Shlep

Alright guys I'm looking for some insight here before I hang 4 injectors in a 06 6.0, story goes something like this.... I get a call Thursday from a good friend, who has a low mile 06 F250 (33000kms) and has a severe miss, So I head out on the highway Friday night after work to go rescue him, along with another guy to haul the cargo while I haul the hurt 6.0 home. So I scan this thing and p0611 comes up with some other injector codes, I test the output of the FICM and sure enough it's dead on the cyls with the DTC's. Order up a replacement FICM and install it tonight and it fires right up but sounds terrible so I power balance this thing and all 4 cylinders on the left bank are down on power. I shut it down and scratch the ole head a bit and think what did I over look. So not being afraid of a little discovery I tear into this thing and wasn't really expecting to find what I did.... I have all 4 injectors with the tops broken off the main bodies. Now here's the question... what caused these injectors to break the torx bolts off? The only thing that I can figure is that once the FICM failed the oil pressure had no way to release and just kept building inside until it finally reached the breaking point of the retainers. Open to other ideas here because the truck has no warranty( salvaged title) and I really don't want to just throw parts at it.

I had a rash of them late last year then nothing, now the temperatures have come up I've got 2 that failed in the last 24hrs, this ain't a good start to the summer.... /forums/images/%%GRAEMLIN_URL%%/banghead.gif

Jim, I'd love to post what he had said over on Inford but it looks like they deleted pretty much all of it by the time I got back to it tonight.

flmmaz has got the right idea here, this is gonna get real interesting over at inford, seems ole Ralphy boy is poking comments at Jim everywhere he can.

I almost did the exact same thing to the first one I lifted, I just noticed the master was starting to get pinched when the cab was almost all the way down.

Alright I finally had enough of the curiousity so I called the warranty hotline today to find out just who is involved in this, and I qoute Canada is not affected at this time nor does it look like we will be any time in the near future. /forums/images/%%GRAEMLIN_URL%%/cheers.gif

Ok for the most part I agree that on a older 6.0 or a 7.3 a good flush and fill would do the trick, but on a 6.4 with the fuel rail pressures that are produced I would rather know that all the fuel was removed from the system and have piece of mind that I had done my best possible repair to ensure the long life of the customers investment. Again it's just my gut feelings and my /forums/images/%%GRAEMLIN_URL%%/2cents.gif

/forums/images/%%GRAEMLIN_URL%%/rofl.gif Same thing we get /forums/images/%%GRAEMLIN_URL%%/cheers.gif

You hit the perverbial nail on the head right there Jim, I've seen way to many ineffective repairs being made in the stall one over, and you're right about all of us paying the price for the "parts hangers" in this trade. Aaron will know exactly whom I'm referring to...... /forums/images/%%GRAEMLIN_URL%%/banghead.gif

First cab I had off was a 08 6.4 for a HPP failure and found it wasn't nearly as bad as I thought, so after swapping headgaskets a few more times with the cabs on I finally decided enough is enough and pulled my first older model cab. Now I can't think of doing it any other way, the ease of accessing everything makes it so worth it. Not to mention the old back doesn't complain near as much.

Ford just figures we're all out to screw them, as if swapping out heads or HPOP's on a 6.0 is soooo much fun there's nothing we'd rather be doing /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

Go with that for starters, you may have to replace the cat. on it as well. I kinda had the same situation back awhile ago on a 01 Sable, a good flushing was all it took to clean it out but the cat failed shortly afterwards.

One other thing to add here, make sure you purchase the extended service contract for the VCM. I'm not sure why but our guys here are crashing them left and right, so the extended contract was a wise idea.

Most of the guys at my shop are running out of work around 3:30 or so but I seem to have them lined up pretty well... only problem being it's stuff they don't want to fix or stuff they can't figure out /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

I once worked for an employer who thought like that, he felt and let it known to all that "anyone" walking down the street could do our jobs......probably the reason I still tend to move around every few years.

So whats the proper way to address this? I got the call this afternoon about a guy who filled his truck with gas then proceeded to drive it til it literally died on the side of the road. Now I did price everything but I'm not sure of the damage yet until I get to actually see this thing.

I've been looking at a few of those sites due to the work ethics in this general area, and the fact is there is no work back home (tried that scene last year) and me being the curious type I am, I always keep an eye open to see whats out there in case I decide to roll the box out the door. I've talked to a few places but none was offering what I have now so I politely declined but thanked them for the offers, mind you I had nothing offered like Rick did lol.

Only one I had like that was caused by that nice little plug on top, that the o-ring had failed on spraying oil everywhere.

Good point on the rear main seals Jim, the only rear main I've ever had fail was on a 99 7.3 that from what I could see was the torque got so hot it actually baked the seal til it was brittle.

Looks like another pattern forming here, I've had 2 of them in the last 6 months that did that. And like your's Dave, they usually want the truck back yesterday and are ticked to no end when they are informed that it'll be at least a week before they can even hope to have it back depending what we've got torn down prior to them limping the truck to the shop.

Guess my old age is starting to show lol I had my fair share of those ballast resistors back in the day....... /forums/images/%%GRAEMLIN_URL%%/banghead.gif

PMD = Pump mounted driver module

I have mine mounted on the heat sink on top of the intake but I wouldn't mind moving it a little further from the heat of the engine, as far as failures when it's mounted to the heat sink, I've seen about 5 but all due to the retaining bolts coming loose and the module not being able to dissipate the heat.

I had an E-series that would do the same thing you're describing and I had an STC fitting that O-rings were toast, just about to the point of total failure but enough left to make you think it was something else. After it cooled abit it would fire after an extended crank. just something to keep in mind.

One of our sister stores here in Windsor sells those things, not bad as long as you tint the windows really dark and drive through unpopulated area's /forums/images/%%GRAEMLIN_URL%%/thumbup.gif