Keith Browning

They did mention the exhaust valve problem but you caught onto the less than professional discussion... It is hard to fly like an eagle when you are walking with talking like turkeys.

Somebody posted a video of a broken up 6.7L On the Diesel Stop.

Those relays tend to be the most common problem with that system here in the land of salt and plenty. I regularly find them hanging upside down below the fender well because they were unsecured to make room for other shit by the customer/plow installer/lighting installer. The upside down relays re then exposed to water... salt water... where they fill up and corrode.

I know we discussed this somewhere... did we figure out how the PCM determined the oil is overfull? I recall that EGT was the tell-tale parameter and it could detect as little as two quarts over full, anyone? I'll keep searching.

THANK YOU !!!

Good information!

Here is a screenshot of a funky ICP signal that was causing a surge at all RPM ranges as I recall.

Today is my 25th anniversary with the Warnock Automotive Group. I need to sit down and think about this. I am feeling all kinds of different things right now... It's funny that there was a build-up to this and it ended up creeping up on me. A co-worker reminded me yesterday of the anniversary which I had completely forgotten about. To begin with, my entire career to this point has been with this company. It's more than the job. I have made many friends there both co-workers and customers whom I am still in touch with. I met my wife there and I now have a home and a beautiful family. There have been many high points and many low point as well. The last three or four years have severely tested me in several ways, so much so that I am surprised that I have made it to this point with this company. Still, I persevere. Now I am facing the sale of the company and the uncertainty that brings. On one hand I am mourning the end of entity that has been my life for the last 25 years. I am very nervous as to where I will be and what I will be doing in the future. I am financially on the edge of holding everything together like so many people are now. On the other hand I have decided to stay put and see how this all shakes down. So the company has been sold. The deal is close to being closed and there are all questions and no official answers as to who the new owners are and what the future holds for us. We have a lot of rumored information that various employees have gathered from the outside so we do in fact know the "who" and "what" to some extent. The (un-official) new owner is the Beyer Brothers Corp. which has been in business for nearly 100 years as a medium and heavy truck dealer group with an excellent reputation. Bringing Ford into their lineup looks like a smart move. Our Ford and Fleet operation will undoubtedly be in good hands. I am keeping my fingers crossed. The potential for growth and opportunity looks very good. This was supposed to be about my 25th anniversary. 25 is a career. It's a huge milestone. Some people would change careers at this point or long before. Some people would change employers and a lot of techs do... some yearly. I have options, my FSE tells me I could go anywhere and land a job. I have a couple of offers standing - both not very attractive. I have a short list of dealers I would like to apply to if I was forced to do such a thing. I have no desire to make any move yet I feel trapped by my career, my finances and the uncertainty of the future. All I can do is hold on at the moment. I always thought this milestone would be a much happier one... I apologize for bothering you guys with this but I needed to write it out in hopes to start sorting it out. If you made it this far, I sincerely thank you for listening.

Thanx for the tip Jim! I think I have done this but with the new motor I was about to install instead of bolting it in I would "try it before I buy it." Now, I can't remember the last time we installed a shift motor so a known good switch plate is extinct in these parts.

Well, the Orange specialty coolant and the green/Gold coolants are not compatible and mixing them causes the anti-corrosion additives to quickly become ineffective. I guess it's not s stretch to see heavy rust from this. I can't explain the truck I am working on.

Another thought, while the signal voltage seems hashy it is very consistent and even. A wiring/electrical issue would show errand spikes and typically of varying voltages as well. We have discussed and seen ICP signals where a hydraulic concern existed with a 2003 style pump and the result was a consistent and distinct pattern. I think that you may be looking at the wrong thing at this point. After looking at the first screen shot of a cold start I don't see any indication of a drain back or ICP problem Pressure builds immediately and the engine fires. You stated this thing runs crummy after a cold start, especially off idle. I am thinking injectors or IDM personally. If you have no IDM or injector circuit codes and your IDM FICM_MPWR PID is above 45 volts you may have internal injector damage causing your performance issues... whether it be stiction or scuffing. I also think a standpipe check valve issue would be more prominent with a HOT engine, no? That would also be rare in my opinion... as a matter of fact, I have never come across that or heard of it, but that doesn't mean anything. Just out of curiosity, check the LOAD PID at idle at full operating temperature.

