hitechmech

i have had good luck drilling threw center and then build up with weld and attach nut, they come out good then.

One came in wired without resistor system working normally once new park brake switch installed, second truck was wired the same way just joined yellow with green tracer to brown wire for switch both of these do not have resistor. 3rd truck did not work without resistor so i followed the mentioned bulletin and high idle on unit still does not work.

I have 3 2012 f350 with 6.7L diesel engine. 2 of them have high idle hooked up to upfitter switch 4 brown wire to yellow with green tracer wire for pto there is no resistor installed and high idle works and sets to 1200 rpm. The 3rd truck however does not work even with the resistor installed as outlined for proper operation. Looking over diagrams everything is hooked correctly, hoping somebody has run into this and can point me in correct direction. Thanks

Thanks Keith i agree with the wiring issue and had another look with fresh eyes and have found the issue causing my no module communication. The ABS module and connector are corroded solid. With it disconnected and wires separated so not touching the system works normal. ordering new harness and module Keith i do not have access to PTS

Vehicle came in for no start, found battery junction box lid broken and assembly full of corrosion. Terminals rotted off at bottom side. Installed new BJB assembly with harness. When sitting inside cab distinct burnt wiring smell present. Found wiring at right side kick panel going along door sill and under front seats to drivers side door sill. Wiring over lay performed, smart junction box had few fuses blown and have been replaced. When ignition is turned on abs lights and park brake light on in dash, oil pressure light and temp and wrench cycle thru display continuously. Can hear relays clicking when attempt to start but no crank. Attempt to hook up scan tool and no communication is present. I do not have access currently for diag from this point and am at a loss of how to proceed. Looking for ideas please. Thanks

I've seen a couple where the harness is the concern with the wires vibrate and spread the terminals apart. Had one to the point it set high pressure pump codes and would stall out intermittently while driving.

Higher level of ash and soot in the doc and dpf can cause oil level to increase. Seen lots of these on school buses that putt around town all day.

Didn't the early years have a fuel heater in the hfcm assembly that would short out causing a similar concern? I've had a couple of harness at the hfcm where the terminals in the harness had damage and cross fed the signals as well

Did you try international, the dealers received some boxes with various connectors in them, from injector connector through to ect, eot, ect....

I've got an injector drawing down the FICM voltages just after tip in, will sit and idle without any problems. No codes present, found FICM dropping off on a road test attempt.

What are the rear drums like? I had one a few years back that had new cheapest around aftermarket drums and when you applied brakes the drums flexed. Under light brake application it was fine. Changed drums and concern was corrected.

Remove the shocks and check them on the floor, i had an experience once and found a seized shock. What a wicked ride.

Seen a few where exhaust restriction causing an overfueling concern, mostly lower in mileage but higher in hours. International came out with a tool to put in line between doc - dpf and then perform a filter cleanliness test. This corrects the problem till the next time. I've also seen a hpfp leaking but with dye in the system it will show up although unique to see.

Worked on a money truck a few years back with a cummins engine. Was to pick it up and bring to shop. Complaint of oil consumption. Picked it up and half way across town she ran away finally stopped after no oil left in crankcase connecting rods through the block, plastic melting, hoses burst. Personally wouldn't mind if i never saw another one

I'm currently working on one that had extremely low oil pressure and cyl 4 push rod with the tip broken off, necessary to remove pan to find tip of push rod and found pieces of gears off the rear drive train. Now in the process of removing trans the see why and to what extent the damage on the gears are. Wondering if there still are engines out there with incorrect gear clearances?

I've heard there is a valve train service kit out there for the 6.4L I've used the one for the 6.0L which gives you all new push rods, rocker arm assemblies, valve bridge carriers and head bolts. You remove one head bolt at a time to perform.

Two concerns found with this one, cyl 5 piston skirt damage and valves sticking on cyl 2 and 8. Now have to see how customer wants to proceed as out of warranty

Currently working on 6.0L that runs great until under load and above 2700 rpm then it sounds as if the valves are floating as popping noise through the intake and axhaust. Turbo has been iscolated as to verify not over boosting. Valve train visually looks ok, rockers,pushrods etc intack. FEAD belt removed. Fuel pressure fine. No codes. Customer has had the cyl heads and injectors replaced down country in march of this year. manual compression shows all cyl relatively the same 360 to 380 area. Relative compression all very similar readings. Unable to iscolate to any one cylinder but being as it happens at higher rpm is hard to iscolate Looking for any suggestions please

Installed an injector in a 2011 bus today with the maxxforce 7 and still the same injector number. I can see a recall coming though, two vehicles with injectors sticking open once the engine is heated up a bit. Setting codes for FPCV FVCV and unable to build FRP, and knocking.

Put an injector in an 2010 maxxforce 7 yesturday and was still the same part # as prior model engines.

I've seen this on IC school buses. The injectors leak at the tips causing over fueling the exhaust gets so hot it melts and as an end result the HPFP is damaged from all the excessive heat. The first one i had the honor to work on actually started after DOC DPF and sensors were changed but would only idle. the next one wouldn't start at all. I've got one here currently where cyl 4 and 5 injector tips broke off and driver kept going until he could no longer see from all the smoke, then realized he had created more of a problem with a run away engine.

Check the IPR had one towed in with the same concerns and found screen damaged on end of ipr. A bit of debris must have gone through the system after first repair

Seen several but found out insurance companies actually cover this. (cover stupidy as the guy put it).

I've had a simliar concerns and found it in the harness by the fuel filter, egr valve area

I've had one doing the same as you're describing, mine ended up being an egr cooler, was hard to iscolate b/c the temp and pressure had to be just right, it ended up taking out the oil cooler as well, it's been5 months now and the vehicle is still running great with almost 80,000 km on repair so far.