Keith Browning

Well I started one today like this just to try it. Cab on, no partial lift, turbo still in and the transmission out. I was going after the minimalist approach. I had to figure out what bolts to access from the top and what bolts to access from the bottom. It is doable however if I had any bolt or nut round off or strip this method will be a problem. I purposely refrained from using a torch on the exhaust pipe fasteners and I feel lucky... maybe because it is my birthday and the diesel gods gave me a gift but I often have SOMETHING strip om me. Sucks. I hate doing this as opposed to cab off and as of yet haven't seen much time saving. Perhaps a second one will go faster. Having the cab off makes everything much easier to get to. I am on the fence on this one fellas.

Ow! Stop that!

What does Bill Hewett recommend?

Yes FRANK you are correct about the diesel injector part number however... both numbers are injector numbers AND both numbers are listed in the Parts Coverage Directory in the Diesel Engine Warranty section. I actually looked this up by reading the description. One says "Fuel Injector ASY" and the other says "Fuel Injector Nozzle." Regardless, it's still covered. BIG YES on the appeal!!!

This may be a different issue. TSB 12-11-11 has us throwing a long block at any 2011 6.7L with damaged glow plugs but it does not indicate or state what is causing the damage to the plugs or vice-verse.

The Snap-on sockets are perfect as they do not interfere with the plastic connector or fuel return nozzle. Installing the injectors and torquing with a crows foot or a standard line socket requires care and a little patience. I finally got to use my sockets. Well worth having.

Check your warranty Manual on part coverage first. I don't know what the warranty is on Canadian vehicles but here in the United States a fuel injector with the base part number of 9F593 is covered by the diesel engine warranty 5 years/100,000 miles in a 2008 light duty truck with a 6.4L diesel engine.

Is this sentence accurate word for word because it is not very clear as it is written? If I carefully read your entire post, I get the impression the customer replaced injector #2 which is the same cylinder that had all the problems. My first question to you is, is the diesel engine warranty still in effect? I think I know where this is going...

Yep! And sometimes we have fun doin it.

Getting back to the original question... STG-263-RM - 2008-2008 F250/350 with 6.0L or 6.4L STG-419-RM - 2005-2007 F250/350 with 5.4L, 6.0L or 6.8L Cant tell more than that from my research. Considering the applications aren't all that different it makes little sense to have two different boxes. I thought I read somewhere it may have to do with steering effort...

I kinda agree with Alex. The E is out dated and even if Ford has sales leadership with it eventually they will fall behind if they don't modernize and revamp the product. I hated the Transit when I first saw it. I am starting to warm up to it. I won't fully decide until I can seat my ass in one, drive it and get a real good look at it. Then we shall see how it holds up... and how well it does with respect to sales and marketability.

a Ford 6R80 six-speed automatic transmission

The engine itself doesen't look bad. It depends on the truck wrapped around it that will decide the ease of servicing. At least this is not a big wide V-8.

