aparise72

Well I found my issue. Apparently someone switched the pins in the bank 2 cmp connector. I switched the pins in desperation and my codes don't come back and my vcts are moving now. Someone made my life really difficult! Oh well! Thank you everyone for your help and input it is greatly appreciated!

Ok checked oil pressure. Oil pressure is in spec. I guess its time to recheck my timing on the left side.

If the timing were a tooth off wouldn't the timing mark be pointing at a link instead of pointing between 2 links? just curious. I remover the the crank pulley to verify the timing. All the timing parks were at the correct angles as shown in the diagram. I know the crank bolt is torqued and the pulley is seated properly.

I don't know what was done previously. We got this truck from the auction with these codes present. I pushed for them to send it back, but they refused. I am going to get back on this truck today so I will update on what I find out. If the timing were a tooth off wouldn't I have some sort of drivability concern?

Normally when I've had oil pressure issues I've had noise and or drivability concerns. This truck doesn't misfire buck jerk or make any noises. I'm not saying its not possible though. I think oil pressure test will be next on my list.

Ok I have an 05 f150 with the 5.4 I have codes p0345 and p0349. I have load tested all wiring to the cam sensors and the vct solenoids. All test ok. I swapped the sensors side to side and still get the same codes. We replaced the PCM, both cam phaser, and bank #2 VCT solenoid. Hotline told us to check the phasers. I replaced the dorman phasers someone else installed with motorcraft phasers thinking maybe the trigger wheel was goofed up. What in the heck am I missing?

I will never understand what is covered and what is not. Every time I think a part should be covered it isn't and when I think it shouldn't be it is. Confusing.

I am honestly hoping this truck doesn't return. The owner does not want to spend any money on this truck and thinks we should just be able to look into our crystal ball and tell him what is wrong with it. That way he can take it back to his shop and fix it.

Well cheaper til you have to fix it

Those kids will go work at a ford dealer and be like oh ya the 6.7a are a cake walk. Then when they pop the hood on the first one they pull in to diag they will shit their pants!

I got burned by the job aid on a chassis cab truck and so has the other diesel tech. Supposedly if you do a PCM reflash it adjusts them to the nominal order. However I found if I just look at the pids and disconnect the rear most sensor I can usually figure it out which order the 2 are in.

Me and our other diesel tech had a disagreement about the vacuum pump bolts. He said it had to be the turbo oil supply tube. So I pulled the upper intake and had him look at it. Sure enough dry as a bone. So I decided to pull the fan and fan drive assembly and had him looking on curiously as I reached in with my fingers and removed 3 out of 4 bolts with my fingers. So I quoted the guy a gasket and a couple hours to repair as the vacuum pump gasket is not covered under the powertrain warranty. Because the vacuum pump is part of the "brake system" yet the truck was a f450 with hydroboost.

It must look like a regular diesel pump. Because I guess it's a common issue with people doing that. I think the price would have thrown up a red flag to me since DEF is considerably cheaper than diesel fuel.

I have not taken the advanced class yet but I took the online and I am not looking forward to the new ones. So far none of us here have had any issues with the newer cars. Now I am only 28 so I can't say I miss the good old days but I like working on old cars, but the new ones pay the bills....most of the time.

Well I thought I figured out the communication issue and I was wrong. I had it communicating with the IC disconnected and monitored PIDs and all that happy fun stuff. Then I gave the IDS up for a little bit and once again no comm. I got the truck started by holding the throttle to the floor and it runs rough until it warms up then it smooths out and runs a little better. The story now has changed to he did his own head studs, EGR delete, and FICM. He took it somewhere else and had the FICM flashed. He said ran ok for a few days then started acting up. I have 48V M power and I have over 500psi ICP. No he doesn't want to go any farther into it so he is paying me for my time and taking it back and he is going to put injectors in it I am guessing. My head hurts from this one. But I now know the HS-CAN wiring like the back of my hand.

I replaced the regulator spring and truck runs great. The customer is happy and now he wants us to do head studs to it. More work for me I guess!

Well after disconnecting all modules from HS-CAN I tested the circuits to each other and to ground. The black wire has resistance to ground. I disconnected the connector under the underhood fuse block trying to find if my short was in the cab or under the hood. with conncector disconnected testing at the PCM connector I no longer had resistance to ground. I reconnected the connector and no have communication. So my communication isssue is probably in that connector. Now I can't get the truck to fire. I have codes p0276 and p0472. So back to figuring this thing out.

If you ever have to remove the balancer...1st make sure you use your timing tools and 2nd DO NOT reuse the crank bolt! I learned that lesson the hard way.

They were getting too many customers calling them to complain instead of believing us. I have replaced several of the solenoids and fixed the noise. I think I'll stick with the solenoids, it looks easier than replacing that vacuum harness.

We had one guy put DEF in his tank. He realized his mistake while at the pump and decided I'll drive it to the dealer..... He didn't make it to us.

I noticed something interesting when I disconnected the PCM to check the circuits. Them PCM was not mounted just kind of hanging there. I disconnected the trailer brake controller and found a rats nest of wiring in the dash under the TBC area....I think I found me a nightmare vehicle.

I checked the hs-can circuits with the batteries disconnected between the PCM and the DLC and both test at .1 ohms resistance. I expected to see more than that. I am completely confused at this point.

I have an 06 6.0 with a runs rough cold concern. Customer had a new FICM installed and programmed. Now he brought it to me with a runs rough concern. I plugged the IDS into it and i cant communicated with the PCM, TCM, or IC. I'd love to figure out the issue with the running rough but I cant communicate with anything but the RCM. Any one seen this issue before? Thanks Andy

I pulled the regulator spring and it looks a little chewed up on the end against the cover. Thanks for the help, Andy

I have a 2007 6.0 that stalls while driving. I verified the concern. Had no codes. Checked fuel pressure at the secondary fuel filter. I have 30psi at idle with the valve closed on the tester. I open the valve and it drops down to 26psi. The truck has new filters. I replaced the fuel pump and retested and still have low fuel pressure. Now if I plug the return line between the conditioning module and the secondary fuel filter I have good fuel pressure. Anybody have any ideas? Could this be an issue with the fuel pressure regulator spring? Thanks, Andy