Keith Browning

There are two new ESP plans that are diesel specific that affect us. The 13 component and the 21 component and two maintenance plans on top of it. This is interesting and I am not sure it is new news but worth knowing about. 13is available up to 100k or 5 years from when your truck was purchased, 7-Year/200,000-Mile Coverage 13 Covered Components: Internal Lubricated Parts Cylinder Head Gasket Cylinder Block Crankcase Oil Cooler Cylinder Heads EGR Cooler Oil Pump Fuel Injection Pump Timing Chain Cover Fuel Injection Pressure Regulator Timing Chain (Gears or Belt) Fuel Injectors Turbocharger (Factory Installed) 21 is available 3/36k, 7-Year/200,000-Mile Coverage 21 Covered Components: Internal Lubricated Parts Flywheel Cylinder Block Manifold (exhaust and intake) Cylinder Heads Manifold and Bolts Oil Pump Oil Pan Timing Chain Cover Seals and Gaskets (Includes Cylinder Head Gasket) Timing Chain (Gears or Belt) Valve Covers Turbocharger (Factory Installed) Crankcase Oil Cooler Thermostat EGR Cooler Thermostat Housing Fuel Injection Pump Water Pump Fuel Injection Pressure Regulator Fuel Injectors There are also 5-Year Engine Maintenance Plans. Diesel EngineCARE and Diesel EngineCARE Plus both feature $0 deductible Roadside Assistance Benefits: Flat tire change Battery jump starts Towing when the vehicle is disabled (limited to one tow per disablement) Lock-out assistance Out of fuel assistance delivery of up to five (5)gallons of diesel fuel Travel expense reimbursement up to $500 for up to three days lodging, meals and rental vehicle for travel expenses accrued when the breakdown occurs 100 miles or more from home Destination assistance covers taxi, shuttle or rental car expense up to $75 for emergency transportation to the immediate destination Call 1-800-241-3673 to obtain roadside service from Ford Auto Club Coverage Includes: Coverage includes repair or replacement of covered components for the time and mileage period you select. Parts and labor are included Failure of covered components due to normal wear resulting from defective material or workmanship are included, in addition to mechanical breakdowns Coverage expires at the number of months or miles purchased from the warranty start date or zero miles, whichever comes first Transferable

Yeah Bruce? Wherdidja steal that from? /forums/images/%%GRAEMLIN_URL%%/smirk.gif

Isn't that the slang term for a beer keg tap at tailgating parties? /forums/images/%%GRAEMLIN_URL%%/eeeesh.gif I think the Cat engines still had them up until a year or two ago. Keep in mind that re-opening the crankcase ventilation system is a mod for the 6.0L. I have read signatures and seen a few Webshots albums with the vent piped down the firewall and the intake plugged up. That will keep your charge air system clean for sure!

I have not seen many IPR failures that were due to the valve itself on a 6.o. Usually I find debris on the screen or the screen is damaged or missing! This requires replacing the pump and I believe it is recommended by for to automatically replace the pump if damage to the screen is discovered.

Well, $25 was an arbitrary number I pulled out of my ass. I read you reply and clicked on over to the Snap-on catalog which by the way did not list the very wrench I mentioned, BUT, one size down the price was $87! For a wrench! Granted mine was purchased long before flank drive but sheeesh! No wonder I only own a few Snap-On wrenches. I guess I have ALWAYS been a tightwad. My daughters are gonna hate me when they get older. Mama better get a job in a few years.

I thought I was just a cheap bastard! Turns out I am just frugal. My Snap-On dealer knows me all too well. I typically wont buy a "set" unless I really have a foreseen need for the set. I will instead purchase the one or two of whatever set that I need unless the price and quality are right. He also sighted my ability to make my own tools much to his dismay. Concerning the wrenches I was just up against the very paradox Jim mentions. I was up against replacing a FRP sensor on that 6.4. It requires a 1-1/16 socket/wrench/crowfoot or whatever will fir and allow enough swing to rotate the sensor or not interfere with the injector head or more importantly, move, bend or damage the #3 fuel line. I thought long about cutting that $25 Snap-On wrench. Considered going on a road test to the Sears Hardware store right down the street to buy a cheapie wrench to cut for this specific use. Looked doubly hard at the channel Lock adjustable (which I found) that failed to open that extra MM /forums/images/%%GRAEMLIN_URL%%/mad.gif to get onto the sensor... looked at it again. Then I modified it! /forums/images/%%GRAEMLIN_URL%%/smirk.gif Yep. I am a cheap frugal bastard! I gotta offset the cost of my IDS now don't I? /forums/images/%%GRAEMLIN_URL%%/grin.gif Then just yesterday My Snap-On dealer was visiting while I was pressing in ball joints on an F550. Still battling with the right combination of adapters to prevent damaging the grease seal while using my hand tool. Our new press is great but more trouble than the hand tool. Well, this time my coworker was there to join the discussion and suggested borrowing his used bearing race to make the hand tool fit and accept the lower ball joint... opposed to the $64 OTC 4X4 upgrade kit to my hand press. After they ended their argument I used the bearing. I continue to replace loose & rusted ball joints that EX-coworkers had previously installed.

