Keith Browning

Eric, was that o-ring damaged and what did you use for a new o-ring? I am thinking that o-ring needs to be of the same material as the fittings. Since I have never serviced that plug, I don't know what is behind it. If it holds in a valve or a spring perhaps you dropped it? Just a thought. Since my parts countermen cant find a service part for the o-ring, we have replaced the pumps that were leaking there, so I cant help you more than I have at this point.

I know what you are talking about, there's the two fittings and the plug on the back, I think is a relief valve. The plug I am telling you about is UNDER the pump below the fittings for the oil hoses. I think it's a 1/2" or 7/16" plug. Really hard to see in the truck... wish I had a picture... FOUND ONE! /forums/images/%%GRAEMLIN_URL%%/grin.gif

You are aware that there are two different gaskets? And you matched up the old and new? Worth mentioning. There is a plug on the lower half of the HPOP that requires a mirror to view. The o-ring for that plug has been known to split just like the oil line fittings... I could swear that I saw a part number for that o-ring but we have always had to replace the pump because the ring is supposedly not serviceable.

I'll second the data recording advice. From *my* experience, the highway tip-in concern sounds like a sticking EGR valve. If the valve failed before you cleaned it, what did it fail for? I have come to the conclusion that cleaning a sticking valve will not fix it. I now reserve cleaning EGR valves for those that are only clogged-up. Making recordings will help you catch a lazy valve.

Excellent info Larry, as usual! /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

What REALLY makes it hard for us is that it is so easy for some clown to go out and get a tuner and use it and then remove it like nothing happened. If Ford wants us to upload the ECM for them to scrutinize, so be it. That just takes us out of the loop and identifies these people for us. I am not against someone doing as they please with their truck but I am tired of playing the game and hearing about it everywhere I turn. Even a good customer has to know that there are limits as to what they can expect to get away with and that they should not EXPECT me to be their accomplice. I need to survive, I am very good at what I do and I am not about to let someone screw with me and my survival. Not now. There is just too much at stake.

6727 - 2003-2007 F-SUPER DUTY / 2003-2005 EXCURSION / 2004-2007 E-SERIES 6.0L - TURBO CLEANING KIT AND V-BAND CLAMP/NUT AVAILABILITY FOR 6.0L DIESEL EQUIPPED VEHICLES PERFORMING TSB 06-23-2 THERE IS NOW A TURBOCHARGER SERVICE CLEANING KIT AND V-BAND CLAMP AND NUT AVAILABLE. THE CLEANING KIT (3C3Z-9A564-A) CONTAINS BLOCK OFF PLUGS, O-RING, GASKET, BOLTS, AND INSTRUCTION SHEET. THE V-BAND CLAMP (W302676) AND NUT (W302677) ARE AVAILABLE IF THE CLAMP OR NUT IS DAMAGED UPON REMOVAL. THE PARTS CATALOGUE IS BEING UPDATED.

Joey, what exactly did you purchase? Last I checked the VCM's were still on backorder. I will have to look again...

One thing that backs this up in theory is that the diagnostics for the MAP sensor and code P132B include exhaust leaks as a possible cause. Hmmmm....perhaps what little air the turbo moves at idle is enough to make up for pressure drops through the air filter and the charge air cooler? So a leak in the exhaust will cause less energy to drive the turbo... nah! This also effects backpressure. A small leak? I'm really reaching for it, ain't I? /forums/images/%%GRAEMLIN_URL%%/rofl.gif

I had started a topic back when I had been at CAT for emissions certification that the Instructor mentioned that CAT engines will be in smaller vehicles than the F650/F750 trucks. His comments ended with that one sentence. I am not sure which forum it was but there was mention that Ford did put together a mock-up of a Super Duty with a C-7 in it. Don't know if that is true or not... that engine just seems like it is just a little too heavy or big. With all that has gone on in the last few years and the money that has been lost, one can't help but think that investing the money into developing their own new diesel engine might have been wiser choice for Ford in the long run. /forums/images/%%GRAEMLIN_URL%%/shrug.gif Maybe not

It does not take much of a hole at all to cause these engines to go into a tizzy. Usually the VGT Learn will occur but the check engine light will soon come on with a P132B but you never got that far. I am interested in how a tiny leak in the exhaust system can negatively affect the MAP reading? This was a good one and I will remember the correlation between exhaust and MAP readings even though I don't quite understand it. /forums/images/%%GRAEMLIN_URL%%/crazy.gif

Interesting. Does anyone know HOW heated this really is? This is not the first time Ford and International have had it out over engines. It would be sad if the two eventually split after so much time but there are many people that think that a CAT engine in a Ford Super Duty would be the pinnacle of all truckdome! Wait a minute. Get a grip, let's not do anything like ruin a good thing! I think a break-up would hurt both companies.

