Keith Browning

You also used to be able to buy a complete HFCM assembly for less than just the fuel pump.

I replaced #6 because it was the worst on the display AND it was the only cylinder that made no change in engine sound when canceled. All I really wanted to see was cylinder #6 come to life and get the engine to start without the aid of an "alternate fuel source." That did not happen. If I had to guess that any one injector was causing the knock and low fuel rail pressure it was #6. As for how the other injectors compensate I am not confident that this engine is exactly like a 6.0L is therefore I don't know if what you see is normal for a 6.4L. After another road test I am going to look at it again and see where my fuel trims are, then I am calling the fellas at the Hot-Line and run it by them. Due to the lack of experience with this engine I simply don't know how certain failures will look or act like. In a way, we are once again at a disadvantage with a new product but instead of being over run with problems, this time we have very few problems resulting in less experience.

Bad sender?

I had a biased ICP sensor on one with a 333. Have you ruled that out as well? Other than that and Bruce's advice I have commonly seen that code with high pressure leaks and no starts... but you covered that.

This is a strange one. Pinpoint testing revealed nothing - this is becoming the norm on these trucks in my opinion. So I decided to replace injector number six and re-evaluate this situation. Again I had trouble starting but when it finally fired it still missed exactly the same. I went back to my power balance screen and again began turning off injectors. After a couple minutes of running time the knock started skipping away and then vanished and the engine ran smooth. It was blowing heavy white smoke... so I did not want to run it in the shop any more than I already had and I hadn't put the coolant back in. I didn't put everything back on in case I needed to access the left valve cover again /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif Now I dint know if the cylinder was just so loaded with fuel or whether there is something else going on. I then decided to wrap the engine up and fill the cooling system and take it outside to get it hot and blow out the exhaust. The amount of smoke was breathtaking! What you see in the picture is nothing compared to what it was. There was a light fluid dripping from the tailpipe that I thought was coolant but the coolant level was correct. Was it fuel? Maybe, but it sure didn't smell like it. The fluid disappeared and the smoke eventually cleared. I have been running the truck for several hours with no more smoke or misfiring and I am closely watching the coolant level closely too. I am not convinced this truck is fixed. /forums/images/%%GRAEMLIN_URL%%/whattodo.gif

You know I really have to agree with Bruce in that to have the full functionality of IDS will make owning one worth the cost. While using IDS I spend a lot of time taking control of output devices and I cant imagine not having that capability. The down side is that it has no real generic functions so you are really limited to working on Fords only. If you foresee yourself doing a lot of side work then I cant imagine an IDS paying for itself in no time. Do you already have a computer to mate up with the software and a VCM? The icing on the cake is you will have your own IDS at work too which is actually a nice luxury. I don't have to go searching for a scan tool or wait for someone to finish with it or my biggest complaint - beat up or broken equipment. I keep my stuff in excellent condition, it always works and I know right where it is. /forums/images/%%GRAEMLIN_URL%%/wink.gif

The cost of the filters is bad enough but when you tell a Ford owner that the plastic oil filter cap is $87 you can begin to see why so m any lose their minds. As for the filters I believe they are WIX filters and I have also had a few come through the shop now on 6.0L and 6.4L engines.

We had discussed this and came up with nothing official... this is a good explanation though, good find Larry. I recall Googling "stiction" a few times but came up empty. One thing about this page is all of the typos including "HEUI" and the fact that is is promoting a flush... Quote: Is "Sticktion" even a Real Word? Our friends at Ford Powerstroke / International Truck and Engine Corporation have recently modified the English language by finding a new use for a rather unusual word. The term Sticktion is being used to explain what happens when motor oil used to pressurize electro-hydraulic fuel injectors (such as the (HUEI) breaks down and carbonizes inside the injector. This temporary adhesion can slow or prevent the movement of components within the injector. This delay can have serious negative effects on the operation of the injector and the engine. Both the Ford Powerstroke and International versions of the 6.0 litre or VT 365 can suffer from this problem. This problem can also happen to any Electro-hydraulic type injectors. The primary cause of this problem is thermal breakdown of the engine oil. This problem can be resolved by using an engine flush product designed to break down and remove carbonized oil deposits. It is important to dissolve the deposit as opposed to simply breaking it apart which can cause carbon to lodge in the injector damaging it to the point of requiring replacement. Enertech Labs “E - Flush” will do this quickly, effectively, and safely with or without a flush machine. Some technicians have tried adding diesel fuel or other solvents to the motor oil to attempt to break down these deposits. This is not recommended as it will remove lubrication from various engine components causing increased wear and or damage. To prevent this problem from reoccurring (or occurring in the first place) it is important to maintain suggested oil change intervals using a CI-4 rated engine oil. The addition of a supplemental oil additive such as Enertech Labs EOA will provide an additional level of detergent-dispersants, thermal stabilizers, and other necessary components to prevent oil breakdown. Ford and International hope to resolve this and other problems with introduction of the 2007 Tier III engines. These new engines will be 6.4 litre, twin turbo models using piezoelectric actuated common rail fuel injectors.

