clint80

+1 i replaced a couple under valve cover harnesses as well for that code. while performing ford's ppt the truck is off, giving you good readings, and it may only create a loose connection while its running. I did have one though with an int. miss, ended up being main engine harness rubbing on the fuel line like the ssm 20471.

Besides being addicted to work, my time is spent with my wife and 2 year old daughter. A 2 year-old can keep you pretty busy. I have been into extreme sports my whole life. So when I do get free time I race my atv at the motocross track or rollerblade at the local skatepark. I have aflac and really good insurance!

Is this the tsb your looking for? -tsb 05-22-3 LOW POWER - COLD SIDE CHARGE AIR COOLER (CAC) DISCONNECTED - OIL LEAK AT CAC CONNECTIONS - 6.0L ENGINE - VEHICLES BUILT 4/1/2004 THROUGH 2/20/2005 6C3Z-6C640-AA Metal Duct Kit I didnt see a tsb for an 06 besides the hot side cac hose. hope this helps

It all depends on what kind of repair. for just a fan clutch dual alternators shouldnt be an issue, but if there is an extra a/c compressor or lines across the top of the motor I might charge 1.4 to evac and recharge system plus .5 -1.0 to remove the components. I see a lot of shuttle buses with some really akward pulley and belt set-ups. if i am doing something like a front cover gasket the extra time depends on how it is set up. Some bus builders will move the vac pump, have 2 enormous alternators, and a giant a/c compressor in the way. Between 1.0- 3.0hrs extra time is usually fair depending on the circumstance.

We get 2.9 hrs retail on e-series clutches. I try to get more when there is rear aux a/c equipment or add-ons.

Our shop pays us 1.0 hr diag and 1.9 hr r+r clutch- cust pay.

I contacted hotline and so far the only way to get the seal is with the tube. They did however tell me that this seal is reusable.

I put the new cac hose on today, drove veh 20 miles, no more codes. truck now makes 24 psi boost. All is well now. here is a pic of the new cac with the o-ring. theres not much to it, its a thin sharp edged o-ring.

Thanks! Gotta support the DTS

i forgot to mention that there was also a code pending before I smoke tested it this morning. p0299 didnt come back, but there was a p02ec(high air flow detected) stored. Its hard to believe that I have 2 problems with this new truck, but I have been very thourogh with my diag_this being my first 6.7 diag. I set the wastegate rod adjustment to 9.5 inches-which I just noticed this is the number marked on the wastegate in the coffee table book. I pulled the cac hose off of another 6.7 on the lot and the o-ring is in there. I also took this stock unit and made a recording of the map pid, and got 22 psi as my max boost. It is a little difficult getting the cac quick release loose. I used 2 long flatblades and a long booger picker. here are some pics of the quick connect. The second picture is where the o-ring is missing from the metal sleeve.

smoke tested intake today and found cac hose connection from turbo leaking. this is a quick connect like the 6.4 rad hoses. I pulled it off and no o-ring is to be found. A metal to metal connection did seal good enough to make 20 psi though

So I put the intake back on, cleared the code and drove the truck today. p0299 has not returned yet, but it still feels like it has a lack of boost. My map pid showed 33 psi max at wot, which would be about 19 mgp psi. I have in my notes from 6.7 class normal boost is between 26-28 psi. kind of sounds like a cac leak while I am accelorating, but I havnt done any diag besides the ssm yet. we'll see what we find tomorrow.

i got my first 6.7 mil on 174 miles, code P0299. there is a ssm out already for this concern. ssm 21305 P0299 mil on vehicles built before 04/05/2010. " May be due to an incorrectly adjusted turbo wastegate actuator. Prior to performing normal diagnostics, check turbo wastegate adjustment." i perf the wastegate adjustment check and it was way out of spec, opening at 5 inches of vac. spec is to see rod moving with vac applied between 8.3 -10 inches. the paint mark was still intact on the rod. I had to remove wastegate and rotate counterclockwise 4 times to get into spec. Waiting for intake gaskets to recheck and drive tommorrow. The upper intake came out fairly easy I wonder why it was so out of spec from the factory?

I ALWAYS BRAKE CLEAN AND BLOW AIR BEFORE DISSASSEMLY AND USE MY CRAFTSMAN WET/DRY VAC WHEN EVERYTHINGS APART TO GET ANY LEFT OVER DEBRI. KEEPING EVERYTHING CLEAN GIVES ME PIECE OF MIND WHEN I GO TO FIRE THESE MONSTERS UP AFTER A BIG JOB.

up until now our dealer hasn't had many problems with our warranty being high. last week we got charged back oil because i changed the oil when i replaced an oil cooler. i have done this several times without a problem. they said it is not dierected to do by the workshop manual. i looked in the wsm and it doesnt say to change oil with front gasket or head gasket replacement either. so what i am getting from this not to charge out oil under warr for anything anymore.

i did my first 6.7 pdi today and the trans fluid was full. we have had quite a few car pdi's with trans fluid level a quart or 2 low.

