Bruce Amacker

No, it's just old age, mileage, and maybe lack of maintenance that causes the reservoir to be full on startup and stall 15 seconds later. The oil in the galleys is actually draining back past the gear teeth from the pump outlet (to the galleys) to the pickup tube. With .003" there's not much drainback but the ones I've had were .012-.015" which lets the galleys drain out. You start the engine, it runs on the reservoir, the LPOP lost it's prime and is struggling to get primed again, and the engine stalls. Enough cranking and the pump primes and all is well until the next cold soak. If the front cover is worn by the LPOP the engine has to come out, so prep the guy for that. If the reservoir empties out while parked several days it can be the HPOP allowing it to drain out. Nice pic, Keef, where'd ya get that?

Common pattern failure on 7.3s, just like you thought it's the LPOP. Pull it out and measure between the teeth with a feeler gauge, the pump will look fine visually and be 3x the spec on clearance. Good Luck!

Not XP based laptop, is it?

I don't know what you're controlling during the crankcase pressure test, but I can build about 23-24psi boost in the bay on a good 6.4 by using IDS to run up RPM and closing the VGT most of the way.

Didn't someone here say recently something about removing the LF tire and dropping the left side down, which twisted the frame and gave a lot more room on the right side of the engine near the HVAC box?

Is that supposed to look like that?

My theory is the legal dept told them to stop telling us what they change in programming. Info can always be used against you in court, so the best thing for them is just change it and keep their mouths shut on what they change.

Man, that's a badass car, one of my favorite Fords. Only a Boss 429 would trump that......

They "told me" the top half is all new. I have not verified this.......

To my knowledge, the EGT issue is with EGT 2-3-4 because that's where the problem could be. If the aftertreatment overheats creating a chance of "thermal event" , EGT1 isn't going to be an issue because it's ahead of the cat.....

I've had good luck with their injectors, sometimes when you take an OEM IH injector out of the box it says Alliant on it. 6.0 injectors are about $50-70 cheaper from Alliant, too, last I checked they were in the $150-170 range, FMC was $225ish lately net. Where's Larry Brudzinski been from Superior Diesel in Detroit? He's a member here, he'll hook you up and ship fast. Superior Turbo and Injection3745 Central AvenueDetroit, Michigan 48210United States 800-525-0164

Be familiar with http://alliantpower.com/. They have a great spread of stuff you can't buy from FMC like HP o-ring kits, prices are fair and quality is good. Take a look through their online catalog, it's time well spent.

-Yes, I have one but I didn't have it with me, I could have also backprobed the ICP and gotten the voltage easily that way. I was just commenting on something that should be and usually is in scan data, that was not present. I am an ICPV junkie when diagnosing HP problems and get pissed when it's not in scan data. I was in good clothes and didn't want to get dirty. (Yea, I know. Peanut gallery keep quiet....) -Jesus, 1 to 4 volts? KOEO should be about .24v and cranking should be 1.2 to 1.5v after 3 seconds. Nothing like giving you a wide spread in the book . If you had 4v cranking, your truck is broken. I'm more curious why the IPR didn't climb on an obvious lack of HP pressure. Any comments?

I don't have a lot of experience with 4.5s but worked on one the other day, ICP codes, starts fine cold and stalls hot, won't start until it sits for 2-3 hours, obvious HP problem. ICP only builds 300ish cranking hot after it stalls, but what gets me is that the IPR stays in the low 40's even though it won't make desired ICP. What gives? Usually HEUI engines bury the IPR to 85% in this situation. Also I was unhappy that ICPV was not available in ServiceMaxx and I didn't have my Saint with me.

A buddy took me for a ride in this- zero to 120 in the time it takes to say holy shit! 812hp on the dyno.

Ditto......

There is some confusion about brass and SS cups. IIRC IH switched from brass to SS in the middle of 2000 to accommodate the new coolants and offered only SS as replacement. My students have been telling me for a while that brass is coming as replacements, so maybe they changed the alloy of the brass to be compatible with the coolants. Any input is welcome here, what have you guys been seeing for 7.3 cups?

