Keith Browning

Glow plugs & poor fitting connectors

Thank You Mike.

FU8A-1130-AA

Correct... sort of. They came from a Sport Van that had some stupid looking custom wheels on it.

I would disconnect (in any order) the IDM, glow plug control module (California Emissions) and the alternator and see what happens...

Ahh!

I have a set of four new Econoline wheel covers in a single package that fit 16"X7" steel wheels but I don't recall the exact application and I need details. The engineering number on the label is F8UA-1A115-AA but for come reason my parts department cant cross it over. Maybe I wrote the number down incorrectly but I did double check it. Any help appreciated. Cost, list price and application is what I am ultimately after here.

First, it is not a moot point at all. THE TANKS SHOULD NOT RUST. Period. Second, water is probably the most common fuel contaminant due to condensation that forms on the walls of the tanks - a natural and common condition. This is something we should all be aware of. Aside from that Jim, yes, there are a number of ways water can find it's way into the tank whether it is pumped in with the fuel or leaked in through poorly installed custom filler necks, broken/missing parts or snow packing on top of the tank vent. Finger pointing? Well okay we can do that too. The steel tanks are not made from galvanized steel and rely on a coating to protect them. Ford has stated that unapproved fuels and additives cause the lining to de-laminate. The majority of customers with fuel tank issues reportedly do not use anything but straight #2 diesel fuel and rarely or never use additives other than anti-gel winterizing additives. In most instances I believe them. However these are things that the manufacturer should expect or anticipate are going to be put into the fuel tanks and likewise should engineer and produce them accordingly. My observation is that most, if not ALL of the rusted tanks that have come through my dealership had NO WATER in the bottom of the tank, no reports of the WIF coming on and were not, I repeat NOT DE-LAMINATED. The pattern failure here is rust that forms on the top of the tanks and along the vertical edges particularly near the seams and edges of the stamped ridges where the coating is likely to be applied thinner. In almost every one of these tanks the bottom surfaces are in perfect condition. This points directly to the quality of and the application of the lining. Yes sir, I have seen de-laminated tanks where every surface has large sheets of the lining removed exposing shiny steel with minor rust above the fuel line. Then and only then would I consider looking to the customer for an explanation or an approval to repair I hope that the five-month lack of tank supply is an indication that Ford is finally addressing this with a newly designed fuel tank. Plastic would indeed be a better choice as far as I am concerned. Ford used to say that the use of Biodiesel is causing this yet we now have trucks approved to use B20... that have the same tanks installed in them. Hmmmm.

Srealerships! I really hate when I do that. And I hate you too Jim!

Some weeks ago I was working on a 2001 F550 7.3L that had a bad PCM - no communication with the module. After the new PCM was installed and it got the 8 injectors it needed I road tested the truck. Near the end of my road test the engine started emitting heavy black smoke, the idle was high around 1200 RPM and the sucker had gobs of power. It had no DTC's! Knowing what I know, I suspected an ICP or IPR problem.... but then again, I did install 8 reman injectors. I unplugged the ICP and the engine settled down. I reconnected the ICP, checked some PID's and the ICP voltage was 0.24V KOEO. KOER the idle was high and erratic, LOAD = 0% and the IPR was in the 20% range if I recall correctly. I pulled the IPR to look at the seals, spun in a known good one - no change which I expected. I looked at the ICP sensor, spun in a known good one - no change. I was hoping for one of those "in-range" biased sensors. No luck. On goes the Break Out Box and I performed the circuit tests for the ICP sensor and the IPR - no problem found. Since I had the BOB hooked up I decided to strart looking at some voltages. Low and behold the ICP voltage at the BOB was 1.8V and the IDS was showing 0.85V at idle. I Service Installed the PCM and the problem was corrected. Just another tale thought I would share.

The direct clutch had a big air leak when I tested it but oddly enough the only clutch that was burnt was the reverse clutch. I checked the case where the output shaft goes, the shaft and the clutch assembly. I replaced the shell, the piston, the seals on the output shaft and the reverse clutch. It got a new valve body due to the goofiness of the condition and the resulting damage.

I can agree that changing your fuel filters when you are supposed to will basically render this a needless modification but what about or those owners of trucks with those defective aft-axle fuel tanks that rust on the inside? A fuel tank should never rust.

Stealerships!

Ditto. Speaking of those aft axle tanks... have they become available again? Has anything changed? We have been getting tanks relaminated since the new tanks became unavailable which is working out nicely to be honest. The company that does them now has exchange tanks so no waiting a week for them, they are half the price of a new tank and have triple the warranty of a new tank.

