Keith Browning

I got their mailer a couple of weeks ago announcing the forum. I am assuming that my email came off a list generated by FRT or or the Blue Oval News Forums because I don't know what the affiliation among them is... nor is it any of my business. I used to like FRT but it has become a little too negative for my liking and then I was banned from viewing and posting unless I paid up. Has that changed? Any way, I am also confused... the last thing the landscape needs is another public, general topic diesel forum, but what do I know? I don't know who owns or runs FRT but Warren (also a DTS member) has always been cool to me so I wish him/them luck if this is his/their endeavor.

Yeah, the cut out box is great. I rarely need it but when I do I am glad I have one available.

I like that term! Too bad you didn't get a few pics of the DPf turbo and the cat, I would have loved to see the carnage!

It is amazing how many of us have the same reaction to diesel Econolines! /forums/images/%%GRAEMLIN_URL%%/puke.gif

I like it! Reminds me of an Excursion a little. If the front end was extended a little, maybe 10-12 inches, they might get a 6.4 to fit. It would be easier to service and it might attract some would be Excursion owners back... and keep the ambulance market. But then again, a 4X4 would need to be available and, well, that is another subject altogether.

You guys ever hear of a valve body hone? Well they make them and they come in different sizes as you could imagine. Back in the day when 7.3's were still in production we seemed to have a year where valves were sticking. We even had one come off the truck popping out the intake. I fixed a few with new valves and a light cleaning of the valve guides with the hone. Worked perfectly.

I have had IDM's cause similar problems with no codes so suspect them. I have an old "known good" IDM that I use as a test module which has saved me from a lot of head scratching in the past. I am concerned though that you can't run a KOER test. Other than that I have seen a lot of injector problems lately. If your fuel pressure is in spec and does not drop while under load then an inlet restriction test is not going to show anything.

Had a guy in earlier this week with my first check engine light and his dash was reporting 13.2MPG which is not off from what I have seen with other trucks with a 6.0 or even a 7.3. Okay, I hear the on board fuel computer is not renowned for accuracy but it does give a basis for comparison. When we delivered the first trucks we got in the weather was very cold here for NJ and there were immediate complaints of about 10MPG. New truck? Cold weather? Lead foot? Nobody has come directly to me complaining about !@#!?$! poor mileage yet so it can't be all that bad. It seems to me that anywhere between 12 and 16 MPG in general is the norm for these trucks and I wonder if the new engine will fall into the same range but a lot falls on the usage and the driver... I know of a couple older trucks getting close to 20 but they are mostly highway trucks.

How is everybody doing for work these days? I am in a rare spell of slowness. We usually always have work even if it's all crap, but we always have work... now I am even caught up on recalls on stock units and PDI's! /forums/images/%%GRAEMLIN_URL%%/shocked.gif With all the Ford dealers closing down we have been doing okay but we haven't picked up any noticeable difference because of it. Sign of the times? I hate to say it but maybe it's time for a new recall do bring in some business but then again, in a week from now I could be eating those words and have trucks all over the yard! Funny thing is that a lot of our customers are busy these days so I am hoping that means these will be quite a few customers in the future with broken trucks and money in the bank... They all come back eventually. /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif

I took down a Torqshift yesterday that let go the reverse clutch snap ring. It has been a while since I have seen this failure and this unit did not fall under the recall. I never saw one spit out the snap ring though! It somehow got around the output shell and went for a ride until it found one of the holes leading to pan. Bent up and twisted I found it in two pieces! Elegant. Parts alone just over $2,000 so I am going to have to throw a unit at it.

The thing I noticed the most was the truck ran like it should!

As silly as it may seem, the fuel pump relay is integral to the central junction box on a 6.0L equipped F-Series truck. I say silly because this makes it non-serviceable and there are unused relay positions in the panel. Go figure. /forums/images/%%GRAEMLIN_URL%%/rotz.gif From my experience, the fuel pump relay is not a high failure item. The central junction box itself is not difficult to replace.

For those of you who don't have access or seem to have missed them, the file attachments below will provide you with all you need to know about the subject of inductive heating...

I finished an injector replacement late tonight and updated the modules just before leaving the shop. This is the first 6.0 recal I have done since updating our IDS. Tomorrow I will get to experience the latest calibration for myself.

I had my first patient today. An 08 with the MIL on, no driveability concerns. Code P0128: Indicates that the thermostat monitor has not achieved the required engine operating temperature within a specified amount of time after start up. Everything checked out okay so I contacted the Hot Line. Apparently the parameters are too tight for this code in cold weather climates. There will be a new calibration coming out soon and this concern is one that will be resolved. The calibration R17 will address this and several other small concerns. I was told that soon means the end of this month, March 2007.

