Keith Browning

Thank you for sharing your recent visit from the fuck-up-fairy Brad. Your story and your pictures will leave an impression in my mind. I have a habit of tossing EVERYTHING into a box during disassembly because, well, I have worked on ford products long enough to know what goes where. BUT! something as seemingly innocuous as an idler pulley can turn out to be quite the opposite as we see here.

And they say Americans are needy!

I was going to but then my brain told me that I already knew about this and *thought* I had made a post about it. I guess not. My FSE had sent me an email about this quite a few months back. Supposedly this tool works just fine. I wish the IDS function did. I still say the trucks should have some kind of on-board manual regen function and switch.

1- Key On Engine Off - KOEO Check - Test 0.1 2- Key On Engine Running - KOER Check - Test 0.1 3- Diesel Engine Performance - Diagnostic Pin Point Test 0.3 4- Cooling System Pressure Test (8005) - Diagnosis 0.4 5- Thermostat-Cooling System - Diagnosis 0.4 6- Scan Tool Test - Data List Monitoring - Test 0.1 7- Fan Drive Clutch (8A616) - Replace 1.2 Depending on your diagnostic approach you could claim some combination of the above or in an extreme case all of them plus any additional testing as required... but that would be for some weird problem which I am sure you are not involved with since you already know it's the Viscous clutch. I would use 1,2,3,6 & 7 for a straight up fan failure which comes to 1.8 factory time and add 30% or 40% (depending on vehicle age and condition) for customer pay which comes to 2.3 to 2.5 hours.

Thank you for sharing Clint. The pics always help too. A quick glance at one of these CAC tubes and you could miss the seal if you aren't looking. I am guessing there is no such thing as a replacement o-ring? Seems a waste to have to replace the entire tube for a missing seal... kinda like the hose clips on the 6.4L.

E-Series or F-Series?

Does anyone know if Ford publishes service manuals in spanish and where can the general public get them?

But make no mistake, the fact that you have up to 19 quarts in the crankcase is BECAUSE it is diluted with fuel. Bruce's statement is indeed correct and there are things you should be doing and advising your customers to do... and not do. [*]Reduce oil change intervals to 5000 miles [*]Reduce idling time to 5 minutes or less. Some states even have a 3 minute law. [*]When changing the oil, set the level to the lower end of the cross-hatched mark. But my advice differs from here as I have been bitten in the ass by this engine several times now. 19 quarts is approaching a level on the crankcase where the amount of oil in the crankcase vapors increases. This leads to oil in the charge air cooler and the lower CAC tube... eventually it begins wicking into the intake and we know all too well what begins to happen at that point. I would also take a good look at your injector fuel trims. Anything more than +10 or -10 indicates a concern that you need to indentify and correct. These fuel trim adjustments are great for compensating for variances in the parts that go into these engines. The fuel trims also do an excellent job of compensating to injector problems and developing mechanical problems like washed cylinder walls from over fueling and burned pistons. If the fuel trims are okay then heed the earlier advice but keep an eye on the level. I am telling you, these engines are EVIL! Yeah, I am paranoid about this and with good reason.

I was more concerned with the fact that if you limit a vehicles speed, you are possibly limiting it's ability to avoid, maneuver, overtake or accelerate away from an incident as necessary and in some cases simply get the hell out of the way. Of course this is dependant on how tightly you want to limit the operator.

I would think the best (and probably the only) way to speed limit an electronically controlled diesel vehicle would be through the engine calibration. Probably the best solution would be to contact Ford Motor company first. I recall discussing this here in the past. I also suggest a little brainstorming on the actual practicality, safety and possible liability of limiting a vehicle's top speed as I am sure there are situations where doing so could have negative affects. There are fleet monitoring systems that will record a variety of vehicle data (including speed alarms) that could be valuable in managing maintenance on a fleet as well as keeping an eye on the operators. See the Diesel Mentor directory Electroincs category - there are several companies that offer this.

