Keith Browning

I read this earlier today and I have been thinking about the shape of that impression too. It is very clear and distinct. Triangle. The only debris I have experience with is needle bearings from cam followers. Common debris would be injector clips and broken torx bits. Did the tech disassemble the pressure regulator and inspect for debris? Perhaps that triangle is holding the regulator open.

Well, maybe. For one, I have had very few come in for repairs. In prior new model releases with new engines a year into production there were vivid signs of problems on the horizon. Second, I have "fixed" two 2011's simply by disconnecting all modules and plugging them all back in. Then there is the parameter reset function...

I ran into this early on with a faulty ABS module which caused communication failure with several modules, the ABS, PCM and the RCM. I think the 2011's are "a little different."

Yes, it is nice when your veggies have some texture.

Guess who had "fresh" asparagus tonight? I steamed it myself.

The more I think about this the more I realize that over the years when I have broken taps or thread chasers it was because I was probably bot using the tool correctly. I mean that I "forced the issue" and tried to bite off more than I could chew. Wither I didn't drill the hole to the correct size or I did not use any lubricant but most of all, backing the tap out of the hole after every few turns to clean out the cut material basically prevents the tap from getting bound up.

Since we are not land fill and power plant technicians I don't see what this has to do with a diesel truck. The topic is alternate fuel... as in not diesel. Your engine and emissions system was DESIGNED and CERTIFIED to run on diesel fuel. Not transmission fluid. Just because it works and doesn't seem to exhibit any immediate ill effects on the fuel system or detectable foul emissions doesn't mean we should do it. The argument that "my catalytic converter will handle it" is possibly a bad assumption as the metals added to the substrate are responsible fore the chemical change that takes place as I am sure you are all aware. A gasoline converter would not be effective with a diesel application for example and ATF would be similarly incompatible. In fact I would bet ATF will poison your cat rendering it useless at some point. But then again, what the hell do I know about this. Unfortunately over the last hour of searching I couldn't find any hard evidence or facts of ATF's effect on emissions. There is a lot of discussion concerning it and a lot of warnings not to but little of anything official to be definitive.

Classic. Yes, you will need to inspect the fuel tank by removing the pickup and at the very least run your fingers up under the top of the tank. A bad tank will feel rough and gritty. If this is the case you are looking at a new tank, HFCM, filters, pressure regulator and 6 injectors. I would also include the updated oil stand pipe and plug kit in my estimate. Since there are several tank options in the LCF, we are talking about a 40 gallon stamped steel tank right?

Cranks and smokes but no start... makes me think FICM, fuel quality/contamination, glow plugs...

Not directly but I agree. I beleive the roughness was caused by the high oil level. I am going to run the engine a little more with the rail pressure ramped up. I need to be sure there are no leaks under the covers. According to the WSM extended oil change intervals, frequent regens, excessive idling can cause high oil levels but 5 or more qts? I don't think so. The injector is likely going to get replaced due to the fuel trim. The owner stated the truck ran poorly for a bit then cleared up and now runs poorly again. At least I can eliminate it from the scenario.

I am just curious as to what you guys are finding as the source of fuel dilution of the oil. Most of the trucks I have come across with full crankcases were damaged, or blown up and testing could not be completed. I have one with the covers off, dye in the filter housing and running it at 24K PSI with no dye showing yet. This truck has about 7K on the last oil change and had at least 25 qts in it. Engine hours are a bit high... depending on what figure you use. It ran a little rough before the oil change and runs well with new oil at the correct level. Cylinder 1 showed -10 on power balance and +8 on fuel trim... not sure that is the cause at all.

Define "MD Training." With LCF trucks the training was all Ford and the training I attended was more of a new model training course. Most of the engine and trans material was built upon pre-requisite training on Torqshift transmissions and the prior diesel training. The class focused on the new and unique features of the 4.5L and using the MD Truck software. Since Ford had dropped the LCF that training is no longer available as far as I know. With the F650 and F750 trucks I don't recall seeing any Ford training for the vehicles themselves however there were classes for the New Holland engines and the FD Series engines(re-badged Cummins) which I attended wayyyyy back in the late 1980's or early 1990's. In general, MD trucks are a different animal than say the light duty trucks produced by Ford and most other manufactures. They are built from major components supplied by different manufacturers of engines, transmissions, axles and braking systems to name the most common. If you are to perform warranty work on Cat or Cummins engines and Allison transmissions you will need to be trained and certified by those manufacturers. This can be costly and unless you do a lot of business with those products it may not be worth the cost and effort. Also dealing with many of those companies from a dealership is, well, not easy to put it nicely. If you are simply a Ford dealer technician working on Power Stoke engines and occasionally an LCF or F650/750 you will be fine with what you have available to you. Otherwise you do have the collective brains of the DTS members to pick. Keep in mind this is based on MY experience. Others may have different advice.

