Keith Browning

Actually, I was referring to the signal itself. Accessing the sensors and connecting probes directly to them would be insane... but excellent advice as usual Mr. Amacker! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Good suggestion to scope the signal from the sensor. I think the IDS help files have some examples that will help you and I believe Bruce has posted some screen shots as well... look in out Photo Post area. Better yet: Read this post ----> Long crank time '03 6.0 Bruce and GregH posted some good scope screen shots of CKP and CMP waveforms.

This topic is locked. I have more to say but I cant quite find the appropriate words right now. /forums/images/%%GRAEMLIN_URL%%/frown.gif

If I recall, 6.0L trucks were limited to 94MPH and I would guess that is still true. To confirm, the 2008 F450 with a 6.4L PSD is limited to 81 MPH.

Quote: fse states poss magnetized crank causing interference with crank signal And combined with the reverse polarity of the flux capacitors and the inverted inverse compression injectors the engine couldn't possibly start! Magnetized crankshaft? What the fuck kind of Star Trek bullshit is that? Whats next? Negative amperage induced at the glow plugs from the magnetic crank rotation? You DID slap your FSE didn't you? /forums/images/%%GRAEMLIN_URL%%/boink3.gif

Does anyone know how to get parts for a 2001 Ford F650 Super Crewzer? Or do you know the name/tel#/website of the company that did the conversion for Ford? I am looking for the right front mud guard, a molded plastic piece that bolts to the bottom of the fender.

I am not knocking you at all. But wow. That wire chafe has been a problem ever since the early 1990's and the E4OD first came out. Anyway, good find if you have never seen this before. I went looking for TSB on this because I was sure there was one... I cant find one! I would have thought that one would have been issued considering the number of trucks that had this happen. I know I have done several dozen over the years. Maybe it was just a Special Service Message... you know, that valuable information that disappears? /forums/images/%%GRAEMLIN_URL%%/rolleyes.gif

What year is this truck anyway?

Where did that information come from? These harness' are not stocked, they are built to order. I had to wait for mine to be made and shipped from the factory in Mexico.

FINAL REPORT: We Fed-Ex'd the harness to Detroit for an official examination and it was deemed bad. There were some pins that were installed crooked (if that can happen) and that caused a poor connection. Now I have four more harnesses to install. Interestingly, four of these five trucks have consecutive VINs. I am not excited about having to replace more harnesses but I am glad this was finally solved. If we are lucky, the lawsuit won't proceed and the customer will take his truck.

Already been done. Here in NJ there have been quite a few Super Duty owners that took a pair of nylon stockings, cut off one of the legs and dropped two tennis balls into it. Then all you need to do is tie it up to the spare tire or the trailer hitch frame. Of course, if you are not the creative do-it-yourself type, there is always Truck Nutz Bulls Balls /forums/images/%%GRAEMLIN_URL%%/rockon.gif

These harnesses are built to order by the vin#. My parts guy used HVBOM to find the correct number for me. You need a different harness than I did, I looked for a basic part number to get you pointed in the right direction but couldn't decide which is the right one. Look on cell-9 in the EVTM for harness layout information. I'll let you make the decision. I suggest looking at the truck and figuring out what else is part of that harness, I want to say it is one of the battery cables...

Taking this quote from Bruce in another thread I thought it deserved another answer in its own topic: I recall from training that if the fuel temperature is 194 degrees-F the engine will derate. The reason I mention this at all is because now that I have some experience with this engine I can say that filling and purging the cooling system is not a problem. The fuel cooler IS however, a REAL pain in the ass. The service manual has instructions for filling and purging that system. "...remove bumper and let the cooler hang down..." /forums/images/%%GRAEMLIN_URL%%/rolleyes.gif I fabricated a fitting that goes into the plug in top of the heat exchanger and put a nipple and hose in that fitting just like the fuel bleeder Ford sent us. I remove the feed line going to the cooler and cap off the fitting. I insert our BG flusher into the hose and power purge the system. It works very well.

Remove the upper shroud to make accessing the right rad hose easier. For me it makes life easier. The lower shroud stays in the truck. I also do not discharge the A/C and remove the condenser. Nice instructions though. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif That will get the job done. I'll try leaving the upper shroud next time.

I found an older discussion on this, read THIS TOPIC and check out the photo posted by rockbronco. It shows all of the heat exchangers peeled back which will give you room to get the radiator out. I will give you one word of caution: Use great care in removing the radiator connection clips. They can fly away and get lost and are not available separately. Ask me how I know. /forums/images/%%GRAEMLIN_URL%%/mad.gif I now raise one end out and grab the clip with a long handled pair of needle nose pliers.

My dealer goes through Foley Cat in Piscatoway NJ. I even go there for training. I have lost a lot of faith in them after this recent go around and the stuff I discovered. I noticed how far into the firewall the C7 goes and I agree it looks like a bitch.

I dont see why you couldnt. youjust need to know how! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Have fun. That harness sucks to do. I highly suggest that you remove the harness with the brackets still strapped to the harness. Then, put the old and new harnesses on a bench, PRE-BEND the harness where it goes down around the starter and transfer the brackets. I had a really hard time bending the harness properly and getting the harness strapped to the harness properly. This is important because the harness runs directly in front of the battery cables and studs on the starter motor. A chafe there will cause big problems as you could imagine!

Man, I can blow 3 tenths getting the truck in the shop and standing at the parts counter. Too much? WTF!

Tim thats awesome. I know that my comm module has NOT been updated but I am running the latest version of ET. I do get the dual network warning message when I connect to an ECM which is why I asked. I am glad I can correct that now. The DTC charts in SIS web are listed as both ATA codes and J1939 codes where I found them. Now, when I update the firmware on my comm module and can communicate on the J1939 network, what added functionality will I gain? I have to say that SIS web is not as user friendly as the Ford web site and manuals BUT the way it is set up you have everything you could need to access. For those who don't have access to Caterpillar SIS web, you enter an engine serial number or arrangement number and you have access to manuals, diagnostics, bulletins, recalls, parts lists, flash files, injector trim files and more. I always get a little lost using it because its a lot of stuff to navigate through. What little I have used it I know enough now to be dangerous. Tim, Ill let you know when I update my module... THANK YOU! /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif As far as my experience with CAT - we are a TEPS dealer with limited authorization. Usually we send all CAT work to a CAT service center 15 miles away. Unfortunately, we have been having SERIOUS issues with lack of professionalism, communication, and quality of workmanship. SIDE NOTE: This 2008 truck we are having problems with had the fuel pump recall performed a few weeks ago. When I was replacing the harness I discovered the fusible link for the intake air heater melted and opened. Once I exposed the control solenoid I saw a large burn mark on the solenoid bracket and the other end of the fusible link cable was welded to the retaining nut. The knuckle dragger must have known this happened as it would have startled the crap out of anyone. I wonder what he stuck in there and why. Obviously the batteries were not disconnected before servicing. He also left all of the harness brackets unbolted from the engine and there was oil everywhere. /forums/images/%%GRAEMLIN_URL%%/boink3.gif

You aint kiddin

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you are all a bunch of members! /forums/images/%%GRAEMLIN_URL%%/rotz.gif

That is how we lean many things. Outstanding Tony! /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif