ErickBaker

I had one last week where the customer was complaining of intermittant hard starts. I went out with the customer and fired it up. I started right up that time but the oil psi gauge had a few second delay. I asked him and sure enough he had just put a WIX in it. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif The problem however was an intermittantly biased ICP.

Thanks. Called hotline this morning looking for some words of wisdom. After checking all the basics.(Manual compression, injector flow, coil output, fuel psi, etc.) They told me to try copper plugs instead of the platinum. That doesn't cut it with me so I put the coolant pressure tester on it and am currently letting it sit. I did notice that the plug in cylinder four had kind of an amber tint to it while the other plugs were all clean and white. I think the coil out put is ok because I put a gap of about a half an inch on my spark tester and it still fired every time. One thing I neglected to mention is that when it first came in I put my combustion gas tester on it and it turned up negative. /forums/images/%%GRAEMLIN_URL%%/shrug.gif I'll see if it's leaked down in the morning. Thanks again.

Now that you mention it I did notice some very light carbon tracking on the plug. I'll have to check it out better Monday. Saturdays don't lend themselves to very involved diagnostics. I'll let you know what I find and thanks for the help. /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

It misses terribly. When it came in this Saturday I pulled the powerbalance up and cylinder 4 is a dead miss. Not like a normal ignition miss though in the way that it's not load dependent. It's just a dead miss and it goes away when I replace the spark plug.( at least for a few thousand miles)

Sorry I neglected to mention that is is the 4.0L.

We have a 2000 Ranger that has been in the shop about five times for a misfire on cylinder number 4. One of our gravy techs did a tune up on it the first time and has put a plug in it the other four times. After the plug is changed the truck will make it about 4,000 to 6,000 miles before it comes back missing. The plug looks good (i.e. no oil fouling, porcelain not cracked). I was wondering if you guys have seen anything like this before. I'm guessing something like headgaskets with a small leak killing it over time? /forums/images/%%GRAEMLIN_URL%%/shrug.gif Kind of grasping at straws. The only thing abnormal on that cylinder is relative compression is down about 4%. Thanks in advance.

Good info. Only thing that I saw that bugged me was it sounded like we're keeping that stupid fan shroud, or at least something like it. I don't know why but that thing really irritates me.

I just signed up for my diesel ASE's and was wondering if anyone here has taken them. What study guides did you guys use or what information did you brush up on? I passed the gas ASE's with a few questions to spare but with no medium truck experience I don't know what to expect. I signed up for all three three diesel ASE's required by Ford. So I would be greatful for any help you guys could offer. /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

Customer said he didn't have anything like that on his key ring. Hotline clued me into the speedpass tip a few months ago. Customer picked up vehicle so we'll see in a few weeks if the truck comes back.

No remote start and tranciever on column checked out ok /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

I have a 2006 F150 that came in on the hook due to a no start. The only code in the PCM was a P1601-PATS recieved an unprogrammed key. The pinpoint test was vague at best and turned up no problems. I programmed the two keys the customer brought with the truck and now the truck starts fine. Customer states vehicle usually needs 2-3 attempts to start in the morning and the anti-theft light flashes when the truck doesn't want to start. I also made sure there were no metallic objects or other PATS keys on his key ring. Hotline's only advice was to place the PCM in the freezer for a few hours to see if there was a fault internally that was brought out by the cold. No luck there. Anyone have any ideas of what else I should check or why the truck would forget it's PATS keys? Thanks in advance.

I just recieved a .pdf file that our FSE e-mailed to us. It looks like a list of improvements to the 6.4L and was made by the Technician Review Panel. Has anyone else seen this file?

Manifold Gauge Pressure, or boost.

About how long does it take to push all the air out of the rails? And thanks in advance for the help.

Early on in my diesel experience I tried the air test a few times from the instruction of hotline. I never got any results from the test, for this reason I just got used to pulling the valve covers for any ICP related no-start. /forums/images/%%GRAEMLIN_URL%%/mad.gif Hotline told me I should hear a good amount of airflow, I heard none. How much air pressure do you guys use? Our shop is regulated to 130 psi I believe. How closely do you have to listen to hear the air leak, or how loud is sound of rushing air? I have gotten used to not using this test due to poor results. Maybe with your help I can get the desired results. /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

On the late builds you have a couple of fittings that screw into the top of the standpipes and one has a place for the ICP to screw into. I've seen many more late builds with high pressure oil leaks than early builds.

I bought a topside creeper from Matco. It works great /forums/images/%%GRAEMLIN_URL%%/thumbup.gif . Some of the larger techs say they don't feel as comfortably balanced on it. I'm only about 145 so it doesn't bother me. But it does make my job much easier. My tool man even let me try it before I bought it.

I went to Autozone and bought a set of nutdriver adapter that i can use with my 1/4 inch drive wratchet. That makes the passenger side back two bolts a breeze.

I dead headed the pump and it didn't make much more pressure. I've got it torn down, I'm just waiting for a chance to put it back together. Thanks for the help.

We can only hope. Maybe we'll begin seeing an awesome new product line that will turn the company around. I'm not sure but I think I remember reading somewhere that the new CEO was the guy that turned around Boeing.

Good information. Why doesn't Ford put out clear information like this? And is the MaxxForce 7 going to be the same as our new 6.4L?

I have a late build 2003 or early build 2004 with a no start. While cranking ICP is bouncing between 200-500 psi. I've never had a no start with icp pressure this high or this much variation. I've already tried a known good IPR and ICP sensor. My gut feeling is that it's not going to be something normal. I was just wondering if any of you guys have seen this before I start pulling the valve covers to block off the rails.

I was finishing mine up this morning. All I had left was putting the grill and headlights in. Decided to fill it with coolant and p/s fluid and run it when I noticed coolant running out the bottom of the radiator. /forums/images/%%GRAEMLIN_URL%%/banghead.gif Well I guess we know why it run hot now. I guess thats just par for the course with these damn trucks. I guess I'll go pull the engine out of the F-250 in the yard that needs a bed plate. /forums/images/%%GRAEMLIN_URL%%/shrug.gif

I'm currently in the process of doing my first 6.0L in a van. It's really not that bad, mine is a cutaway so I couldn't lift the cab. I had to take the line engine apart before I could put it in though. The worst part of the job is my advisor won't leave me alone long enough to finish it and the diesels and transmissions are stacking up. Mine was severly overheated as well with only 16K on it.

I've got a 7.3L that just had the high pressure pump gasket replaced at a local indy. Now it won't start due to low ICP. I can take the ICP sensor out and I get flow out of the rail. I was really wondering if there was anything this guy may have done wrong to cause this or is it just a coincidence? Thanks in advance.