It is extremely common for those very same bolts to snap off into the passenger side exhaust manifold as well, when attempting to break loose the pipe from the manifold to the EGR cooler, if you haven't found out already. By the way, those bolts are non-ferrous meaning if you happen to drop one them into oblivion, a magnet will be useless to you for fishing it out.


I believe the part number for those bolts from Ford is -W714852-S900.

 

Good to know So far we haven't need to disconnect that end of the intake pipe. Lets hope we can leave it without needing to disconnect it.

 

Our local broken fastener extractor has extracted LOTS of those. His theory is that particular fastener is subjected to a lot of extreme thermal cycling in that particular location. His suggestion before attempting to crank it loose, is to first tap the heads of the bolts using a hammer on the tops.




Right at about 0:54 of the video above illustrates what I'm talking about.

 

Got word back from the injector and turbo shop today - the injectors all passed with flying colors. The turbo is leaking substantially out of the intake side. They agree it is probably enough to lower the oil pressure on the truck - explaining the root cause of the failure.

The exhaust side of the turbo appeared dry - is it safe to assume that the DOC and DPF are likely ok? I know if it leaks on the exhaust side it will clog the filters pretty quick, but leaking only on the intake side, i'm thinking that most or all of the oil would be burnt in combustion and hit the filters as regular soot...

 

As long as the tail pipes appear clean to slightly grayish Id say your doc and dpf are ok.

 

Update - parts finally came in and it is back together and running.
Waiting on the lower rad hose to come in tomorrow before putting coolant in.
Everything seems to be working - knock on wood! The turbo is a new unit from Ford and the injectors were all cleaned and checked.
We have a few codes to work on;
P040D - EGR temperature Sensor A Circuit High
P20BC - Reductant Heater A Control Circuit High
P20C0 - Reductant Heater B Control Circuit High
P220E - NOx Sensor Heater Control Circuit Range/Performance Bank 1 Sensor 1
I'm wondering if the last three are all related to one issue - haven't really started to dig into it yet.
Also, the battery light is on on the dash, but I am getting a proper 14+ volts at the battery - so I will have to troubleshoot the signal circuit.

 

Just for the record, one other difference between the F350/ F550 series is the flex plate. The F350 has 8 bolt and the F550 is a 6 bolt.

 

Both trucks should be equipped with the 6R140 transmission. As far as I know, only F-450/F-550 trucks optioned with the V10 gas engines get the old 5R110W transmissions, which use the six nut torque converters.

 

I don't know the reasoning, but the 2012 F550 is a 6 speed trans with a 6 nut torque converter.

My guess is that it is part of the detuned package, but it hardly seems necessary.

 

BTW, is that really your truck in the avatar? If so, you got let me take it for a spin someday. Is it a straight five speed or a 5 + 2?


What are your plans for the F-550 since you've invested in the labour to replace the engine?

 

Yup it is Here is a thread on it; https://www.ford-trucks.com/forums/1...ld-thread.html It is a Clark 5 speed with no overdrive and a 7.17 rear end. I've got my eyes out for the parts I need to get it into a highway gear, but it will be a good around town truck for now. I have to get a bit more work to get it back on the road but I aim to have it driving again this summer.

We are going to sell the F550 - to be honest we bought it with the bad motor just for the experience, I haven't had a 6.7 that far apart yet.

Turns out it has been an expensive experience, but since when was working on a diesel not expensive?

 

Wow, that truck must just CRAWL along while screaming its lungs out with that kind of gearing. Only makes me more surprised it doesn't have a two speed axle. I bet getting up to 80 km/h is about the best you can do with that set-up. I only remember that truck from the days of riding the big yellow school bus as a kid. Now I understand why 1st gear was never used. My two favorite buses to ride in at the time, was a Ford B-700 with the 361 and the IHC Loadstar 1700 with the 345. The Loadstar I vividly remember being very whiny sounding in comparison to the others. That, is a truck I'm hoping to bump into someone who has one, will let me take for a spin.

Interesting that you would buy a 6.7 truck, just for the experience. Overall, they've been excellent for the Ford Super Duty lineup since 2011. Far less problematic than the 6.0/6.4 engines have been for Ford, which very nearly killed the Super Duty reputation and market for Ford.

Yes, diesels in this day and age are expensive. As a tech with approaching thirty years of wrenching time, I can tell you how amazing it is, there are still people out there who want a diesel because, "they are cheaper and last longer". I almost get tired of giving these guys the talk, of what buying/owning a modern diesel entails.