pcassidy111

Just paid 14.79 a gallon

I am going to replace the VGT solenoid because looking at the design I feel there should be no oil behind the pipe plug where the accuator rides on the cam assy. Checked the radial and axial play prior to disassembly and both were good. Is it possible that due to bearing design the shaft seal will leak when there is no oil on the bearings and the shaft is left in a vertical position for 14 hours? Any tailtale signs of oil going out the exhaust side shaft seal? There was only carbon and rust, no brown sand like material in there.

My truck was throwing codes P0299 and P0234 and one time went into limited power mode after towing my 11000 pound trailer for 5 hours. Based on prior experience I knew the turbo vanes were sticking. EGR was clean and not P0404. 20K miles ago a new center housing rotating section was installed by the dealer before the truck went out of warranty. I decided that I was going to do a turbo reconditioning as per the Ford TSB's. Last night I cleaned up the vanes and center/turbine sections, installed a new unison ring assembled it an left it on my bench with the exhaust side down. This morning, after reading an updated Ford procedure about applying a thin film of anti-sieze to the unison ring, center section and turbine side I decided to pull the turbo apart again. When I separated the turbo sections (the exhaust side was still down and the compressor side was removed) I noticed oil on the back side of the exhaust turbine and oil in the cutout for the unison accuator pin assy. There was no oil on the bench or exhaust turbine fins, no oil on the unison ring and no oil on the vanes, it was as if you had put the compressor side of the turbo down and squirted oil behind the exhaust turbine and in the cutout for the acuator pin assy. It was not a drop or 2 of oil more like 10-20 drops. I removed the threaded plug above the VGT accuator and there was some oil in there and on the tip of the VGT accuator, dont know if this is normal. On initial startup after repair and during a 30 mile test drive there was no oil smoke. There is a sheen of oil where the accuator pin shaft enters the turbine housing but no drips. Where did the oil come from and do I have a problem? Is there supposed to be oil at the tip of the VGT accuator? I did move the unison ring accuator lever back and forth with the VGT solenoid installed when I had the turbo apart, did I break something? Possible the VGT solenoid or the piston seals? There was no evidence of oil on the exhaust side or the VGT accuator area when I disassembled the turbo. I also notice a slight (longer)turbo lag at WOT from a stop, was it a mistake to use the Ford anti-sieze on the unison ring, compressor housing sliding surface and on the area under the vanes as described in the Ford procedure? THe turbo is still hitting normal boost for my driving, about 10 psi at 2000rpm, 20 psi at 3000 rpm and 28 psi accelerating up an 8% grade-as per the boost gauge on the dash. Using a Snap On scanner doing the boost test at 1200 rpm I cannot get the required EBP,MGP numbers but it may be a scanner problem. This is the first turbo I have reconditioned, maybe I should have just replaced it? Thanks for the help, Pete

We sell the '1 Shot' bottles for $4.50 ea, discount if they buy a case. The larger bottles do not move, the people like the small bottles. It works out to a little over 2X as much as the Motorcraft stuff. My bad on the water terminology, DE-emmulsifier, it makes the water droplets bigger.

The Motorcraft product is 1/3 the cost of Stanadyne Preformance Formula but the Stanadyne product has a cleaner and water emmulsifier in it. I have been selling the Stanadyne product to our customers but the Ford Parts rep is pushing the Cetane/Performance Booster as the cure for the carbon/injector woes of the 6.0L's. Any input/recommendations would be appreciated.

This truck belongs to the shop owners father in law, he hauls a 13K pound travel trailer around. Already has over 100K miles on it. If I can confirm EGR cooler I will fix it, heads and we will send it to the dealer or the shop owner can do it, I cannot tie up that much time into 1 job.

Is there a Ford part number for the new STC replacement fitting at the HPOP that International is upfitting the VGT 365 engines with? (The fitting in the Articles section) My Ford supplier knows nothing of it.