Ahwwwwwwwwwwwwwwwwwwwwwwww No! /forums/images/%%GRAEMLIN_URL%%/rofl.gif

I am sure my days are numbered. Heres an interesting thought. of the branch tube failures, have any of you looked into the vehicle history to see if there was an SCT fitting failure in the past?

I wish I could add to this but our entire nitrogen evap leak tester set-up was scrapped. The regulator and lines were tossed and the tank cart was dismembered and tossed in the scrap metal heap. As unfortunate as it is knowing that it could have been reincarnated as a USEFUL tool I understand its demise. With times being hard like thy are, our corporate mother-ship questioned why we were paying $12 a month for the tanks if it was not being used. At this point, it would be a hard sell for me. Fortunately we haven't had more than a couple trucks that were difficult to diag. Knock on wood! Believe it or not, we have yet to replace a single branch tube. Knock on wood again!

Looks like they are around $200 'Merican. Whats cool is it is part of a whole line of SeeSnake tools and they call it Micro for a reason. They have long plumbers snakes that are actually these optical lenses attached to monitors. Imagine sitting on the toilet and having one of these pop up? Now THAT would be a hobby! /forums/images/%%GRAEMLIN_URL%%/icon_crazy.gif

Bruce I have noticed some slowness here and there but at this very minute it's loading real quick for me. I attribute this to the unusually high traffic the site has been getting this month. 75% of the traffic is due to the Mechanical Aptitude test which is three quarters of a megabyte download every time someone takes it. This is heavy bandwidth use but things are still running. Besides, it's added exposure for the site and our supporters. /forums/images/%%GRAEMLIN_URL%%/wink.gif

Now, imagine if the 200 or so people that regularly logon actually participated? Then again, why fill it up with posts made for the sake of makin them? WOW! This site spits out the answer while you type it. /forums/images/%%GRAEMLIN_URL%%/cover.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 /forums/images/%%GRAEMLIN_URL%%/rockon.gif Larry gets a five-headbanger salute! I sent you a PM and thank you! I was about to look in the Yellow Pages for a fuel shop.

That would mean more air time for the truck. If that is the case then what would be a likely course of action? They made no mention of contamination and recommended replacing the PCM, probably because it was already ordered. I cant wait to make an effective repair and make some sense of all this. If fuel contamination is the culprit I would likely be replacing a lot of fuel system parts. Things also just got worse for me. We had a truck towed in with a 6.4L that likely grenaded. Made a loud bang while driving on the highway and shut off. I cranked it once, made a loud rap sound and locked up.

I have a 7.3L idi with a fuel leak at the number 2 fuel line at the pump coming from the center of the nut along the line. Looks like the line has been replaced and maybe stripped or the fitting is damaged causing a poor seal. I need to know if the injector line fittings on the pump are available otherwise he will need a new pump which is kind of a shame to have to do for a stupid fitting. Our part list does not show them separately. Anyone know otherwise?

Recall about three weeks ago I posted that "Doc gets to operate" as I began my first cab off repair. I have not followed up on that because the plot has thickened. Thought I would finally share... This is long so get a fresh beer or coffee. The 2008 F350 6.4L came in, customer complaining that truck wont go over 20 MPH and the check engine light on. Road test confirmed both items however, the truck was fine cold then began to misbehave once it warmed up. Accelerate moderately and around 1800 RPM it loses power and runs jerky, surging steadily. ease off the accelerator and it smooths out and idles normally. I noticed it was not constant as I tried to make a few data recordings. P0088 in memory with no other codes and passes KOEO & KOER self tests. The code brings you to PP test M for FRP too high. Starts out with clearing the code and retest. I got, no codes! M-1 says "return to symptom chart." /forums/images/%%GRAEMLIN_URL%%/frown.gif Thinking that the code means something I decide to proceed to M-2 and follow for the P0088 and see what turns up. Fuel supply pressure is 6 PSI bumping up .5 on accel and holds. Next we command RPM up and control FRP DES and monitor FRP to see if the commanded pressure and actual pressure jive. They did. This is basically a manual high pressure fuel system test. From there we begin checking the PCV & VCV solenoids and wiring and I come to PPT M-14. My PC wont display the entire pinpoint test so I am stuck! Who you gonna call? The HotLine gives me the info and I completed up to PPT M17 with all tests passing. The PCED says "Replace the PCM and reflass..." but the engineer says " but that wont fix it, put a pump in it." Huh? They supposedly have seen 18+ pumps fail similar to this. Sure, why not. OFF WITH IT'S CAB! The pump replacement went fine except for one broken cage nut and the pump cover gasket was back ordered 8 days or so. (it was revised - pictures coming) Seemed repaired, road tested and had it detailed for the customer. It still hasn't had its first oil change so its a new truck. Truck returned over the weekend doing the same exact thing. New diagnostics. Same identical story so this time I make a few recordings and call the HotLine again. Learned A LOT from Dan on how some of the PCM works in relation to the pump. We tossed around the idea that I got a bad pump /forums/images/%%GRAEMLIN_URL%%/mad.gif but maybe the FRP sensor was an in-range bias issue. I was directed to re-do Pinpoint Test M and then ME to check all circuits, maybe try a FRP sensor. M resulted in "replace PCM" and ME resulted in "replace fuel pump." /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif In goes the sensor and a road test. Not fixed. I called Dan back several times and went through the tests a third time because I am now mentally numb and apparently a fucking idiot! Even so, I reasoned with my findings and discussed it with one or two others. Circuits are good, the sensor is new and the pump is new. A PCM is on order... I mean backorder, D99 due to un-anticipated high demand. /forums/images/%%GRAEMLIN_URL%%/rotz.gif Still with me? Later in the day Ford calls me. Two guys from the HotLine I think but not the "regular" guys on a conference call. We discussed it, my findings and the recordings I uploaded. "Go with the PCM." Remember the book said that from the get-go? When it comes in I'll update this post. We are going to have some really technical posts on engine controls with this engine for sure!

