's. They also say it includes time to get approval when needed.

You can also claim PRIOR for .3 any time you need approval. Except for ESP claims, which require more time and you get less.

Mitchell has oil cooler at 8.6 hrs, it has egr cooler also at 8.6 hrs. I will go 9 for both plus 2.5 for the diag, flush and oil change. Thats 11.5 hours and it will be done in under 7.

Just got this little diddy from hotline when doing a prior approval for the SCR system replacement. The P207F code and the Exhaust fluid message is a general message that is relating to the amount of Nox that is in the SCR system. When we have seen this type of concern it is rarely a concern with the DEF in the vehicle at all. The P207F code can set if we have any concern with the EGR or air management systems so we recommend going thru pin point test W and KA located in the online PC/ED manual to prove out these 2 systems do not have any concern.There have been issues with the EGR cooler being restricted with carbon. This causes the cooler to not be able to reduce the exhaust gasses correctly and the EGR will not be able to reduce the Nox levels correctly. The other thing that we see is the DEF mixer grate being covered in dried DEF crystals, so when the DEF is injected into the exhaust it cannot properly atomize to catch the Nox particles and reduce them.To inspect the DEF mixer grate we can remove the DEF injector and then use a bore O scope to look at the mixer grate. If there is dried DEF on the mixer grate then perform 3 manual Regens in a row to clean the mixer grate. If the grate cannot be cleaned then the exhaust will require replacement.To inspect the EGR cooler we will want to remove the EGR housing and inspect the EGR cooler core. If there is a carbon build up then replace the cooler core.Once any repairs are completed then we need to clear the MAF and Nox tables using the IDS. We have found that if once the Nox tables are cleared, if we leave the key off for 3 minutes that will make sure the tables are cleared correctly. If the concern is still present please update this form for further assistance.