Keith Browning

Good find - Good job! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

You're not right. /forums/images/%%GRAEMLIN_URL%%/icon_crazy.gif /forums/images/%%GRAEMLIN_URL%%/laugh.gif

You need to edit this list to include the intermediate steering shaft bolt (10mmX30mm) W711484S439 I'll make this a sticky topic but if we can come up with lists for similar operations I'll make a dedicated resource page. /forums/images/%%GRAEMLIN_URL%%/smile.gif

Check the Hard start/no start and performance diagnosis charts in the PCED. The test has been added to the procedures. It looks like we are verifying fuel pressure right at the fuel rail because that is where it is ultimately most critical. The tester simulates the added fuel demand of a WOT acceleration. This can only be achieved by tapping directly into the fuel rail. Here is how the test notes explain it: The Flow Tester, Diesel Fuel 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at wide open throttle (WOT) and full load on the fuel system. The Flow Tester, Diesel Fuel 310-193 or equivalent uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption. For E-Series vehicles, measure the fuel system pressure at the right hand cylinder head fuel passage plug on the back of the right hand cylinder head. For F-Super Duty vehicles, measure the fuel system pressure at the secondary fuel filter housing test port. The fuel pressure value at the secondary fuel filter housing test port is higher than the fuel pressure value at the back of the cylinder head due to a pressure drop through the fuel rails, fuel injectors and other fuel system components. It also looks like we are to use this flow tester to test HFCM pressure and flow and the secondary filter as well. The clear hose will also allow you to easily check for aeration.

So Jim, since you are ON holiday and today IS a Holiday, do you get double holiday pay? /forums/images/%%GRAEMLIN_URL%%/whistle.gif

How did we! Have a five head banger salute! /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif By the way did you repair your head and what did you use for the valve guides... or was a new head needed?

I doubt Ford is watching US at THIS SITE very closely and on top of that, if they WERE they would have designed the banjo bolt end of the tester hose like the ones we have made up from our own ingenuity. You have to run the hose down and under the right side exhaust pipe. What a jack-ass set up. One of my guys cant even perform a regular fuel test properly, what makes Ford think guys are going to perform this unless they have already failed to diagnose a problem? Oh here I go again fellas. Negativity get us nowhere. /forums/images/%%GRAEMLIN_URL%%/wink.gif

For those who care, it was a success. /forums/images/%%GRAEMLIN_URL%%/rockon.gif

I was thinking along those lines. I only had one head off so 1/2 of the valves were still opening... maybe I am imagining things but it seemed to loosen a bit after tightening down the right side rockers. I put all the glow plugs back in and buttoned it up, before I lower the cab I'll check it again but of course it will be compressing air in the compression stroke now that the engine is fully assembled.

I have been waiting to chime in on this as I have been watching the warranty situation ramp up and it has now reached a disgusting level. I am convinced that Ford has chosen to cut warranty expenses by a certain percentage and administrating warranty claims as an insurance company might. I know someone at Ford that has expressed the same concern almost word for word. "Many claims will be denied using any excuse backed by the warranty policy manual, sometimes very loosely too. You will have to fight to get some claims paid, many will never stand a chance despite the appeals process." Later adding: "If you replace more than one injector you had better perform and document the Balloon test and the results." Ford wised up that many dealers were replacing multiple injectors and claiming them against rusty fuel tanks backed by the 40 gallon aft-axle tank vent TSB. The tanks are no longer covered and it will likely take a consumer action or a recall for Ford to even admit that the tanks are in fact, defective. As for us, there are many techs who have been mis-diagnosing, replacing good parts and abusing the policies. Not all of us but enough to cause problems. Now, we all have to suffer because instead of addressing the problem directly by going after the dealers/technicians who are the problem Ford has changed it's approach entirely. Conventional wisdom has taught us to play their game. Now we have to raise our game and make sure we are on offense from the moment we a customer contacts the dealer to the time the warranty clerk clicks the submit button. Otherwise, simply being on defense will no longer be enough. If you think for a minute that this is not going to get any worse - just wait. I am sure we haven't seen anything yet!

Feel like quoting your topic here so we can enjoy? /forums/images/%%GRAEMLIN_URL%%/whistle.gif

Wow, thats some good info there Bruce. I also have seen that code as a ghost... clear it and never hear of, or see the truck again. Mostly when that occurs it accompanies cam sensor codes from my observation.

Compression wise it's a non-issue at this point because the injectors are still out on the head I had off and I removed the glow plugs from the other.