That second image is indicative of a refresh rate/communication problem with your IDS. Used to get a lot of data logger displays with those skips when my IDS computer hasn't had the operating system reinstalled for a long time. It seems like after updating my IDS software 3 or 4 times shit stops working well. I get a lot of Testman errors, skips in data logger like in your screen shot, delays in bi-directional controls ( raising RPMS or controlling the VGT or EGR valve has a delay between my commands and actual output action). I have resided to the fact that once a year I take my dedicated IDS laptop home, wipe the hard drive clean and reinstall the OS and IDS. Everything is beautiful again afterward. I also swear that there have been IDS or VCM software updates that have had problems and fucked up my laptop. For instance after IDS Ver 70 my wireless VCM became worthless and there have been no updates from Teredine in a while... I recently replaced my laptop battery so wireless is not as big of a deal as it once was. In other words, I don't think your ICP signal looks all that unusual other than those skips which I don't think is the truck doing that.

And it pays to remember that you have to bolt the oil filter adapter/cover back on BEFORE you bolt down the oil cooler to the block.

Got the cooler out with the intake manifold in place. This is good because I HATE messing with all them. The only thing is I had to remove the oil filter adapter/cover off of the housing but it popped right up after that. The problem for me was the oil fitting which is in the adapter cover. I also needed to remove the Power Steering pump to access the front oil cooler bolts. No biggie because I had to take the fan out anyway to replace the front crank seal and I wanted to remove the water pump to inspect it and the front cover. No problems with either. I inspected the oil cooler and found no sludge like you might with a 6.0L cooler but I did find a lot of rust particles in the bottom of it. The consistency of granules, dark brown almost flakes... like you might find in one of Fords rusty fuel tanks!

Well using a higher level code seems to improve things. I see what they are trying to do but man! There are too many codes. Maye in time it will work better and we will get used to it. Maybe we will come to like it.

AHH! I asked the very same question, and as a matter of fact, the main reason I contacted the Hot-Line. My customer is paying for the flush. Ford pays for the coolant.

Hot-Line told me to put a pump in the one in the bay right now. Thank you for the heads up though. I have to put a front crank seal in this one so pulling the pump is a no brainer. Has anyone tried a coolant flush to service this code???

Yeah I don't know why I was thinking that... about the IPR. But I was shocked to find NOTHING as far as detailed info on the pump. I guess there is no need for it like the 7.3L pumps. Thanx for th info... got any cutaways on this?

Okay, so I wanted to answer a question at the monkey house and then I had a major brain fart. I don't remember where the relief valve for the hight pressure system of a 6.0L is. I remember something about it being built into the IPR? Or is it in the pump? I cant find any detailed information on either part.

It's in the Resources page here under "Inside DTS"

Today I really used it a lot. It returned nothing most of the time. You are better off running the VIN and selecting the TSB/SSM tab in your vehicle session.

Holy shit, what a fuckin nightmare. Just sayin.

Dave, as a general rule if I don't have access to non-OEM labor pubs I use (warranty time +30%) If you are performing something like a TSB under customer pay don't forget to include applicable diagnostic time that the factory screws us out of.

After reading the PCED and OBD Theory and Operation publications I am still left with the question as to the DEF system "works." Not the nuts and bolts but rather the strategy or calibration: when and how much DEF is used. Is it constantly injected at a fine rate and increased under load or injected at times where high NoX levels are present? One would think it's not constant and definitely load dependent when higher combustion temperatures are present. How does SCR work with EGR? Anyone with some knowledge on this or knows where to find it please post!