garyb

checked base oil pressure at 65 psi cranking, try full field customer ipr and only makes 50 psi, reinstall my fabricated ipr still makes 260, installed air fitting at top of stand pipe in right bank with block off tools installed and hear air at pump area, removed turbo and air coming from turbo drain tube area at high pump cover, removed cover and install air same place while blocking off discharge port that cover would seal and spray discharge line at stc fitting with water no leaks noticed and no air leak heard at branch tubes, only slight leak past my rubber tip blow gun that tech is holding against discharge tube to try to seal, visual inspect cover no burs or nicks found on cover, really stumped on this truck.

yes icp sensor however was at .2v koeo and truck would not start with icp unplugged, seams like leak because pressure bleeds straight back off when stop cranking and i am using a blocked off ipr, hopefully will report fix today or at least find problem. I am going to take closer look at branch tubes.and discharge line

there was a red plug in pump ;that i removed, will recheck 2 marrow, seams weard that new pump makes same pressure as old pump, maybe missing air at branch tube or something, taking a beating on this truck

yes

got a 04 with low icp pressure removed valve covers and old style stand pipes, installed updated version so i could install block off tools for test purposes and removed ipr and install one that i blocked off for test purposes, was only able to build 260 psi, removed cast iron cover and apply shop air to topp of discharge port to check for air leak with block off tools installed and did not find any leaks, oil is at proper level and has ford oil filter installed, verified oil filter housing fills up within 12 seconds, thought it was a high pressure pump, installed new pump , recheck and still had same pressure 260. is there any common areas to look at for this particular year ? thought it was going to be stc fitting before i realized that it was a earlier buld.

I am so frustrated , we pay more for tools every year, ford cuts and trims labor times every year, they say that there time standards are correct, they will not pay for shop inefficiency problems, been in 2 different shops and both had red box tool problems miss placed or missing, often times leaving us to figure away around the specialty tools or buying them our selves. the systems on cars have become more complex in that they have added more modules and network issues have become more complex, often times problems are software related which pays next to nothing. now management puts more on our shoulders. not only do we watch our production hours but we watch our teammates 2. and some that are producing hours are only doing service work like flushes, brakes, works packages, ect. before if i was having a bad weak i could work more hours to overcome warranty jobs. i don't have the incentive to do this and pull hours. looks like i am back looking for a new job once again because of shop issues.

SHOP JUST ANOUNCED THAT THEY ARE GOING TO DEVIDE THE SHOP INTO 2 TEAMS TODAY, 6 PEOPLE TO A TEAM,ALL HOURS WILL BE PULLED TOGEATHER AND INDIVIDUAL WILL BE PAID A PERCENTAGE OF THE POOLED HRS. IT WORKS AS I UNDERSTAND IT BY CLOCK TIME DIVIDED BY PRODUCTION HRS. THAT YOU TURNED TO GET A PERCENTAGE NUMBER,AND YOU WILL BE PAID THE PERCENTAGE OF THE OVER ALL HRS ON YOUR TEAM. THEY RATED TECHS AS A,B,C,D TECHS THE CUSTOMERS WILL BE DEVIDED BY THE ALPHABET SYSTEM, A-M WILL GO TO RED TEAM, N-Z GOE TO GREEN TEAM. THE RO'S WILL BE GIVEN TO TEAM LEADER AND HE WILL DECIDE WHO IS THE BEST FOR THAT JOB. WHICH MEANS THAT HE DISPATCHES THE JOBS, ONLY 2 DIESEL TECHS SO 1 FOR EACH TEAM. NEVER WORKED THE TEAM SYSTEM BUT ANY TIME SOMEONE NEADS HELP I ALWAYS HELP AND FOR THE MOST PART ALL GUYS HAVE SOMEONE THEY CONSULT WITH IF THEY GET STUCK. FOR SOME REASON I FEEL LIKE I AM GETTING THE SHAFT AND THE SHOP WILL GET A BIGGER CUT OF THE MONEY BUT I CANT REALLY FIGURE IT OUT, WHO BENIFITS AND WHAT THE INCENTIVE IS TO DO TEAMS. HAS ANY BODY GOT ANY EXPERIENCE WITH THIS? IS THIS A BETTER SYSTEM OR EVERY MAN FOR THEMSELVES (SO TO SPEAK)NOW IF GUY ON OPPISITE TEAM ASK FOR HELP HE WILL HAVE TO GET IT FROM SOMEONE ON HIS TEAM INSTEAD OF ME, DONT SEE HOW THIS IS TEAM WORK, IT WILL BE LIKE 2 SHOPS IN ONE BUILDING. VERY FRUSTRADED WITH DEALERSHIPS ANY MORE, IT ALWAYS SEAM THEY HAVE THE NEXT SCEAM OF GETTING THE DOLLER BILL, THEY REALLY DONT CARE ABOUT THE FACE BEHIND THE WHEEL OF THAT AUTO IT IS HOW MUCH MONEY CAN THEY GET FROM THEM. ANY THOUGHTS ON THE MATTER APRECIATED.

