Keith Browning

I don't think I have that one Bruce.

TSB 07-8-9 is now attached to this topic. As for attachment problems please PM me with the details of what is happening when you encounter an issue. It is usually easy to fix.

Not sure if this qualifies more as a stupid human trick... I was a young pup back in 1988 when I first began working at the Ford dealer I am with now. We were in a smaller building just up the hill from where we are now, a much smaller and closer shop. I was performing a brake job on an LTD wagon and I had just cleaned the wheel bearings in the parts washer and proceeded to dry them off with compressed air. Yep. Pretty cool noise those bearings make when you spin them up with shop air! Wheeeeeeeeeeeeeeeeeeeeeeeeeet! Just as the bearing came apart I heard someone in the shop say to me "don't do that!" Even cooler is how when the bearing cage breaks all of the rollers disappear as if they vaporized. Cooler yet was the way that cage continued to spin around the fingers I had stuck the bearing on to dry it off... and sliced up both fingers. Moral of the story kids? If you want to make funny noises in the shop buy a kazoo. Don't spin roller bearings with compressed air!

I'll buy you both a drink if one of you attaches the TSB in this topic! ...errr that is if I see you at Ford school.

Considering some of the early failures we have seen related to injector problems I would tend to think Rich is correct. The last engine failure I had in my bay was the only 6.4L I replaced that hadn't "exploded" but rather it began misfiring due to low compression. If you recall my posts, one cylinder had the missing wrist pin retainer which gouged the cylinder but I remember there not being a lot of oil on the piston. The piston was not burnt. The other cylinder on that engine that had low compression was #8 (3 holes away) and it was beginning to burn yet still no oil observed on the piston. The fuel trim for both cylinders was pushing the high teens. In this case a mechanical failure and an injector failure were the root causes. But... Step into the not-too-Waybac machine and recall the very early build 6.0L engines that had the leaking injector body seals that diluted the engine oil and caused turbocharger failures and oil filled charge air coolers. A few of our first engine failures were caused by this and suffered burned pistons and there was oil found in the cylinders. Since we have also seen 6.4L engines with fuel diluted engine oil and overfilled crankcases... and charge air coolers I would think that similar failures do occur. With the different fuel injection systems in these two engines my thought is that the 6.4L is more prone to pistons melting from injector issues but if enough fuel ends up in the oil it can compound the problem. And though it was a 6.0L, I drained over 30 Quarts from one engine. My oil drain bucket can hold two diesel oil changes and it overflowed. I did not see it coming!

I remember my family starting out in tents, as a matter of fact I was a baby on my first trip. I vaguely recall an actual hiking/camping trip somewhere. We had backpacks, tents and ate freeze-dried food and such. We later moved up to a pop-up trailer and eventually a full-sized trailer. To me, whtever level you choose, it is still camping for the most part and you always seem to be in friendly camper company.

That makes sense. We need to remember that this truck is a test vehicle we are looking at. And now that you mention it, this truck does have a DPF (right?) by looking at it, though, that after treatment system looks familiar but it is quite different. If it has to regenerate there will be a need to diffuse heat at the tailpipe. I recall seeing Duramax tailpipes that look like trumpets with air inlet holes.

Robert, there are a lot of websites that will offer a lot of information on old trucks, you just need to find them. I am a member at the FTE website and have seen a lot of information on old Fords. In particular you might want to go through thier list of top Ford truck websites ---> http://www.ford-trucks.com/topsites/topsites.html which is actually an obsolete page but there is still a lot of information within those links!

Have a size issue Jim?

I went camping for 4 days. Someone asked if I brought my laptop. I didn't of course as it was family time. The campground had free wi-fi internet. Good thing I left my laptop at home.

That CAN'T be real! But it is funny!!!

Thank you Cetane for posting the link in another topic - I posted them here so they don't get lost. Good find.

Yes, it felt very good. I think I am suffering from a little hypertension lately and this was good for my nerves though my kids still get me wound up at times. Thank God for my wife.

You have trouble adding it because it is over the 2MB file size limit. I will add it to the Coffee Table Books page... give me a few minutes. I have pretty muck every "guide" and .PDF Ford has put out. I started a pretty good collection and Bruce came up with a lot of them including some older stuff. If there is anything you guys thing would be useful I can add some of these things to the on-line collection in the Coffee Table Book collection. Just request... Oh, the FICM guide is now posted!

I was away for the last 4 days - my wife and I took our first vacation since starting a family 8 years ago. Yes it was not a week or two but we finally got out doing things, hopefully this will mark the beginning of regular vacations and some travel. I have been slightly reserved since the girls were born. I know some of you live in more rugged territory or are more "real men" than some guys and may think this is nothing really... I actually was born into a family that started out tent camping and we moved up into travel trailers and bounced around the nation during the summer months for many years. Dad was a high school teacher and was free to spend summers traveling. So we were asked by some good friends to join them at Yogi Bear's Jellystone Park (a franchised camp ground) with locations peppered all over the eastern part of the states. The location we were at was in Woodridge New Yourk in the Catskills. We actually were part of a larger group of families all with children ranging from 1 to teens. It was a really nice trip. This was a good test for my girls who seemed to have a good time and are interested in more trips. We did not reserve in time to get a tent site so we ended up renting a 1 room cabin which was pretty cool. The Jellystone Parks are very accommodating - you can tent, park a RV from pop-ups to 45' coaches, rent a trailer already set up or rent a 1 or 2 room cabin or lodge. If any of you are in my position with small kids or want to try a trip with a group I highly recommend checking out campjellystone.com Oh, and we met Yogi and Boo Boo!

