leavnon3rd

This will also pertain to everyone else here but a superior of mine asked bruce about this and him and myself had no clue what he was talking about. Fdny contacted fmc about this and i saw this on one of my nypd trucks this morning. Truck has 4200 miles. Fmc responded with a statement saying its fine and the filters will catch it. I have this letter but need to block names and addresses first of you want to see it. Fmc claims its from the fuel cooler and frp fitting during its production.

just as a update to this thread, i also had a intermittent p0088, put a pump in 2 weeks ago, 1000miles on it so far and issues are gone.. everyone that has had a p0088 end of the parts trail leads to a pump curing it

how about aluminum flakes from a front cover eating itself?

besides volatge being low, id think its commanding too much pressure given the rpm. Even the IPR being 60+% at 900rpm seems way too high. How much FP does it have? But first i agree on cleaning all cables and looking oer grounds and see if anything changes!

ive had a few do this if i didnt prime the primary filter and just key on a few times before starting, i prime the bowl everytime now. Also seen a a dozen or so do then when the service man did a service and over tightened the bowl, or jacked up the oring and it wasnt tight enough.

done 5 or 6 all on f550 rescue trucks.

my rescue trucks have chewed up more then a few sensors and connectors. its pretty common by me poor souls that I work with have also replaced hpfp's before even looking at the frp. we can onlydo cab on

either the end of the glow was blownopen or another issue I had with a6.0 once was excessive carbon getting loose and hanging a valve open and giving me low compression in that cyl. it eventually cleared up thankfully

I soak the inejctors in oil and fill the rails in oil as much as possilbe but i have had more then 1 ford reman kill a cylinder within a few hours of run time. My family owns a independent shop ( i work for a fleet) and its hard for him and any other i know to keep a customer with a 6.0 or get the work done without losing their shirt.

Not a normal test procedure, but what about blocking off fuel supply to one head a time and using moderately above normal fuel pressure to see if the coolant level rises? Maybe even block one head off and deadhead the return and let the fhcm pump on its own ?

I asked the tech who installed it in january, it was a repaired cluster and he claims he programmed it but didnt remember. This particular tech has been on the down slope for a while so i cant trust anything he says. But i do know for sure the cluster was a repaired one from ford. It has a tag on the bottom that said. It was from jan of 14' Thanks again guys this site rocks

After talking to cetane (thanks again) i pulled the asbuilt file and programmed it rather then the ids pulling it and it did the trick. So this means this guy has been driving around since january with out it working Thanks again fellas

I have off for the next few days so itll give my head some to heal lol. Ill manually enter the as build code on monday and see what happens(i assumed the old file was crrect). I let the ids pull the old file and thinking about it more its possible the reae tank never read after initial repair. Sorta makes sense now since the last tech was a bit of a hack and this truck came in on the hook airbound Ill keep you guys updated

yes ive dealt with issues easily enough when there is a dtc present, But there is NOT on this truck. my ids pulled all the files it needed off of oasis ( assume its asbuilt then?) I programmed the IC, then reflashed the PCM and then pats ( this truck has pats disabled, police dept.) i looked for IC updates/ later calibrations and it claims there wasnt any.

just to give some quick backround on this vehicle in jan 14' another tech replaced both sending units ( dual tank) and a IC I have a 2008 f550 6.4 that will only read the front tank. When i flip the tranfer switch to the rear the the valve on the frame i know switches over and pulls fuel as is should but the guage still mirrors the front. heres a list of tests ive done and i cant understand why it wont read the rear tank on the IC. front tank is full and reads 12ohms at the sending unit and also at the IC connecter (c202) the rear tank has 10 galons init, and reads 104 ohms also from the sender and at the IC connector (c202) i swapped in a dummy sender on the rear tank and theres ZERO change, yet when i put the dummy sender on the front tank i can get it to sweep acordingly all while the transfer switch is still on the position for the rear tank. If i unplug the rear tank nothing happens on the IC, i disconnect the front and it goes right to empty and the low fuel chime is shown i swapped out another transfer switch for a known good spare i have, same concerns. the transfer switch when on rear tank sneds a 12v signal to the IC (pin 23) telling the IC to switch sending units, it carries over 12v;s and th wires ohms good ( itll even keep a test light lit) i ensured the pins on the IC are making a full and good ocntact with the connector. SO i condmened the cluster since im geting correct info from both senders and the signal to switch, i install and program the new cluster using asbuilt info and it does the same god damn thing. ive ben banging my head for 2 days now feeling like a dummy i need help here guys. thanks.

there is a thread on here of tools, tips and tricks I think on 6.0 stuff check it out I know buying a ipr socket helps a lot, and before snapon made them I cut down a long t40/t45 socket to the measured length to get at injector hold downs easier. I also have the lisle phneumatic fan clutch kit, it breaks them off usually quickly and saves your knuckles

ive worked on a few deleted 6.4s and havent seen a no heat situation. getting back to water pumps ive done a few of them and cavitated covers from a no heat complaint aswell.

Ive had a few that seperated, i use a small hook in the hpop cover and it will usually get it out. I see alot of trucks in my fleet that have failed iprs, usually its from someone recently doing a egr/oil cooler combo and i guess loosenes some grit

Now I cut the side of the hose in replacing at the bottom and help it drain some, I was the horses ass in my shop who did a lower hose and got wet from seperating the lower connections

i hate header wrap, its even worse installing it fresh wih the strands of glass going everywhere if they are not soaked first. i used to sell alot of it at my previous job, i dont miss it

i was fortunate to witness for my third time someone dropping the plastic drain plug on a 6.7 and take a head to toe oil bath. while i understand how dangerous it could be, myself and a few other guys cant help but laugh hysterically. we all do jackass things from time to time but this def sucks, but it makes my day anyone else exp. this?

The 6.4 turbos we've installed have been great its just our 6.0 remans

I don't have a regen count but I can tell you at time for service , it has 5-6 extra quarts in the crank case. Most trip a high oil level light. As one would imagine we tear up a lot of these engines on the regular

Maybe it is our ford supplier keeping them on the shelf too long? We've had more then a few in the past months that just didn't hold up

I Just proof read this and it seems my phone likes to pick its own words for me, and i have fat fingers. Sorry if its a tough read fellas