REMOVED THE OIL FILTER AND FOUND SHINY STUFF IN FILTER,PROVIDE QUOTE FOR LONG BLOCK.

I like your style mchan68 lol just got valve cover off left side going to check compression, but obviously with it popping back through intake valve is not seating for what ever reason. appreciate all help, i am only diesel tech here and with other dealers shutting down around me, we are getting more work.

yes is uneven here thumping noise when cranking

Ambulance company brought in with a no start concern, after charging batteries and self test, passed, monitored data pids and found low icp 240 psi, i removed ipr and found hole in screen, installed ipr and start and run in bay, went to road test, vehicle would idle eratic at stop light so come back to shop by the time i got back check engine light was on, set dtc p2284=icp range performance and had a cylinder 8 contribution code, informed customers that it was not running correctly and would need further time to investigate, and the contact guy declined since he is a certified diesel tech , he believed that it was air in oil, he would send someone to pick up, i informed writer that i drove 5 miles it was not air in oil. Any way after they picked up van was back in about 2 hours, on a flat bed, when went to check had a thumping noise when cranking and icp was low again, will not do a relative compression test, the new ipr had a hole in screen,I was thinking high pressure pump comming apart so replaced high pressure pump and ipr vehicle started but miss on cylinder 6 and has thumping noise on that same bank,this noise is new symptom since they drove away, the noise seams like air not a metalic sound, can feel in charge air cooler hose cold side. at this point thinking mabe a lifter is bad and that is what took out my ipr and pump? have not heard this noise before and was wondering what the symptoms are when you guys find lifter concerns,have to check out this morning and was going to pull valve cover and inspect , possibly run manual compression test on left bank cylinders, any info appreciated and will let you know what i find.

Thanks guys you are a beter help than hotline, they just suggest go back over pc/ed test w and az again, have looked at it a couple of times, and keith i will recheck maf readings but i suspect cooler as problem

11 model f-250 that sets po401 in memory, have performed pinpoint test w and az in workshop manual and every thing seems to pass according to test, but cleared this dtc at least 3 times and released only to see it back at later date. when running koer does not set p2457 so dont think that tsb 12-6-14 applies, but during pinpoint test w dont find any wire resistance,between pcm connector e and egr valve, no shrt to grnd or pwr on these wires, the bypass valve does not have any restriction in movement, and vacuum is good, and at w13 the temp change in egrt11 is from 277-188, map is from 50-32, which makes me believe every thing is operating correctly, was wondering what you guys are finding for this, or if you might have any tips to isolate? failed to mention egr valve component side is 4.7 ohms. I have to be missing something

hotline states that cylinder leak test is not recommended in diag procedure because compression helps seal valves, was unaware of this I thought that i seen this test some where on this post, possibly on 6.0 liter which seams to have a simular valve configuration.

looked at history on this engine and has multiple repair attempts at cylinder 8 had rocker arms replaced a yr ago, #8 injector was leaking and replaced, egr cooler failure a couple of times, and when i performed cylinder leak test was leaking about 21-22% could hear air from dipstick tube and removed oil fill cap and hear leak,regulated the air to 100 psi and gauge would drop to 90psi, but this is on a cold engine and piston is not necessarily at tdc on compression just removed rockers and did test dont have any further autherazation to tare down, rockers show tips possibly recessed but not broken need new rockers to compare to no real obvious damage. Also seen turbos was replaced over leaking oil at 1 time. history has me concerned , a couple of those other repairs could have missed slight engine damage and sent this guy down the road.