BROADCAST MESSAGES 1/19/2011 2818 - 6.7L DIESEL - MIL DTC(S) P164A AND/OR P2A00 - ENGINEERING INVESTIGATION SOME 6.7L DIESEL EQUIPPED VEHICLES MAY EXHIBIT MALFUNCTION INDICATOR LAMP (MIL) ILLUMINATION AND DTC(S) P164A AND/OR P2A00 BEING STORED. THIS MAY BE MORE COMMON IN AREAS EXPERIENCING VERY LOW AMBIENT TEMPERATURES OR HEAVY SNOW FALLS. INSPECT THE AIR FILTER MINDER FOR RESTRICTION INDICATION AND REPAIR AS NECESSARY. IF NO OTHER DTC'S ARE SET AND NO DRIVEABILITY CONCERNS ARE PRESENT, PERFORM NORMAL DIAGNOSTICS. IF DIAGNOSTICS LEAD TO NOX SENSOR REPLACEMENT, DO NOT REPLACE THE NOX SENSOR AT THIS TIME. IF ADDITIONAL DTC'S ARE STORED, PERFORM NORMAL DIAGNOSTICS AND REPAIR AS DIRECTED. ENGINEERING IS AWARE OF THE CONCERN FOR MIL DTC'S P164A AND/OR P2A00 AND CURRENTLY WORKING ON A CALIBRATION UPDATE. MONITOR OASIS FOR UPDATES.

You REALLY need the tools, even with the tools these trucks can sometimes be difficult. Without diagnostic equipment you are shooting blind. Here's a couple of things to check that won't cost a dime (other than time) before you order more stuff. Check for a seized A/C COMPRESSOR or what looks like a burnt up compressor clutch. REMOVE both fuel filters and inspect for debris in the housings. I have come across tank problems on LCF's similar to Super Duties. Treat this like a 6.0L where the injectors are concerned on both the fuel and oil sides. If you have low fuel pressure and or crap in the system injector damage is likely. You can check for and identify a stuck injector by performing the Compression Bubble Test which is similar to the balloon test. Remove the primary fuel filter cap and top off the housing with fuel to cover the stand pipe. Crank the engine and look for air bubbles coming from the top of the stand pipe. If you see bubbles you have a struck injector somewhere. Remove one glow plug at a time and crank the engine, when the bubbles stop you have located the cylinder/injector. Oil leaks at the oil manifolds are VERY COMMON. The stand pipes and dummy plug o-rings have a high failure rate. I have seen the o-ring and plug leak on the left oil manifold where the ICP sensor would be if it were on the right bank - I had three trucks I can recall where that caused low power and only one had the Check Engine light on with a DTC. Search your dealership for the IC4 Com interface module and cable. This is what we use(d) before the new $800 cable and software was released. You will need to find an older IDS disk to install MD Truck software if you find it.

Did you know that screen filters at 150 microns?

Okay, I downloaded the file from the DTS server and unzipped it with three different utilities without issue. I did not use 7-Zip however.

Yeah, the wireless connection is for the factory, I forget where I saw that - that web based course if I recall.

Define "dry." I consider dry any engine that has had the oil cooler out and the crankcase drained or after complete disassembly/assembly. You will probably have to install around 17qts. which is what I recall putting in after EGR/OIL cooler repairs. I just installed a complete FQR 6.0L assembly that came with a new oil cooler but no filter housing. The engine was empty but it is over full after installing 15 qts. Go figure. I doubt this engine was ever run... pre-lubed maybe. When it comes to the warranty claims people you need to remember that they are "special" and need to have the concept of a "dry engine" explained to them. I run into this stupidity frequently like having to cite procedures and instructions in the Work Shop Manual like when it comes to being instructed to REPLACE and DISCARD parts. Be explicit in you write up in response and bite your tongue.

Well this one I am currently finishing had twp quarts int he charge air cooler so I wonder how much it had before it took off. The left side exhaust manifold was also full of fuel. Half of the glow pugs were melted - the only carnage I got to see and I kept them. Truck runs good now but I cant release it until it stops smoking. Right now I drive to the end of the dead end street we are on and you cannot see anything on the return trip. I have never had one this loaded up.

I will check it this evening...

I experienced an 8V-92 runaway in school too. Damn thing makes an evil sound when it runs that fast and scared the hell out of me!

Ultimately a C02 extinguisher would be better.

I am thinking that the rotational position of the 1/2 inch square might require some careful thought and planning... check out the last picture n the slideshow on the website.

"Hi Pot, this is Kettle and you are black"

I'm not really a bitch, I just play one in your life! Put "The" and "IRS" together and it spells "theirs."