I know of at least two Senior Masters that cant fix a sandwich.

Me bets the EGR valve needs to be carted off the engine...

Oh yes that I am aware of. The condition described here, if I am not mistaken, is that the HPOP will draw fuel back through the return line should the primary filter in the HFCM become clogged. But they claim that when this happens contamination will somehow bypass the secondary filter as evidenced by debris found in the fuel cooler. If you look at the system fuel flow diagram on page 29 of the 6.4L CTB I don't see how this is possible. The HPFP would still be drawing fuel through the primary filter even is fuel was reverse flowing back through the return line. Also, the fuel cooler is in the return circuit of the engine fuel system therefore dirty fuel from the return line should still not reach the fuel cooler.

What new fuel filter parts?

From tfbglobal.com Is this really possible? I would think that with the microscope Ford has placed this engine and HPOP failures under something like this would have been found Quote: If the primary filter in the frame mounted HFCM becomes restricted, the high pressure fuel pump will draw un-filtered reverse flow through the fuel return line. The evidence is found in the fuel cooler (beyond the secondary filter) debris that could not have passed any other way. In many cases the inlet port of the frame mounted HFCM is contaminated with rust, galvanized flakes, water and aluminum oxide. Although this should not be detrimental to the function of the HFCM and primary filter, this is not the place to collect foreign material. Consider that there are never complaints of low power just prior to a catastrophic fuel system failure. During diagnosis of the fuel system failure, evidence of non-engine debris is found in the fuel cooler and in the secondary filter bowl, on the clean side! When the primary filter in the HFCM becomes restricted, or the secondary filter for that matter, the only reverse fuel flow protection for the fuel injection is the factory neoprene flapper at the end of the fuel return pipe in the tank. The flapper is promptly sucked inverted allowing un-filtered fuel into the injection system. No low power warning of a restricted fuel filter. Our Fuel Sentinel Kit includes all materials needed to protect your engine from fuel contaminants, in conjunction with the OEM filters. While our kit is complete, mounting hardware, hoses, clamps and documentation, installation requires skill beyond what most do it yourself persons have. The metal fuel lines must be cut using a high quality tubing cutter, and in the case of the fuel return line, the line should be removed using a disconnect tool. Our instructions provide complete information on methods and tools needed.

You guys know I take a lot of pictures. There are some jobs, like this one, where I will print the pictures and staple them up with the repair order. Take those old digital cameras to work. They do come in handy.

The coffee table books I have posted I this site are PDF documents and are freely distributed. You can download and keep a copy of any or all as I do for reference on my work PC. Since they are PDF documents you can open them in Acrobat Reader and print them... he entire booklet or any single page...

Engine performance is always a consideration when diagnosing transmission concerns. In instances like the ones you mention customers will usually say the trans is slipping or shifts hard. This van runs great however. Update: After pulling the pan and finding a gel mushroom on the magnet I decided to start digging and removed the main control, installed the test plate and performed the air leak check. Removed the trans and disassembled to find a burned clutch pack but no bad seals...

Training has been a sore subject for me. I am big supporter of training and certification and early in my career I spent a lot of effort into it and I am proud of what I have done both with training and with my career. But... Unfortunately the company I work for has a lackadaisical approach in that it only happens when it is needed... as in shop or technician competency. I have 24 years experience. I went to a technical school. I have been in the Ford program for 22 years. I have been on a wait list for several classes, one for well over a year. I am still not a Senior Master. I am losing my interest in training because of my company and Ford's wait lists not to mention falling wages. ASE's? BAH! I am ambivalent. That is what I think right now. ASE's are great, go get em if they matter to you. I don't think they should be required as PART of any manufacturers curriculum.

Glad to hear you found it and thank you for reporting back with your findings!

Fishing for opinions: A 2009 E350 with a 4R75E - The customer (2 employees from a local market) state that the transmission disengages at times while driving. Typically cruising down the highway and accelerating or climbing a hill. The RPM's climb and the van "loses power" or does not accelerate then catches. I have no DTC's and cannot verify the concern, probably because I have the (VDR and a pressure gauge attached) but after not finding anything the first time the van came in the customer returning tells me that there has to be something going on. A discussion with other techs in my shop suggests that it is possible to have a problem with the forward or direct clutch developing, likely a seal. I removed the pan and found a bit of clutch material on the magnet - more than I would expect to see for 11,000 miles. I have decided to pull the assembly and have a look. Anyone see this before?