lmorris

The 08 Hi-rail truck left on the hook, sad about that. Freestar torque converter recall is my current project(first one...yay.). Got a 2013 Explorer waiting for a torque converter as well. Up-sold oil pan, front and rear seals on the Freestar.

Now that I think of it, I have seen this film in the degas before. Usually on trucks with poor maintenance and have been over heated. Perhaps this is your scenario. Oil can only get into coolant from the cooler though. I wonder if stop leak was put in the coolant too.

2008 F550 HiRail truck, diagnosed as needing entire high pressure fuel system at another dealer and came to me for second opinion. There is water in the fuel, it builds 5000 PSI and sounds like it wants to fire on 1 or 2 cylinders, smokes white/black if you crank it long enough. Removed EGR valve, it's closed. Pulling valve covers to check for debris.

If you haven't pulled it apart yet, test the oil cooler efficiency. If it's close to spec. then change it. There has been a discussion about trying to flush these to see if it will clean out the oil cooler instead of replacing them. If you do have it apart and there is quite a bit of cavitation, then I would change the cooler and have a look at the tstats while you got it apart too. Be creative with the story if this is Ford warranty. They get sticky when you dig in looking for the known concerns without valid reasoning.

2012 F350 primary rad..retail, 2002 F350 right side high pressure line

Holy crap...Nice catch Jim. I think the with everyone focusing on fuel pressure, we forgot about the chaffing on that valve cover.

I am thinking this may be the end result of this one. My MAF is not in yet, so truck is out on the road for now.

We see all tee'd into the heater hoses right at the firewall. Remove the right fender and you will see it's the only option.

Not that I have heard of, except for the dreaded DPF delete and tune.

The story I heard was that they just bought the truck. The guy's son borrowed it to drive a friend into Edmonton from Red Deer, about a 75 minute drive. He put in 40 litres before the trip and on the way back it dies on the highway. When it got to us it had purple diesel in it. The owner runs a trucking company, so I asked him where they got the purple stuff from. He said they have no access to purple. There is a tidy tank in the back which he says his son put in there. So where the water came from and how long it's been in there is a mystery. Gave the guy a quote for the repairs and it left on the hook.

Read like you didn't have the issue at 50 PSI, sorry. Try unplugging #2 injector and running it. It may be causing IDM issues if it is buggered. Bad injectors can mess with the IDM sometimes. You get a dead short in the injector and all hell breaks loose. BTW never trust a flagged #8 injector on cylinder balance, unless it has the old style CMP in it. Try using the enhanced method with the injector cut out box(if you have one) if the power balance is your concern.

That is my guess. Now the guy is pissed off at the other dealership. He wants us to fix it, then he wants to take them to court. Changed again, it is leaving...

Yes, yes I do. BIG HOLES, so tempting...

Typically what happens is under high fuel demands the tank pick-up will pull in the debris and cause a restriction, when it sits the debris will fall away and all is good. If you can't hook up and roadtest while monitoring inlet restriction, use datalogger and monitor ICP/IPR, when the restriction happens and restricts fuel flow, ICP will raise to try and compensate to keep the load up on the engine.

So tempted to run off in a different direction with that comment. Must fight temptation.

Yet more info. The WIF light came one, then an undetermined time later it died. Then it was towed. Pulled both filters. looks like they did a good job cleaning out the system. Intake restriction is under 2". Getting good fuel flow. I had the purge tool on it, plus shop air to the fuel filler, there is no air. Since this is an ESP claim, we need to get the okay from the customer before digging into the injectors. Hotline is suggesting the injectors are clogged. MAF reads 13 hz KOEO, reads 7 hz cranking. They also just bought the truck 2 days ago at a dealer down in Airdrie. Looks like it is leaving on the hook.

I have been stumped by low boost and normalish EPB readings, only to find the EBP sensor plugged.

Base fuel pressure 5 psi, no air in fuel, new filters, good fuel. No codes. All tests passed. FRP koeo .5v. Cranking 1.2v 4900 PSI. RPM 196, sync YES. PCV and VCV 22-30% cranking. No intake or exhaust restrictions. EGR valve is closed, 1.09V. No smoke out tail pipe. Cam timing matches good example in PDF. Other than all the injectors being damaged, I am stumped. Is it possible the HPP can put out 5000 PSI but not be enough to start? Got more info: He stopped in at a small shop for a WIF light on. They drained the tank and changed the filters. Then it wouldn't start.

"Just keep swimming, just keep swimming, just keep swimming" LOL

2013 F350 Ambulance. Hit a deer. Getting 2 rads, a condenser, bumper with all the mounts and plastic, and a lower shroud.

Explain that to WPEC The failure is very odd. It's almost as if the cups fell out. The customer is going back to find the missing piece in hopes we can put it through under warranty.

Did you ever get this one fixed? Have one doing the same thing. Leak test good. PPT J10 has MAF readings just under the spec. Waiting to see if that is the issue or not. Not going to change the MAF for a reading that is .1 below spec without the ok from hotline. Here is what they responded with: We have seen reports of the P2073 being set by a slightly stuck open EGR valve and MAP Sensor issues. A test has been developed to determine if there is an issue present with the EGR Valve. This may cause the MAF readings to show low during this testing of PPT J noted earlier. It would be recommended to remove the MAP Sensor from the intake and inspect for any carbon deposits clogging the sensor or port to the MAP. Perform Pinpoint Test KA16 from the online PC/ED Section 5 and ensure that the recordings are done at operating temperature. Record the MAF, EBP, and MAP readings. Once everything is recorded, remove the bolts from the EGR inlet pipe at the intake manifold. Slide the gasket out. Then using a thin piece of soft material, such as a pop can, fabricate a block off plate. Then slide the block off plate and gasket back in place and reinstall the bolts. Once the block off plate is installed, perform KA16 again and record the readings. If there is an increase in any of the readings, the EGR valve is slightly hung open causing the MAF Readings to be out of limits setting the P2073 DTC. It would the be required to replace the EGR valve, remove the test plate, and perform the reset procedure for the new valve and MAF. It is crucial to perform the EGR Relearn procedure as described by Step 9 of the EGR Removal and Installation Process outlined in the online WSM Section 303-08. Once replaced, turn the key on for 10 seconds and then off for 30 seconds. This will allow the PCM to relearn the positions of the new EGR Valve. To reset the MAF use the IDS and reset MAF Sensor feature located in the Tool Box > Powertrain Service Functions > Reset/Clear Specified Function Menu > MAF Sensor.

2013 F350 4x4 6.7L with 2942 km. Customer got it stuck and heard a bang. Something is missing!

FYI: Leave the left turbo pipe attached to the manifold. Does not interfere with removal or installation, and you don't have to piss around trying to torque those nuts.

Thanks for the advice. Should go pretty smooth now. After getting the truck up in the air, it turned out the CKP sensor o-ring was the culprit. It was actually dripping oil when I looked at it.