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I agree on Duramax. The placing of things just over the top of something else by a few mms where it seems to not make any engineering sense raises my BP. The only thing they have going for them is the no struggle fender liners they've used for a dozen or so years. I hope Ford figures out to put the liner on top of fender edge instead of behind it.

I teach 9 months out of the year and work at a local diesel shop during the summer. I love it because I make some extra cash and it keeps me in the game. This is super beneficial for teaching. Most of my colleagues are stuck in what ever year they stopped wrenching. The big advantage is this shop works on all of the big 3. The worst of them being the Duramax. I am convinced that Chevy absolutely hates mechanics. Right now the shop looks like a Dodge dealership. The redesigned Cummins with hydraulic lifters are coming apart at an alarming rate!!! @Keith Browning are you seeing a lot of lifter failures on the 6.7's?

Best thing that ever happened to my career was becoming a teacher at a local automotive community college!

Well, a good two years later and we can close the case on this file! Just kiddin'. I forgot to post that this truck went bye bye and I never got an update on what happened.

I know this is an older thread but, I figured I would give an update to what I found. I replaced the turbo and still same concern. checked for any leaks and found none. I found the fuel pressure was dropping but I wasnt getting a code. So after checking injectors and found a couple that had excessive return still the same problem. removed cp4 disaster prevention kit and vehicle would not start. replaced high pressure pump and now vehicle is fixed. there seems to be enough fuel fed through the VCV hole on the disaster kit to allow vehicle to still run. There was no signs of metal from pump in the system.

So after checking injectors and found a couple that had excessive return still the same problem. removed cp4 disaster prevention kit and vehicle would not start. replaced high pressure pump and now vehicle is fixed. there seems to be enough fuel fed through the VCV hole on the disaster kit to allow vehicle to still run. There was no signs of metal from pump in the system.

Awesome, thank you! I will give it a go when it comes back.

I looked on the Ford BBAS site and it looks like all of the older stuff has been purged from existence. But if the e-series are the same as the f-series you need to find the blunt end wires for the pto and connect the solid orange wire to a 12 volt powered switch. The parking brake will have to be turned on to make it work.

Hello I am trying to find some instructions on how to install/activate elevated idle control. This is a fire rescue van with a patient compartment on the back, would like to get some increased airflow through the rad/condenser when they are parked/idling on these hot days. Looks like there should be a way to wire up a switch to the pto wires but I can not find instructions. Any one able to point me in the right direction?

Out of desperation I replaced #8 fuel injector since it is the cylinder that set the code and no surprise it did not fix anything. The line to the injector is getting fuel but i cracked the injector supply line with the engine running and there is barely a trickle of fuel leaking out. So the FRP sensor is on bank 1, which is working fine and that is why it passed the high pressure fuel test. I then cracked the line coming into the rail and had lots of fuel spray. I have removed the rail, no debris inside but the fuel feed port is plugged. It looks like there is an orifice in there that has shifted and is now blocking the passage.

#2)380, #4)400, #6)400, #8)380. Valve cover is off, can hear the injectors all buzz on self test, injector resistances are within spec, all circuits between injectors and pcm are good, valve train is all good.

Manual compression test.

08 f350, deleted, got towed in last night. Check engine light on with p0284 #8 low contribution. Monitor power balance and all cylinders on bank 2 are missing, injector kill on those cylinders make no change in rpm. Relative compression all 0%, no exhaust smoke, Injector electrical test passes, high pressure fuel test passes, no metal in fuel bowl, will not complete a KOER self test, wiggle test on harness makes no change. Any one run into this or have some thoughts? My 6.4 experience is very limited, could there be a fuel return issue? It seems electrical to me even though the buzz test passes. Thinking I will pull valve cover and test all injector circuits next but would like some other opinions.

Gotcha. I looked in my storage container tonight to see what I have and I don’t have that number.

Well I found a cable that works from NAPA #NUP 97292. I think the bigger problem is my parts department makes 2 call and puts there hands in the air leaving other people to do there job.

I have a 2006 f-550 1FDAF56Y77EA77924 that needs a passenger side parking brake cable BRCA-42 that is N/R. There is also no aftermarket cables that will work I have been told by my parts. What are you guys doing to get around this, we need the cable so the parking brake will hold to pass its yearly inspection. Does Ford have a contact email for this type of issues ?

The problem was a bug stuck in the MAF sensor.

It's been a long time since I posted on here since I quit my dealer in 2017 after 33 years at the same dealer. I'm self employed now and 90% of my work is Ford diesel trucks. This truck is a farm truck that is mainly used as feed lot truck. Low miles, high hours. 127,00 miles, 7,500 engine hours, and 2,155 idle hours. It came in with a check engine light, code P0198, oil temp sensor circuit open. It had a broken wire at the sensor. Weird thing about that is the oil temp in the cluster still worked but the PCM was reading -40 degrees and 4.99 volts. How can the cluster still read oil temp and the sensor isn't connected? The main problem is you can floor it from a dead stop and it barely moves until the RPM reaches 2,000 and then it runs like a bat out of hell. While driving if you coast for a little bit and then step on it, it does the same thing. It's been deleted. The fuel pump was noisy until I replaced the fuel filters. The EBP, Map, and Baro are reading correctly. I replaced the turbo with a Ford one and had to upgrade it to an internal oil supply pedestal. It still does the same thing. I can command the VGT up and down and hear the turbo changing and the pressures go up and down. I tried a Map sensor off another truck, no change. The intake manifold was surprisingly clean along with the Map sensor. Since it runs great above 2,000 RPM I assume I don't have any boost leaks, low fuel pressure, low compression, or air intake restriction. No blow by at all. What am I missing?

What is cylinder power balance at idle? What are short term fuel trims? You can do injector return rate test. It is similiar to a LML Duramax and the same specs. Ford does not publish this. However i have done it with success.

Anyone have any issues with high pressure fuel dropping under load and not setting a code? FRP desired is 15000 and FRP showing 5000, truck lacks power but does not shut off. no codes, low pressure fuel good, vcv and pcv have been replaced.

You have an early build 2005 Excursion with a 2004 model year engine then. Those EGR throttle plates could be problematic on the ones I recall playing around with. But usually a trouble code would set of there were any issues with them (P0487 if I recall correctly).

On the second reman turbo I took it for a drive today to try a few different things it appears that the Excursion has a throttle plate that has a bad position sensor and the plate would go shut while looking for the egr to operate and block off the intake disconnect actuator and test drove way better no air in - no boost - no power

I had one similar to this about 2 years ago, it was a fire rescue unit, I had to do 3 turbos before I got a good one. I ended up cracking them open and the unison ring was warped in the first 2 reman replacement turbo's if I remember correctly. Sounds the same though, I remember having to get it fully warmed up before it would act up.

At a warm steady cruise @35mph under hard accell - WOT - the engine will rev to 3000rpm and hang there boost drops to 0psi until lift off the pedal - WOT the boost comes up and accells normal 3500 rpm and upshifts - This happens after warmup - runs normal cold - tried a Boost pressure sensor- Fuel press is 50psi at wot - EBP 37psi wot - ICP goes to 2850psi wot even at the failure - loosened exhaust at turbo - no difference - replaced turbo assy - same results - HPOP new - was loosing / dropping pressure on accell last month - would build to 1700 drop to 400 @ wot Outta ideas ? I retired working on these things and my former dealership is asking for help - I may have forgotten a few things but not the 6.0's I'm open to anything - Thanks in advance

Welcome back.