Keith Browning

Okay, I tell you what, you can have President Select Obama, Hillary Clinton, Nancy Pelosi abd Harry Reed. /forums/images/%%GRAEMLIN_URL%%/smirk.gif

You are aware that the Hot-Line monitors this forum, right? There are other corporate employees that have joined as well... but since joining most have not returned as I am sure their initial interest was of a curious nature.

...and lube the coolant passage o-ring with silicone grease to help ease it in there. You don't want to fight a dry hole with no lubrication! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I love Bruce's cutaways. He has a few in PhotoPost but here is the 7.3 head he uploaded.

Little tip on that: Spray the "flatter" side of the steel gaskets and the mating surfaces of the EGR cooler with Permatex Copper-Tack. Once it tacks up you can stick the gaskets in place and they really don't move, much less fall off.

You were? Ut oh! /forums/images/%%GRAEMLIN_URL%%/blush.gif

I caught that. His videos are full of little bits of incorrect information. He walked right by the exhaust tip with a good shot of it with the camera and not one word about it.

Yep. They unveiled two new concepts today that look like they are going into production soon. One apparently will offer a small diesel. Remember those Ford Transit vans? http://www.usatoday.com/money/autos/2008-12-04-nissan-concept-vans_N.htm

Section "J" for jaded. /forums/images/%%GRAEMLIN_URL%%/wink.gif

Tony, theres a few links in the replies above but you can go to the powerstrokehelp.com web site and find the complete library. You don't want to miss a one. They are fascinating. /forums/images/%%GRAEMLIN_URL%%/smirk2.gif

That is what I am reacting to. I saw the one that looked like cylinder & hydro locked and he said the oil cooler failed. Nice.

Are there any DTC's in the system? Don't assume that the PCM CANT supply ground as there are conditions where the PCM will not allow the engine to crank. A network concern as mentioned will do it, excessive Exhaust temperatures or a faulty EGT sensor will cause this too... I ran into this once where I had, and still have no clue as to what fixed it. After pushing the truck inside and performing self tests and electrical inspections I put a battery charger on it and went about my day. The truck started later. The other times I ran into a no/crank concern all were related to a faulty EGT sensor - EGT 1-3 seems to frequently fail. Here are some SSM's I found: 1574 - 2008-2009 SUPER-DUTY F250-550 6.4L DIESEL DIAGNOSTIC TROUBLE CODE U0073 SOME 2008-2009 F250-550 SUPER-DUTIES EQUIPPED WITH 6.4L DIESEL ENGINES MAY EXHIBIT AN INTERMITTENT NO CRANK CONCERN WITH DIAGNOSTIC TROUBLE CODE(DTC) U0073- CONTROL MODULE COMMUNICATION BUS A OFF. NETWORK DTC'S ARE OFTEN A RESULT OF INTERMITTENT CONCERNS SUCH AS FAULTY WIRING, LOW BATTERY VOLTAGE OR MODULE REPROGRAMMING. REPLACING A MODULE TO RESOLVE A NETWORK DTC IS UNLIKELY TO RESOLVE THE CONCERN. CHECK FOR WIRE CHAFES OR PINCHED WIRES AND PERFORM A WIGGLE TEST ON CONNECTORS FOR THE FOLLOWING MODULES: RESTRAINT CONTROL, TRAILER BRAKE CONTROLLER. INSTALLATION OF AFTERMARKET THROTTLE CONTROLLERS AND BODY-BUILDER MODIFICATIONS MAY HAVE DAMAGED THE CAN NETWORK OR WIRING. CONFIRM THAT NO VEHICLE MODIFICATIONS HAVE BEEN TIED INTO THE CAN NETWORK. REFERENCE WORKSHOP MANUAL SECTION 418-00-1 FOR OTHER DTC DIAGNOSTIC ROUTINES. 1536 - 2008- 2009 SUPER-DUTY F250-550 - 6.4L DIESEL - U-CODE NETWORK TEST SOME 2008-2009 SUPER-DUTY F250-550 EQUIPPED WITH A 6.4L DIESEL MAY HAVE CODES U0073, U0100, U0121, P1000, U0074, U0101, U0115, U0164, OR ALL CMDTCS WHEN FIRST PERFORMING A NETWORK TEST AFTER IDS HAS ESTABLISHED A NEW SESSION. THESE CODES CAN BE EXPECTED AND SHOULD BE ABLE TO BE CLEARED. IF YOU CLEAR THESE CODES AND ANY OF THEM RETURN THEN INSPECT FOR A HARD FAULT LOSS OF COMMUNICATION. THE CODES ARE CAUSED BY A STRATEGY WHEN THE PCM AND THE IDS INTERACT WHILE ESTABLISHING COMMUNICATION. IF THESE CODES DO NOT RETURN AFTER CLEARING NO REPAIR RECOMMENDED. 0947 - 2008 E-SERIES, SUPER DUTY OR RANGER - NO CRANK, CRANK/NO START WITH P1260 DTC NON-PATS AND PATS KEY EQUIPPED. 2008 E-SERIES, SUPER DUTY OR RANGER HAVE PATS SYSTEMS AND KEYS AS OPTIONAL EQUIPMENT. ALL 2008 E-SERIES, SUPER DUTY OR RANGER (WITH OR WITHOUT PATS KEYS) REQUIRE A PATS "HANDSHAKE"(KEY CYCLE) BETWEEN THE IC AND THE PCM TO ENABLE STARTING AND WILL SET A P1260 IN THE PCM IF THIS ENCRYPTED COMMUNICATION DOES NOT OCCUR. IF THE INSTRUMENT CLUSTER (IC) OR THE PCM IS/OR HAS BEEN REPLACED (OR BOTH), THE PARAMETERS MUST BE RESET AFTER THE 10 MIN ACCESS HAS BEEN GRANTED. THIS PROCESS WILL INTRODUCE THESE MODULES TO EACH OTHER SO THEY CAN COMPLETE THE "HANDSHAKE" EACH TIME THE VEHICLE IS STARTED. IF THE PARAMETER RESET IS NOT COMPLETED THE VEHICLE WILL EXPERIENCE A PASSIVE ANTI-THEFT SYSTEM (PATS) NO-START WITH A P1260 DTC. THIS WILL OCCUR EVEN IF THE VEHICLE IS NOT EQUIPPED WITH PATS. REFER TO PASSIVE ANTI-THEFT SYSTEM PARAMETER RESET IN WSM 419-01-1.

