Keith Browning

Well, many times there have been engines hydrolocked that you were unaware of and these are typically caused by EGR coolers as we well know. I also have never seen any ill effects of bumping the starter once or twice during this condition. If you recall my posts on the EGR cooler that filled both exhaust manifolds and poured out the exhaust, that engine was bumped quite a few times. It left running okay... I think. You see, it returned a few days later with a bad miss and is still in my shop as we speak. I did not work on it so I cant verify how it ran when it left. Long story short, it was missing badly in cylinder #7 with codes for 7 & 2. I could only verify #7 so that is all I went after. First thing in the morning I will recheck my work before releasing it. The reason I bring this up is that relative compression showed nothing that might indicate an issue worth digging deeper. Do you think it is possible to damage an injector by bumping or cranking an engine while hydrolocked or with coolant in the cylinder? This one certainly makes me suspicious.

I skimmed the manual and looked for TSB's. Nothing though there is a TSB for heater hoses causing a noise in the heater core. I am under the assumption that a cooling system that uses a de-gas bottle would not have any special bleeding requirements. I CAN see problems arising from low coolant levels. The EGR valve is the highest component in the system next to the vertical EGR cooler... where the EGRT sensor is located.

Yeah but my first will be done the way you fellas posted. Of course I will read the manual first but if there is a better way, why not? /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Wise words as usual Jim but there are some customers that get a little weird. For me, its anyone that cant control themselves and behave like an adult. I also have a group of customers that hold me in high esteem but unfortunately, the bad ones have forced me to avoid customers in general over the years. I have absolutely NO PATIENCE for or DESIRE to be called a liar, idiot or be screamed at. Over the years we have had many customers that apparently have some mental or behavioral issues that quite frankly, scare me. Imagine your writer picking up the phone and hearing "My 550 quit on the highway, are you fucking looking at it? When will it be ready? Jesus Christ! You people suck! This Ford is a piece of shit! I am calling the owner, click." Writer is still looking for the paperwork, keys... gets the manager involved... chaos! ... Five minutes later the phone rings again. It's Ford Customer assistance. They want to know why we are giving the customer a hard time. (Fuck you Ford) Apparently the bastard called Ford before contacting us! Multiple calls to the customer to all known phone numbers go unanswered. ... Four hours later the truck arrives on a hook. /forums/images/%%GRAEMLIN_URL%%/icon_crazy.gif I don't know how many times there has be some guy standing in the write up area or in the service drive screaming at the top of his lungs, face all red and spit flying from his mouth. I have now been around long enough that I know how to deal with these people well enough that I am now willing to actually do so. I am extra happy to deal with "my fans" and have turned around several customers simply by having them in the shop explaining what is wrong with their truck, what needs to be done and why. I have also been able to up-sell service work by showing the customer and educating him about his truck and pointing out things that need attention. The point to MY POST is that the World is filled with all kinds of people and challenges. A few lost puppies following you around is not the worst thing I can think of. Even if the situation is a little weird, it's still a compliment on you. And in the grand scheme of things, the happy customers also tell their friends about you and your dealer, not just the unhappy ones.

And what is International's warranty coverage on that engine?

Small World. We just sold our last 2006 LCF that has been sitting in the lot. It was detailed for delivery and was fueled up. The prep department driver smalls a nasty smell and saw smoke. I just lowered the cab. The clutch was glowing red... guess the delivery will be pushed back until Mon or Tues.

I finally put mine together. I have had the parts for a while but I just had a need for it so I spent the time the other morning. Works well and I used the different bulb color idea. Works nice and a purdied up the tool by encasing it in a flexible tube so it stands up so I can see it from the left door as I turn the ignition on and off. Oh, and the bulbs don't blow out. /forums/images/%%GRAEMLIN_URL%%/blush.gif

Dale I would say no soot is normal. If soot is getting past the DPF then there HAS to be a failure or defect. I am no expert on DPFs but a lot of the reading I did indicated that most filters are not 100% effective in trapping all of the soot, particularly the finest particulates. i recall romping around in the first 2008 we got and notices a very light and short puff on heavy accelerations. But I mean, light! There was no soot on that truck but it was after all, new. We are told that some light staining is normal but black deposits are not. Regarding Ford and the information given to us things get a little sktchy. We know that a DPF is supposed to trap most of the particulate matter. I consider smoke particulate matter. The PCED states that the ECM monitors the DPF for leaks and sets a code as necessary. I went looking for more: Section 8 in the diagnostic charts - Quote: If smoke is present at the tailpipe, the diesel particulate filter may be damaged. Diagnose and repair the system/component that causes the visible smoke. After the repair, check for the correct diesel particulate filter operation. If a concern is still present, install a new diesel particulate filter. Refer to the Workshop Manual Section 309-00, Exhaust System. Carry out the diesel particulate filter parameter reset function on the scan tool. Exhaust System Concerns: Visible Smoke (No Oil Consumption)... Further down the chart: Some white tailpipe exhaust smoke is a normal condition at start-up with Smoke temperatures below 10°C (50°F) or with an extended idle in a cool climate. START the engine. If the exhaust smoke is white, GO to the next step. If the exhaust smoke is black, CHECK for charge air cooler restrictions. Check White Tailpipe REFER to Section 4, Hard Start/No Start Diagnostic Procedures. I will continue to search for more

Alex I think I have done about 5 now. On LCF's. Funny thing is, they didn't come in for lack of A/c. Three were no starts because the compressors had seized and the pulleys were locked up. This kept the engines from cranking fast enough to start. One had a bad burning smell that was a clutch field that was glowing red and burning the belt. The last one kept blowing fuses from the clutch shorting, the pulley bearing failed and wiped out the compressor housing. Isn't this shit fun? /forums/images/%%GRAEMLIN_URL%%/eek.gif

Yeah, back in the day! If only our problems were like that now.