The Hot-Line could not help you with tis question?!?! /forums/images/%%GRAEMLIN_URL%%/surprise.gif Maybe they don't read their SSM's! Fortunately I have archived a few /forums/images/%%GRAEMLIN_URL%%/grin.gif 19661 2003-2008 F-SUPER DUTY/2003-2005 EXCURSION/2004-2006 E-SERIES 350/450 - 6.0L/6.4L DIESEL - FIRST FIT(FF) MARKING ON HFCM FUEL FILTER - SERVICE TIP STARTING WITH MAY 2006 PRODUCTION, VEHICLES EQUIPPED WITH 6.0L OR 6.4L DIESEL ENGINES HAVE THE HORIZONTAL FUEL CONDITIONING MODULE(HFCM) FILTERS MARKED "FF" ON THE FILTER END CAP. THIS IS AN INDICATION THE FILTER IS A FIRST FIT. FIRST FIT FILTERS ARE EITHER THE ORIGINAL FILTER FROM PRODUCTION AT THE ASSEMBLY PLANT, OR FROM WHEN THE HFCM IS REPLACED AS A COMPLETE ASSEMBLY IN SERVICE ON PRIOR MODEL YEAR 6.0L VEHICLES. FUEL FILTERS SHOULD BE CHANGED EVERY 15,000 MILES OR SOONER, DEPENDING ON USAGE AND FUEL QUALITY. EFFECTIVE DATE: 03/09/2007 I will post a picture here tomorrow from my laptop at work. I have made a point to look for this tell-tale evidence that trucks have not been maintained. The most recent was a 2008 F450 with a lack of power and the original "FF" filter at 34,000 miles. EXCELLENT TOPIC ICEMAN!

SPARKLERS! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Oh boy - that's right up there with /forums/images/%%GRAEMLIN_URL%%/hahaha.gif Dihydrogen Monoxide!

Here is what was posted later today to fix the issue.

Is anyone else having problems with the PTS web site? We have a couple of computers, and of course one is mine, that the PTS site wont load. You get a 404 error message. I tried loading the site in Firefox and it loads but the menu boxes don't work. One of my techs called Ford and they said they made some changes to the site and some computers are having problems... suggested clearing temporary files and cookies and rebooting. No go. Anyone? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

/forums/images/%%GRAEMLIN_URL%%/rofl.gif

Excellent point. I wonder what Ford would say in response to that.

It turned out to be the HPOP. Its the old style pump. With a little input from you guys and reasoning I recommended to the tech that we forgo the transmission removal and replace the pump. It even felt funny turning the gear by hand. I guess this is not as rare as I thought! Anyway, thanx for the input guys. /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

I think the ratio of head gaskets to EGR/Oil coolers has remained steady for me. Perhaps some shops are seeing a shift in their ratios because they are more than likely diagnosing them better now. I now find myself following the procedure in the TSB closely which I never used to do. /forums/images/%%GRAEMLIN_URL%%/borgsmile-1.gif I was always dead on too but by doing it by the book so to speak I have learned that my methods had worked well for me... however, I think the newer methods of diagnosing are much better. /forums/images/%%GRAEMLIN_URL%%/2cents.gif

I have replaced 4 or 5 now for sooty tail pipes. I have not seen any message center warnings yet - not even regeneration in progress. I have had a few light off in my bay but that was before they had the new IC program. Interesting.

See file attachment.

