Fordracer

I've replaced quite a few early build pumps and not any late build pumps. I've had the front (behind the gear) blow out of them. I've also had the rear cup pop out also. (Cross my fingers) I've never replaced any branch tubes.

My FSE said they don't regen on the EGR bank so it can still be used even during regen and that's why they don't have the noticable lack of power during regen like you do on the 6.4.

The head set I got came with those lines. I also ordered a set by themselves that I wont be using if you need them.

Does he mean the high pressure lines can be reused? I wonder if he's coming here to Topeka Kansas? I haven't heard anything if he is.

Our FSE came in yesterday and I told him that the driver of this truck said it goes into regen every 50 miles. The FSE said that the 6.7 only regen's using one bank not both and the valves on this engine are cracked on both sides. As I was putting this engine together I found out that the head set also doesn't come with the exhaust manifold gaskets and the only one's we can find are in Detroit and who knows when we will get them. Another goffy thing with getting parts on this thing is I ordered 8 oring kits for the injectors and each kit comes with one oring, one crush washer, one fuel tube and 8 injector bolts. I have 56 extra injector bolts if anyone needs any. The injector bolts are strech bolts.

Sam, are your trucks early build and do they have heavy utillity beds on them? The owner of this truck said he was told this truck was the first or second truck off the assembly line. It was built 3/20/2010. It also has a very heavy bed with a boom wench, welder/generator, compresor and alot of tools.

We finally got the engine parts in earlier this week. Now I need to find the time to put it together. When you order parts to put the engine together if you order a cylinder head set it doesn't come with the head gasket you have to order them and the head bolts seperate.

I ordered parts on monday and still haven't seen anything. This truck has been here since December 18 and Ford seems to care less. I'm about ready to call our FSE. The problem is the customers aren't raising any hell. They even have another truck on order. This truck is bone stock with a utility bed with a winch crane and generator/welder and compressor on it with tools for working on farm equipment in the field. They come in evey 5,000 miles for an oil change. An interesting side note, when I was checking compression I looked in the service manual and now they have a compression spec "There must be a minimum cylinder pressure of 2068.4 kpa (300 psi) and have no more than a 20% difference from the average on any given cylinder". That sure seems low to me. This one had from 320-345 psi except for cylinder #1 wich was 0 psi of course. Also you need a craftsman 8 mm deep socket to get the glow plugs out. The inside of the socket needs to be cut most of the way up for clearence.

The hotline kind of pissed me off. When I pulled the first head and saw the multiple cracked valves I called them and told them that valves were probably cracked in the other head and they should just quit waisting time and send a new engine since this is their new pride and joy engine and I'm the only diesel guy here and it might be awhile before I can pull the other head. They said to go ahead and pull the other head and check. I pulled the engine and then the head and sure enough the valves are cracked. Now they want to know if the seats are cracked and it they aren't to replace the valves in that head. After having the machine shop look at it they said the head is pitted and needs resurfaced so now Ford says to replace both heads and the short block. As for why they cracked all they would say is they haven't hear of this happening before so they don't know. I guess I'll be doing this all over again in another 21,000 miles. This truck is a field service truck for John Deere and Ford gave them a van as a loner. I can just imagine what the farmers ask when he pulls up to a tractor in the field with a van. Good word of mouth about the new Ford diesel.

1 - Two of the other valves in that cylinder appear to have cracks in them. Correct? Those are scratches. All the valves cracked are exhaust valves. There are 5 in this head and 6 it the other head. 2 - The broken piece of valve is what I see embedded in the cylinder head. Correct? That is the valve piece embedded in the head.

Thanks Brad. I haven't figured out how to do that yet.

Here are some pictures.

The only saving grace was that a cylinder head covered only two holes making it liftable by hand. These new aluminum heads are super light. The book said to get a helper and lift the head out but I pulled it out by myself very easilly. If I could of I would of pulled the cab to pull the head because of all the extra bullshit on the engine. It took half a day just to pull the right valve cover. Without an A/C evaporator on the firewall there is alot of room to get to the head bolts. I have an extra digital camera I've been meaning to bring into work to keep it here but I forgot to bring it into work today so I'll get some pictures later.