Good to see you using the fuel caps. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif How was it getting the turbo out with the cab on?

Well you could have guessed this might happen theres two for now: XL - 6.4 PowerStroke Diesel Certified Leather Jacket - Item number: 120158470872 Starts at $100 / $200 Buy it now. L - exclusive for ford diesel techs. leather jacket Item number: 270162603024 Starts at $50

These are the ones that apply to a 7.3L PSD, others supersede to these. There were others that apply to the 4.9L gas and the 7.3L IDI diesel. For those who don't know, the acronym "FEAD" stands for Front End Accessory Drive... belt. 03-21-14 FEAD BELT - WEARS, SHREDS, AND/OR COMES OFF - VEHICLES WITH 7.3L DIT ENGINE AND 130 AMP ALTERNATOR BUILT 8/94 THROUGH 5/96 . 98-23-14 FEAD - BELT TENSIONER WEAR - VEHICLES WITH 7.3L DI TURBO ENGINE I thought there were more but then I realize that the 7.3L IDI was the engine that really gave us problems. I don't know how many I replaced tensioners, shimmed pulleys and adjusted P/S pulleys. And the worst part of the job, any year, was if it had an automatic transmission the transmission cooler lines would frequently be ripped off. Everything was covered in ATF many times. I hated that!

I read over on The Diesel Stop that Jim rides a High Horse! He needs a good pair of leather chaps, not a jacket! /forums/images/%%GRAEMLIN_URL%%/eeeesh.gif

Todays broadcast messages included one that indicated the under cover harness could be chafing. It listed the there codes I had PLUS any or all of 5 or 6 more that was listed. I had none of them so I am keeping my fingers crossed. The valve was open about 1/16"

I pulled in my first 6.4L driveability concern. MIL on and idling rough. Customer complained of stalling. Codes P0404 and P1335 in memory, KOEO gave me a P042F. Pinpoint tests were straight forward, the valve was not moving so out it came. Forgot about the tool being a real PIA! I took some better pics of the tool set up. The valve wasn't too crusty either.

The model year is important to know and if it has a 130 amp alternator in it. There are two TSB's for tensioner replacement that might be applicable. Bruce has the right idea but usually you can eyeball a misalignment by watching the belt on the pulleys. A P/S pulley that is pressed on too far will cause problems, a skewed tensioner, worn idler pulley and so on.

Glad to hear the oil leak repair went well. As for the belt problem, you might want to start a new topic... we can help there too but it might get long.

Well, that's one way to encourage your customers to return to the dealer for regular service and maintenance. That might piss some people off though. Perhaps they should offer discounts or coupons for those who do. Or they could raise the price to pay for services that are "free" like BMW does. That would be interesting on a Ford truck now wouldn't it?

I finally unpacked mine. I see it has a removable liner too.

What happened? Don't blame the engineers. The American consumer dictates much of what hits the road and their dollars go to the manufacturer that gives them what they want so can you really blame them for making the cars they do? If EVERYBODY wanted a cheap car that gets 50+MPG then there would be one in every showroom. Fact is, look at most dealer lots and the cars and trucks today still represent the American in most of the following ways: large, powerful, feature packed, multi-purpose or full of bling! A $15,000 Festiva just isn't cool to be seen in. Especially since you and three of your buddies can almost pick it up and stuff it in the back of an Excursion! As a society, we are great at telling everybody what to do to save the planet or clean the air or find alternative fuels. We fall miserably short in following our own advice.

I am not too sure that I understand what oil rail plug you are talking about but... Concerning the high pressure oil rail, there are a few o-rings there that deserve your attention, even if you find an injector inlet o-ring failure.If you have the rail off check them all! It only takes a minute. There's the front and rear port plugs, drain plugs and the rail end caps depending on the model year. My shop has seen three of those obscure seal failures one of which sent the tech for a loop! It's not always the big failure with the seal completely blown out. Sometimes, its one or more seals that are slowly disintegrating, leaking just enough to start causing trouble.

5X? Holy crap! Mine arrived today, I haven't opened the box yet. I had better put it on. Imagine the tiny 5' Chinese girl stitching a 5X jacket?

/forums/images/%%GRAEMLIN_URL%%/blush.gif Guys you are making me feel like a school boy. I asked because what we usually see is either steam in the morning, unexplained coolant loss or whistling pressure caps. Oh, the occasional hydro locked engine with coolant in the right bank... I have just never seen an engine being filled and have it fill both manifolds, crest the turbo and down the pipe! Strange update: The truck has returned to the dealer with a miss in two cylinders. The tech that replaced the cooler no longer works for us as of Tuesday. He now works for the company that owns the truck. Hi Adam!

There is a difference between a 6.0 PSD and a 6.0 VT365, we know that. An F650 has a VT365 6.0L diesel engine. Is the warranty the same?