Keith Browning

Interesting. A post link made before I installed the new forums. The link still points to the old forums and I don't remember what topic it was...

Quote: coolant leaking out of the V-band clamp that connects the up pipe/Ypipe to the EGR cooler. And this is an indication of WHAT gentelmen? /forums/images/%%GRAEMLIN_URL%%/wink.gif

Thank You Bruce for emailing that page to me! This is exactly what I was looking for. I cropped the image to just the chart for posting...

I knew there was a thread on this some time back about removing the oil cooler outlet cover... Ed beat me to the post but not the link. READ THIS, it's worth re-visiting.

Okay, for the life of me I can't locate this info in the service documents. Does anyone know where I can find this information on what weight oil to use and the minimum operating temperatures for each? Here in balmy NJ we rarely need this information... until someone asks.

That unfortunately is your biggest obstacle.

Is this an early 2004 truck with a 2003 engine? (ICP sensor location) The P0470 DTC might be your best and only clue here and given that the EP sensor is right in the middle of all things important on this engine I think it deserves heavy scrutiny. From reviewing possible sources involving your symptom and code it leads us to check the wiring for the EP sensor, the EP sensor and install an updated calibration. Personally, I feel for ya. I hate the ones that you know it's got a problem but it presents the concern sporadically and usually not enough to diagnose. You REALLY need convince your manager to equip you with a CFR. It's not just for customers! You might also want to check your EP, MAP, and BARO PIDs looking for a biased sensor. Have you replaced the EP sensor and connector pigtail? If it's a 2003 engine has the ICP been replaced? Pigtail there as well? For me that has been a common source of surging at idle in the past.

/forums/images/%%GRAEMLIN_URL%%/thumbup.gif I had trouble with that method when the HotLine suggested it to look for manifold leaks but on a larger leak like these it should be good to go! Nice suggestion!!!

Joey, If you look at the date this thread was originally posted you should see that it is old. I have been pulling parts related posts into this new forum Anyway, If you read this article: http://www.forddoctorsdts.com/articles/article-05-19.php the part numbers are listed. When I discovered this drain plug deal and wrote that article I caused the part to go on backorder. They should be plentiful at this point and any ford dealer can order it BUT! if a dealer is not a medium duty truck dealer the part will not show on their system. Ask them to order it anyway, It will come in.

I'll second the advice on the y-pipe. Guys, I have some very good advice on this. Buy a mechanic's stethoscope and when you get it, remove the hose from the metal ear piece assembly and go into your parts room and get yourself a length of vacuum hose that will fit onto the ear piece. Make it arms-length plus 6" or so. Using the open end of the hose like a microphone, run it along the y-pipe and the exhaust connections that use the marmon clamps. When the hose meets the leak you will hear a VERY distinct sound when you locate your leak. From experience, In my shop there have been quite a few instances where the technician (myself included) did not align the y-pipe to turbo connection and it leaks. This is especially possible if you are brutal with the y-pipe, bending and prying either the turbo or the pipe as the turbo goes in or out. /forums/images/%%GRAEMLIN_URL%%/hammer2.gif And don't give me any lip! We have all done it, haven't we? /forums/images/%%GRAEMLIN_URL%%/wink.gif I thought so. /forums/images/%%GRAEMLIN_URL%%/grin.gif

I never felt it necessary to do so since I have this site! I don't support their anger driven march to unionize and having stated that, why should I give advice or discuss technical matters while THEY pocket cash from people they apparently don't want around anyway? There is credit to the point they make about their knowledge and time being valuable but making money off of the forums is not what the FRT web site is about anyway. Remember, it's not about bettering themselves, becoming better technicians of helping anyone, it's about unionizing and getting revenge on Ford for SLTS and expecting Ford to listen while they take shots at them. At least that is what I have extracted from what I have seen. I respect them for taking a stand and I agree that a lot of the labor times are screwed up, but they can do what they are doing without the anger. It's just not for me. Even though I was not very active there I will miss their Forums. Like I said, I wish them luck. If any techs there feel alienated or there is nothing useful going on there, they are always welcome here.

Scott, this engine in an Econoline is something I fear the most. The 6.0L ranks up in the "terrifying nightmare" category for me. I understand that there is a market for diesel vans but Ford has really got to do something about serviceability on these engine and chassis combinations. Maybe something along the lines of a front sub-frame assembly similar to what front wheel drive cars use. At least then we could still raise the body and expose the engine. This would also be good because a tech could use any lift and lift the truck up as normal... but the engine/trans stays on the ground! Hey, anybody from Ford here paying attention? Stick that idea in the suggestion box! /forums/images/%%GRAEMLIN_URL%%/hammer2.gif

Yeah yeah yeah... I had a good idea and forgot about it. I'll make it happen this weekend. Right now I'm just a lil too deep into a bottle of rum and the kiddie-poohs are staring at a Christmas tree with no lights on it yet. You know, puppy dog eyes and big grins? LOL!

