Keith Browning

I have to resurrect the DTS diagnostic 8-ball. It will need some 6.7L stuff to update it.

Anybody know the part number for the plug from the turbocharger actuator cooler? (if available seperate)

I stand corrected! How did you find that by the way? I looked but...

As I recall that was 7.3L engines.

As you are aware this is the installation kit that accompanies a service long block. Sold separately of course. I can't find a breakdown of what is in it but my recollection from the engines I have replaced is that the kit has everything you need to make the repair including the gaskets you asked about. If I am not mistaken included are engine mount bolts and nuts, torque converter nuts, oil filter and fuel filters. Actually a nice kit.

Well, seems like every 6.0L turbo I pull out of the box (complete or CRHA) seems like it is dripping oil. Don't recall any of the few 6.4L turbos I have done being like that.

Ah! It's SBTS NOT SBIS. Service Bay Technical System. Oh man. CRS is creeping up on me!

I think that cart was the "SBIS" or Service Bay Information System. It was simply supposed to be a PC and monitor for running OASIS, using FMC Dealer and training.

All the cab off jobs on trucks prepared you well for this repair.

We recently had a 2003 F550 in with the instrument cluster acting up - when the truck was @ idle the tach would stop working along with the right side gages, the check engine light and the battery light comes on. Raising the RPM's above 2500 made it all start working again. There was just two DTC's and they were networks codes. Disconnecting the alternator made everything work. When all of this happens the alternator stops charging. First it got a new alternator as per the WSM, next a new cluster. No joy there. A known good test PCM was glugged in. Still no joy. I played around with the FICM and engine harnesses suspecting RFI could be an issue. Paying attention to where the engine harness is close to the injector harness I separated them as best I could. Ah ha! That did not fix it however now you have to get the RPM's over 3000 to make the cluster and charging system to stop working not to mention a loud buzzing through the radio that wasn't there before. I plugged in a known good test FICM and verified the FICM harness ground was good. Then I replaced the FICM. Oh joy! So would I be wrong in assessing the FICM was causing this through the harnesses? This was a strange one to figure out.

Frame replacement?

That is funny! I love the guy in the lab coat - even when having fun the Japanese still have to have a serious element. (I am assuming this is in Japan)

I remember about 10 or 12 years ago, the "Z-Man" (a regional manager at Ford I think) told us that Ford's quality was getting better and that warranty work was going away. They were trying to push us to develop a better service business. This was probably about the time "Around The Wheel" and the multi-point inspections arrived. In hindsight, reading these threads and seeing the shit in our shop I can't help but wonder when all this is going to come to fruition. Obviously, it hasn't and as a sick twist of fate, service work has actually declined because Ford (as well as manufacturers to be fair) has taken a lot of the serviceability out of their vehicles. With 100,000 mile spark plugs, 100,000 mile coolant, vehicles with no fuel filters for example it is no wonder many of our customers are becoming conditioned to do little more than an oil change and maybe a tire rotation. I am sure there are many more example we can cite if we put our heads to it. I would guess that 90% of what I do is in fact warranty work. I for one, am not laughing.

Good tip Alex! If you want to be sure...

It depends on the model year.

Since the WIF sensor is a normally open switch, disconnectinf the sensor and clearing the code will likely be the temporary fix you are looking for, as there is no permanent way to disable it, nor should you. Of course, this will not work if you have a wiring or module concern. I assume you verified there is no water in the DCFM and suspect that the sensor and housing are mucked up.

I took some pictures before I packed the core into the box and I just looked at them. I didn't look very close at it and probably might have still missed what the camera brought to life... so to speak. I saw the damage on the compressor side but not the turbine side.

Actually, to replace the turbocharger you DO NOT remove that pipe. Only the short EGR to intake pipe needs to be removed. RTFM!

Interestingly, in looking at the oil flow skee-matic the oil pump feeds all oil directly through the oil cooler on it's way to the oil filter. However, oil in the reservoir is in fact filtered as Bruce stated.

This list is based off of the WSM procedure and is the basic required list of stuff to gather before going at it. Of course, there is always the potential for stuff to break along the way, especially as these trucks age. The downpipe to catalytic converter bolts for example... I sorta rounded one of mine off a little but I got them back in with no issues. I know some of the other members already have a few of these under thier belts and have run into something.

#1 6K682 - Turbocharger by application #1 BC3Z-6587-A Turbocharger Base Gasket #2 BC3Z-9E464-B EGR Tube Gaskets #2 BC3Z-8287-A Turbocharger Inlet Tube Clamps #1 BC3Z-8287-B Turbocharger Exhaust Downpipe Clamp #1 BC3Z-8527-N Heater Pipe O-ring

Yay! Finally saw my first turbo failure today. F450 - ground up on the case and barely spins.

I have yet to see a bad head gasket in a 6.4L but I have seen a lot of fuel injectors go bad, usually from fuel quality issues. How will a bad HG cause an injector failure anyhow?

Mike? You have never seen a warranty claim bounce because a it wasn't coded out to an applicable TSB? I have and more than once. I suppose that if you can find a way around using it then well sure. Go for it. The thing about this TSB is that once again diagnostic time is all but eliminated. By the time you determine that the engine is toasted you possibly could have a couple hours into the job. What's more Ford does not want you to disassemble the engine and will not pay you to do so if it falls under the coverage of the TSB. The time sucks. I am not a lightning fast tech - never was. There are many things I get done quickly however. Diesel engines are one thing I do not rush BECAUSE they are so labor intensive and expensive. If you screw it up you can screw up big!

I have one now making noise WITH THE ENGINE RUNNING! Customer compalined about the noise so it gets a new solenoid.