Keith Browning

I was thinking... Since we may be dealing with Cummins as the only engine option on F-650/750 engines in the near future maybe we need to start collecting this kind of information and add it to the coffee table collection?

I have one of these in my bay now, code 333, engine runs fine. I was able to verify that ICP is too low when higher ICP is desired. Using MD Truck I performed KOER with and monitored IPR, ICP-DES, ICP Pressure and Voltage. Sure enough, when ICP desired was at 2173-PSI and ICP actual was 1871-PSI. Code 333 is set when ICP measured is less than 362 PSI than desired for greater than 7 seconds. But wait, the difference is only 302! What? Hmmmm. I think I need to talk to the fellas at Ford. I did pull the Oil rail plugs and standpipes which showed the beginning signs of deterioration, but no where near enough to cause a pressure loss. Passes all other tests, fuel pressure steady stays over 40 PSI...

I was watching a coworker replace a water pump in an Edge. Any of you see that freak show of a set up? Holy FUCK! it is inside the timing cover driven by the timing chain. There is a weep passage that lets coolant that leaks past the seal drain from the side of the engine right behind the A/C compressor... looks like a head gasket leak if don't know what is going on. He had to drop the cradle and engine to replace it. And we think these diesels are fucked up? Yeeeeesh!

Maybe they were having server problems. I noticed some time ago that they were using Go Daddy. Go Daddy was one of the hosting companies I "tested" and they failed miserably so needless to say that is not who I decided to switch this site to. It has been a really long time since I have had the time or desire to log onto any other forum, including the Ford Message Boards. At one time I regularly visited about ten and perhaps that burnt me out. To be honest, I was never very comfortable over at the Onion Patch.

Appears to be working for me.

I am picking up a lot of buzz about a class action lawsuit that seems to have a lot of momentum concerning these rusting fuel tanks. I know of several owners including a fleet (20 trucks) that are getting on-board. Anyone hearing anything on this? I think it's about to hit the fan. What pisses people off the most is that Ford is simply denying any responsibility or admitting that their fuel tanks are are not as goos as they should be. Enter the new revised tank that I hear is galcvanized... adding fuel to the fire... so to speak.

I recall it being on backorder but my parts department seems to have two bottles every time I NEED IT now.

Yep. 2001 Excursion eh? Have you ever heard the term flat-rate reading?

Ahhh, no. My previous post would not apply as far as the turbo or EGR are concerned. I assumes this was a 6.0L - shame on me, you did not specify the year/model/engine - shame on you. I would still look at ICP & IPR... moving topic to 7.3...

I moved this topic to this forum because I don't think you have a tuner or aftermarket issue. For the 6.0L surging comes from two different sub systems and the symptoms and severity are different. The first and historically most common has to do with ICP, usually a bad ICP sensor or wiring related to the sensor (ICP sensor connectors are a common cause) - or something else causing a lack of control like IPR issues. If ICP values are erratic the engine will make adjustments to the IPR accordingly and since IPR control directly affects fuel delivery it causes engine surges. At idle these surges can be severe enough to cause the engine RPMs to raise, many times causing the vehicle to momentary accelerate. A second source of surging involves the VGT, the EGR valve and the EBP sensor on certain engines. A worn unison ring control slot, a sticking turbocharger or sticking EGR valve can all cause surging but here the surging is noticeable mostly while driving, acceleration and cruise. Basically, when the PCM does not see the desired back pressure it wants it starts to hunt by adjusting the turbo. I would suggest you start by looking at ICP and what the IPR are doing at idle when this happens. Do you know how to make recordings with IDS or the VDR if you have one?

Hey, I would appreciate it if you Canuckians would keep your arctic air up there with you! Man it has been cold here lately... well, maybe it's t-shirt weather for you guys but for me it's cold!

Yep. This is one of the classic STC scenarios. The o-rings can deteriorate and not fully fail causing intermittent pressure loss. Same with the fitting locking - they can come loose and flex also causing intermittent pressure losses. When hunting for suspected ICP leaks for intermittent concerns it is always advised to inspect all seals when possible. This for some reason is even more important with the LCF 4.5L engines. Usually, with a 6.0L if a STC fitting goes because the fitting failed to lock you can be fairly confident that a new fitting will be all that is necessary. However, any o-ring deterioration discovered means you really should inspect all of the seals in the system from the STC to the injectors, the manifold block off-s and PLUGS to the stand pipes. It is not uncommon to find more than one seal deteriorated.

