lmorris

Well, it came back. Coolant pressure rose pretty quick just driving it into bay and idling for 10 minutes. Seeing as it still has SPW on the long block it's getting some heads. I neglected to tell hotline it has no EGR coolers and they still insist it's the horizontal cooler. Responded with the "No cooler info" and I am going to order 2 heads. Hotline's responce to the EGR cooler delete is that it can affect coolant flow through the heater core and that we should put the coolers back on. That's not going to happen. Anyone one else run into this. We have very few trucks come in with EGR deletes, but I know of one fleet that has been deleting them and have heard of no flow concerns. The coolers were removed before the engine was replaced and they did not complain about heat issues until the first water pump failed and it "ran hotter than normal" according to the customer. I think they ran it way to hot and won't say. I do know that they over load this F350, they should be running an F550 instead.

I used to work in Edmonton until the dealership was sold to one of them "Mega" companies who only cared about selling cars and had no idea how to run a service department. I am now in Nisku, which has a small town feel and the commute is bearable. I also work flat rate. Don't know much about northern dealerships though, other than they have crazy long wait times to get in. Which is a good thing if you are a good tech.

Got a couple of P208E reprograms done. Which also seems to be curing he P054F concerns as well. Now on to a truck with low fuel pressure and a crap load of SCR circuit faults.

Good to hear. Who knows, maybe you will be able to get back on the scooter this spring!

Well I guess things could be much worse than being stuck with the worst freaking drivers in Canada. Hope everyone is doing well.

Your welcome. For future reference, you can get just the tee by itself. We have had a few broken during filter replacement.

There is: 11-9-16. All it does is tell you to replace the secondary air filter with a newer lower restriction type, which is all you can get now. So it's not much use because it doesn't stop the snow packing, just masks it. No help here because the filters freeze up and the fun begins. There are a few trucks here running winter fronts, but not many. Might help for extended idle, but they shouldn't be doing that anyways. I would say it's up to the customer to make the choice, can't hurt IMHO.

We have done it successfully. Use a heat gun for removal and installation.

Am I missing something here? I don't recall a reductant system failure causing the DPF to plug. Or this this just a typo? They won't regen with a reductant fault. Did not know that. I wonder why I did not know that. I should have known that. Huh....good to know that.

Am I missing something here? I don't recall a reductant system failure causing the DPF to plug. Or this this just a typo?

The thermostat comment makes sense if you think about it, until you read the WSM for bleeding the 6.7L main cooling system. It states to block off the driver's side half of the primary rad with cardboard to get it up to operating temp faster. Tried it and it actually works, not by much however, but it works.

Nicely done!!!

I had the cab lifted in the same amount of time it takes to open up the front of the truck. Plus I pulled the heads with the engine in chasis so I don't have to piss around putting it on a stand. To quote my nephew "Just like a slick of butta."

2012 F250 6.7L 90,000 KM. Seized #2 and #6 rod bearings. Both heads got smacked in the process. Waiting on approval for a long block.

I'm pretty sure everything you need to know is in this thread already. They really are a nice job to do. With that said, I have a seized up one currently in my bay. I can't turn it over to get all the torque conv. nuts and I don't think it will be very friendly coming out the front with the conv. hanging off the back of the engine. I am lifting the cab and will seperate the engine and trans just enough to wrench the nuts off. Worked on a 6.4L so this should be the same.

I would point to the nearest salesman and sell them an F350. We get a lot of F250's come in with air bags in the back though. Not sure who is putting them in.

But thay have always been a manditory parts return under warranty, so that makes no sense either. Plus when was the last time you replaced an EGR valve under warranty, been at least a year for me. I think it is to stop others from cashing in on the scrap metal aspect. Unless Ford is getting into the recycling business as some kind of write off incentive.

What is this "spark plug" you speak of?

EGR valve housing for a 6.4L. And yes I have noticed the core charge.

There is a burger joint called Soda Jerks that serves this kind of stuff. You can have a heart attack just looking at the food, but DAMN its tasty.

They had me finish off the work order and close it yesterday, either the truck is fixed or they sold it.

The last 2 manual regens I have performed did not reset that either. One, however, I had to drive for another 15 minutes to get the "Drive to clean exhaust" message to go out after the manual regen said it was completed. I rechecked the pid and it had reset after the drive.

I know the 6.7l don't use the EBP as a direct input for turbo control, Coffee table book has it's function as a monitor for the EGR system only, but I am sure I told them to check that too awhile ago. The boost gauge on the dash was the original reference for the high boost. For roadtests he has a little hand held scanner than can show pids. Now obviously he is using the tuner read-out, but it was doing it before any deletes were done.

I leave that decision up to the front end staff.

Has any one run into overboost issues on the 6.7L yet? One of our fleets has a 2012 F550 that will intermittently get up to 47 PSI boost on heavy accelleration from 1500 RPM. They have swapped the MAP sensor and VGT solenoid from another truck, replaced the turbo and it still does it. No overboost codes ever surface. They even went as far as deleting all the emmissions to eliminate any EGR or exhaust issues. I did instruct them to make sure they are reseting the adaptive tables 1 at a time with a 3 minute key off each time. He is going to keep me informed of his progress.