lmorris

Remove the waterpump, it is pretty evident once it is removed. Just because someone said they flushed the heater core doesn't always mean they backflushed it. Better to do it anyways just to cover your ass. Takes all of 15 minutes to do.

Back flush the heater core. It sounds like it is restricted.

At least you got some experience for the next one that comes in. Buying a good magnahelic gauge with the proper adapters is a good way to go if you see a lot of these.

It almost seems you have more than one issue here. If the exhaust valve is burnt and dropping compression then crankcase pressure should be low and you wouldn't get the smoke rings from the filler pipe. I have only used inches of water to measure crankcase pressure, not PSI. anything over 4" with Ford supplied tools is high. But a stuck or bent valve won't raise crankcase pressure. If you are losing that much compression past a valve you should be hearing a popping from the exhaust or intake when its running. Did you verify TDC on the compression stroke before doing the air leak test?

I should have worded that better. When you get that from the filler pipe you are better off going after base engine before injector and HPOP issues. Sorry for any mis-understanding.

Anybody seeing failures on F350's. I have one that makes a squack noise on cold start when the turbo spools up. It's not the normal turbo noise, we compared to another truck. It sounds worse when you shut it down cold and the turbo slows down. Inford is down today, looking for info. Thanks.

Meant steam train, sorry. You know puff puff puff out the oil fill pipe like the smoke stack on a steam train. The puffing is caused by poor sealing piston rings and pushes all the compression into the crankcase on the compression stroke.

I didn't think insurance companies covered stupidity.

If you think about it, every internal combustion engine that is running is technically running out of fuel. That thing looks like it uses fuel faster than you could put it in.

Depending on where you are and the condition of your compression tester 350 PSI is usually a good bench mark for compression. If you have the stream train effect, as I like to call it, from the oil filler you can guarantee the engine is dusted. The cycling hissing noise is the VGT cycling. All 2003 MY's do this, its for VGT calibration because they no longer use the EBP as a turbo input.

You should not hear any air leaks with IPR maxed. On another note if you are grounding the IPR instead of using a scan tool to manipulate it, you can accidentally burn out the IPR. Short 2 minute max. groundings are recommended. I would be replacing the IPR at this point and retesting. You have not mentioned checking dummy plugs. They can leak down while the engine is shut off and not show up on an air leak test. Check them also.

When I was in the 6.7L course they had an engineer in with us. He told us they took all the problems that occured with the 6L and 6.4L and made sure they didn't happen with the 6.7L. They also told us this engine has been in the making since 2006. It's also uses alot of the technology used in Ford's European diesels.

Last one we had that did this was a broken oil filter stand pipe along with an AFTERMARKET oil filter cap with a stock oil filter in it.

Sounds earily close to one I had in last friday. The saving grace for this guy was his buddy's truck. He gets the call that his friend's F150 stalled and he needs a ride to us. Both were on their way home to Grande Prairie from Leduc. On the way to drop off his buddy here his makes a loud pop then starts smoking. They limped it here to find out the impeller wheel snapped off and broke the pins for 3 VGT vanes, oddly enough the shaft still spun. He recently had the unison ring replaced elsewhere along with some other work. It got a complete turbo. Luckily for him he had his cat removed. 3 hours later he is happy and both are on their way home.

Done 2 sets myself. Both were F350's pulling trailers that should have been pulled by an F450 or F550. Left gasket blown out on both, #4 and #6.

I think your big hurdle would be cutting the fire wall to slide the 7.3L pcm into place. I am assuming you will get a donor truck for all the extra stuff needed for the swap. A 4R100 will be needed to replace the torqshift.

Be wary of the flagged #8 injector. The new CMP can falsly set that. If you can, put in an old CMP and retest cylinder balance.

No sir, we have 5 running 76.02A and all installed fine.

Got a few 6L EGR/oil cooler jobs lined up and no parts available............. Waiting on my enhanced short block, hopefully it gets here before I hit Banff the week before christmas. Oh, ya....after next week I won't care what's in my bay because the family is doing a 4 day ski trip to Banff no DEC 20. Gotta love christmas in the mountains.

Another update: Found the thermostat hyper-extended to the point that it fell apart and the radiator is leaking. I am now assuming that this is what took out the EGR cooler. Ford has asked for pictures of all failed components and the mods. I have a feeling our attempt to help out the customer has been foiled. Good thing this guy has agreed to pay if necessary. It gets the short block today and the fight with Ford continues. Just received an email saying Ford will pay. Everyone's happy and we retain a customer. Update: Came back from my christmas vacation only to find out someone else has denied the claim....go figure. At least I got paid for the job.....

Just a thought because you didn't mention it and this burned me once. Biased EOT sensor? We had a 6L that would start in the shop but not outside, turned out to be a biased EOT sensor.

Did the new head come with a new camshaft? Obviously its base engine at this point. Plus one on the mechanical compression test.

I had one that would close on its own. We removed the plate from the shaft per his request and all is good.

I had broungt up the fact that this truck isn't running the 11B23 calibration to my manager, due to the tuner. His take on it is that a recall is voluntary, the customer is not bound by law to have it done, therefore Ford should not be able to deny this due to a PCM calibration. I guess as long as the customer understands the risks, repairing these trucks should not be an issue. The last enhanced short block I put in under warranty, had a tuner with DPF delete. Before that I had to install a long block, 2 turbos and a DPF and CAT, stock truck, and it took 3 appeals to get it paid even after getting approval. Ford doesn't need to know everything. Just enough to get it paid.

Nice call Bruce. Makes sense now with the new info. Power was supplied to the fuel supply solenoid only when cold. One to put in the memory banks.