I have a 6.7 that came in with 21,000 miles and has a knock and no compresion on #1 cylinder. Pulled the right head and half of the head of an exhaust valve is imbeded in the head. It also has 4 more exhaust valves with cracks in them. I pulled the engine and pulled the left head and it has 6 cracked exhaust valves. In the oil pan I found a piston pin retainer snap ring and pieces of piston. Now Ford wants to know if the valve seats are cracked and in not to put valves in the good head, WTF. The hotline says they haven't heard of any cracked valves on these engines and have no idea why it happened. Has anybody had any of these apart yet, oh what fun, I hope I remember how it goes back together.

Here is a good article about locating a draw using voltage drop across a fuse. http://motorage.search-autoparts.com/mot...l/660025?ref=25

Another quick tip for checking for a current draw is to check the voltage drop across the fuses instead of pulling them. The one causing the draw will show a voltage drop.

What do you mean by that? I'm guilty of that to but my truck has a 7.3 and can take it (so far).

According to the wiring diagram the service pigtale is F65B-14A464-JB.

Just had one that we reprogramed and killed the ECM. Have one on order for two days now. Today we had a regular customer come in for an oil changed and the recall but we told him to wait till his next oil change to do it.

Warn your customers not to tow after the reflash for 500-700 miles. Did my first one on one of our regular customers truck and he was towing his 15,000 pound fifth wheel with the cruise on at 70 mph coasting down a hill (yes we have hills in Kansas) and the trans went from 6th gear to 4th and caused the truck and trailer to fish tail badly. He also said he was getting 19.5 mpg empty and now is getting 12, towing he was getting 13 and now 8. He said after the reflash the instrument cluster now tells you what gear the trans is actually in and that's how he knows it went into 4th gear. Here's the hotlines reply " The poor economy, surge, lack of power from a stop, and the transmission shifting concern can be caused by the fact that the vehicle has not completely gone through its relearn. The vehicle will need to relearn several strategies after the re flash including some shift strategies. This could be part of the cause for the intermittent hesitation and fuel economy drop. Recommend continuing to drive the vehicle to allow the vehicle to fully relearn all strategies. This can take 500 to 700 hundred miles to fully complete. When the PCM was reflashed the mileage was 2583 and now it has 2680 which is why it is suspected that is just has not completed the relearn at this time."

Yes it is Bruce, thanks. I'll save it for future reference. This truck was a fire truck so they needed it asap so we put the whole thing on it.

I have a 1997 7.3 with a plugged fuel return screen and my parts department can only find the whole regulator for $416. I thought they used to have a kit for these but we can't find the number for it. I did a search because I thought I saw something on here about it but couldn't find anything. Anyone have a number for a kit? Thanks.

Got a call from someone from Ford this week wanting to know why the injector was missing. They said when the trucks are being built they run codes several different times and they all get test drove and codes ran again. He also wanted to know if the fluid line had a plug in it (it didn't) that they use until the injector is hooked up. It must of been removed after the truck was built.

Daily drivers: 2001 Mustang Bullitt (mine) 2006 AWD Fivehundred (wifes) Tow/vehicle: 2001 F-350 Crewcab dually (7.3 of course) Motorcycles: 2001 Honda CBR 1100XX Blackbird (mine) 2005 Yamaha FZ6 (wifes) For sale: 2000 F-350 Crewcab long bed 4X4 7.3 Off road: Dunebuggy/sandrail Honda CR 250 (mine) Honda XR 200 (wifes) 1999-2004 body style Mustang roadster drag car with a 557 big block Ford engine His and hers white water kayaks His and hers recreational kayaks As you can tell my wife and I were together for 20 years before we had our boy 5 years ago so we had plenty of time to play. Not so much time now but I wouldn't change having him for anything.

I bought this wireless card off of Ebay and it wont work with my VCM. I called Teradyne and I told them that the first time I put the card in I had to push hard to get it to go in and after that it went in easy but I couldn't get the computer to recognize it. They said I probably had a damaged pin in my VCM, every time someone told them it went in hard the first time that was the problem. I tried it in the shops VCM and it works fine so I know it works. It comes in the original box with instructions, instaltion DVD, and the new cover. I'll let it go for what I have in it if anyone is interested, $225.00.