The plan is to remove the trans today and run the truck. I expressed concern about running the engine without the torque converter bolted to the flex plate as its mass acts as a flywheel. According to the Hot-Line it can be done. I am curious as to how it will run.

One of my techs is chasing a noise in a 2004 F350 6.0L. The "noise" sounds similar to a whining power steering pump but running the engine with the belt off disproved that. He originally thought it was the trans pump but the noise is not loud under the truck at all and three guys in the shop agree it is somewhere up top. We inspected the turbo and it had a bit of play in the shaft so he changed it thinking we had it. Nope. /forums/images/%%GRAEMLIN_URL%%/banghead.gif We suspect the HPOP maybe? Has anyone heard one of those make a noise like this? The Hot-Line suggested controlling the IPR so we did and I don't think there was enough of a change in the sound to be sure. I dont really see what else it could be... unless it is the trans after all. Eeesh! That would suck! /forums/images/%%GRAEMLIN_URL%%/eek.gif

Can anyone tell me what company is 49% invested in this? Quote: Indian clean diesel pickup truck to be sold in U.S. late 2009 Some time in the latter half of 2009, a new line of compact pickup trucks from Indian manufacturer Mahindra & Mahindra, Ltd. will go on sale in the United States. The new truck, which will be available in two- and four-door versions, is targeted to be the most fuel-efficient compact available. That's because the new truck will only be available with a diesel engine and is expected to have a combined city/highway EPA rating of 30 mpg. Is that fuel efficiency enough to pay back the added cost of diesel fuel today? In many areas, diesel fuel is $1 per gallon higher than regular gasoline, the fuel that all other compact pickups on the market today use. Xavier Beguiristain, vice president of marketing for Global Vehicles, the firm's North American distributor, believes that consumers will become convinced of that. The Mahindra pickups will have the load-carrying capacity of full-sized models available today. In addition, the Indian pickups will have a high towing capacity - ideal for bass fishermen, trailer towing and other outdoor pursuits. Currently Mahindra sells about 200,000 vehicles per year in India and 20 other countries around the globe. However, the pickups Mahindra will sell in the U.S. will be substantially upgraded from those offered abroad. The pickups will meet all federal emissions and safety standards. They will also have interiors designed to appeal to American buyers. No specific engineering specifications are available yet, but the Mahindra pickups will be powered by a 2.2-liter common rail diesel engine that will be legal in all 50 states. That's because it will have a reservoir containing a urea solution that will be sprayed directly into the exhaust gases. It's similar to the BlueTEC technology Mercedes will use in its new-generation diesel engines due on the market late this year. The urea converts NOx into benign nitrogen and water vapor, thus eliminating one of the harmful emissions produced by diesel engines. NOx is responsible for causing smog. Beguiristain says the Mahindra pickups will compete with domestics like the Chevy Colorado, GMC Canyon and Ford Ranger, as well as the Toyota Tacoma and Nissan Frontier. None of the other trucks in this segment is available with diesels and Berguiristain believes that gives the Indian truck an advantage. There are 315 dealers who have signed up to sell the Mahindra pickups here. "We're aiming at 400 dealers eventually," Berguiristain says. Details of the product rollout have not been finalized, he says. But most dealers in the distribution network will begin selling the vehicle at the same time. Because there is a very high tax on importing completely assembled pickup trucks, Mahindra will assemble the trucks in the U.S. with parts shipped in from its Indian factories. The company has not yet announced where the pickup assembly plant will be located, but it has budgeted $50 million to launch sales in the U.S. Most of the dealers who have signed up to sell Mahindra pickups already sell GM, Ford, Toyota and Nissan vehicles. Mahindra requires a minimum of 900 square feet of exclusive showroom space at its dealerships. One wall will be devoted to Mahindra's heritage and will have a screen showing highlights of the company's history. Beguiristain forecasts that there will be a lot of pre-sales of the new trucks before they are ready to be delivered. When Mahindra begins marketing the new pickups you can expect to see a lot of effort devoted to Internet marketing. However, Beguiristain says that the company will also attempt to reach pickup buyers with conventional advertising. The Indian company is making a big bet that Americans are ready for a new brand in pickups and that they will accept diesels readily. We'll know whether that gamble pays off very quickly.