Holy shit! This guy is a bigger idiot than I thought! I watched more of his comedy tapes...

It wont affect the site at all. It will affect YOUR computers if you open up one of the infected videos. The video I embedded in my post was indeed infected and having it embedded means that you guys would innocently get hit. How do I know that the video was infected? Every time I opened that post my anti-virus real time scanner picked it up and deleted it then splashed a big warning on my screen. This is a new virus which is a Trojan. I suspect it is an new version of the one my wife innocently allowed to open. I could not get it out of our kitchen PC and had to completely wipe the hard drive clean and reload everything. /forums/images/%%GRAEMLIN_URL%%/banghead.gif Surf with care and USE ANTI-VIRUS AND ANTI-SPY-WARE. Do NOT click on any pop up that says your computer is infected, offers free anti-virus software or security check.

I don't mind a spirited rant. I wish I knew what was going on up there! Maybe you could give me a summary? I thought our recent election was a disgrace and now we have President Select Obama and a Clinton cabinet.

Aside from that Mrs. Lincoln, how did you like the play?

You COULD have multiple concerns but in looking at all of these injector circuit codes I would look at this first before even considering anything else. Pinpoint tests -P- will likely lead to a new FICM but you do want to do the tests to eliminate circuit/relay/fuse concerns. Some of the failed FICM's I have come across cause many injector circuit codes and poor performance because of misfiring cylinders. My opinion is that a FICM failure can lead to false ICP and boost related concerns. I think there may also be a topic or two here on this.

You should have no trouble as it is basically the same as an F-Series except with more body bolts to screw with and I think if it has rear air the A/C lines require attention... it has been a while since I did the one I had. Oh! Don't forget to disconnect the fuel filler tube! /forums/images/%%GRAEMLIN_URL%%/smile.gif

I found a few using search /forums/images/%%GRAEMLIN_URL%%/wink.gif in chassis bed plate reseal E Series Oil Leak bedplate servicing Oil leaks,rear of engine Oil Dye

Cool, thanks for the heads-up. I am off from work this week /forums/images/%%GRAEMLIN_URL%%/grin.gif and havent logged onto FMC Dealer since last week.

