Bruce Amacker

That begs the question: "why time it at all then?" NVH, not how it ran.

1. +1 on good job! FMC told us in class it would NOT make a difference in how it ran but I always wondered. 2. If the CKP ring on a 6.7 is missing I'm pretty sure it will start and run with no tach reading in IDS and a hard CKP fault, it has been discussed here before. In my notes I have Greg H here forgetting the CKP ring and posting about it, and another tech whose name I didn't record doing the same thing, both ran but with a hard CKP code. Greg said it wouldn't run the KOER test or the HP fuel test.

Don't hold back, Keith. Tell us how you really feel. I've bought many Snappy items from Ebay including an end cab box about 2 months ago for $650 delivered from IN when a new one is $2800. That just reminded me, my 1/4" drive 13mm flex socket is missing. (pause) I just bought a new one on Ebay for $17 delivered, and it's simpler than getting it from my Snappy driver.

I think you're way light, a comparable Snappy box like that is probably well over 10G. I have a KRL 1003 and I think a comparable box today is about $13K. Snappy makes good boxes but I'd never buy one new, I bought mine used 20 years ago (like new) for about 2G. I'm old and can't remember what I paid for it. In my opinion they prey on the pay-as-you-go people....

Unfortunately, I've had many service writers lie to my face. It infuriates me.

Cut my teeth working on 345/392 and MV404/446 IH's way way back in the 70's and 80's for rock and roll bands. Depending on what tranny it had, yes, that pattern could be correct. Old VW's use a very skinny fuel strainer but I don't have the dimensions. http://www.wolfsburgwest.com/cart/DetailsList.cfm?ID=111209147A I'm thinking one of these clamped onto the tube after putting a flare on the end to retain it might work.

Had a VT365 (6.0 PSD) in a school bus last year in class with a really oddball EGR surge not too different than yours, it had a new EGR and had a bunch of new sensors. I road tested it with the whole class, thought it was either MAP or EBP (which were both new), and told the students to pull them out, apply a known pressure to the bottom, and compare to PID data and/or voltage specs. The problem was quickly found, a wrong EBP sensor. The IH dealer gave them a VT275 sensor instead of a VT365. It's fast, maybe check yours to make sure they are good? Here's how I did it lately on a 6.7 MAP, I was at sea level so Baro was 14.7, doing the math gets 14.3 which is close enough for me. Testing for a biased sensor:

I play with air cooled VW's, rebushing lifter bores is common on those engines. Good Luck!

From my book: If you have an early 99 built before 12/17/98, and still have the original air box opening into the fender, you will also need the clean air hose, P/N XC3Z-9B659-AA, that runs from the air box to the collar above the valve cover. Ford kit number: 2U2Z-9K635-AA Motorcraft PN FA1759

Ditto. I've seen several in my fleets where the lack of a clip on the passenger side allows the MAF housing (air cleaner outlet housing) to warp from underhood heat, allowing dirty air in the rt side and dusting the turbo and engine. FMC actually had a bulletin out on this saying that 16mm(5/8") gap was allowed between the housings, because it always looks twisted when viewed from above. Oh, yea, and it's a PITA to change. Stupid. Air filters are a standard service item and should be able to be changed without tools or bandages.

Why can't FMC build an air filter properly? This has been a recurring issue on all PSD's from the early 7.3 to present. Every generation of PSD has a crucial air filter issue, and I've never seen this on any other manufacturer......... PS Great pics!

Consider an oil analysis to see if something is wearing abnormally inside, Napa/Wix PN 4077 or 24077 is $13 + $1.50 shipping. It gives you levels of about 40 things in the oil and great clues if something is wearing out. Also, don't forget the possibility of carbon on the piston hitting the head.....

The vane area is sealed/welded/pinned and non serviceable. I have one and I tried too.

Excellent response, thank you very much!

Hey Guys: I need some tips. I'm doing a Diag class soon that will be mostly hands-on in the shop. I need to know some details about compression tests. I'm not planning to test all 8 cyls on each engine, just about 3 cyls. On a typical 6.0 F-body, which 3 cyls are the easiest to access for a compression test? On a typical 6.4, which 3 cyls are the easiest to access for a compression test? On a typical 6.7, which 3 cyls are the easiest to access for a compression test? Thanks!

Try unplugging the injector feeds- will it run the buzz test? Shorted injectors shut the PCM down, I've seen it several times, really freaky, loses scan data, won't start, starts and runs bad, always weird complaints, etc......

Overall I agree, but this week I had a early '99 7.3 (the one with the bad style air cleaner and no PerDels) in class with 6,000 original miles and very low hours, just doesn't get driven. (fire service truck in WA). Last year I had a VDOT 6.0 boom truck with about 12K miles IIRC. Both look like new.....

OEM or aftermarket filter? Aftermarket 6.7 secondary FF are bad news.....

After my last dance years ago with Windows Vista I promised myself to never again jump on the bandwagon getting the latest OS before it's tried and tested. I will never again act as an unpaid Beta tester for MS. Never. Even now I see nothing in Win7 that I like better than XP, and many little glitches in 7 with my softwares that XP didn't have. If I could go back to XP and ditch 7, I'd do it in a heartbeat. I hate how they change shit just to change it without making it better. Every time I get a new OS I have to find all of my files as the Explorer function changes dramatically. Everything is moved around and hard to locate and it aggravates me. Maybe I'm getting old, but this shit of moving stuff around gets old, too.

Flat lifters, little valve movement?

If the upper o-ring leaks it will be visible with the VC off. If the center o-ring is leaking on a 99-03 it leaks into the fuel rail so it's not visible or evident except if you take a fuel sample or watch FP at that head. On 99-03 it is returnless fuel to the heads so you won't get black oil in the fuel filter, on '94-98 the head rails return to the tank so oil will be evident in the fuel (if the center o-ring leaks). –Weatherhead 7897 is the adapter fitting to air check the HP oil at the head ports. –Thread is ½” NF with an o-ring, also known as 5/16” inverted male thread. - If you go to the hardware store they'll also have a fitting for a couple of bucks. –You will need to supply a gasket for the bottom of the fitting. Good Luck!

If there was a conclusion I would have posted it. To be honest, I don't remember, I think they put a short block in it.......

I really dislike Dorman and have been down that road several times with their stuff. The more OE parts I use, the better my life is, with very few exceptions. Sorry for your luck.......

I have two- that one is a wall hanger, the other is nice.

That worked! Thank You!