Bruce Amacker

Thanks for your input. I know they've been pretty durable, almost bulletproof engines, I know of more than a few with 200K on them without issues. I'm a little surprised the client wants a class on them since they're a pretty basic engine by today's standards, but I'm a whore and will do anything for money.

Hey Guys: I'm writing a 6.2 class for a customer. I have a couple of questions: 1. Can you change a VCT with the timing cover on? I doubt it, but I bought a 2018 core motor and tore it down. There is enough room to sneak the VCT bolts out and probably get the VCT out, but the whole chain tensioner and timing thing, I'd probably say no. I just want your input on it. The WSM says to pull the cover. 2. Has anyone had issues with the screens (in the end of the cam) plugging with sludge? This motor looked pretty clean at a glance (top of the heads etc) but there was massive glop on the screens and in the VCT chambers. I really can't believe the VCT system was operational with what I took apart. 3. This is the only OP spec in the service manual: Minimum oil pressure at idle (engine at normal operating temperature) 8.0 psi (55 kPa). This seems to conflict with other engines that have VCT problems due to low oil pressure. Any comments? 4. The IMRC "paddles" seem to do nothing but restrict the intake passageway by about 70-80%. What engineering effect does this have- speed up the velocity of the air at low speeds to fill the cylinder? Or something to do with fuel dispersion on the back of the intake valve? I thought the paddles converted the intake from the (old school drag racing terms) "dual plane" to "single plane" but after looking at it I don't think so. The WSM says it's to generate turbulence, but this confuses me. Has anyone watched the command on these while driving- does it moderate them depending on throttle angle, or just slam them open and closed? Any comments are welcome! Thank You!

Cool, Great info! May I use it in class?

Hey Guys: I'm doing a 7.3 class soon and need more case studies, stories and pictures. Does anyone have anything they'd like to post or share? I'm happy to pay for anything I can use in class. Old parts would be great if warranty didn't want them back. Thanks!

Numbers like that are common in our fleets. The worst was the City of St Louis truck that had something like 5,000 miles and 11,000 hours. They also had constant DPF problems.

Ditto on what Keith said. Most of them will be fixed with a set of injector o-rings, but some will leak inside the injector with the same complaint. Beware the o-rings will wear grooves into the cylinder head on rare occasion requiring the head to be replaced. Run your finger in the bore to feel it. Are the center o-rings pink? I don't know of any bench test to ID a bad injector for this, maybe a HP test at a pump shop might show it. Late 7.3s are returnless fuel from the head so it's harder for the fuel to turn black. In an extreme diag you could pull the plugs out of the heads (one LR under the turbo and one at the front of the rt head) and put a hose there to see the fuel color. Putting a pair of gauges in there would help, too, the head with higher fuel pressure will be the head with the leak. This would tell you which head has the problem. If it's draining the oil pan in 700 miles you have a big problem.

WSM says out the bottom, but I think most guys pull them out the front. Good Luck!

Attached are EGED forms- engine ski and diag sheets. Also 3 CTB: 2004 and two 2010 CTB- I don't think they published a 2008 CTB but they published two versions of the 2010 CTB. (WTF?!) Note that IH screws up their "model years"- they're not VIN MY but EPA year, so your 2008 truck is actually a EPA 07 or "2007" model year in IH lingo. Very misleading. Let me know how you make out, and good luck. International DT 466, DT 570 and IT 570 I-6 Engines Model Year 2004.pdf EGED375 MF 9, 10, 2008.pdf EGED380 MFDT 2007-2009 Diag sheet.pdf EGED385 MaxxForce DT, 9, 10 diag sheet.pdf MaxxForce 9, 10 DT EPA10 64 pages.pdf MaxxForce DT.9.10 EPA10 85 pages MY 2010.pdf

I'm not familiar with the extra pin in the picture, and it definitely looks magnetic by the junk stuck to it. Have you tried grabbing it with a magnet on a stick? The 2008 engine will start and run with the CMP disconnected, I've done it before. The ECM guesses (50% chance) on which stroke the crank is on and fires injectors until it starts. Here's 15 slides from my DT program that are relevant including a CMP/CKP waveform, pictures and other good stuff. The scope wave is from an '07 so the pinout is different but the wave should be the same. IMO, I wouldn't get upset about the noise in your CMP waveform, that is likely normal or a result of your scope settings being set too sensitive. Where were your scope leads? Did you do a CMP/CKP dual trace? In the attached waveform I had my negative scope leads on the battery negative terminal to dampen noise. Your "initial sweep" also seems correct- always look at whether the initial sweep is up or down compared to a known good. If someone changes the pigtail and switches polarity the sweep reverses. The engine starts and runs, but poorly. BTDT, surprised I still have hair after that one. Sidebar: The scope trainers tell you that the initial waveform can be determined from looking at the ski which has + and - terminals labeled on a PM generator sensor. Sure enough, they're labeled on Ford and IH skis but the waveform doesn't correlate. Do you have engine skis and the coffee table books for this engine? Joe R DTS delete.pdf

I can't remember ever using a gasket there, just RTV. Is that not allowed by Ford? If it were important to use a gasket I'd think the old steel gasket with sealer would be fine. Usually the (IH) trucks are shipped piggyback with the axles out of them. It was common to have the delivery drivers install the axles at the location using a crescent wrench and undertorque them. We saw many with low diffs and seeping/leaking flanges. Is this part of your problem?

Things are the same here, Ohio closed all schools, bars, and restaurants, going to carry-out only and banned public gatherings. Most colleges closed and emptied dorms on no notice. I had several things scheduled called off- concerts and a trip to Florida this week. So far three classes have cancelled/postponed and we're anticipating more. Keeping my fingers crossed, probably best to be proactive and close everything rather than reactive and bury a lot of people like Italy.

I'm actually glad to see this. My personal and professional position is against modification or removal of any emissions device.

Fleets are no different than any other customer, some know/do what they should and some don't. Doing primarily fleet training for the last 20+ years I've seen it all, from the good fleets to the ones who pay us to train but won't change an air filter until it's a no-start. (One fleet we've done several classes at has had multiple units towed to the dealer for clogged air filters) Many times it's not the fleet but the local manager, I've seen dramatic differences within the same fleet but at a different district. I've also seen where budget cuts eliminated all PM in a school bus fleet because they could only spend money on getting them to pass the annual safety inspections. I mean NO PM- no oil changes, do nothing unless it's safety related. Yep, I've seen IH engines with 40K and blue filters. One of our local news channels looked at the CPD records to find some cars had 3 oil changes in nearly 200k. This was a budget problem again. Some fleet "managers" still do LOFs by miles when the average MPH was 2.7 when we checked it, and they didn't understand why they were losing so many engines (1400ish hours between services) Shit happens.

Brake feature code 04114, 04145, 04146, 04237, 04238, which is what yours looks like, front fitting feeds the rear brakes.