Keith Browning

It probably makes no difference but in the video he is using a spray sealant, not the anaerobic TA-16 specified by Ford. As anyone used the Permatex Spray and had any problem with it? Seems like it should work. According to the WSM this is the procedure: "Apply a thin film of gasket maker to the bottom of the groove and the sealing surfaces of the lower crankcase. Install the new lower crankcase seals on the film of gasket maker in the grooves of the lower crankcase. Apply a thin film of gasket maker on the upper crankcase sealing surfaces." Thin film seems to be the key here and sealing the groove to me seems to be equally important.

So I have my first bedplate reseal in like six years. Since then the WSM now has us spreading some anaerobic sealer on the surfaces. No problem but I am curious as to whether this causes any issues with the RTV we are supposed to apply to all of the joints when installing the front and rear covers. I know many of you guys have done this already... Any comments or experiences?

I thought YOU would Mike.

It all depends on how much this used equipment is going to cost. The next generation VCM is being released later this year and as a result I suspect there will be a lot of "old" VCM's for sale which might drop the price on them. The new VCM2 is about $900 plus cables... Read THIS TOPIC for more info on the new VCM. You may decide it will be better in the long run. You will need to keep your subscription current if you plan to be capable of reprogramming modules and retaining all of IDS functionality. I have heard that out of date subscriptions turn your IDS into an expensive code reader. Not sure... just what I hear. You used to have to purchase a yearly subscription but Ford has changed that. You now buy a license for the IDS software, not the VCM. As Ford techs we can now pay yearly or pay monthly which if my memory serves me is around $40. Since you are not a Ford technician, an international tech would probably have to go through the Motorcraft website or contact Rotunda directly foe subscriptions.

There is nothing melted here. All pure carnage from two valve heads broken off and being pounded by the piston. If you look closely on the left side of the piston picture you can make out the two valves embedded in the piston.

Here's a couple photie-graphs for you to enjoy! A 2011 6.7L with the exhaust valves broken off and embedded into the piston on cylinder #1. From what I can tell the valve seats appear to be secure... but who knows, a loose seat could have been pressed and staked back into the head as the valves got pounded by the piston. I wish I could keep this piston.

Bingo! I never thought to pull one out an take a picture. You can see the wear pattern where it ground away and the dimple on the top is there the tiny oil feed hole is in the rocker. I think they made them too small. The engine this came from is well maintained so...

Sure sounds electrical. Just for giggles, disconnect the fuel heater. According to the WSM it still shares the PCM and IDM relay circuits in 1998.5. I know failed heaters usually cause the fuse to open but I have seen the heater not blow the fuse and eat up the current in the circuit. This could make one or both relays open... even if momentary. When I have seen this it was causing erratic stalling. I also suspect that engine vibration plays a role in this scenario. Just thought I would put this out there. Good Luck!

Alright. Let's see if any of you cupcakes know what this is. I of course know, I just want to see if anyone else recognizes this part.

Engine Oil Leaks - Diagnosis 6007D 0.5 Seal - Crankshaft Rear Main - Replace 6701A 5.0

For me it has been all seized valves or worn/broken rockers.

I pulled one in yesterday that has a dead miss on #1 and the proper codes to confirm. Power balance AND relative compression also show two other cylinders misbehaving at a much lesser degree. In the past, 6.4L engines with a broken rockers have always displayed this. We haven't gotten the covers off but I expect to find the #1 intake has the problem. The engine reacts similar for both intake and exhaust valve concerns but when it's the exhaust valve you get a popping from the intake and the effects on the rest of the engine are more distinct. We shall see on this one. I am surprised that the Hot-Line has no information on this - how one cylinder can affect others in this scenario. I know I have reported this in one or two of my reports and we can't be the only one's to make this observation.

Well the job is complete and the truck is running just dandy. Hope it stays that way. The couple that owns the truck had stopped in while it was completely apart, cab in the air and all. I love the shock and awe the scenario brings... cell phones snapping pictures and lot's of questions. At least when this happens they understand the scale of the repair and why the truck is laid up fro a couple of weeks.

That's all well and good and that is pretty much what the fellas at Ford are saying but I still have a question: Would/could a crack in the valve seat eventually lead to a burnt valve?

In the past I have run into situations where I had the pump gear cover off and removed the gear. If the engine is clean you can actually get a mirror in front of the gear to locate the timing mark. As I recall the teeth on the gear are also colored so degreasing with a little Brakleen and compressed air will help identify the timing marks. I used to make the marking easier to see with a Sharpie pen or touch up paint.

Hey Gord, welcome to the DTS. The LCF HPOP fitting is the same as the the 6.0L in that they were the STC style early on but were changed later in production to the one piece fitting. That fitting went into production 4.5L Power Strokes beginning with engine ser# 431705 with build dates from 2/8/07.

I am of the opinion that the dowels should not really "stick" to the trans at all. It is when we get rust and corrosion buildup that they become hard to separate. If this trans was out recently I would not expect it to be stuck

Casting, maybe. I just had a 6.4L in that got a short block... and a head after discovering cracks in the head... point is I photographed the cracks and in viewing the pictures you can see a lot of pits in the machined surface that apparently are from the casting. I noticed this in past years when photographing 6 Liter blocks at the bed plate. I would not say that this is a problem given the number of engines produced so one every so often that develops a problem is to be, say expected?

Part three.

Some of these posts would make great new topics in the other forums... with that said, I need to end this thread as it is huge. We can start an new "What's in your bay, part III" but if you have something kool or really screwed up in your bay, start a new topic so we can tear it apart! Thread locked due to excessive size. Not a big deal.

Perhaps that is the basis of my reason to starting this topic. I mean, a crack is a crack right? A crack no matter show small will likely grow and the cracks in my picture started out small too!

Told ya it's slow. Now I don't feel like I am alone on this.

Some of you newer members need to read through some of the articles here on the DTS website.... 6.4L Fuel System Debris Inspection

Holy crap you are right! My bad. Can ya tell I work on mainly 4X4's and F450-550 trucks? I actually prefer the ease of a wheel bearing and nut on a spindle, sometimes those hubs really fight you when you try to get them off the knuckle.

You mean a front bearing and hub assembly right? 2WD with or without 4WABS?