Did any bolt debri reach the exhaust side of the turbo? Maybe there's more evidence in the exhaust in front of the converter

DO YOU KNOW IF THE NEW OLD STYLE PUMPS ARE UPDATED OR ARE THEY THE SAME PRONE TO FAILURE PUMPS WE ARE TAKING OUT? I HAVE DONE QUITE A FEW 03-04 HPOP'S IN THE PAST COUPLE OF MONTHS(ALL FOR NO STARTS, EXCEPT THIS ONE). AT LEAST MOST OF THEM ARE OUT OF WARR NOW.

sorry,this trucks been pushed back on my to do list for a while(damn 6.4l's). i finally got to work on it the other day and perf the oil areation test bruce decribed to me. the oil showed no bubbles. i raised rpm till it misses and raised ipr duty cycle and no change. i swapped a new ipr, no change. i replaced both check valves on the rails, no change. all that is left is the hpop. so esp approved a pump. i put the pump in and miss is gone!truck is fixed . thanks guys for your help. this was a good learnig experience for me. i have never seen a hpop fail this way. it really makes a difference watching the icp voltage and not the icp pressure pids

i removed the turbo in class today and we used a 5r55 trans line disconnect tool to remove the coolant line. its out of the 2002 esst tool kit part numer 307-441. its only $5.00 from rotunda and worked pretty good.

thanks for the advice guys, the stand pipes were replaced when the short block was put in, and i swapped another icp sensor{just to be sure,no luck}. i am at 6.7 class this week, so i will do a low oil press check and foamy oil test when i get back to work. i got a feeling the hpop is my problem{i have just never seen a hpop problem without codes or some kind of stalls or no start concern}, i just wanted to be sure. thanks

i am working on a 2004 f350 6.0 early build 67,000miles. i have a very long story on it. customer's been to 3 other dealers over the past 2 years and injectors 3 and 5 have been replaced a couple times. came to me missing and had a knocking noise. it had low fuel pressure-30 psi undr load, a couple more bad injectors, and pinpointed knock to cyl 3. This veh has a ford esp warr, so- i tore the engine down, cyl 3 piston and cylinder severly worn. i rec a long block with 8 injectors due to the low fuel pressure. inspector came and took pics- they approved a short block only with 2 injectors. i put the short block, new hfcm, and injectors in it ran good and no more noise. cust brought back- now misses at 45 mph under load at 3000rpm. i check it out, find cyls 1 and 7 set contribution codes intermitently, but i dont think this is my miss at 3000rpm. cyl 1 and 7 will drop at little only at idle on injector interupt power balance. i watched pids during concern and icp voltage goes very erratic at 3000 rpm and will drop from 3.9 to 1.0volt. icp sensor and conn already replaced with engine. i followed all appropriate tests in my diag sheet. everything passes except ipr test. i did the slow nuetral run up test and it starts missing at 2200rpm and icp voltage is erratic. this leads me to the check valve test. has anyone ever done this test? the truck wont run on only 4 cylinders. i contacted hotline and they said hi press check valves wont cause my miss at 3000rpm and suggested i throw a new ipr valve in it and if that doesnt fix it throw a new hpop and and the 2 injectors in it. they said a bad check valve or icp issue wont cause contribution codes and that i have 2 diff problems right now. ford esp wanted a complete est so i quoted a new ipr, hpop and 2 injectors. anybody else ever have issues with old style pumps?{the ipr screen was clean when engine was apart} Sorry for the long post this truck and hotline is pissing me off. thanks

thanks for the welcome, this site is great! i have found a ton of good info here. i think i am going to leave it up to the customer to see if they want to do coolers first or the the whole job with head gaskets. this one fails vac test right away and went and drove with pressure gauge,at wot gauge jumps and flucuates 13 to 17 and eot ect split is 25 degrees. it dosnt smoke, just blows coolant out the cap. thanks for all the info

i am new to this site, havent found a lot of posts on this- when testing for coolent loss under warr, you vac test the system and it fails,so you would test off veh egr cooler,it fails then replace it, then put together and recheck for head gaskets. so if it is cust pay is there any way to tell if it is head gaskets leaking before servicing egr cooler so i am not removing the intake twice?