Keith Browning

Has anybody found a source for these fittings? I am doing a lot of trans lines on 6.0L trucks with Torqshifts that these fittings are permanently locked. The only way to obtain the fittings (that screw into the filter housing) is to replace the entire fuel filter housing. They are on major backorder aside from the fact that it is silly that they are not available separately. The ones I need are 1/2" Anyone?

I kinda already knew this - I serviced a 6.7L this morning and yes - the current filter design already has a water filter/barrier on the inside and there are large openings at the base of the filter to allow water to freely fall into the collection bowl. I don't see why the design would need to be changed but it now raises a question as to whether it is more effective to have it on the inside or the outside of the filter element, or if it makes any difference at all. I cut this filter open to have a better look.

Pixie oil? Lolololol!!!

I read on The Diesel Stop an owner of a 6.7L truck replaced his fuel filters for the first time and the new Motorcraft primary fuel filter was different than the factory filter - it had a moisture barrier around it similar to that of the updated 6.0L and 6.4L primary fuel filters. Anyone catch this yet or know of any documentation?

Going back through this thread - I think that if you still have not done so you will need to ACTUALLY run the oil aeration test. Be damned the people that you work with - you need to educate them that it is safe to run these engines at high idle (old diesel terminology reference) or WOT and perform the diagnostics properly. Here is an important excerpt from the HPOP diagnostic guide: "IPR with low duty cycle (less than 8% @ idle) and engine running, indicates a restriction in the drain circuit. This restriction is taking the place of the IPR valve, driving the IPR duty cycle lower, with higher than expected ICP. The excess restriction will be in the reservoir, front cover, stuck IPR valve, or debris above the edge filter. The drain path through the reservoir and front cover can be visually verified. Typically the pump or IPR must be replaced to repair this concern. Do not replace both components at the same time. This often occurs after the oil pan is resealed where excess sealant is forced through the lube system (short circuit check valve) and trapped at the edge filter of the high pressure pump. In mid 1995 the edge filter moved out of the IPR, upstream into the pump.

I have never personally seen or heard of this happening but I suppose it is possible. Wayyyy back in 2005 there were a few engines that were built missing the oil pick up o-ring which will cause it to suck some air. Lucky me - I found one and it was the first pan I had ever removed. There was a TSB or an SSM on this.Speaking of oil pans, has this engine recently had a new pan installed? I hear that they rust. Also wayyy back in time I had a customer with similar drivability issues that were also due to aeration. The oil pan was replaced and "regular" RTV silicone was used which is a no-no! ALWAYS use TA-31 (F5TZ-19G204-AB) Silicone sealant that is formulated to not deplete the anti-foaming agents in the oil. Remember that this is extremely important in ALL HEUI engines!When performing the Oil Aeration Test from the Diagnostic Guide Step 12a, the 1100-1750 psi specification should read 750-1250 psi (1.1-1.75V). If the ICP signal increases above 1250 psi (1.75V) after 60 seconds, then anti-foam additives may have become depleted from the oil. Change the oil and retest.

That is fucked up and it provides even more fuel to the fire. The problem is that all of this is time consuming. What difference does it make whether the diesel tech whom is "repairing" the truck or some hourly apprentice puts it together? The dealership is still absorbing the cost of the labor that Ford is not adequately compensating them for.

Understood. But, I would think that if the turbo or the EBP were acting up to allow this to occur (and this damage does not happen instantly) I would imagine that the calibration/PCM would have tried to take some action that would have been noticeable to the driver and at the very least, set a code and turn on the check engine light pointing the tech in the direction of the cause. Whatever it is, it's a rare failure and find indeed.

That is wild! I have NEVER seen anything like that. Any time I have come across a damaged turbo its because of something breaking or debris. At this point I am of the belief that current OEM calibrations on this engine will take measures to slow the turbo down when over boost conditions are reached.

I have stopped replacing fuel tanks with OE and even relined tanks. No more. Plastic tanks are the way to go.