Quote: 19633 2008 SUPERDUTY - DTC P0297 IN MEMORY SOME 2008 SUPERDUTY VEHICLES MAY HAVE A DIAGNOSTIC TROUBLE CODE(DTC) P0297 (VEHICLE OVER SPEED CONDITION) IN MEMORY. THIS CODE SETS WHEN THE VEHICLE MEETS THE VEHICLE SPEED LIMITER. FOR F-450/550 INCLUDING THE F-450 PICKUP, THE SPEED LIMITER IS 81MPH. FOR F-250/350 THE SPEED LIMITER IS 95MPH. EFFECTIVE DATE: 02/22/2007 Just had a guy set this code, 96.3MPH

Since I haven't done one yet, are you saying that the new FICM flash also comes with a PCM and TCM update? The last FICM update could be performed alone on most trucks as long as FICM was chosen from the module menu during reprogramming. If this is the case it make me wonder what else has been changed... if Ford wants to do something BIG they will find a way to restore a little of the reported lost fuel economy taken with a previous recalibration. I think more owners are angry about that than the loss of pilot injection itself.

The F-650 & F-750 has the VT 365 as an engine option. It IS a VT and not a Power Stroke. It uses International parts and electronics so working on one should be natural for you. The inductive heating strategy from what I hear works pretty well and it does not have that silly injector buzz after shut down that many owners object to. I just got our IDS updated last week so I have yet to install this inductive heating calibration as of today, so I don't have a personal opinion on it yet. With the weather starting to turn warmer I am sure we will have less of a need for it until next winter. As for these STC fittings, they just keep coming. Fortunately the cracked covers are not as common! As for the VT-365's, our customers all want CAT engines and we have never sold any VT's. Unfortunately I have two customers that have "imported" their own.

I was thinking the same thing. The 6.0L tends to hold back a little and then really pump out the power. The only 6.4L I have driven so far really ripped! I made a hard right out of the dealer and the tires were on the edge of breaking loose until I let off the go pedal. I never felt that with a 6.0L on dry pavement. Not stock anyway. /forums/images/%%GRAEMLIN_URL%%/grin.gif Remember, now you have that little turbo that can spool up really quick - no waiting for the VGT to to it's thing. If any of you have driven the LCF it is the same deal, you really are not aware of the transition from the small to the large turbo at all.

Scott, I did a couple of those soft gear recalls and I know what you mean. If I recall the gears had access covers? I was thinking how much more difficult that recall would have been if the cover had to come off.

