Keith Browning

I best double up on my statin pills... This is starting to sound like "hints from the hillbilly"

"Debacle"

Another good one is why is ther 4 gallons of coolant charged out when the system capacity is only 28 quarts? My reply was "my parts department can't give me 1/2 gallon containers.

I love being asked why on an engine job why I put 17 quarts of oil in an engine that has a 15 quart capacity.

Are you sure? If the pan gasket was left out I would suspect oil would be dripping from the engine at an alarming rate

Running 85.02 as well with no problems... though my VCM is dead so I won't be updating anymore.

The one I did was a 250 if recall correctly. It definitely swallowed two valves and I got LOTS of pictures. That repair was done just when the TSB was about to hit us. In fact, there was a delay with the long blocks because (as I hear) they put the wrong glow plugs in the engines. This was right after Ford redesigned the cylinder heads and announced the glow plug change as well.

Maybe this is odd, maybe not. A 2011 F550 gets dragged in. Customer states he heard a grinding noise, the engine lost power then stalled. Is a crank/no start. I confirmed it cranks normally but does not fire. Had a low FRP code and ONE glow plug circuit code. Data logger shows FRP at FRP Desired. No problem there. Relative compression show 1,2 and 5 10-15% loss. Manual compression shows 12 and 5 all below 100 PSI. By build date and the glow plug DTC this sucker meets the criteria for a long block as per TSB 12-11-11 for 18.3 freakin hours and I am already about 4 into it without the cab off. So what kills me is Ford doesn't even want a tear down and inspection?

Seems like we are starting to see front covers leaking oil? Just pulled one apart and the metal/rubber gasket was a little frail. I have seen a few oil cooler gaskets harden, flatten and leak too.

Good Lord! Is that truck from the salt mines?

Huh? Where is this utility located? I looked quickly and did not see anything like that in the IDS utilities. I even looked in my Teradine wireless...

Well it looks like my VCM-1 is fried. It stopped working when I plugged it into a 2012 E450 / 6.8L for an airbg concern. It wont communicate with either the wireless or plugged in. I get various light displays depending on the method of connection attempted. Anybody ever get one of these repaire? Can they be?

Thanx for the update!

Yeah, me neither. Don't see much drivabilty issues with these as of now. For me they either run or they don't. Usually when they don't they need an engine.

There is a superceeded TSB now... see TSB 13-6-9.

Hard parts don't fail unless it's chipped? Ummm. Output sun gears separate from the output shells, planetaries exploding, low/reverse planetary pinions walking. The whole back end of the 5R110W has been updated. This is why you can't just buy individual pieces now. You can get all of them as a set. This has pushed many failures which could have been fairly simple repairs over the cost cap for me. I will say that most of these trucks if not all have been F450/550 models.

Is it me or is this starting to sound like redistribution of wealth? Oh snap! I didn't...

Usually the good one's will not put up with this kind of shit. I have heard of this type of hour pooling. Beleive it or not with mixed opinions. It can benefit the "A" guys stuck doing all of the warranty bullshit.

We went through a period of 2009-2011 engines in trucks/vans that were all knocking. All of them either had very low oil or went op to 40,000 without an oil change. I recall mt FSE stating Ford suspected PCV valves were responsible but I don't think anything was ever officially said about it or materialized. There is an SSM out there advising you to be sure to install a PCV valve in long block assemblies as one might not be there... or something to that affect.

I hate you.

Follow the symptom charts n the WSM. From them you can see that with a 3-5 shift the intermediate clutch is disengaging and the direct clutch is applying. I would pay very close attention to that clutch assembly and all related mechanical and hydraulic components. If you need an exploded view of the parts look in the 2003 model year WSM. For some reason Ford left that out in subsequent years in the manual. I find it useful for identifying components and ordering parts.

I wouldn't spend too much energy on the cam and crank sensor codes P2614 and P2617 when received together in relation to a stalling condition. It is common for them to set as a result of the stalling, not the cause. I am assuming those are the codes... Your stalling is probably a pressure related concern, fuel or high pressure oil. Due to the intermittent nature I would lean toward high pressure oil without any DTC's to point me in any specific direction. This was more common with 7.3 engines that had sticking IPR valves or eroded IPR seals. I have seen one or two 6.oL engines do this... weak pump, system leaks or stuck open IPR could be preventing the system from rebuilding pressure after the RPM's drop to idle. Don't forget to test fuel pressure during a road test. Make sure it is not dropping on you due to something being clogged and pulling the pressure down under load. When you say "PID's look good" is that sitting in the bay or did you road test and capture the PID's during the stalling event? This is what you want to do. I recommend the CDR if you have one. THAT will produce a recording that will be most helpful. As for the Accelerator I have never seen that on a 6.0L but I have on a couple of 6.4L trucks.

Good call there Aaron. I looked up the part number and it is always described as a MAF connector.

Did you ever try this and was it right?

Done!