Quote: Always wondered what it'd be like to ingest a bunch of that dye and go to the hospital or something, and get a whole bunch of tests that would reveal glowing, like a piss test, or puke somewhere near a UV light. I know we are wandering off topic but I have to tell this story. Step into my wayback machine to a time when I was much younger, smoked many things and caroused with the boys at the Jersey shore. One of my buddies parents owned a house at the shore which he, me and a few of our friends rented for a season. For some reason, the main room had a black light in it. One day at work I apparently had something in my eye that I rubbed and scratched my cornea. It hurt worse and worse as the evening went on as I drove the hour to Belmar. I never made it without finding a hospital to look at my eye. As many of us know they put UV dye in your eyes to help them find foreign objects like sand and glass. What ever damaged my eye had probably teared out and after the exam I was given a prescription and went on my way. It was night by the time I got to the shore house. The fellas had already began partying and then I walk in through the clouds of smoke with one, really brightly glowing yellow eye! /forums/images/%%GRAEMLIN_URL%%/laugh.gif I can still see their faces! /forums/images/%%GRAEMLIN_URL%%/rockon.gif

Quote: Lookit all that neon oil!! That is what oil dye looks like when the oil and engine are brand new. That green sheen is peculiar! This is a good example showing why the dye works better with clean oil. Without all of the black soot to mask the UV dye it shows better under the UV light.

But there is no pressurized oil passages in the 6.0L head... there are oil drain passages though, one such passage near the lower rear bolt... Those layered gaskets don't seem to rot either. ( I did see a 7.3L head gasket rot and leak at the rear corner) Thinking out loud here... Oooh! I had one that was difficult to diagnose and it was showing at the rear lower corner of the right head. It ended up being a crack in the block between the oil cooler opening and the fire deck of the right bank. The oil traveled along the gasket on top, ran down the rear of the gasket between the head and the block and dripped onto the starter... Still thinking out loud... /forums/images/%%GRAEMLIN_URL%%/whistle.gif

This is for the guys who have done any base engine repairs: I noticed something odd with this engine when I was barring it over by hand to position it and tighten the valve rockers. I could turn the engine about 45 degrees and it seemed like it locked up. So much so that I went to the other head and pulled the glow plugs to be sure fuel didn't leak into the cylinders while I had it apart. (I only had one head off to repair a valve) That turned out to have no affect and the crank didn't move enough to support the idea that something was in a cylinder. So I messed with tis a little more and realized that if I moved the crank faster and continued to push through the resistance the engine continued to spin freely. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif So after thinking about this a bit, I wondered if this could be related to the HPFP somehow. Did any of you experience this during assembly? I don't suspect any engine damage and the valve concern was caused by rust in the guide. Just seems odd to me.

Hey Justin what did you find on this turbo issue? I recently replaced a high pressure turbo with a seized unison assembly but despite my intentions I never got around to opening it up to determine what happened.

DOnt forget the turbo outlet gasket TSB... and I have seen ONE right side turbo up-pipe leaking at the flex joint just like a 6.0 y-pipe.

No. But I just spent a few hours with my FSE and we talked about this, he said "it" is a disaster. It is meant to help the guys who "need" the help... further explained it likely wont go far. I'll tell my cashier to hold off on those pink cover-alls for now. /forums/images/%%GRAEMLIN_URL%%/laugh.gif

One of my all time favorites. /forums/images/%%GRAEMLIN_URL%%/eek.gif This code and symptom is related to the communications between the PCM and the IDM. The diagnostics for this code are somewhat ambiguous should the fuel delivery command signal and electronic feedback circuits test good. At the end, depending on whether there are codes or not and where the codes are you either replace the PCM or the IDM. My experience has been frustratingly mixed, not one had a circuit issue and more than half of the time I replaced the wrong module at the manual's instruction. If you can duplicate the concern fairly regularly I suggest you try swapping the IDM and PCM, one at a time with known good modules from a like vehicle. Being a bus I would guess it's from a fleet and a donor vehicle might be readily available... 'specially since school is out for the summer! /forums/images/%%GRAEMLIN_URL%%/wink.gif That reminds me, this is when I usually get hit with all the shit work the local bus fleets can't get to - eeeesh! /forums/images/%%GRAEMLIN_URL%%/sick.gif Good Luck

Don't hold back on us now!

So basically we have either just been given a great diagnostic tool for those who cant fix shit or we have just received the biggest insult Ford has ever dished out to technicians. Great. Now my fucking cashier can diagnose trucks. Then again... if you have tried to diagnose a 6.4L with the PCED, this might get interesting!