lmorris

Thanks...I guess.....

I think if they changed the shape of that side window it might look not so bad. I do like the subtle Ford styling on the hood and lights.

Shouldn't that read 6 liter not 6.4. They never put the 6.4L in a n E-series.

I am really surprised to read about people repairing these engines. If the cam is ground down isn't there the possibility of metal throughout the oil system. At that point we short block them. Same with bent rods, we typically see cylinder scoring or the piston bounced off the crank a few times and left metal all over the place.

Plus 1 on that. You could be a dick and start telling your boss you just can't fix them anymore. Make a statement. If they need the trucks fixed that bad they will come around. You just have to decide if you want to stick it out till he does. It might just be worth going to the dealership. IMHO I like where I work. I have worked for this Employer at 2 different dealerships, for the last 15 years, he treats his employees right.

So what are we thinking here? There was the news that Ford was working on a smaller diesel around 5L in size. http://www.forddoctorsdts.com/forums/ubb...40404#Post40404 Or are they thinking of sourcing out for a smaller engine?

Feel your pain. Had a 6.4L all but ready to go when I noticed the top 5 little bolts on the head were not torqued....nuf said.

Someone once told me "Employers don't realize your worth until someone else wants you." This may be a good opportunity to show your current employer your worth.

I don't typically get into discussions like this, but I do have my thoughts and opinions. Although I doubt this is the course that Jim intended this thread to go. TOO MANY PEOPLE.....There I said it. This world is way too over populated. It was bound to happen eventually. We just happen to be at the point on the timeline that it started. Too many people to feed by growing food naturally. Too many people to keep track of and govern effectively. All we can do as good law abiding respectful people/parents, for those of us that are, is to teach the next generation to do thing better. Not different but better, because, like I tell my kids, to do things different does not necessarily mean you are doing things better. Remember the line from The Matrix, not an exact quote, but we humans are the only living things on this planet that doesn't self regulate it's population. The weak don't die off when the herd gets to big for the food source, the weak resort to crime to get what they need to survive. That's my opinion on how all this shit got so crazy.

I usually start by unplugging everything on the motor and the accelerator pedal. Then check for vref. Plug in each sensor one at a time to see which one is the cause. Don't forget this engine only needs the CMP plugged in to run. Also watch the tach when cranking, it can be a quick check for a bad CMP once you get the vref figured out. Pay very close attention to the engine harness where it goes down in front of the turbo. They like to go bad in there. Check all body grounds as well. Seen a loose ground cause similar issues.

2011 F150 Ecoboost with an oil leak from the left turbo oil supply tube fitting. The only frustration with this one is the vagueness of the WSM on how to get to this thing. My advise is to remove the degas bottle and alternator even though the WSM does not mention it.

Now this is odd. Have an 08 F350 that got the usual short block. Close to the same production date as the last one that got 8 injectors. This time I got approval only for the failed one. Make me wonder if someone got spanked for giving out approvals for all 8.

If you do have the turbos off, check the oil drains as well. I had one that was full of sludge as well. New turbos would suffer the same fate if missed.

After getting the all good for 8 sets of rockers for an enhanced short block build, because the pivot foot on everyone was stuck in the rocker and not moving, I had a real good look at these new updated rocker arms. They are about 1 mm thicker and stamped a lot smoother. No rough casting edges for a possible crack to start. Not sure if they did anything with the pivot foot though.

Make sure both ends are clean. I will use my big ass channel locks if they get stubborn. On one occasion I used a pry bar and small hammer to tap them together, just make sure one hose is clipped to the frame first.

Sleeves maybe? They may tell you to redo them.

How was the crankshaft on that unit? Any one that we get in that hits the crank we short block. If the cranks can handle being "Spanked" maybe we should go that way too. Have one here with 4 bent rods but #2 has 2 nasty grooves in too.

Sure would have, but most of these trucks are in the field since new and hardly ever get the recall done. The fleets are so big they get forgotten about and the recall is done when something causes a running concern. They do take care of them though, which is nice to see. Seems it happens to trucks with a build date around sept 2008. They always get approval for all 8 injectors when they let go. Was told that was an issue for that production date.

08 f350 140000 kms. 3 low cylinders, drained 30L out of the crankcase, #3 injector leaking at the jam nut. 1 damaged glowplug and a fuzzy drain plug.

I still can't wrap my head around these big auto trannies. Simply amazing stuff. I got to drive a Mercedes Army transport truck. Holy crap that thing was huge, and it had an automatic in it. My brother in law was a driver/instructor for the Canadian Forces stationed here in Edmonton. ]

Possibly an EGR delete kit.....

YES...anything with that engine in it MUST be on the road. Or off the road, in the case of it sitting midship, under a Ranger body norrowed to fit just one person, sitting on an f250 frame with military axles under it. My old parts man's bogger back when I was a City Ford. Damn that was sweet. Wish I had pics..

We get broken rockers, the occasional bent push rod, mainly from it falling out of place then jamming up and having the lifter push it till it bends. All exhaust. No sticky lifters, no sticky valves. No-one seems to be able to provide any answers. We get told to check the lifters and valves and replace as necessary. When I tell them all is good they say to replace the rocker arm and nothing else. They must be compiling some kind on data base on these, you would think.

Does this thing have one of those money grabber air filters, aka K&N or the likes? I have seen ones that don't get cleaned and start to suck oil especially on high load situations. Just a thought.

Any filter that claims better flow will set that code. As brought up before more flow with no increase in surface area means less filtration. Bet if you check the low pressure turbo its blacker than usual. Then they plug up and the customer forgets to clean it and they start sucking in oil. Just a big waste of time and money with no foreseeable gains.