...or how about an IPR that is stuck closed? I have seen them srick but never full on.

We all remember the C94 injector deal in the early 2003 engines. They were replaced with the C95 injectors right? But that is a straight forward difference and I have been asked about using injectors from a 2006 truck in a 2003 engine. From my limited research, I asked my parts counter to see how many different injectors were available for the 6.0L. The answer: 2 - depending on a build date which coincides with the change from the 2003 engines and all engines since. So what is the actual difference between them? Is it physical? Operational? Are they interchangeable? I understand that the engines had some changes like camshafts and piston design that may have something to do with this. The only reference I can find is in the 2004 Update/Running Changes Coffee Table Book which says: Quote: DLC (Diamond Like Carbon) Coated Plunger The plunger has had a DLC coating applied to it. . The coating will further increase the robustness of the injector against poor fuel quality/water intrusion and will reduce the risk of internal scuffing. NOTE: This injector has different operating characteristics and cannot be interchanged with non-DLC injectors. Installing the incorrect injector could cause erratic or rough engine operation. Anybody? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

And to add to this good topic I refer you to another thread on the same subject with more information! CLICK HERE!!!

Quote: Keith: On yours, did you change the injector sleeves first, or did Ford tell you to hang heads? I've seen this a couple of times and replacing the sleeves fixed it. Ford told us to hang heads. Ever compare the cups with a 7.3L? The fuel rail does not intersect the cup on a 6.0L as they are shorter and the lower injector o-ring is above the sleeve. Technically, if this leak were to happen, it would require both the o-ring and the cup seal to completely fail at the same time. Apparently there is also an issue with heads where combustion is getting into the fuel rail, but not through the injector or the injector bore. Heads cracking, have one in the lot waiting for a new head. Has had multiple injector failures on one head with no visible concerns with the injectors or cups. Engineering told us that they have seen a few of these now and suspect an internal crack in the head.

Are you sure of this? I take it on your experience that this is true. I just read up on this and didn't notice anything mentioning that... unless I missed it. I know I have set some vans at 60 PSI. Anyway,, this would not be a function of the sensors but rather the vehicle. I'll have to play with this!

Why bother? The head is cracked. We had one a year ago and Ford told us to replace the heads for fuel in the coolant. You might think that they are "just like" a 7.3 but they are not. If you are lucky enough to trace the leak to one head then go with it. Otherwise it is unlikely you will be able to find which head is leaking.

ON EDIT! This post was completely unnecessary so I deleted it because you already know this. Now that I read the thread over again I "get" what he's talking about! /forums/images/%%GRAEMLIN_URL%%/blush.gif WOW! I am wiped out tonight. /forums/images/%%GRAEMLIN_URL%%/tired.gif

Well I hope you are nowhere near Morristown! But then, what do I care? I work on trucks, just finished up a 6.4L fuel pump and now I will be rolling in a 2006 F550 service truck for headgaskets... that ought to keep me busy for a couple of days. I love the neglected trucks or the ones with "special needs." Yesterday I repaired a 450 dump with 11,000 miles that barely ran. Fuel pressure dropped to 5 PSI before I got out of the parking lot. Inlet restriction about an inch. "WHAT DO YOU MEAN ITS NOT UNDER WARRANTY!" 2.5 labor and $89 for the filters and he went on his way with the advice that he service his fuel filters every 10,000 miles if he is going to continue hauling dirt. Looked at me like I robbed him! (Why do those filters cost so much?) The last time this type of situation happened it involved five bad injectors. Gave the guy the estimate for cleaning the fuel system and a set of injectors. "Nope, just change the filters and clean the tank." He went to another dealer - He later returned to us and OASIS gave him away. What a scumbag! I hope Ford questioned that repair and declined the claim. We get the third degree if we change two!