Matt: PS The reason your lower o-rings are wrecked is because the crush washers are leaking. This thing had to be running like a turd, it should have had compression aerating the fuel rail by the looks of the lower ring. Inspect the sleeves/cups closely, use the special bristle brush to clean them, and replace them if they're not perfect. They should be SS, not brass in 02. Use a torque wrench.

This crap strikes a nerve with me because I was a shop owner for 25 years and been through it all. I was(am) a tool junkie and our shop was better equipped than any other shop around, including dealers. Tools and equipment don't cost money, they make money. There's no excuse for running a poorly equipped shop in my opinion, and it pisses me off to see how some managers handle things. Okay, enough....

That's the nastiest set of o-rings I've seen in many years! They also do not look like the current version, they look like one of the previous versions that were updated (several times in the late 90's). It is obvious this is where your oil consumption lies. It's common for the poppet seats to hammer out of these injectors with high miles, if they all look the same and appear OE, ask the owner if they are original. If so, it would be wise to hang a set while you're in there. Poppets hammered out can cause running issues as well as circuit codes because it freaks out the PCM/IDM when the armature bottoms out under the magnet. IH had a problem with this and actually had the techs re-shimming the magnets with the injectors in the truck to get rid of circuit codes. This procedure involved a depth mike and an assortment of aluminum spacers that go between the magnet and the injector body. I am to the point now where I consider injectors maintenance and suggest changing them whenever they do not appear perfect and have 100-150,000 miles or 3000-5000 hours on them. The ramifications of trying to get every last mile out of injectors risks losing a piston or wall when the spray pattern degrades. I am also recommending injectors be changed in complete sets unless the mileage/hours/years on the engine is low. Good Luck!

Wow, I still use one everyday, but I use LED bulbs so they're cool with no fire hazard. They are available at Home Depot and just about every other store here and still popular in shops.... Why are they illegal?

Floor problems are not an issue with lifts, it is not a big deal to saw out an area in the floor where a lift goes and pour a new deeper slab to accommodate the lift. Contact the lift mfr(s) and they all have detailed instructions about how to do that. The real problem is mgmt's refusal to do any of this, I'm sure it added to why you relocated. Chris should contact Mohawk, Bend-Pak, Challenger, Rotary, or any of the lift install companies in your area and they'll walk him through the process. I've even seen trick ceiling/roof modifications for shops that did not have enough roof clearance for a lift. If there's a will, there's a way. There is no excuse from mgt that would hold water in this situation, it's just plain being stupid, cheap, and short sighted. Techs will be more productive with a lift and stay employed. Turnover will be less of a problem if the techs are properly equipped and trained. Duh. Business Management 101 at your local community college will explain all of this. Good Luck!

But did you ask your Service Manager to replace the missing equipment? Technically, it is HIS responsibility to ensure that the dealerships tools and equipment are present and in safe working condition.. Wink Wink. This is crazy. I'm aware that we don't know all of the details of what's going on, but if I were in your shoes I'd have a deep talk with mgt and give them an ultimatum- If you don't have the required tools and lifts in XXX time, I'm looking for a new job. It is completely absurd to work in conditions you describe. 3 truck techs with no lifts in a dealership? I've never heard of that before.

You're familiar with the center injector o-ring leaking and allowing engine oil to get into the fuel rail, right? Common problem on 7.3s and DTs causing massive oil consumption. 90% of the time it's an o-ring, on rare occasion it's bleeding through the injector itself or the head casting is abraded where the o-ring rides causing leakage. Probably won't show up on a bench test.

Has any harness repair been done? Those are two wire PM generator type sensors and are polarity sensitive. I knew of a 6.0 where the CKP pigtail was replaced and wired backward, causing the engine to run, but run terribly, I assume that wiring the pigtail backwards caused a timing change. If you're scoping, pay attention to the "initial swing" of the signal after the -2 tooth spot, it should be positive. I've heard of (on here?) both excessive end play and flywheel problems upsetting the Sync on a 6.0. Your engine with .100" is a lot, probably enough to piss things off.