New to us this is an 3.2L in-line 5 cylinder engine that is now officially going to be in the 2014 Ford Transit in North America. Oh boy! Another engine to learn. Ford's Press Release Advanced, Fuel-Efficient 3.2-Liter Power Stroke Turbo Diesel Makes North American Debut in All-New 2014 Ford Transit -Already a proven global workhorse, Ford adds 3.2-liter five-cylinder turbo diesel to fuel-efficient North American lineup in all-new Transit commercial van range -This innovative engine features state-of-the-art fuel, turbo and emissions systems that meet stringent U.S. clean diesel standards -The 3.2-liter Power Stroke® Diesel will deliver outstanding performance, exceptional fuel economy and low operating costs DEARBORN, Mich., Dec. 10, 2012 – Ford's all-new Transit full-size van, which goes on sale late next year, will be offered with a new clean-running 3.2-liter Power Stroke® five-cylinder diesel, further bolstering Ford's lineup of fuel-efficient cars, trucks and SUVs. The new diesel, Ford's second in North America, already has established a proven record for reliability, durability and refinement in the global Ford Ranger truck sold in world markets. The new Power Stroke Diesel will be the only five-cylinder diesel engine available in a commercial van in North America. "Commercial van drivers spend most of their working hours behind the wheel. We know they want a fuel-efficient diesel engine with smooth, responsive performance and low operating costs," said Joe Bakaj, Ford vice president of Powertrain Engineering. "The 3.2-liter Power Stroke engine has been developed and proven globally to deliver a world-class combination of power, fuel economy and refinement." The 3.2-liter will join the most fuel-efficient lineup in Ford Motor Company's history. Next year, Ford will offer eight vehicles rated at 40 mpg or higher – double today's total, and more than any other automaker. Ford tops Toyota in fuel economy in every segment in which both companies compete. While power has not been certified for North America, the new diesel engine is rated in Europe at 197 horsepower and 347 lb.-ft. of torque. Like the larger 6.7-liter Power Stroke V8 offered in Ford F-Series Super Duty trucks, the fuel system has been carefully tailored and calibrated for combustion efficiency. It enables the newest Power Stroke to achieve exceptional fuel economy ratings without affecting power levels. The 3.2-liter turbo diesel features state-of-the-art piezoelectric fuel injectors fed through a high-pressure common rail fuel system, and advanced emissions technologies. Precise injection timing and calibration also ensures a smooth combustion process to reduce hard diesel combustion clatter, resulting in lower noise levels that are more like a gasoline engine. Each injector nozzle has eight spray holes and can deliver up to five injections per combustion cycle. A pilot injection controls noise levels and a main injection is used for power generation. Technical features of the new Power Stroke 3.2-liter include: -Quick-start glow plugs that enable smooth and fast startups at temperatures down to 25 degrees F -Durable, rigid sand-cast gray iron cylinder block -Aluminum cylinder heads with double overhead cams and four valves per cylinder -Advanced common rail piezoelectric fuel injectors that deliver multiple injections per stroke to improve performance and reduce NVH; maximum fuel pressure is 26,100 psi -Variable nozzle turbocharger with electronic actuation; maximum impellor speed of 197,800 rpm -First application of selective catalytic reduction for reduced nitrogen oxide emissions in a Ford van -Integrated diesel oxidation catalyst and diesel particulate filter to save space -Expected to be B20 biodiesel compatible Additionally, the engine features cast-aluminum, low-friction coated pistons with piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions. Also included is a water-cooled high-performance electric-controlled exhaust gas recirculation valve that is better able to withstand coolant pressure drops. The 3.2-liter Power Stroke is one of several engines that will be available for Transit in North America, including the proven 3.5-liter EcoBoost®gasoline engine. All engines are mated to a Ford 6R80 six-speed automatic transmission. With a flat torque plateau – 90 percent of its peak torque is available from 1,700 to 3,500 rpm, providing better engine flexibility – Transit will be able to effortlessly haul full loads in town and on the highway, while offering flexible performance across each gear in the six-speed automatic transmission. "The Power Stroke name is synonymous with power, work and long-term durability," said Bakaj. "We're confident our commercial van customers will be extremely pleased with the 3.2-liter's fuel economy, performance and running costs." The Power Stroke 3.2-liter is manufactured in Ford's Struandale Engine Plant in Port Elizabeth, South Africa. It will be exported to Ford's Kansas City Assembly Plant in Claycomo, Mo., which received a $1.1 billion investment for the Transit. About Ford Motor Company Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 172,000 employees and 65 plants worldwide, the company's automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford and its products worldwide, please visit http://corporate.ford.com.

Cool! Now I can open up the new forum I created...

A little too much "flash" for me. I would have preferred it to be a little more technical but I guess this was a PR kinda thing. Yes, cool none the less.

And we can guess what part you are slapping when you are doing that.

"When the pin is pulled, Mr. Grenade is NOT our friend."

Amazing how shit can turn out eh?

I have not done a whole lot of repair work on these Ford 6.7L engines but every time I do I discover than any plastic retainer on that engine that has to be removed BREAKS no matter how I try removing them. Am I the only one experiencing this? From the noise shield retainers on both valve covers to the harness clips that are inserted into threaded holes all over the engine. They either quickly snap or I end up mangling them in the process of removing them.

So to catch up with this one, the final diagnosis is DEF contamination of the fuel resulting in a seized HPFP which caused the gear on the crankshaft to rotate several degrees from its proper position and the engine mechanically lost time. All 16 intake valves contacted the pistons and of course all 16 intake pushrods were nicely mis-shapen. Cylinder #1 rocker carrier was snapped in two as well. And if you are asking how the crankshaft gear was able to spin... the gears are actually shrink fitted onto the crankshafts with no locking key. My FSE happened to be visiting me today and told me that the crankshafts are actually deep frozen and the gears are super heated before being mated. The temperature extremes are amazing however he did not recall the specifics. I just thought that was amusing as I envisioned a "meat locker like" freezer somewhere with crankshafts hanging about like sides of beef. So why is this taking so long? Apparently all the insurance adjusters are still quite busy from hurricane Sandy. Ford, the underwriter from State Farm Insurance and I all agree that this thing should get a long block. This is in the interest of reliability and maintaining the diesel engine warranty status on the vehicle. I should be ordering parts momentarily. I hope. I will be doing a nice write up in this one with some nice pictures. (cause everyone wants to see the carnage!)

You know, the Filbert flange that meshes with the Grapple grommet.

Here's the pump. I don't want to take it apart until the adjuster sees it but I will get some pictures of the inner damage.

Technically they cant "back off" but they can be left loose, not be fully seated during assembly and more commonly, the threads on the nut are stripped. This is common on a truck that has been apart more than once. I also see a lot of clamp studs pulled from the bands due to over tightening. Glad you found it!