I was reading through some automotive news feds and found a Google ad by GM that caught my eye. In response to Congress wanting a plan from the Auto Makers before considering bail out loans, General Motors has put up this web site in responce... I am looking for something similar from Ford and Chrysler. http://gmfactsandfiction.com/

Quote: By Mike Noon of The Daily December 3, 2008 If you have been listening to the auto industry bailout debate, you might think the major problem is generous union contracts (Full disclosure: I am a member of UAW Local 4121). While the list of problems of GM, Ford and Chrysler is long, the greatest of these is that few people believe Detroit can regain its former glory. No one is going to give an industry $25 billion if they see no hope in its future. With some careful planning, the big three can make a comeback by going retro. They need to bring back the diesel car. The years of neglect of Detroit’s non-SUV division has taken its toll. Every year, Consumer Reports releases its top vehicle pick for 10 different categories. In 2008, only one American vehicle, GM’s Chevrolet Silverado, was chosen as the best in its class. The popular Edmunds.com Consumers’ Top Rated Vehicle shows a similar result. Out of 20 vehicle categories, American vehicles only won in six classes. This gap is especially prevalent for sedans and wagons, where American vehicles were top-rated in only two out of 13 categories. Vehicles such as the Chevrolet Malibu, Ford Fusion and the exotic Chevrolet Volt have been the answer to this growing dearth of American passenger vehicles. This approach is likely to fail because companies such as Toyota and Honda have years of experience in producing small, cheap compact cars and hybrids Americans love. GM or Ford will have a tough time trying to unseat these giants if they play the game as the visiting team. Diesel-powered cars are the best way for U.S. automakers to regain their market share. While gasoline’s petroleum cousin powers approximately half of European vehicles, only 3 percent of American vehicles run on diesel. There is significant room for growth in the U.S. diesel market. American automakers also have many years of experience in diesel vehicles. Cars such as the Ford Temp, Buick Century and even the Chevrolet El Camino had diesel-powered versions in the 1980s. Overseas, both GM and Ford have successful diesel vehicles, such as the Cadillac CTS, Ford Fusion TDCi and the Ford Fiesta ECOnetic that gets 65 mpg. Domestically, the diesel engine option is relegated to the truck and SUV classes. GM has diesel alternatives of its Chevrolet Silverado, Dodge Ram and GMC Sierra pickup trucks. Ford offers diesel on some of its F-Series pickups. Even Chrysler has a diesel version of its Jeep Grand Cherokee. The biggest obstacle to widespread adoption of diesel vehicles in the U.S. is that they do not pass our air quality requirements. Diesel vehicles generally emit more pollutants than their gasoline counterparts, requiring additional pollution control equipment. Mercedes-Benz has developed one such system that is included in its E320 BlueTec sedans. Another development that has helped reduce diesel vehicle pollution is the switch to ultra-low-sulfur diesel in the U.S., which is significantly reducing sulfur dioxide emissions. Switching to biodiesel means an even greater reduction in air pollution. GM, Ford and Chrysler could regain market share in an environmentally friendly manner by introducing a product line of biodiesel-ready cars. Beyond helping comply with U.S. air pollutant laws, the three automakers could partner with local producers to expand biodiesel production nationwide. While the list of problems facing U.S. automakers is long, biodiesel-powered cars represent a plausible path for the big three to regain their place in American garages. All the technology and knowledge exists for GM, Ford and Chrysler to bring their successes in foreign diesel markets back home.

That is a good question and I don't know the answer. I might assume that if the engine starts and then loses SYNC then it may continue running with an inferred value... maybe? Kinda like the gas engines with EDIS that if the cam sensor signal was missing the PCM would guess and you had a 50/50 chance of it starting? I have yet to see a 6.0L with a stick shift. All I can do is make comparisons to what I have seen. Maybe someone else here knows. I do know I have had trucks run poorly and trucks stall when losing SYNC. If I recall the one with the rusted block pushing the CMP sensor was one of them. When cold the engine had no SYNC at cranking speed but when started with "an alternate fuel source" it would start, lose SYNC but continue to run with the MIL on. Once that truck warmed up it started and ran, with a lack of power, but it ran. That was a case of a weak signal caused by too large of a sensor. In this case, the flywheel was causing erratic crankshaft variations which created a wacky signal. We often see one or both of the CMP or CKP signals when an engine has a serious misfire, low RPM's or stalling. It's when we see these codes with no other DTC's that things get interesting. We had quite a few topics on diagnosing this with the oscilloscope.

I have no experience with alarms and remote start systems but it sounds like a possible configuration problem?

I agree with cbriggs here as it does sound like the FICM cold start syndrome. I have had a couple of "loose fuse" problems and they were off the wall. Since you moved the fuse around it is not likely you problem in my opinion.