THis is my first encounter with a diesel with combustion gas in the coolant, I work at an independant. I lifted the back of the truck and pressurized the cooling system but did not see any coolant when I pulled the EGR valve. Short of pulling the EGR cooler and pressure testing it how can I determine if it is the EGR cooler or head/headgasket problem? When you find CO in the cooling system is it usually an EGR cooler problem or a headgasket problem. This vehicle has never seen any modificatios other than an exhaust temp gauge and many have said that stock engines do not blow headgaskets. How do you decide which direction to go? Or do you have another diagnostic routine that does not rely on block check fluid to find combustion leaks into the cooling system/coolant usage problems. I should add that I have no cold start misfires or idle misfires like I would expect with a blown head gskt.

05 6.0L with no mods but it does pull a 10K trailer. Noticed it was using a little coolant, about a pint a day-never overhated so I pressure checked it, held at 16 PSI for hours. Started it up an noticed a little puff of white smoke so I block checked it-it failed in 3 pumps, CO in the cooling system. Didn't notice any soot in the recovery bottle. Question is, in your experience on these motors will a bad (leaking) EGR cooler show up with a a block check or just head gaskets? I checked it after letting the truck warm up from a cold start, runnig at 1200 RPM.

What is a chra? I have decided to have the work done under warranty, if there is an internal problem with the turbo (unison ring etc) and it has to be replaced then all of my work will be for not since I work at an independant shop.

Exhaust temp is usually 1000-1150 when the MIL or pending code P0299 sets. If I keep T/H on and the RPM around 2200 RPM the exhaust temps stay around 800-900 and no problems. You all have convinced me to check the turbo. Don't know if I will do it myself or have it done under warranty-I hate 'learning' on my own vehicles. Either way the repair won't happen until the end of May, I'll report back with the results. Thanks for the help everyone.

One of my freeze frzme captures showed the engine was at idle when the code set but I was exiting the freeway when the MIL came on. Can't remember if a FF snapshot is taken at the end of the event or the beginning of the event. If the snapshot is taken at the beginning of the event I can rule out a sticking turbo. The last time the code set there was a slight delay in the build up of boost but I was lightly rolling the throttle on after coasting going down a slight grade and climbing another, I attributed it to turbo lag. I never have a problem making boost under load, if the turbo were sticking would it not also stick in a position that would effect boost (either too little or too much) above 1600-1800 rpm? This code always sets at low rpm. I'll try an EBP sensor first, a quick and cheap 'first shot' for shotgun diagnosis.

Completely stock, no mods.

Trying to diagnose an intermittent P0299 on my own vehicle, cannot tie the truck up at the dealer at this time. The truck is an 05 F350 (04/05 build) and the code usually will only set when pulling my 9000 lb trailer. I do not have an IDS to do all the KA tests but the freeze frame captures on my scanners show that the problem usually occurs at 55 mph, 1600 rpm, 40-50% throttle and 70-80% load, usually cruising or lightly accelerating in high gear. I have pulled the EGR and it was clean, only a slight amount of soot. Driving with the scanner in snap shot mode yield no info because it did not act up today. Any 'best guesses' from those of you who are working on these engines every day? I don't suspect the turbo at this time because one FF capture showed the code set at idle. Seeing any pattern failures? Thanks for the help.

Rotunda recommends the Panasonic Toughbook or the Dell Latitude 630. Like the build of the Toughbook but it is about $3400, thinking of getting the Dell or ?. Any recommendations?

The Solus has limited Ford diesel capability. Just upgraded to the Solus Pro with the latest software last Monday but have yet to try it on a Ford diesel. We are going to buy an IDS before the end of the year and we have a Mastertech with OE software for GM, Toyota, Honda Lexus.

FOMOCO troubleshooter and trainer.

