Keith Browning

Than yu for posting your findings. ICP is almost always the cause of surging, high idle and stalling usually accompany. I have a 2000 F550 that I just put an entire a set of injectors in that ran fine until I road tested it. It now idles high and RPMs fluctuate. IPR is around 17% and ICP is varying at 400 to 500. I suspect someting failed diring the road test causing an oil leak... I think I torqued everything down and I think all of the o-rings went on correctly. Off with the valve covers when I can get to it.

Wasn't that some jack-off from Ford in that truck? I know what they were intending to show but how many short-dicked slack-jawed rednecks now think it is okay to abuse their bread and butter trucks at the Saturday night hayseed dance or set the dial on extreme smoke and run it down a track. Fucking parlor tricks. I hate them. This is right up there with all of those stupid Toyota truck commercials.

When will this ridiculous power war end? Seriously! What the fuck are people doing with a light duty truck that puts out 800 LB/FT of torque? This power "improvement" was suggested around the time the 2011 GM trucks were released, so it's not that new of a story but at least now it seems likely. In some of the public forums my thoughts are echoed by many who suggest that they would rather see improvements in fuel economy and reliability. But, as you might expect, there are those who welcome the increase however it will never be enough.

www.evanscooling.com I read up on this, it isn't new but I was wondering if anyone has had any experience with this product. Someone asked me if it was compatible with Power Stroke engines but I have no experience with it or have never heard good or bad from anywhere.

Another day came and went without malfunction... the customer took his truck. The Hot Line asked me to call them but since the truck is now gone and I have no time to scratch my ass I never made the call. Sorry guys. If the truck returns we will get busy with it.

Good luck to you! Remember you are always welcome here. Today is my 24th anniversary with my current employer/in the business, hired right out of High School.

Do you *think* there is any possibility that a software problem exists that would cause this? I still need to call the Hot-Line on this.

Worked how? As a quick fix o get the truck started or a permanent fix - which I cant see how disconnecting the ABS module would be any kind of a permanent fix for this logic lock.

You never know about welding. Usually the bodies are installed complete. I contacted the Hot-Line after I had finished my harness/connectors inspection and the vehicle has not acted up since but that isn't saying much. After all, the customer did drive the truck to the dealership, I drove it into my shop THEN it acted up. How long do you wait before you deem it fixed? We shall see. If it DOES act up, I will make the recommended checks...

Anyone coming across 2011 trucks with module networking issues? I have had two trucks in with strange problems, one diesel and one 6.2L. Several modules not on-line, error messages on the dash and this current one in my bay, a no crank condition with ABS, TBCM Advance track errors. The BCM/APIM modules are the gateway modules for this vehicle so I am not sure where to begin my attack. Additional info from the HotLine: The PCM/BCM have the internal resistors for the HS-CAN network. With the concern present verify the voltage on the HS-CAN network(pins 6 and 14 at the DLC). Should be 2.5v on each of the network circuits. With all modules connected and on-line the resistance at the DLC pins 6 and 14 should be 60 ohms(if the resistance is 120 ohms it would indicate the BCM/PCM is off line). For testing purposes with the concern present disconnect the TBC/ABS module and re-attempt starting the vehicle. The TBC/ABS should not effect the vehicle starting if the modules were off line, unless the modules were pulling the voltage down effecting the modules on HS-CAN communicating.

This epitomizes the the whole 6.0L debacle. <begin fucking rant> Yes the owner is a jerk-off but look at the catalyst. The 6.0L from the beginning was plagued by stubborn driveability issues, component problems and a long list of piss-poor patches that brought frustrated technicians a parade of recalls, reflashes and TSB's that changed more frequently than Jim changes underwear. We also know the vehicle owners play a role in the reliability and performance of these engines due to neglect, abuse and aftermarket engineering. Even though we have come a looooong way with this engine, the 6.0L scenario can best be summed up as a giant shit sandwich which I am forced to take a big fucking bite from every God damn day as Ford Motor Company does their best to save money by cutting corners on repairs and creating an atmosphere where technicians don't give a shit anymore. How many trucks have you repaired after some other technician had to throw a Ford branded band-aid at it, threw parts at it because he didn't know what he was doing or simply threw the parts in the garbage or his toolbox? I don't think that I am alone in that as a technician I sometimes feel EXACTLY like this jerk-off with the sign on his truck does. The one thing that keeps me from pulling my tool box over on myself and crushing my skull is the fact that I continuously roll trucks out the door running perfectly and have many customers that know how to care for their 6.0L trucks. I still have my pride. At least they cant take THAT away from me. <end fucking rant>

Yeah, really... I'm starting to wonder about some of you guys. Mind you I am taking notes however!

Humans are stupid. If we couldn't think with our dicks the species would have been doomed from the start.

{{{{LARRY}}}}

Are you guys changing the oil in these engines when you are replacing the egr coolers?

I have never cut a single shroud. This is surely because I didn't actually read the service manual... to remove a fucking shroud? There! I said it. I can hear it now... Jim cracking his knuckles as he leans over his keyboard.

As impressive as the complexity of this engine appears, it is equally un-nerving when you consider it is in an aircraft. I proclaim to know absolutely nothing about it and it's safety or reliability. I fear flying, have never flown and that pic is not helping the possibility of me ever flying!!! And as for shrink to fit, bite me.

Hey! I didn't do anything!!!

As far as I knew Cat is out of the on-highway engine business or will be after this year

Anyone else finding brittle and broken washer nozzles on 2008 and up Super Duty's? Just replaced my third set.

We discovered this and discussed it about a year ago when they first came out. Good idea where reliability is concerned but we considered that the design being the old style is not as efficient and therefore may not meet emissions testing. Sure, installing this cooler is better than an EGR delete from an emissions stand point...One if the guys behind this registered to join the DTS after I contacted him about the emissions aspect. He was declined with respect... I recall the fella from Banks I let in here and we know how that went.Oh, almost forgot, the original topic: 6.0L Aftermarket EGR Cooler

Most excellent referral Jeff - thank you!

Great idea but pictures, part numbers and info on where to buy the parts to make one would be awesome!!!

I am not sure if the tool is available from Ford anymore or if it actually ever was but there is a listing in the Diesel Mentor directory for http://www.dieseltools.net where the tool is available along with adapters for several makes and model engines.I got mine years ago from Intermotive Products but I don't see it anywhere ion their website any more. You could try calling them at 530-823-2332

How many do you want?