tonybullitt

Here is the one I had found online. This is exactly what this engine sounded like. It did come and go not always real loud.

I will ask if my manager still has the video of the noise. I dont remember the exact mileage but under the 5 year 60k yet.

Did all the normal checks then pulled head and sure enough cracked. This is actually the second one we have had now. I have heard others with the noise also.

Its a 2012 fusion. I have heard other cars with the noise before but had never chased it. This customer was told by other ford dealers in area normal noise. The first time we looked at it we said the same. Then I had seen a post on ford message boards about cracked blocks causing noise. I google it and found a video of a guy claiming to be a ford tech he had a car running with the exact noise and said its from a cracked block. The next day customer sent my manager a video of there car running really loud compared to when it had been in. My manager got the car from the customer and said not sure how long but we will figure it out.

Technician: tony ballstadt VIN: 3FAHP0JAXCR434992 P&A Code: 03360 R. O. Number: 37594 Vehicle: FUSION -------------------------------------------------------------------------------- Description of Vehicle Concern: knocking type noise from engine Please list any diagnostics already performed: Verified concern has a upper engine knocking noise heard from middle of engine between cyl2 and cyl3 in head gasket area. Have removed belt noise still there. Checked oil pressure is good 35 psi at 2000 rpm. Canceling cyls 1 at a time does not change the noise. Removed the valve cover and performed the valve train inspection all good. no issue seen with timing chain sprockets or phaser when valve cover off. Additional Comments Comment From: Ford Comment Date: Jul 23 2015 10:15:05 Tony, there have been some noise concerns due to a cracked flex plate, see SSM 44696. This noise is commonly heard at the bell-housing. If not flex plate related and all other possible causes have been eliminated the cylinder head will need to be removed to be able to verify cracks in the block. The cracks are normally found between cylinders as you indicated on the other block you checked. If cracks are verified the short block should be replaced.

Here is a picture of last partial lift i did to replace a 6.7

pull engine

No, I have never had a cab off of a 6.0L truck. I do a lot of partial cab lifts very few cab lifts.

Nice find. Nice pictures. I still do all 4.6 5.4 and 6.8 E series head jobs in chassis. I use the cylinder head lifting brackets like old shop manuals shown. If you look up a 98 e150 it shows the in chassis procedure. I think 99 paper manuals showed in chassis but then they updated during the year to engine removal. Lifting Handles303-572 (T97T-6000-A)

Customer only wanted to clean out tank, flush lines, replace fuel filters. That's what I did and she runs good just no ideal how long. Truck has 143k on it so out of warranty

Found out this truck got fixed when I was gone. My coworker said it went better then most pickups.

Got my first one towed in today. Guy filled his fuel tank with def at a truck stop. He realized it hasnt started the truck but has turned the key on. I showed service advisor the job aid that says to replace system if key turned on. He told customer call your insurance agent and find out if they will cover it. We will see what happens.

I haven't used yet (i dont have smart phone) but many of the other trp members were saying they loved it. I know they had issues with the vin scan but when it works it is awesome take picture of bar code and vin is on oasis for you.

It was tsb 8-3-7 that had us vacuum test oil cooler. TSB 08-3-7.pdf

That code sets from eot/ect variation of 20-30 degrees depends on load. Was the eot sensor put in solvent when cooler top was cleaned. If you end up taking apart You can pull a vacuum on the oil cooler to see if it is restricted. Way back when the tsb for egr cooler had you try pulling vacuum on oil cooler if it pulled vacuum then it got replaced. Does the egr delete use the blue quick connect hose. I have heard of restrictions in the blue hose and it usually was a spacer for the old style turbos. But that kit that came with those spacers hasn't been available for some time now.

No I never had it go to 870psi and 30%. I was also thinking about putting in my test ipr and seeing what it did. Well the ambulance left today. They don't want me to go any further with it right now. The driver says he doesn't notice it and isn't scared to drive it.

My experience has been if it has copper washers on when it comes in it will leak with Viton seals. I always replace lines if it has copper washers reuse if has Viton seals. That has worked for me

Thanks for the good suggestions. Hot engine ipr is 22% and hot restart is great so I was thinking no high pressure concerns but should check just to know for sure.

Oh, and when I was doing the harness i pulled the icp sensor out put it in my personal truck and no issues going back and forth to work.

Any suggestions? Its a 2009 has 61xxx miles on it. The 1 dtc on that screen shot is p1000. P1000 has since cleared. I have ran koeo, koer koeo inj self tests all pass. It has over 150 miles since injectors where installed, so I dont believe air in high pressure.

Ok, lets backup this e450 ambulance came in smoking, fuel knocking. The smell of the smoke I was sure it was a stuck open inj or cracked inj tip. I brought up power balance and confirmed I had a overcontributing cyl. I ran self tests only got p0263 cyl 1 contribution. I pulled dog house checked fuel pressure only had 30 psi. I sold all 8 inj ectors, dummy plugs, stand pipes, fuel pressure regulator and frame rail pump. Installed all changed oil bleed the air from heads started great let run in stall and cleaned up. On test drive I noticed a hesitation/stumble and seen the icp fluctuate on ids. I didnt think to much of it being all had just been apart figured most likely air. I pulled back in shop checked the fluids. I went on another test drive and it did it again. Here is a screen shot. I told my manager I had an issue and we test drove again. I then ordered a icp sensor and pigtail (pathetic we don't have 6.0 parts in stock anymore) I installed the icp and pigtail. On test drive it still acted up. This is when I asked the question about the harness chaffing. I then overlayed the icp signal wire from icp sensor to pcm. concern still present. I tried wiggling the harness and pushing down couldnt get to act up in stall but can get to act up on road test. I tried finding the splice for vref to icp sensor unable to locate splice I added a wire to vref. No difference this is when they needed ambulance back. It was then decided to order a harness. I have installed the harness and it still acts up. It runs good 99% of the time I have looked at many other pids and the icp sensor pid is the only one I see funny at the time of concern. It appears Ipr acts up in responce to icp.

I got the harness installed today. Not a fun job but also not as terrible as I had imagined it might be. Problem is it still acts up.

I did cut the icp signal wire at pcm and at pigtail. On the vref wire overlay I added in to the circuit so the problem wire is still there causing issues I presume. The harness is here now and so is the ambulance. Let the fun begin.

Harness is ordered for it now. Not looking forward to installing but sure want it done.