Working at an independent I jump at the chance for diesel training, especially when it is given by the local Ford troubleshooter and ‘diesel expert’. I was quite disappointed with the information given, didn’t seem to know his product very well or else he is not a good tech. Reason for the post is I need some help from those of you on the front line to help separate fact from fiction regarding the regeneration process on the 6.4L He related a story of a customer who used B99. It caused the PCM to command regeneration of the particulate filter so many times in 1000 miles that the crankcase filled up with fuel, raising the level so the ‘PCV’ system sucked oil into the cylinders, hydrolocking the engine and bending 5 rods. I understand that the regeneration process could allow some raw fuel to bypass the rings, especially on a new engine, and dilute the oil but this story seems a little far fetched. Assuming the customer didn’t notice a smoke screen behind his truck and possibly a vibration from the crank and rods moving through the oil wouldn’t the engine ‘runaway’ before hydrolocking due to the unmetered fuel/oil mixture entering the cylinders? Is the ‘bullshit meter’ pegged on this story or could it happen? Thanks for your time, Pete

As long as you feel the tube before the road test.

If you disconnect the plug wire on one of the low output cylinders does the rpm pick up slightly? I had a 4.0 with sunken exhaust seats that had low output at idle and the rpm picked up slightly when I disabled one of the offening cylinders. 40% leakdown is probably the cause of the rough idle, are you sure it is past the rings? I have seen rings stuck in the lands when people use 10/40 oil.

Anyone seen problems with the fuel pump inertia switch tripping while cornering? Vehicle has been towed to the dealer a few times, new fuel pump, relay etc. Customer said last time it died (while cornering on smooth pavement) tow driver reset inertia switch and sent him on his way. I don't have access to SSM's or Oasis and Alldata is about 2 months behind on updating TSB's. I am going to replace the inertia switch but if you are seeing problems at the dealerships that would increase my (and the customer's) confidence that the problem is repaired. Thanks for the help. Pete

Thanks for the replies, been tied up on a bed plate reseal on a Cadillac Northstar motor, (180K mile motor, what was the service writer thinking?), not a bad job I presume compaired to a 6.0L. I'm going to install the PCM next week and will report the results. eastendpowerstroke, in CA all vehicles up to 14K pounds are OBD 2. Another indicator that there is a problem is that the PCM will not retain a continuous memory code when the key is cycled off then on again.

I'm working on a 1996 F250, 5.8L that looses KAM. The customer is trying to smog the truck and it fails because it has more than 2 monitors that have not run. I did the drive cycle and got all of the monitors to run but as soon as I shut the key of and restarted the truck the scanner indicated that 4 of the monitors needed to run. I then did a KOER test with the DPFE disconnected to set a KOER and continuous memory code for the DPFE. I shut the truck off and restarted it, then checked to see if the DPFE code was still in continuous memory, it was not. I checked voltage to the KAM terminal and the 7 ground circuits from the PCM, cleaned the grounds for the PCM on the body and cleaned the battery terminals. Then with the breakout box installed but the PCM disconnected I used a headlight powered off of the KAM terminal (#55?) to test each of the 7 ground wires at the PCM, all were good. I believe the PCM is bad but I have never seen this type of problem, has anyone out there experienced this problem? Did the PCM fix it? Thanks for your time, Pete

In my shop I am seeing Jeep V8 and a few Ford 4.0L with cylinder head cracks that are causing intermittent cold start misses. Block checks usually come up negative but pressure testing them overnight usually shows coolant on the plug. I'll try using the leakdown checker on a cold engine, it might speed up the diagnostic process, though on my problem vehicles only cooling system pressure is present prior to the problem occuring (because the engine is off and has to sit overnight or cool to ambient temp), maybe it was intermittent because the offending cylinder is on the compression stroke. No explainaton for why the leak shows up at 16 psi but not at compression/combustion pressure other than the leak is temperature sensitive.

A few suggestions. Check the inside of the boot for a carbon track. Current ramp the 3/4 coil, I have had weird misses that I traced back to a shorted coil-may be intermittent. Is the injector firing when the miss occurs, bad injector driver? Put dye in the coolant, run the engine for a while to circulate it then put the radiator pressure tester on it and pressurize it overnight. In the am pull the plug and look for dye in the cylinder, then reinstall the plug and crank it over with a remote starter (do not allow it to start) then pull the plug and look for dye on the plug-I have found cracked heads on 4.0L that will not show up with a block check.