Keith Browning

This is odd, not only for what it is but also because it just hit me after all these years. "We" consider fuel pressure below 45 to generally be bad, the lower the more likely internal injector damage is to occur. So why is the minimum fuel spec for F Series 45 PSI and for the E Series it is only 38 PSI? What is the real threshold for injector damage and what is it about the E Series that makes 38 PSI acceptable?

Are you talking about making a "noid light?" The injector connector is used to plug into the injector harness and the coil circuits are wired to two small 12V bulbs. When running the injector electrical self test with he tester installed both lights should flash... that is how I made mine and how I use it. If you have an old injector harness you can cut off one connector with a length of wire, identify the circuits for each coil. You plug that into a suspect injector to make it easier to check the resistance of the spool valve coils... as you would when performing pinpoint tests "P" SEE THIS TOPIC

Here I am thinkin Tanksgivin was an American deal

Yeah, I was initially thinking that number, if it were $USD, is just covering diag and repair labor if you are doing the job right. I think we are charging in the 22 hour range... Ford FUCKS us at 12 something hours. Let us not forget parts, fluids, turbo parts are usually needed to correct the cause of the head gasket failure... The last customer pay head gasket repair I performed was over $3600 USD and that was caused by a Banks Six-Gun but the truck still got a turbo recon and a cooling system flush. This was the second head gasket repair for this particular truck. The first one Ford paid for becuse they are weak. They guy just traded it in for an identical 2011 6.7L. We will see if he has trhe balls to use a tuner. Fucking race car drivers.

Want a good laugh go to the AOL Autos Repair Estimator and start plugging in information for a 6.0L Super Duty, any year. Select whatever maintenance or repair you like and compare the results with what the actual costs are. Cooling system maintenance will make you laugh. The estimate will only cover the cost of the VC-9 and the antifreeze nevermind the 2+ hours of labor. This is another fine example of misleading information the consumer is being handed. I think I need to block these ads from the DTS site.

Funny thing about loose substrate that is turned around sideways and wedged in the housing blocking the outlet or little bits of substrate that are stuck in the holes on the muffler, there won't be much sound other than the mallet hitting the steel. Been there, been screwed by both situations... once. None the less a good suggestion. This brings up another idea. Is there any history of a cat failure? It may have a good cat in it now however a previously failed cat could have left behind some "litter." (Shameless pun intended)

We all have bad days. Today I managed to screw myself out of an hour of my paycheck and piss myself off. Don't know if I was distracted or just not paying attention. A 2009 E450 ambulance comes in with low voltage with all of the bells whistles and whirligigs a flashin. As part of the diagnostics for the dual generator set up you disconnect each generator to see which is the slacker and to test the circuits. Sure enough the upper generator was kaput. I replaced it and buttoned up the unit... only to have the same condition. Fuck me! After some repeat disassembly I discovered the lower generator connector not seated. Nawwww. The whole time thinking "it couldn't be!"

Still thinking here... we had a 5.4L truck with low power that had a bad muffler causing high back pressure. I don't remember hearing if anything was in it though.

Your EP reading is too high. Specification is no more than 35 PSI @ 3800 RPM. Excessive back pressure will cause low boost most noticeable under high load conditions. I see that you checked the exhaust and turbo... (I would inspect the exhaust for damage, VISUALLY inspect the catalytic converter for plugged or broken substrate and perform the VVT test.) Did you drop drop the exhaust and drive it while monitoring EP to see if it was lower?

What is the build date of the truck? [*]TSB 09-16-9 Some 2008 F-Super-Duty 250-550 vehicles equipped with a 6.4L diesel engines and built prior to 8/2/2007 may require a calibration update which will cover several different concerns. . [*]TSB 09-19-10 Some 2008 F-Super Duty 250-550 vehicles equipped with a 6.4L diesel engine and built between 8/3/2007 and 1/2/2008 may require a calibration update which will cover several different concerns. Also to clarify things concerning warranty and module reprogramming, yes, all module reflashes on 2006 and newer vehicles requires authorization by a TSB, FSA or Hot-Line instruction. The only exception would be for PMI (programmable module installation).

It's not necessarily the only way but it is a very logical approach.

I just hate the fact that it seems like EVERYTHING is made in freakin China. As far as Ford is concerned parts come from many places, we get parts made in Germany, England, Brazil, Japan, Mexico... Canada. Just to name a few.

May I recommend that you install a VDR in the truck and drive it or send the customer back out and make a recording when it stalls and when it won't start? Fuel pressure is a wee bit high dontcha think?

I think we have pretty much determined that the relative compression test is big-time unreliable. Only a manual compression test will be of use to you and I can tell you that for warranty purposes it must be performed. I suggest doing a compression test before disassembling ANYTHING. I have had one run-in with seized valves in a 6.4L and If I recall they were the exhaust valves in cylinder #1. One thing I noted was when watching my power balance display the failure in cylinder #1 was affecting performance of cylinder #3 and #5 to a lesser degree. This particular truck had a sharp popping noise out the intake as whatever combustion that was taking place was let out of the intake valves which explains the affects on the other cylinders. The three things that have proven most effective in diagnosing base engine problems on these engines are short term fuel trims, manual compression readings and careful tear down and inspection. The more of these you work on the more you will become familiar with the terms "piston partrusion" and "cylinder washing/glazing." Oh! On that engine with the sized valves the concern was confined to the one cylinder. If the valves can be removed from the head it is repairable.

I would step away from the IDS and run. Then, after they find me huddled in the fetal position in the back of a dark closet, I would perform a compression test. With a fuel trim like that you are going to end up there no matter what diagnostics you perform.

I had to do some inner oil seals today and I got a pair of these new dust seals. After searching though my mythical tool drawer the seals went in easily but they don't seem to go far. I spent a bit time sanding the rust off of the axle shafts which is a must otherwise sliding the shafts through the new seals will be near impossible. I am curious as to whether these seals will prevent a leaking oil seal from being detected in the future.

So that makes it okay? Tell that to your grandchild who has to breathe that crap with his perfect pink lungs. Ahhh what's the difference? The kid will probably be smokin by 14 and sucking on a bong after school.

Yeah I was reading that one last night too.I still have mixed feelings about these oil reports. First, these guys extend their oil change intervals then they wonder why their "levels" are too high. Can you imagine justifying any claim based on an oil report from a customer? Ford would have a field day with that. I am just curious as to how many of these guys who have been told something was going wrong from oil samples and actually had something wrong with their engine. I am sure a bad oil cooler would show up but some of these posts are wacky.

Considering the mileage and the fact that Jim has seen this truck regularly with no mention of major issues is probably a good sign that this unit is not going to be a problem. I would think that if this truck was going to have serious issues they would have been apparent by now. Dontcha think?

Guilty.

Use the trailer brake emulator and verify that the output signal is at the trailer connector. If the led ramps up and lights brightly then the truck syustem is working properly. Advise the customer that the trailer brake control system will only work with trailers that are equipped with electric-actuated brakes.

We recently had a truck come through with some funky intermittent symptoms... stalling, cranks no start. Apparently replacing the ignition switch fixed it. You might want to begin your diagnostics there.

Remember Brad that any FSA is only valid if it shows up OASIS for that VIN. And as I recall (I did read about it) that not all trucks are not eligible for the upgrade. F450/550 trucks are also not included.

My favorite non OEM warranty experience is when they send you the parts and they are USED parts.