I made the post because I thought it was unusual the KOER self test would not complete. This was due to the fact that the MAF is required to perform air management checks. I have simply never seen this test kick out on a 6.0L... as Jim stated just because you aint seen it dont mean it aint possible. At least I was able to figure it out quickly and move on. As far as symptoms go I cant say what affect the filthy MAF had on this engine. I was running the test post-repair. The truck was towed in not running. It had a rusted fuel tank, inoperative fuel pump, two injectors leaking combustion and a cracked cold side CAC tube. 8 injectors, a fuel pump and a CAC tube the engine is running again. Since the tanks are not available from Ford until August this is the truck we are having the tank relined which will take a week to get back. (hey it's better than three months) For the Moment I have fabricated fuel lines from fittings cut off of the old pump with fuel line attached and submersed in a 5-gallon fuel can which is bungee corded to the frame. If I could have driven the truck I would guess the symptoms would be hesitation, lack of power and maybe a surge as the PCM tries to figure out what is going on with EGR flow and plays around with the EGR valve and the VGT.

No P0113. No K&N either. This unit had a stock filter with a Little bit of crankcase vent oil and dirt on the sensor. Some is to be expected but this one had more than usual for some reason. It had a new filter in it - perhaps the covers went unlatched at one point.

Thought I would just mention this: Had a 2004 6.0L in the shop and I was performing a KOER self test and it did not complete, spitting out a P1102. I looked at the signal and the MAF signal was really fuzzy. I removed the MAF sensor and cleaned it with CRC MAF sensor cleaner and reinstalled it. Reran KOER and it completed... with no DTCs.

I dunno. You are talking to a guy that pushed a computer to 9 years of service that he relied on to do everything. BIG mistake. If I had updated my equipment years ago I would have save unknown hours in developing and maintaining this website for sure. I am now using software that blows my mind where as before I was using stuff that was stuck in 1st gear. As for Microsoft I am now using Winders 7 64-bit and older software has to catch up.

Don't blame the technology/computers Jim. Blame the webmasters and IT personnel for not keeping up with it and the natural evolution and progression of software. As a webmaster myself I am all too aware of such changes and how change affects my web sites and I have no official training. Granted, my stuff is nowhere near the scope of what Ford Motor Company has developed... but then again, I don't have dedicated teams of professionals working on my websites. It amazes me that after a year or more the FMC Dealer site has problems when IE8 is used and even if you use IE7 you MAY still have to make significant changes to your browser's security settings to make OASIS work for you.

I wanted to say I had one but as I thought about it I recalled the issue was with the relay itself. If we take a look at the schematic in the back of the Coffee Table Book the 10A fuse powers both sides of the ECM relay, PCM, IDM and the EGR controller. If an inspection of the harness and circuit pinpoint tests don't reveal anything those are the items to focus on. I don't know what chassis UPS uses for this engine so I don't know what schematic you have available to you... hence the use of the Coffee Table Book. Perhaps someone else has seen this...

Yet FMC Dealer won't function proprly in IE8 or have they finally fixed that too?

I didn't think this was gonna be an easy adjustment.

According to Ford Motor Company the answer is no... but we are wiser and have more confidence in our abilities. Read THIS topic.

Bad batteries, poor grounds...

It's not just you Mike. The last one I had apart fought me on 3 bolts and one turbo shield bolt snapped off in the housing.

Rob I am assuming that the lights come on after the engine stalls or bucks as with a PCM reset which is like turning the ignition off then back on. If this is the case then the lights should illuminate as if they are proving out. Bruce's suggestion is valid and a faulty GPCM can cause a PCM reset as well. The GPCM, like ALL of the engine actuators including use the same VPWR circuit and a short in this circuit will pull the voltage down and momentarily shut off the PCM. Look at the wiring schematic for the GPCM and follow VPWR circuit all the way back to the PCM relay taking note of all the actuators it is connected to.

A 2004 cutting out randomly? PCM reset? I would start poking around at the fuel injection harness - literally. Looky Here I still have some thick wooden dowels I use to push on the harness. The early 2004 engines had issues with the FICM harness and I am guessing you missed the recall and the fun. I imagine there are still a few trucks running around with the funky harness in them... I haven't seen one in quite a while now.