First, I stick a long pry-bar in there to pop off the plastic harness retainer off of the EP sensor bracket support stud then I shove my right meat hook in there with a 10MM ratcheting box wrench on the end of it and back the bolt off. I don't see the problem here. The other retainer comes off as you pull the harness out because... What I DO remove is the PCM and the metal bracket that supports the harnesses near there - this provides enough room to lift the cooler out and also makes it much easier to access the fasteners on the right side of the cooler not to mention those stupid plastic retainers holding the sound insulator over the right valve cover.

The discussion on PM-15 is for the fuel side of the injector... putting fuel in the oil would be for attempting to remove any gummy oil residue in 6.0L injectors causing stiction in the oil side of the assembly. Totally different problem and solution... if you want to call it that. Interesting what people will willingly do to solve this problem. We have all seen engines come in with much more fuel diluted in the oil and with apparently not ill-effects.

Yep. Which I find unusual unless commercial vehicles get a different inspection than non-commercial. Years back New Jersey in an effort to save money decided total vehicle inspections were no longer going to be performed at state inspection stations. Now they only verify your insurance and registration, inspect the exhaust for tampering, check the gas cap, scan for emissions codes and stick a sniffer in the tailpipe. Private inspection facilities might still do a complete safety check.

Well this one ended in bizarre fashion. There was a fuse missing in the SJB for "Taxi Flasher" or something to that affect. This vehicle is not equipped and does not have these circuits but with the fuse missing it caused the directional to flash too fast. Fuse installed, vehicle fixed. My FSE had to do some digging to find that one.

I am on my third EGR valve for P2073 this year. A new valve corrected the first two trucks so I am confident this is the problem now since I sailed through to PPT J9 or 10 This one is an airport emergency response truck that sits and idles ALLLLLL day at the end of the runway. Not sure if that is a contributing factor or not.

New bulbs means we put them in. Also swapped front light assemblies

There was no discussion about As Built data being used, I want to assume they tried that but just in case I'll bring it up.

A tech in my shop is working on a 2011 Transit Connect with directional that blink too fast. All lights work normally otherwise. The hazard lamps flash normally but if you use either left or right turn signals they flash much too fast. FSE is stumped. This truck was possibly built this way as the customer said it always did this but is just failed a inspection for the blinkers. Anyone see anything like this before? Has new bulbs, SJB, all grounds checked. Circuits checked.

Not sure why you would say it is not necessary to reset the adaptive tables and I agree that you should always reset them any time a hard part or control component is replaced. I am of the OPINION that the TCM/PCM (which ever is applicable) as been adjusting to a malfunctioning solenoid in this case you wrote up here. So not only do you need to verify the solenoid band numbers when replacing them, I would take a quick moment to verify the solenoid body IDN on the tag matches what is in the module and reset the adaptive tables. Of course if you update the module you wont need to reset them manually. I know you said there was no history of repairs so I can see skipping that but sometimes you could get a kick in the ass if you discover a discrepancy - especially when shift concerns are involved. Just sayin. The Hot-Line always recommends resetting the tables when I get them involved. As usual - nice write up Brad!

Volvo reveals 450-HP four-cylinder with electrically-driven turbo http://www.foxnews.com/leisure/2014/10/07/volvo-reveals-450-hp-four-cylinder-with-electrically-driven-turbo/

Totally agree with you on that. On my problem truck, we installed the very same wheels and tires that the truck would have come with if ordered with them. Its not like we threw a lift under it and put monster mud tires on it. You might even say it was a factory upgrade.

Venting? Maybe a little.

Like I fucking said - these changes all have an effect when you change anything speed related on these late model trucks. PERIOD. My truck... Well let me tell you, after driving for a while you begin to notice that the navigation shows the truck blocks away from where it actually is. I have wasted hours going over this with my new truck with its "new" 20" tires. Engineering is adamant that you cannot change tire size now.

Couldn't the owner just put a few gallons of Diesel Kleen, 2-stroke oil or ATF through the system to free up the PCV? I read on the interwebs somewhere that works.