Not on the 4.5L but on the 6.0L we have recently seen some block-off tube o-rings coming apart. The tech who worked on this ended up accessing all injectors and the HPOP looking for a failed seal and everything was perfect, except the plugs on BOTH heads we he and I OVERLOOKED! /forums/images/%%GRAEMLIN_URL%%/banghead.gif We both know better. We got lazy. We got beaten on that job. Now when I access a head looking for a leak I will remember to check everything no matter how routine it gets. Complacency is painful and it's a lesson learned in time. Cool avatar! Your Truck?

Relax Mike! Or is it Michael? Look around at some posts, use the search feature and ask any question you might have. We help each other in this forum! I get the impression that we need to get you up to speed being the only diesel guy in your shop... and congrats for being the first from the recent Canadian invasion to "jump in!"

I do strongly recommend that you read the TSB but the F-Series does not require any modifications. The TSB also includes a customer information sheet that is perfect for making photocopies of so that YOU can leave one in the truck for the owner. Trust me, they will appreciate being told about this injector cycling. One more point I should make concerning reflashing ANY PCM in ANY vehicle; In the US, I am not sure about Canada, Ford will not pay any warranty claims for module reprogramming on 2006 and newer vehicles UNLESS directed by a recall, SSM, TSB or HotLine Engineer's instructions. Otherwise, you and your dealer are not gettin paid! /forums/images/%%GRAEMLIN_URL%%/shocked.gif

Ah Ha! I guess TSB 06-22-03 is not as well known as we thought even though it affects every reflash you will perform from here on out. The TSB introduces a new FICM strategy that cycles the injector spool valves for 30 seconds after shut down. This is to remove the oil from the valves to reduce the likelihood of them sticking because of cold, thick oil during start-up. This is something the Ford engineers have been calling stiction. May I suggest you log onto FMC dealer and read the TSB? Performing a module reflash on any Econoline requires a wiring modification as well. We have only touched on this a little here, see this topic.

The VIN will not provide that information. What you want to look at is the Vehicle Certification Label on the drivers door or opening. Obviously this means that you need to have access to the vehicle. This is the 1997 service manual description of that label:

/forums/images/%%GRAEMLIN_URL%%/thumbup.gif Bruce Amacker was kind enough to share photos of his newly acquired 6.4L engine with me and has also allowed me to put together a presentation and share it. This might scare some of you but we will all have to face this beast eventually. I personally find the under hood view particularly frightening! Enjoy fellas... let us hope this is a good one! Meet the 6.4L Power Stroke

As far as I know this is IN production or will be by JAN 1, 2007 for all of their highway AND off road engines.

Chris, your connector is on it's way. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif You should have it Wednesday. Have a nice holiday.

I have SEVERAL of these connectors with wires in my salvaged connector box. The number on it matches what Larry posted here. The EOT and ECT sensors use the same connector. The wires will always contain a grey/red wire and one of the following: yellow/white, red/white, light green/red. I'll post a picture tonight...

I went back to CAT this week for emissions cert training, which was on-line by the way but that is another story. Anyway, As we all learn about the new emissions equipment and the way it all works you will learn that it's not all that complicated. The interesting thing about Caterpillar is that they designed their EGR system to recirculate exhaust gasses AFTER the diesel particulate filter. This results in almost no soot being introduced into the intake. What's more is that although CAT is using a cooler for the exhaust gasses, they introduce the gasses before the turbocharger compressor which mixes the gasses very well and further cooling takes place in the charge air cooler. And if you are taking notes, CAT does not use the term EGR. Their system is called CGI for clean gas induction. Have a look-see! Exhaust gasses are taken from the outlet side of the diesel particulate filter through the CGI line.

Hey, forget the EPA! What about the fact that these two diesel engines are almost too big for the engine compartment in the Econoline. It has been rumored, I heard it from my FSE that just to remove the valve covers on a Super Duty, the cab has to come off. Think about that for a minute. What is going to be necessary on an Econoline? What if you can't get the body off? With the 6.0 you had to strip the engine to get it out. Just thinking about it makes me !@*!#?! sick! /forums/images/%%GRAEMLIN_URL%%/puke.gif I know, DYNAMITE! /forums/images/%%GRAEMLIN_URL%%/grin.gif

The funny thing is I heard the 6.4 simply won't fit and I also heard that it will. /forums/images/%%GRAEMLIN_URL%%/shrug.gif Now that I have seen the engine (removed from a test mule) from all angles I would say it's going to be a grotesque fit. When I removed a van body to replace a 6.0 I realized just how tight that sucker really is in there. The main problem I see is all the stuff on top of the engine like the fuel cooling unit and the piping for the turbo and air management. Don't forget those large dual EGR coolers too! I think some redesign of the engine compartment is necessary. Thanx for the info Jay /forums/images/%%GRAEMLIN_URL%%/thumbup.gif