That is very interesting. Both engines we have in the shop are 2012 model year.

So this means it is possible that the bearing is the only point of failure on the bad engine and other parts like turbo could possibly still be in good shape? My train of thought was that something (like a turbo) had lost the oil pressure and the bearing was a result of that .

 

Have you looked at the engine hour count in conjunction with the driven mileage? Especially in an F-550 application, I find are the worst offenders for having proportionately high hour counts due to how they are used, as primarily stationary powerplants more than they are driven vehicles throughout their working life. Having a very high hour count tell you the vehicle has been idled most of its time the engine has ran. At idling RPMs, there's not much oil pressure circulating through all the moving parts which can't help its longevity.

 

A high idle would counter the low oil pressures at idle wouldn't it?

 

We are into a bit more fun than we anticipated. The good used engine's turbo was a bit too tight for my liking and the intake runners had some foreign material in them, (namely snake skin) so we are going to take the turbo and injectors in to be checked and cleaned and remove the intake manifolds to clean. They also have a pile of egr crud in them so a clean up won't hurt at all. The engine out of the totaled 350 had sat around a little bit before we got it.

Unless there is a reason not to, we are planning to use the single vain turbo that came out of the 550 - provided the turbo shop says it checks out.

Will get some pics up later

 

A brand new EGR cooler wouldn't be a bad idea. The cost of it is relatively inexpensive enough that it hardly makes it worth the labour and time to clean it.

 

Good thought - I will price one out.

I'm into this far enough that I want to verify the important stuff before I put it back together. I am also thinking if I have the injectors checked that came from the 550 I may not have to worry about injector codes - provided they are all good.

 

You would only be into it for a set of injector o-ring/supply lines if you were to opt to use the original injectors with the F-550 engine. Just make sure all eight injectors go into the same corresponding cylinders on the donor engine and you will be able to get by without programming in the IQA codes.

 

Here's a few pics of the destruction..

 

Here are some of the turbo base area - bit of oil leak I think and also I don't think the effervescence around the head gasket surface is normal...

 

Since it has come up on this thread here is a picture of the injector code sticker;

 

And lastly, here is the snake skin I guess tomorrow the intake manifolds come off for a cleaning and lets hope it is all going back together after that!

The injectors and turbo are out and at the local pump injector and turbo shop for inspection and rebuild if they need it. One injector hold down bolt snapped off in the bad block, thankfully they all came out no problem in the good block.

 

Nice pics

On the turbo, isn't this the same location for coolant leak? Looks to me like it needs a new seal and you'd be good, provided the rest is all up to snuff

 

Looking at those pics just reminded me of more parts to add to your shopping list. The coolant and oil tubes have been known to leak. Now is the time to address them while the engine is out. Here are some part numbers:

Oil tube BC3Z-6B689-A
Fittings. BC3Z-6A968-C
BC3Z-6A968-D

Coolant tube. BC3Z-9U469-A
Coolant tube fitting. BC3Z-6A968-C

For the EGR cooler mentioned in the previous post:

EGR Cooler. BC3Z-9V425-A
EGR Cooler Gasket Kit BC3Z-9P455-B

Hope this helps.
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Furthermore, it looks like the pick-up and cab and chassis application EGR valves have different part numbers, so you're going to need to use the EGR valve and cooler assembly from the F-550 engine.

 

Very helpful thank you. The egr valve housing is cast iron on the 550 and cast aluminum on the 350. The coolant fitting that leaves the valve housing was broken on the 350 so we are planning to use the 550 egr. However both of the bolts that fasten the egr intake pipe to the cast iron broke off in the cast iron so step 1 is to see if we can successfully get the remainder of them out. All to bolts that went into cast aluminum came out smooth as butter.