Drool! I remember when my Snap-On dealer came in with that one. I still want one but just dont have any spare coin these days.

I Googled the number and landed on asiannet.com. Here is the page with the VCM http://www.asiannet.com/offerdetail/367876/367876.html I think it is funny how Jim in Canada gets solicitations from China for just about anything. Here in the states I get hammered with email solicitations from Canada for Viagra and such. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif Got to love the Internet, eh?

Fuel gelling will cause a lack of fuel pressure which the 6.4L does not tolerate. So, I doubt the engine would have run at all or not at all leaving little chance for fuel pressure related damage to occur. I am not aware of any known issues with this common rail system regarding pressure as I stated... perhaps someone else can add to this. I wouldn't worry about it at this point.

Quote: IMHO I really think the 6.0 is a good engine, they should stuck with it and really sat down and tried to get all the bug's out. I thought that the 6.4 was the result of just that but there had to be fuel system and EGR changes to meet the stricter emissions standards. The result is the 6.4L.

Well, there is only one download file but many keys. /forums/images/%%GRAEMLIN_URL%%/wink.gif

I remember mine being e-mailed to me and I saved that e-mail. Of course, when I first loaded my new version of MD Truck they were "out of software keys" and I had to wait and re-try when they announced new keys were available. Did you try contacting the Ford Technical Hot-Line?

Well, from our perspective we will have to wait and see what the future brings and what the new engine will have for us.

We have a situation that has escalated... long story short we got a tank emergency shipped to us. According to my Service manager the tanks are now galvanized. When the truck gets back to our shop I'll get to see it. (the tank)

Ford, Navistar settle engine dispute Wed Jan 14, 2009 * Say they settle all litigation between them * Say ending current diesel engine supply pact * Say Ford will make undisclosed payment to Navistar CHICAGO, Jan 13 (Reuters) - Ford Motor Co (F.N) and Navistar International Corp (NAV.N), which have been locked in a dispute over a diesel engine supply contract for several years, said on Tuesday they had reached a settlement that brings the legal fight to an end and effectively dissolves a 30-year partnership. In a joint statement, the two companies said they had reached an agreement to "restructure their ongoing business relationship and settle all existing litigation between the companies." They said Navistar's current contract to supply diesel engines to Ford would not continue beyond year's end, ending a relationship between the two companies that began in 1979 but broke down in recent years over the development of a next-generation for Ford's F-150 pickup trucks, a top-selling vehicle in the U.S. market. The current diesel engine supply contract, the one dating back to 1979, will end effective Dec. 31, 2009. As a result of the settlement, Ford will make an undisclosed payment to Navistar. Ford and Navistar said they would continue their diesel engine supply relationship in South America. Navistar had claimed in its lawsuit that Ford planned to produce a 4.4-liter diesel engine for the F-150 on its own, a move that it said violates the contract with Navistar. The Warrenville, Illinois-based company claimed it had spent millions of millions of dollars to develop a next-generation diesel engine for Ford code-named "Lion" for use in the pickup trucks and other vehicles and sought hundreds of millions of dollars in damages from the automaker. Separately, the two sides had sued each other over pricing and warranty claims related to the current run of diesel engines Navistar has supplied for Ford's F-Series trucks. Under the settlement announced Tuesday, Ford and Navistar said they would continue to collaborate on a number of fronts, they said, including their Blue Diamond Truck joint venture, a partnership announced back in 2001 that builds medium duty commercial trucks and supplies truck and diesel engine parts to dealers.

Do you recall anything about it that might help?

Alright, who brought onions into the room? /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif

According to my front parts counter dude the part number for the 40 gallon aft-axle tanks has recently changed. Is this a sign of a change? Anybody hear anything?

This feature does exist and it freaked me out when I first discovered it performing a PDI on a truck that just shut off while idling in the shop. It was announced but I forget where and it was not an SSM though I did past it into an earlier post which also has the SVE bulletin which can tell you everything you would want to know. /forums/images/%%GRAEMLIN_URL%%/smile.gif CLICK HERE!