Keith Browning

I don't think that an un-blown EGR cooler is an indicator that things are alright. A melted standpipe is evidence enough that then engine has been subjected to severe temperatures. I realize you haven't taken it apart yet but I don't think there is a quick fix for these situations.

Captain Obvious strikes again.

If you call the Hot-line and tell them the standpipe melted they will tell you that the engine is junk. I have had only two grace my bay. One was a brand spanking new E350 with a loose lower radiator clamp from the factory. The van was drop shipped in PA and we sent a "sales driver" to bring it to the dealer. It had not gotten it's PDI yet. The driver was oblivious to the smoke and the warning lights on the dash. Yeahhh Mon!

I am gonna guess horrible because the truck I drove I couldn't keep my foot off the floorboard. Seriously, that is a nice engine.

My latest 6.4L ass whooping. This cylinder along with a friend got all washed up and polished. This is the end result of a failed high pressure fuel pump... remember my post and video of the fluctuating fuel pressure gauge? This is the engine with 32,000 miles. Along with fuel trim above 12% and some pretty sparkley debris in the fuel line this is what I found... and a compression reading of 60 PSI below baseline.

A gas bar a pub where old fat men sit around drinking beer, belching and farting.

I am surprised that no one has mentioned the fact that this Coffee Table Book does not have the complete engine wiring schematic and DTC charts found in previous books. It is nice having that content there as a quick reference.

DTC's P1209 and P1212 are telling you that the PCM detected ICP did not reach expected pressure for the operating conditions. Greg stated that at WOT under load IPR 65% ICP at 400-800 - which is low. I have been trapped in this circle before and if you are using PP test KE you will replace a lot of parts before you come to the conclusion that you have a hydraulic problem. You could use the procedures in test 9C in the Hard Start No Start diagnostic procedures to test for oil leaks at the cylinder heads and to dead head the pump but since your IPR is at 11% at idle I suspect that the HPOP is most likely weak and cannot develop pressure at higher RPMs... thus the P1209/P1212 DTC's. Since you have already eliminated the IPR thanks to the PCED I would use a thinking man's approach and momentarily ground the IPR and monitor ICP. Connect the Break Out Box and ground pin #83. ICP should reach around 4000 PSI. If not I would replace the HPOP and retest.

BINGO!

That answers that. Sometimes you need to clean the carbon off to see the evidence but usually a good whack leaves a good impression.

And I finally got my Coffee Table Book!

John is the man. I was going to ask if Yonkers was closer for you but looking at the map I see it isn't. Of course the route and traffic make a difference too.

Seriously, I agree. the trans comes out fairly quickly. I can see jamming your meat hooks and a wrench back there and torturing yourself but why would you want to do that? Even with the cab off I commonly have a problem with one or two inlet pipe bolts and have to break out the torch.

What I notice in the photos is there is no evidence of a valve hitting the piston that I can see. Blittle stated the piece looked like the tip of a bolt which would have o be reasonably small to scoot though a valve. Even a short MM bolt would have to hang a valve out. There has to be a story behind this... but what?

What dealer is that Fred?

You mean remove the secondary filter cap, right? I have had systems bind with air quite a few times and as stated, removing the cap and purging the system corrects it.

You know, I was thinking of actually doing it...

I had one of those come in once and I sent it off to the company that installed the refer unit.

Brad, that is just wrong!

We have had mini-audits in the past due to high numbers. We had no problems what so ever. We cannot control the number of trucks and type of failures that grace our dealerships however we can control how we repair them. Properly. Follow the procedures, utilize OASIS and identify TSB's, SSM's, use the prior-approval forms and document EVERYTHING clearly on the repair order. In fact, when this happens and you prove to be doing everything right the road ahead will likely be less bumpy. Nuff said.

As a technician it is not my job to be concerned about warranty numbers. 126 what? I have never seen such a report and it is not my job to. It is my job to properly diagnose and repair vehicles. The only thing that matters is that I did my job. I refuse to stop doing my job because somebody says the numbers are not right and I refuse to do things to make the numbers right to fit Ford's objectives. No, I don't think technicians need to be concerned with this crap. We have enough to be concerned with as it is and too many techs cant even get the shit they are supposed to be concerned with right to begin with. 126 what? You gotta be kidding me.

Any of you take note of how long that aftertreatment assembly is? We had our first 2011 truck in the air for the PDI and realized it has to be around 8' long.

That is just my problem Greg. All of these burnt pistons I have encountered had related cylinder damage - scoring, metal transfer and large scrapes. Can't do shit with that. I have a 6.4L in my bay right now that has a failed HPFP and low compression in two holes. I wonder what I am going to find THIS time. I wish I could make repairs, the process of diagnosis, tear down and cost cap determination is killing me. The one truck with the stuck valves was great. All I needed was one valve, some keepers and gaskets and she was outta there!