Keith Browning

This thing actually ran? I am impressed that it was able to get that badly face plugged before it got to you.

Maybe it is the team leader in me but I do share knowledge with the younger guys in the shop... or at least the guys that I think will appreciate it. I had an excellent (and rare) example that showed how a voltage and resistance check with a DVOM can test "good" VS a good 'ol load test. I specifically chose two young techs that have shown interest and curiosity when being helped in the past. I love seeing that look they get when it "clicks" in their minds. Perhaps I inherited some of the educator mindset from my father. Who knows but I do encourage anyone with a minute and the mindset to do the same as I am SURE we have all had someone in our past do the same for us. It is far too rare in my opinion and unfortunately there are too many idiots willing to pass on their stupidity. Lesson #1 - RTFM! Lesson #2 - THINK about what the manual is telling you to do and why.

I don't know what type of gasket this engine uses but I recently had a 5.4L with an oil leak in the rear of the head. I got it apart and checked the block and the head both were perfect as far as condition and flatness. The laminated steel gasket was too with the exception of the printed sealant which was flaking off easily compared to the rest of the gasket. Fucking LOVE cutaways!

Got it. N811125-S

Has anyone ever come up with a part number for the two plastic retainers that secure the rubber access cover above the starter motor on a 6.7L??? Cant find them anywhere!

Feeling hammered. Two transmissions, a 6.7L long block and now an upper oil pan and rear cover reseal. I can't wait to see what is next.

One of your snap rings is misaligned.

Yup. Just asked by buddy on the other side of the shop and he said the same thing. Also check the ground, especially if this truck has a plow.

It should work if wired properly - with that said I now recall having a hell of a time with one of these a few years back. If my memory serves me right there were two wires that were the same color but only one was for PTO-1 Take a really close look at all of the wires in the take-outs and pass through.

It's a 2013 F550 - sorry I didn't include that. The end determination was the engine has base engine concerns most likely valvetrain. The engine starts rough and improves once at operating temperature. Intermittently disappears completely. There is always a shudder on acceleration though. It has 9803 total engine hours and 7190 idle hours. I suspect valvetrain wear. It passed all testing including relative compression. The diagnostics led to injector replacement which the customer agreed to try. No change at all except the fuel balancing numbers. At this point I wont know. It's a JCP&L truck that has been in two accidents and they have had it with the truck. I suggested pulling the head which would cost them some labor but considering the engine hours a long block was priced along with a fuel system kit. They decided to stick a fork in it. As for the numbers aspect, 0.1gr would be significant. I looked at another truck and the numbers were all within .03gr from zero. I wonder now, how the wrong IQA number programmed to an injector in the PCM would look. I wish I had time to mess with this and I think I will have to make time.

I am confused: You say two trucks work fine WITHOUT the resistor and one does not work correctly WITH a resister. If it is supposed to work like the other two then remove the resister and wire it up the same. Am I missing something? For the conversation, are we using this bulletin? Q-180R4.pdf

Does anyone know what the + or - limits are on cylinder fuel balancing quantity pids? I assume thse are similar to the sort term fuel trim pids we used to look at. Have a cylinder that was flagged for contribution so after the engine passed all of the fuel system tests I was watching the pids before and after replacing the injector. It wasn't too far out from the other cylinders but it was distinctly more positive. The odd thing is now the same cylinder has swung negative after replacing the injector - not sure if that is expected but I am thinking it is as long as it is not drastic. Cylinder 1 went from +.06gr to now setting in at -0.02gr.

2020 Ford® Super Duty Truck | New Look. New Options. | Ford.com 2020 Ford F-Series Super Duty debuts new 'Godzilla' 7.3-liter V8 The 2020 Ford F-series Super Duty Has New Engines and Big Expectations

Guess not. I am doing a long block without a fuel system using the install kit. I am sure you could just add the fuel system kit - no? There would be a few duplicate lines and seals though then just add the misc. parts.

Did they just look the part up by application or were you able to get the engineering number off the old sensor? Sometimes crossing over that number works best.

Water Pump?

2018 F350 with a 6.2L and the Visctronic fan clutch stays on despite no command from the PCM. No codes. Data logger shows no engine or trans temperature related issues at all. Fan speed shows high but of course it would... you would think that would set a code. There really are no diagnostics for this other than to inspect the fan and replace the clutch, which I did and it had no affect. Hot-Line had me test the circuits involved which I did - even isolated them and load tested each. Load tested the buffered 12v from the PCM - thought it read on the meter but would not light a test light. New PCM does. Still no fix. Manager said to throw another clutch at it, which I did and it had no affect. Reached back to the Hot-Line but I was wondering if any of you have seen this? By the way, have you tried to remove the shroud on one of these? I don't understand why, with that clip in section on the bottom the engineers could not have recessed the lower half another INCH which would make the job so much easier.

It's a 14 F450 with the check engine light on, DTC P0266 in memory. Has a rough idle that smooths out at higher RPM with what sounds like alight popping in the intake. Sometimes bumping the accelerator causes it to smooth out perfectly and maybe 20 seconds later the miss returns. I am thinking a sticking or more likely a worn valve, guide or seal. With 155K and 4652 engine hours on it I lean towards wear somewhere. Anyone seen this on this engine? I haven't. Waiting for tear down approval.

What are you guys seeing with these transmissions these days? For me not too many over all and the failures seem to varied. Last three were a bad TR sensor, a failed thrust bearing that took out the low/reverse planetary and now a burnt up overdrive clutch with no discernible cause. Just curious.

I think that is total BS. Ford's own 6.7L PSD has come a long way with improvements. JMHO

Yeah there is a lot of good stuff here and it does not disappear like social media. Much richer environment.

What about simply blowing it out with shop air? A rubber tip blow gun placed at the same place you have to spray the silicone?

I am thinking BS on this... somehow this injector cup was supposedly pulled from the head like this.

Looks like a nice tool.

3 reasons. Time passes and diesel techs age and fade into the oblivion nothing we can do there. On that note, I miss Jim Warman's unique take on life and his matter of fact technical expertise. Second, the problems the site has experienced over the last year probably kept guys away. I have recently addressed that by moving to a different web hosting company and a new server. Hopefully the speed and up-time of the site will continue to be exceptional for a long time. Lastly, all internet forums are slumping due to... you guessed it, social media. There are a number of Facebook groups, a quicker and more convenient way to communicate with that smartphone attached to everyone's palms. From what I have seen so far, most seem to offer quicker, more smart-assed responses and convincing evidence of fuckery. There are however some good nuggets of info to be found. If anyone can tell me how to drum up interest and bring in new members and bring back some that have slipped away I am open to suggestions!