lmorris

I looked on the last 2012 F450 I put an engine in and found no way of doing it.

Second of 2 retail 6.4L head gasket jobs. This one is a regular cab too. Cab on stands is always fun.

A retail engine plus fuel system is more than $15000.00. That would barely cover the engine. Long blocks do not come with the high pressure pump or the injectors.

After new coolers and 8 injectors it runs like a top.

Turn compatibility mode on. Also try this. NEW_PTS_Technical_Requirements.pdf

Sounds like you have covered most of the basics except listing ICP readings when it happens. Concentrate on the voltage more than pressure. If that checks out good then I would be pulling the injectors and looking at the o-rings. The O-rings have gone through many updates since 97.

We now have a regular MATCO Tools guy. Would like some opinions on their sockets if you guys use them.

I would focus on coolant flow first off. Check to see if the bottom half the rad is cooler than the top, if it is you only have 1/2 the rad working, which would explain higher temps at higher RPM's.

If he ran it then he has no choice but to replace the high pressure system. If he only turned the key on, then flush all the lines up to the secondary filter. replace both filters and clean the tank.

First of 2 6.4L retail head gasket jobs. Both are chipped. Cha-ching.

Gonna suck in the winter. Load it up, shift all the weight to the rear axle and you have lots of front wheel spin on ice...

2 of the 4 injectors show signs of leakage, but not overly bad, slight blackening and the orings are not eaten away. More so just poor sealing than anything else. I removed the upper hose to get at the regulator and found what I thought was an oil/coolant mix, but upon closer inspection it looks like stop leak. That would explain the minor smoking after he bought the truck. Regardless, it needs injectors and EGR/oil coolers. Possibly the other 4 after. After taking out the oil cooler, I was able to stick a 6" long 3/8 extension in the coolant inlet side and it stood up. Kind of like a Dairy Queen Blizzard in there. New hypothesis on the injector failure. Driving the truck for 2 weeks with the oil most likely running at over 250F cooked the injectors.

I might be overthinking this one. Talked to customer. He bought the truck at the auction 2 weeks ago, the truck is in really nice shape, very clean inside and out. Said it was running good, but did notice minor smoke at times. Then out of the blue it would not start. Then it comes to us. Some coolant residue in PCV hose and under left valve cover, seen this before but never had a no start because of it. Wondering if the two are just coincidental. Going to remove the left injectors and see how they look. The bubbles from the bubble test were not the worst I have seen when seals go really bad, I don't except to see anything obvious though. The customer is okay with my reasoning for replacing all 4 on left bank. He did say he is concerned that after the repair the 2 banks will be uneven, maybe I can get 4 more out of him for the right side later. Just thinking out loud in this one. Something in the back of my head says I am missing something.

I don't drain the secondary cooling system, just clamp off the hoses. I leave the PCM and harnesses intact as well. If you pull the cooler out a bit it's easier to get at the harness.

2005 F350 towed in for no start and possible head gaskets. Original diagnosis is done in parking lot. Cranks, sounds like low fuel pressure knock or late timing with lots of greyish smoke. New FICM, new batteries, ok'ish fuel pressure(getting new regulator). diagnosed combustion gasses in fuel isolated to left bank. Got the ok to get it running then continue with coolant loss. Towed into bay and threw the coolant filler on it, EGR cooler leaks, down pipe off turbo full of coolant. (which is weird because the tail pipes are dry). Could there be any connection between the two? Never had one come in like this before. Can't think of any reason why a leaking EGR cooler would cause injector failure. Any thoughts?

If you can get your hand over the intake manifold to get at the EBP tube, don't remove the upper intake. The cooler slides out with it in place. I am seriously considering trying to leave the EBP tube attached to the up pipe on my next one.

Just please don't start with replies about America being 2013 years old today...PLEASE. Check it out on TWITTER. Some people are just dumb.

However, being from Canada, I am a little PO'd at the fact that there is no hotline or ESP support today. Anyways..Enjoy your day off guys.

Congrats and best wishes.

I can't get on the frame rail without removing the running boards and sneaking the hoist arm over top of those stupid front swing arms. I am thinking of tacking on some MT time to this ESP claim.

There should be a VGT learn ok pid you can monitor that tells you it's good to go.

No problems here, updated friday.

Even at 6'4", working on this is a little ridiculous. Came in for over heating, no coolant, no visible leaks yet.

Plugged cat maybe. Highway speeds run around 1800 RPM, you wouldn't notice an issue until you try to pass someone. Try disconnecting the down pipe down at the convertor and see if she smartens up. Had a few like that. They get clogged up with soot. You can typically take them out and clean them. Try a neutral run up. If it doesn't make it past 2500 RPM you have a plugged cat.

Have you checked the exhaust gasket where the two turbos join. That heat shield on the top of the turbo can throw the sound to the back.