I was in a little meeting with my team, service manager and our BG distributor the other day where I learned that the service department I work in will now be selling BG diesel services products. I thought I would chime in here as I am on the fence about this myself and my thinking is similar to eastendpowerstroke's in that I am all for making money, but I too feel that the flushes aren't providing my customers with anything for the money. We have not had the demo on the equipment yet but we were told that it takes some time to run the product through as the engine idles while you stand there with your thumb up your !@#!?$! and your bay tied up. The following is BG's statement on the flusher: BG Inject-A-Flush for Diesels The BG Inject-A-Flush for Diesels is the ultimate diesel injector cleaning system for passenger cars‚ SUV's and light trucks. It is simple to use, easy to store and has no moving parts. Direct connections to the vehicle's fuel supply and return lines allow the BG Inject-A-Flush for Diesels to deliver the exact amount of BG Diesel Care, Part No. 229, needed to clean deposit-clogged injectors fast and efficiently. The BG Inject-A-Flush for Diesels service is completed by adding BG 244, Part No. 244, to the vehicle’s fuel tank to remove hard combustion chamber deposits. I have yet to see a "deposit clogged" injector and as stated, this will not repair a scuffed injector, gummed up spool valve or correct an electrical concern. We know from hard experience that our diesel injector problems are related to water and chemical contamination and low fuel pressure caused by clogged filters. What about using fuel from non-questionable sources and changing the filters? In addition to this "flusher" we will be selling BG's Diesel Service Kit which is a three product whammy at a price of somewhere around $100 by my estimate. I recall the product goes for approximately $55 retail with a 0.5 hour labor charge to dump all three bottles into the oil and fuel. Let's break this down shall we? BG 244 BG 244 quickly and effectively cleans diesel fuel injectors. It removes carbon deposits from combustion chambers, restores performance, smooths engine idle and helps prevent costly repairs. In only a few short miles of driving, engine response is restored! One quart (946 ml) of BG 244 treats 20-40 gallons (75-150 Liters) of diesel fuel. To maintain fuel system cleanliness and engine performance, add BG 244 to fuel tank at 7,500 to 9,000 mile (12,000 to 14,500 km) intervals. Catalytic converter and oxygen sensor safe. This diesel fuel additive complies with the Federal low-sulfur content requirements for use in diesel motor vehicles. Really? Will it also plug up exhaust and intake leaks or free up that sticking VG turbocharger? I will reserve further skepticism until I see it for myself. BG DOC Diesel Oil Conditioner BG DOC for diesel engine oil is a revolutionary product designed especially for today’s modern high-output diesel engines. BG DOC maintains like-new diesel engine power and performance, neutralizes acids and acid corrosion, reduces friction and wear on engine parts, stabilizes viscosity, prevents sludge through increased oxidation and soot control. BG DOC is compatible with all diesel engine oils including synthetic and multi-grade. I was told this is needed because the removal of sulfur reduces the lubricity of the oil. But the oil, according to the MSDS sheet still contains a high zinc content and I find it hard to believe that the oil specification would not have compensated for all this. I am not an expert on oil but this does not make sense to me. Also, from what I have read, removing the sulfur from the oil and fuel will reduce the formation of acids that can damage engine parts. BG All Weather DFC with Lubricity BG All Weather DFC with Lubricity is a multi-functional diesel fuel conditioner especially formulated for low and ultra-low sulfur diesel fuels. It contains highly effective "heat stable" detergent/dispersants for cleaning the entire fuel system from fuel tank to catalytic converter, including the fuel injectors. It contains an approved diesel pump lubricant to provide lubricity for the fuel pumps and fuel injectors so as to prevent scoring and excessive wear. It will also protect against diesel fuel gelling during engine operation in sub-zero temperatures. BG All Weather DFC with Lubricity also adds antioxidants and corrosion inhibitors to maintain fuel quality during storage. One 6 oz. (177mL) bottle treats 10-40 gallons (40-150 Liters). This one-tank treatment provides great versatility to cover passenger car diesel engines, such as VW, as well as light duty diesel pick-up trucks, such as the Ford Power Stroke. Catalytic converter and oxygen sensor safe. This diesel fuel additive complies with the Federal low-sulfur content requirements for use in diesel motor vehicles. Okay. No problem with that but I think from a sales point of view most owners who think this might be useful are already using a fuel conditioner. Most products are in the $15.00 range and treat multiple tankfuls of fuel. Here is what frosts me; The chemicals in the service kit would be beneficial if used regularly and not just at the 30,000 mile interval as suggested by our distributor. Well, the oil conditioner won't be effective if it is not installed with every oil change - right? /forums/images/%%GRAEMLIN_URL%%/shrug.gif How about the fuel conditioner? How many tanks of fuel will be used in 30,000 miles? /forums/images/%%GRAEMLIN_URL%%/shrug.gif I simply don't see this as cost effective or providing my customers with any real benefit and I am going to feel like an A-HOLE dumping this product into their trucks. Especially since all they really need to do is use reputable fuel, change their filters religiously, change the oil every 5,000 miles and use a fuel conditioner like Motorcraft Performance Formula with or without winterizer. My /forums/images/%%GRAEMLIN_URL%%/2cents.gif - feel free to disagree.

muttstang posted these in our PhotoPost area! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Fortunately none of my "children" have returned to the nest with any problems. Hope I don't forget anything I have learned!!! For now I guess I'll have to sit back and enjoy reading about everybody else's experiences and do a few LCF recalls. /forums/images/%%GRAEMLIN_URL%%/popcorn.gif

Yeah, but you know what? It gets REALLY cold in the Northern region too, and when temps are below zero, the added expense of a synthetic oil might be worth the improved viscosity and protection those oils offer. This would also benefit cold weather starting and performance in those conditions as well. That is what I mean by "appropriate."

I noticed the new forum and you can say "The Diesel Stop," other diesel sites/forums are not thought of as competition or taboo here. My Frosted side says: I was immediately amused and thought the same thing. But it has me thinking though. IF these were cars, it would be called Hot-Rodding wouldn't it? In our vocation we tend to look down upon these Hot-Rodders but it is kinda cool what you can do to a truck now. My Plain side Says: It is way to easy for Joe truck owner to re-program his engine, bolt on some "better parts" and really screw up his engine. When the mods start to rear their ugly heads and become evident in our bays, then you will hear from my "Toasted Side!"