JeffEzack

We have had 3 engines with spun bearings in the last 2 weeks. The tech comments/issues are worry some. The only thing around here that has changed before this bearing dilemma is the continuous extreme cold temps we have been experiencing, now couple that with the instant high idle these engines are subjected to the moment they start may be a factor in so many bottom end failures. Why they programmed the 6.7 not to idle normally for the first 2 min like the 6.0 and 6.4's then ramp up is beyond me

Had 250 psi icp pressure, good flow coming out of oil filter housing, perform air test, replaced stc connector, re-test, 0 psi icp After extended crank, no flow coming from oil filter housing. Removed oil pressure regulator plug, valve stuck, free valve, reinstall spring and plug, icp pressure normal, engine started.

Sorry, lube oil pressure regulator, working on an 06 e450

Does anyone know or have had the oil pressure regulator stick open after Performing an air test?

This should not be a TSB but a recall!! I have 2 trucks with 6.4's in the shop right now with water in fuel due to this vent. They are now waiting for high pressure pumps, lines, rails, fuel coolers and 8 injectors. 1 truck has 3000 km's on it, the other has 48,000 km's.

Hourly and I wouldn't have it any other way.

Does anyone know the part # for the heat shield that slides over the ICP sensor and connector on the 03's and early 04's? (always becomes saturated with oil when the ICP starts to leak).

No kidding, I found that little video showing removing the egr valve with the new tool quite funny, I guess I won't be able to use my pinch bars anymore. /forums/images/%%GRAEMLIN_URL%%/grin.gif

I find a big problem with Wix and some aftermarket oil filters is that the top of the filters always come apart and stay stuck in the cap. Last week I changed a filter that looked like it had been crushed, whoever did the oil change before forgot to remove the piece from the cap and jammed the new filter on to the piece, lol.

The Concern was cranks but won't start, upon performing relative compression test, cylinder #8 was at 3%. Removed valve cover, inspected area and it looked o.k. Tried to remove #8 glowplug, it would unthread but not come out (later upon removal of the head discoverd it was severly damaged), then tried to remove injector #8 no such luck. Hotline explained that the injector tip may have split causing it to be too wide to pass up thru the hole. I ended up replacing the engine and I handed the "modified injector" in for core. Warranty clerk never came to me and said Ford declined the core so I guess it went thru.

I had the same situation last summer on an '03 6.0. I removed the 2 bolts holding the top of the injector, then I welded a stud to it (cut the head off a bolt). I then re-installed the top of the injector, found a piece of steel long enough to reach both sides of the rocker carrier. I then drilled a hole so that the stud could come through, put a nut on it and made a little puller. Worked great!! Your are probably going to find extensive engine damage. The reason the injector is stuck is because the tip has become mushroomed. Once I got the injector out I pulled the head, the valves were imbedded into what use to look like a piston.

I first seen these new steps to perform from a broadcast message on Inford.

We nicknamed the hand held unit(micro490) "The Battery Seller". Our service manager told us that the new tester (GR-1 190) replaces the micro490 and to use it on all warranty batteries.

I have not performed the recall yet, but I noticed in the tech instructions that the FICM relay is pulled for only 2003 models, are you guys doing this, or are you able to perform the recalibration without having to pull the FICM relay?

Thanks Jim!!!!

My buddy has put a 2" lift(leveling kit) into his 05' F-250. He also put 35" Toyo M/T's, went to get an alignment down at our shop, caster is out, our parts guys cannot locate caster/camber shims for an 05'. I remember seeing Ford caster/camber shims(had Ford part#'s)somewhere on the Net. Can anyone help me out? Thanks.

I have been performing the latest crop of recalls (FICM harness inspections) and have been noticing that mostly all F-Series are showing serious wearing/rubbing on the coolant hose that rests againts the FICM. I am putting about a 6" piece of 1" loom to protect this area so a coolant leak will be prevented. Mabey this will be the next recall.

I've replaced 2 ICP's this week also for the same problem. Early 03' builds, Werid!!!!

The 6.0 Info update I watched today, addressed many injector concerns with the present 6.0. It was interesting that they made special note of common rail injection on the 07' model and that this system will be elimnating most of the problems associated with the present injectors. So I guess we can lay that rumour to bed.

The 6.0 Info update I watched today, addressed many injector concerns with the present 6.0. It was interesting that they made special note of common rail injection on the 07' model and that this system will be elimnating most of the problems associated with the present injectors. So I guess we can lay that rumour to bed.

The 6.0 information update (FordStar) mentioned there is going to be some program in the very near future that will address concerns by model year. Could be updated parts or another updated calibration. I guess we will have to wait and see.

The 6.0 information update (FordStar) mentioned there is going to be some program in the very near future that will address concerns by model year. Could be updated parts or another updated calibration. I guess we will have to wait and see.

Even though the module probably aided in the destruction of the head gaskets, I am seeing a great deal of non-modified engines blowing head gaskets. I watched a 2 hr information update on the 6.0 today at work via satellite. There is going to be an updated head gasket available sometime in May. They are crediting the head gaskets blowing due to towing heavy loads!!! As an owner of one, that was one of the main reasons for buying a diesel!!! /forums/images/%%GRAEMLIN_URL%%/banghead.gif

Sorry I have not gotten back sooner, but here is the end results of this situation. After I had stock piled 7 new cylinder heads in our parts department with all the same clearance issues between #2,#4 or #3,#5 (.0035"-.004") An International/Navistar Engineer visited our dealership to verify the concern. We even went out and purchased a brand new 24" staright edge and a new set of feeler gauges from Snap-On so he would not have tool issues/concerns. He asked me for the latest Ford service manual specs off the computer. He said that the way the specs were written were misleading and need to be corrected. Even thou these heads were brand new .004" in total meant that if I could fit up to a .004" feeler gauge in any area using a straight edge that extended the length of the head (24"), it was in spec, anything more, then the head would be out of spec. The other spec which states "no more then .002" in a 2 inch area" meant that I was to use a 2 inch straight edge and measure the head different areas. "This is the Navistar way" were his words. He also recommend that our dealership purchase International's VT365 service manual because it shows the proper steps. He inspected all 7 heads and said they passed. As soon as I was given the o.k. I reassembled the engine (tecanic1 your not kidding about torquing the headbolts, those puppies are tight). The motor ran great and the concern was fixed. 3 days later there is a nice blue International service manual sitting on top of my tool box. Would you believe that the specs from that book were the same as Fords!!! There are pictures not illustrations of how to inspect the head for flatness and the tech is using a 24" straight edge. There is no mention or pictures of this 2" straight edge. What is going on? This info has been related to Ford and they are going to be looking into this. So now I guess I will just check for knicks, cracks, and scratches to the surface and bolt them on. Unbelievable !!

I am seeing leaks also from the glow plug seals, as well as the cmp o-ring.