This is the part of your post that should get the attention. I vaguely recall chasing my tail on something similar to this but I do remember that at idle a small vacuum reading CAN occur due to the restriction of the air filter and the charge air cooler. A high vacuum reading in the manifold on a diesel engine can only mean that there is a restriction somewhere in the intake system. You didn't mention what the reading was but if it's high I would be inspecting the entire air intake system from the air inlet before the air filter all the way to the manifold inlet. Then, If there is no restriction found I would remove the charge air cooler and turn it on it's side to see if it is loaded with oil or caked with dirt. Oil is easy to detect because you can collect it into a clean drain pan. To see blocked passages from dirt or debris (you never know) you will need a good light and a mirror or a boreoscope. Before you discredit that, remember that you stated the turbo was "very oily." Remember the 2003 trucks with the injectors that leaked fuel into the oil and damaged the oil seals in the turbo? Read this!

EGR throttle plate?

Yeah, I saw that. I have been given the impression this stuff is not exactly top secret because prior versions are all over the place (including here at the DTS) and apparently nothing is said about it. I just don't want to be the first.

Please note that this is not posted in a publicly accessible area of the web site. Please do not share the links or I will remove them from the server. I am also looking for the 6.4L Book in a single .PDF document. 6.4L Coffee Table Book [*]6.4L Diesel Overview [*]6.4L Diesel Air/Fuel System [*]6.4L Diesel Cooling System [*]6.4L Diesel Lubrication System [*]6.4L Diesel Fuel Supply System [*]6.4L Diesel Electrical Component [*]6.4L Diesel Unique Service Procedures [*]6.4L Diesel Torque Charts/Wiring Diagram/Diagnostic Codes

Jim, I poked into a couple of the 6.4 mods threads over there just for "sport" as you would put it. Now I am not anti-mod but I do apply the rules as necessary when it comes to warranty and doing what is right. That said, my only real objection to the subject is the attitude some guys have about tree huggers and the EPA and poor me...etc... etc...etc. Just a bunch of idiots trying to long-!@#!?$! each other and anyone trying to interject a little accurate information and common sense. You have to admit, it's quite entertaining. As for when the mods are coming? I think they need to get their hands on a truck before they can do anything really. I do hope that Ford did put some kind of tampering detection in the ECM. I am tired of that uneasy feeling and not knowing the truth.

Real good point Dave. Sometimes our intuition can help, after all, removing the valve only takes a minute! Any time I have a turbo issue, unless the VGT is absolutely stuck I will pull and check the EGR valve. Remember, the two have to work properly to get along.

There is a thread over at TDS about the DMF and someone cited that a 2006 6.0 will not have a DMF. I cant find any documentation on this but I know I remember seeing something not too long ago, perhaps an SSM stating that there was a change in production and that there are now service parts to change over to single mass flywheel set up. The parts listing shows a DMF through 2007 but the part supersedes to a single mass flywheel and also lists new bolts and clutch components. Does anyone know the scoop? When exactly did the DMF stop in production engines? I thought it was somewhere in mid-2006 production... I don't see many of these at all so my thinking is real fuzzy on this.

"...for the rear end of the truck to skip sideways around bumpy corners when unloaded, that is normal for this truck. Do not attempt to repair it as warranty will not cover the repair. But, aftermarket shocks will fix the problem..." The excuse for that one was that these trucks are designed with suspension parts made to tolerate loads and are on the stiff side to provide longevity of the suspension components. Okay, but people do drive these things unloaded and they should handle safely don't you think? "...if the customer does not tow or haul with his truck then you should tell him he bought the wrong truck. He should probably be in an F150." Sayyyyy what? /forums/images/%%GRAEMLIN_URL%%/shocked.gif I admit that the suspension on gas powered Super Duty's is way too bouncy and an F350 is made to work but I would never tell a guy he bought the wrong truck because the suspension has trouble keeping the tires on the road. And, I can't drive a gas powered Super Duty because the ride quality literally makes me sick to my stomach and light headed. I don't know what it is but I kid you not! /forums/images/%%GRAEMLIN_URL%%/puke.gif

WOW!!! I did not look at them in detail until tonight. I was looking at all the manuals replying to a post at TDS about wire gauge specs missing from the books... The couLORS are definitely more than just red. The wires are shown in the same colors as the actual wiring, tracers and all. Another neat thing I noticed was circuit designation is shown at modules with their respective PID or acronym. Thats flippin cool! /forums/images/%%GRAEMLIN_URL%%/rockon.gif

He probably looked like one of my shop's walls before it was cleaned and painted. I forgot to even put the valve cover on at all and four really strong jets of fuel and oil decorated the wall! I was standing at the front of the truck with by remote starter button in hand and my only thought was "that was a stupid thing to do!" (said loudly in the voice of Pete Puma from the old Bugs Bunny cartoons)

I think my FSE mentioned something to that effect was coming but as usual, no details. I might suspect that that sort of thing COULD be kept quiet and reserved for "corporate" use but I would love to know when an engine has been tampered with. Especially now with so much at stake and the complexity of performing repairs now. /forums/images/%%GRAEMLIN_URL%%/wink.gif Might be a good question for us all to ask when we go for our classroom instruction. wink wink! /forums/images/%%GRAEMLIN_URL%%/wink.gif

Well that makes my decision for me as far as going with the PDS or using my laptop as a personal IDS. All I need now is a VCM and the adapter cables and I am set. Oh yeah, they are still on back order. /forums/images/%%GRAEMLIN_URL%%/rotz.gif

You didn't get any ICP codes or see the IPR% ramping up? /forums/images/%%GRAEMLIN_URL%%/confused.gif