Bruce Amacker

From my notes: The oil cooler is removed without removing the intake manifold. Lift the front of the cooler upward under the intake, then tilt the rear of the cooler out and slide it out.

It's too bad there's no way to clean those damn things out with the pan on. I have seen guys cut the bottom of the pan out, clean the screen, and weld it back up. This kind of shit almost makes me want to do that.....

If you read the ad it says the long OEM cable only.

Wow, $300? I thought they were under $200 from Rotunda- I guess not anymore?

The highest HP I see in ISIS is 215hp with a spec of 17.5 ± 1.5 psi boost at rated speed.

My thoughts exactly on wireless comm boxes in general. Plus, it can allow you to forget the stupid thing and send it out in the truck.

On a long shot if you still have the injectors out, run your finger into the holes and see if the injector o-rings have worn a groove into the cast iron injector holes. I've only seen this a couple of times with similar problems reported- leaking o-rings even when new. Diag is to run it with the VC off, ground the IPR, and look for leaks but this is a bitch on an E-van. Your Hotline test is accurate but still isn't checking for leaks at high ICP which is where your problem is. It's possible to have no leakage at 1500rpm (what's your ICP at this point, under 1500PSI, right?) but HAVE leakage at WOT/load where the desired ICP is 3000ish. Keep this in mind during your diag. Leaking injector O-rings is a huge pattern failure which could easily be your problem, even with the test results reported. IIRC your HPOP and IPR are both new. Did you try another ICP for S&G? I'm thinking the HPOP is starving for oil on the low end or the upper injector o-rings are leaking. What is your IPR at a hot idle? 9-11% is normal with both heads hooked up. I think someone on DTS used a Porto-Power to pressurize the head feeds (engine off) to identify hydraulic leaks (ICP). Let us know how you make out.

Thinking out loud here..... What are desired and actual ICP at this time? Have the injector o-rings been changed? Have you air tested the heads? When was the oil changed last? Perhaps ground the IPR idling with the VC off and look for leaks, it should build over 4Kpsi..... Have you driven it with a base oil pressure gauge on it? Good Luck!

I have a SO KRL1003 that I bought used about 10 years ago in new condition. My suggestion is to avoid buying a box on payments from the dealer but rather buy used one from a pawn shop or retiring tech for half the money (or less) of a new one. Make sure the SN tags are there so it's clear and not hot. I've bought several tens of thousands of dollars of SO tools from used sources and pawn shops over the years, usually at 25-50% of new price. I saw too many of my techs buy too much on credit from the tool trucks and get into jams. I love SO tools, I just don't want to pay for them new when there's plenty of them on the market used. If you're set on ordering a new box and want to compare them, ask what the shipping weights are on each one. My SO weighs empty what my old box weighed full. Do you have craigspal? Here's a 10K set of SO boxes for $3800 near you. http://saltlakecity.craigslist.org/tls/2378639257.html Good Luck!

I'm aways amazed at how many residential homes I see out there with bars on the windows to keep the bad guys out.....

Here's a quick video clip of the cutaway, it's about 90% done right now. I still need to do a cutaway of the HPFP and an injector. I teach it next week in Kentucky at an instructor's conference. http://s524.photobucket.com/albums/cc326...t=67cutaway.mp4 Now you know why I hire a video company to shoot my videos.......

IPR Repair Pigtail IH PN 2501107C1 $13.00

The WSM disagrees with you, Greg. In section 309-00 the system operation guide clearly calls out the DPF to be a catalytic convertor. "The DPF is a highly engineered silicon carbide wall-flow catalyst that traps particulates." Generic DPF info: Made of a porous ceramic material, silicon carbide, or cordierite, and commonly coated with platinum. A picture from my Diesel Emissions Book: Have fun! Edit: I was typing while Keith was posting. He types faster than I do.

Nope, no EGR DOC on a 6.7.

I don't know of any "rebuild kits" for the '97 regulator, but these pics should help: There's only one check ball. Good Luck!

Cetane has it right, five if you include the DPF. I don't remember these dual cats in any of the service or training info. I love cutting stuff open to find out what's inside!

How many catalytic convertors are there on a 6.7 F250?

My schedule has been busier than shit, I bought this thing in the first week of January and I'm just now getting stuff done on it. It's going together in mockup right now. What tool do you guys use when you glue your pistons in? Does anyone know how to get this impeller apart on the turbo? Is this some kind of plug or something- like heat the wheel and grab the plug with a pliers? Thanks! This turbo is gonna be a problem. It looks just like a 6.0 Garrett on the outside but it does NOT come apart like a Garrett and does not look like one on the inside. The vanes are very difficult to service.

Yes,I wouldn't worry about ICP even at that low voltage as it's enough to light it up. Start looking harder at basic stuff like fuel quality and pressure, there's a twisty valve on the FF to drain a sample into a bottle for a lookee. The tube runs down the RF of the engine, usually near the bat cable, WP or rt motor mount. You might want to pull a valve cover and watch the oil spitters while it's cranking to see if the injectors are enabled. If you had a scope you could watch the trigger, too. I've seen 8 bad injectors cause a no start several times, although I wouldn't put it at the top of your list. Good Luck!

Plug the ICP back in and look at ICPV only, not pressure. It should be .17-.24 KOEO and climb to about 1.5v cranking. Look at RPM cranking and make sure it's reading 150+. If these things crank at 135 they will give trouble or not start. Check your glow plug amperage with an amp clamp, it should be 190ish KOEO initially, tapering off to 120 after 30 seconds. A bad CMP will cause your complaint, very high failure rate item. A DT466/530 CMP will fit well enough to try if you have one handy... Good Luck!

No kidding, great work! I know this type of stuff takes a lot of time. I'm in the middle of building my 6.7 cutaway right now......

Jim: Most certainly it's not a waste of bandwidth as we're all concerned about your well being and your city's condition. We all wish you well and hope the best for everyone. I don't know how insurance figures into this, but it's a reminder how important good insurance IS. Good Luck, man. We're pulling for you.

Jim Linder is a pillar in the training community, perhaps one of the most accomplished trainers around. He has been the driving force behind numerous national training conferences and one of the key people to launch my training career. He's slowing down toward retirement now, well into his 60's and has redirected his focus from high tech training to hot rod training, now doing classes at his Indianapolis facility on carbs, point ignition, distributor advances and similar stuff, and a line of Bubba's food products that he sells online. He has several 50's style rat rods in his stable as well as a Bonneville salt flats racer with a flathead Ford in it. He missed the top speed mark by just a hair recently. As far as Jim goes himself, he's a product of Tennessee with the drawl you'd expect. I can't say enough about the guy- he's brilliant and comes across as a dumb hillbilly. He's hilarious as well. Oh, by the way, he sells a great line of reman injectors at a reasonable price with a lifetime warranty.