lmorris

Wait till you have to work with the new Oxygen sensors. Geez a loo, I was in a daze for 2 days after taking the Ecoboost course. I too am thankful I don't do gas driveability.

This time it's piston #4. Noticed the same scuffing on the left side of cylinder near the top. I wonder if this is a cooling issue. This engine has broken thermostats and front cover cavitation. It is also chipped with EGR and DPF deletes.

High pressure pump, both common rails, all injectors, fuel cooler, and filters. Plus the fuel line from the filter housing to the high pressure pump(one with the flex line in it). You can remove the check valve from the line that goes from the pump to the cooler and clean it. Some have recommended the fuel conditioning module as well, but Ford doesn't.

Long block for 2009 6.4L. Retail, chipped, EGR cooler delete DPF delete. Melt down on #4. WooHoo. What makes this one even sweeter is that I had the cab off not to long ago fixing exhaust leaks off the turbo.

The HFCM contains the recirculation thermostat. I wonder if that may be causing fuel delivery issues to the motor when it's hot. Did you notice any contamination when you changed the low pressure pump? That's the only thing I can think of. If the fuel temps were too high it would set a code I believe, so they must be in spec if that isn't setting.

As I recall that was 7.3L engines. I do recall some issues with the 7.3L having loose ground straps, mainly because the nut for the trans line bracket would be crazy tight and it would try to spin out the bolt as well.

And it comes with the 2 trans mount nuts as well. The only thing it doesn't come with is the "Close contact patch" that goes on the back of the block under the turbo. If you do order this for the new engine make sure you keep the old one because they ask for it back.

Your phone has some interesting word choices.

What about ground straps? Wasn't there a recall on the early 6L for the ground strap being loose at the block and messing up the suppression strap on the right head?

I have seen early 80's Chev Malibus and Caprices that had the trans crossmember cut and a square tube welded in to run dual exhaust, instead of running both pipes down the one side. I also saw a mid 80's Malibu with a big block in it. Instead of putting in heavier springs, it had a bracket welded to the lower control arm for a second "helper spring" taken from the load leveler shocks that can be bought at local big box automotive stores.

Wasn't there a broadcast message stating all turbo's that have been disassembled will have the claim punted and/or the core charge not credited?

Coolers are good on this one. Piston is above deck height, but not as much as it should be. Most likely wrist pin holes in piston are damaged. Cylinder wall is scored on the side where the piston has the big hole.Very little metal in the pan, other than the piston pieces. I am hoping it was an injector issue. Most fluid ingestions end up with the most common bent rod and not this type of failure.

As you can see #8 is suffering from a major case of "broken". Head looks good, rocker tips are worn. Injector tip and glow plug look good, but I will be replacing both on #8. Any ideas,other that a leaking injector, that may cause this?

I don't care who you are,That right there's funny. Giving rednecks a run for their money.

My guess is the IE10 part. You should be able to down grade to IE9 if you go into Control Panel/Programs and Features, then on the left is View updates. You should be able to remove IE10 from there and it will go back to IE9. Then you must turn Auto-update to manual install, then when it wants to update to IE10 you just right click on the update and select "Hide update". That way it will stay at IE9.

Second that. Thats the little clip that holds the little button in place,( Mike might call it something else though.)

I read somewhere to do this, so you don't change the wrong one. Possibly an SSM. I thought it was in the PPT, but it's not.

I remember a thread on this before, but couldn't find it. Just finished a head gasket job on a 2004 F550, 146,000 km, but most likely hour meter is very high. Oil was blacker than black. Fuel pressure is over 45 psi, FICM stays over 45 until batteries start to run low. ICP is normal. Tries to start, like it has low fuel pressure or a bad FICM. As stated those are both fine. Belches black/grey/white smoke when cranking, like they do when the injectors go bad. If this was the original complaint I would have called injectors, before the job it started but was a little rough for a minute, so I am reluctant to call injectors just yet. Anyone have any tricks to get this thing going before I tell them they have to fork out more money? And, will it do any harm sitting for a bit with VC9 in the cooling system? It is now be almost 2 1/2 hours, finally got it running. Plugged it in and blew the breaker, inside of cord end was one big ball of corrosion. Put on a new cord end. Let it sit for a bit, and after almost 30 seconds of running it on the starter it stayed running. I should have titled this one: "How many times do you have to charge a set of batteries before the 6L you just did head gaskets on wants to stay running?"

Head gaskets and coolers on a 2004 F550 regular cab, so no cab lift on this one, my hoist is too big and the little hoist is in use. No big deal, got the weekend to recover. Have a short block on a 6.4L F550 waiting for me next, retail.

Who remembers having to disconnect Aerostar heater hoses from the heater core AFTER someone loses the special tool? I DO....

I can honestly say I have never heard that before. Good to know. Thanks Bruce.

I haven't gotten into this one too much yet. It doesn't smoke when running, just has the dead miss, forget what cylinder but will update when the engine gets in. The oil level is normal, but the oil condition is not good. I am really questioning the the whole head gasket failure though, maybe that is why the truck came here instead of being fixed by the dealership that it first went to.

The description also states "Filtered oil is sent to the reservoir for the high pressure system." I was also under the impression it was unfiltered oil. So how does debris get in there? I have pulled oil coolers and found chunkies in the reservoir before..

Update to last post: Brain fart alert, forgot about the 3 minute key off after resets, was off on holidays/home renovations for a bit. Performed the MAF and EGR relearns and all is good.

Not suspicious, this is normal. I would almost consider rocker arm replacement as a maintenance item after warranty runs out and Ford stops paying for them. Almost every one I pull the valve covers off now get a set of rockers.