I have also noticed this and made a mental note of it.

This is the "fix" for the actuators that get weak and then stop working. Yes. it is the thermal limiter and - yes.

OOOOH! I'LL CHIME! I just did one in a bus and used the tips we discussed. There really is no way to easily do the CKP because it is routed behind the pulleys and tensioner - properly secured it clips onto the engine block - you will at the very least need to unbolt the A/C compressor and let it sit on the cross member to do the CKP take out. As Bruce stated here you can have an easier go at the CMP sensor by carefully removing the pins from the connector and tape them to the old harness cut the harness for the CMP sensor as close to the main loom near the fuel filter housing. When you disconnect the sensor just gently pull the old harness out and then put the connector back on the new harness. Pay close attention to the wire colors and pin numbers. I was trying to be careful and still reversed them. No big deal, at least on an Econoline there is room to work in that area. Good Luck!

You and I think alike an a few ways and I too believe that the thermal limiter was put there for a reason. I am not sure bypassing it will cause an actual fire but it will increase the possibility of damaging the motor rendering it useless. If it does reduce the risk of fire then all the better. Again there is a reason for it being there. If I remember the next time I replace an actuator I could perform this little "fix" and just wire it up to my test battery directly and leave it there and see it it melts!

TSB 08-13-5 supersedes TSB 06-17-12 only to update the part list. I don't recall the TSB ever "allowed" for the replacement of anything other than the compressor, accumulator/drier and the orifice tube which you are specifically directed to replace. My dealership does not have an A/C flusher and probably never will due to the cost of the machine and the fact that we simply don't see many A/C failures require the use of of one to justify the investment. When we come across one of these failures it has always included a pooched compressor because the owners either didn't realize there was a problem until the A/C completely quit. My manager calls for approval to perform a complete system replacement. Oh, I attached the TSB for ya Jim so ya can find it.

Usually the more PIDs the better so you have the information and you can weed out stuff as you eliminate them... but at least the parameters you mentioned, I would include the APP and all of the pressure sensors - pressure AND VOLTS, VGT_DC, EBP, EBP_DES, MGP, MAP, EGR_VP, EGR_DC, ICP, ICP_DES, IPR... You could take a screen shot and post it as a file attachment with your post OR you could save the IDS session and upload that file with your post like you would with the hot line... that way anyone with an IDS can download the session and open it in their IDS and look at EVERYTHING!

Several things: 1-Definitely correct any and all DTC's before beating your head on this. Faulty sensor inputs like APP, ICP and MAP can and will be the cause to an effect. Look at those sensor VOLTAGES much closer This is why many pinpoint tests start with clearing DTC's and performing a KOEO to address any DTC's that return. The APP is definately suspect. 2- I am still not convinced that IAT2 had ANY input that will cause a driveability issue. 3- In looking at the data you posted I assume this is from a recording made during a road test? I would love to see a screen shot of the playback. By looking at the data you posted I am most interested in the MGP reading which you show 23-29 PSI. When MGP (boost) reaches 26 PSI and is climbing the PCM will be looking to open up the turbo by decreasing VGT duty cycle to slow the turbo down. If that proves ineffective it will most noticeably OPEN THE EGR VALVE which bleeds off exhaust pressure and WILL slow the turbo thus limiting boost. I have seen this many many times and have recordings of it happening. It does cause a surge. 4- Aside from that, I have seen the following most commonly cause surging: erratic ICP signals, sticking turbochargers, worn turbocharger unison ring control lever slots and not so common anymore EBP signals - being a 2003 with the inferred EBP calibration the EBP is not an issue however you will need to be sure the VGT learn has completed and shows "YES" in data logger.

THere are a few threads on various forums but I think that this photo album and write up is by far the best over at the Ford Trucks Enthusiasts site... http://www.ford-trucks.com/forums/album.php?albumid=3215

I think that is the same dudes just a new web site but you have found an oil cooler bypass! I was looking for those.

You know how the older door lock actuators stop working after some time? I just caught onto a thread on the FTE website about disassembling the actuators, removing the motor and disassembling it to access the thermal limiter... which you would wrap with aluminum foil and reassemble. Power locks fixed. Clever. I thought about this once a few years ago but I never gave it a second thought. Apparently someone else did. To me it first seemed kinda cheesy but as I read on and looked at the pictures it looked better and better provided it was executed well. So far I cant find any problems with this repair other than guys that couldn't get the actuator back together right.