THANKS KEITH THIS IS MY FIRST ROCKER ARM JOB IF THAT IS THE SOURCE OF LOW COMPRESSION, WANTED TO REMOVE #8 ROCKER ARMS AND PERFORM CYL LEAK TEST TO VERIFY NOT GOING PAST THE RING. AND THANKS FOR THIS FORUM EASIER TO TALK WITH OUT WORRY OF WEB MASTER MONSTER WATCHING WHAT WE SAY.

have an 08 with cylinder 1 and 8 missing, found shrtft on both of those cylinders around +16, manual power balance screen shows those cylinders missing,relative compression showed cylinders 7 and 8 down 5%, manual compression shows cylinder 8 at 350psi, 7 at 380 psi, and the other cylinders at 400 psi, going to try do a cylinder leak test on cylinder 8 thinking that the easy way to make sure valves are closed is to remove rocker arms since they are suspect any way,but removing the fuel supply tube would make me to have to replace and can not get the cab off on this f-450 because rack that goes over cab what kind of times are you guys getting for rocker arm replacement if this is it?

thanks brad, would like to see pictures, mabe get something togeather and save my self a lot of unecessary work.

have 07 f-250 failed bubble test and balloon test, found number 8 injector hold down could move with fingers, and when removed injector copper washer gone and cup beet up. was wondering if any body has removed that cup in vehicle, i have put a dime in cup in past so no metal gets in engine when tapping cup and removed with tool and slide hammer , however on this cylinder slide hammer wont fit, thinking of possibly tapping the injector cup and finding a tube that will fit over tap bigger than cup that would brace against head and drilling end of tap so bolt will go in it using a large washer against tube and tightening a nut against it until it comes out. has any body tried some thing like this like a home made pusher body of some sort

got a 06 f-250 personal truck in shop now and crank no start, ficm sync yes and sync no, with rpm around 92, no dtc's present ficmmpwr, ficmlpwr, ficmvpwr all ok, fuel pressure is 50 psi, icp makes over 500 psi, ipr is at 84% and icp will go up to 1500 psi before ipr starts going down to 50%forgot to check fuel pw while cranking but suspect since the sync pid changes to no may be cam sensor problem?

When reading this topic I see that I am not the only one that feels like they are fighting a uphill battle trying to be a diesel tech. Or take that back a ford dealer tech working on warranty repairs. I can not remember ever finding a tsb that adds times to slts. while watching the trends of FOMOCO, they study how to pass the cost of these repairs to the customer or to fault the tech on a technicality of paper work. (which makes the dealer bare the burden of the cost of repair) When I started to work on cars and trucks I had the same passion as all these techs that take the time to post comments and discuss procedures do, and that is fix vehicle right the first time. We are still Americans that pride our selfs on the work we do, and we spend coutless hours to be the best in our industry. Our study never stops as technology changes and we adapt to it, yet our pay seems to stay flat or goes backwards because of ford waranty times,(ESP). If any has seen time changed to the positive for techs, from this drr process please enlighten me. some of us work on these vehicles because thats what we do,thats who we are, and ford takes advantage of that!

Has any one seen damaged engine from fuel leak? Tech in our shop replaced a high pressure fuel pump for a dtc of poo88. Test drove after replacing pump and reset dtc.Removed and replaced frp sensor, and test drove. when he got back truck was smoking black out of exhaust. checked oil and was extreemly overfilled. found leak at frp sensor. tightened sensor and changed oil, was knocking and lack power. run relative compression test and low on cyl 3,5,7. performed manual compression test, and was 240 on those cylinders. he is going to remove head in morning