Keith Browning

I am pretty sure that I heard the 6.4 WILL make it into the Econoline next year on one of those Ford Star broadcasts and from one of my commercial salesman was at the E Series plant not long ago and he also told me that the front end will be new. It supposedly will look similar to the current Super Duty nose. There will be only two trim levels: one with chrome and all the appearance goodies and two, a fleet level that has painted bumpers, no chrome and no goodies. I am not sure what goodies meant but I assume things like trim panels, covers and carpet are included in that list.

Well, WE go onto those web sites and freely give help and advice. We all have our reasons I know I have mine but I am not going to pay to do it and I doubt many owners are going to either but like I said, this will be interesting. I could be wrong! /forums/images/%%GRAEMLIN_URL%%/popcorn.gif

I heard a rumor that flatratetech.com is now charging a subscription fee for access to their forums. I went there and attempted to read a post and maybe help someone out and sure enough, I don't have permission to access! I don't think I will be paying them to lend advice to those seeking assistance. Assistance that is available in many places on the Internet. Is Ford getting a cut of "rates" they are charging for running OASIS reports for people? This could be interesting. I am going to miss visiting that site as it was fairly nonsense free and helpful, unlike the rest of the dozens of web sites out there. I wish them luck.

Hey Scott, does International have a web site for you guys? Like our Ford site with corporate info, service pubs, vehicle info and message boards? Another question, is there any kind of a list that has descriptions, part numbers and even pictures for these pigtails? Motorcraft has a really nice one that I got my hands on from our parts distributor. I looked through it but did not find a match for this sensor.

I just checked that out. WOW! There is a lot of information and you can see and expand all of your co-workers information. I wonder if we are all supposed to be able to see the Customer Viewpoint information? /forums/images/%%GRAEMLIN_URL%%/shrug.gif Well, if it's a mistake I am sure Ford will strip us the right to access it pretty quick. Personally, I think it's good that we can review that kind of stuff and use it as a tool for self improvement. just my /forums/images/%%GRAEMLIN_URL%%/2cents.gif

Having accidents like this instilled patience and respect for some connectors in me. I have broken a few in my time. Unfortunately this is one of those connectors that might not have a replacement but if Motorcraft has one it will be in the catalog when I look for it tomorrow. I keep all salvaged harnesses and cut off connectors with a few inches of wire. This practice has saved my ass several times. A PSD engine harness is not a commonly replaced item. I have saved about three from being scrapped by my parts clerk. Ford rarely calls back harnesses. I also remember being told that the connectors on these harnesses are Delco in origin... may be of some value to know that.

Okay. I know you all must have done something stupid or made a silly mistake or two... While I was degreasing the engine and the underside of a Super Duty hood for the third time today,I was thinking that this was the SECOND time I forgot to install the clamp bolt for the turbo oil feed tube at the oil cooler. /forums/images/%%GRAEMLIN_URL%%/banghead.gif

I learned today that Ford now is rating technicians off of the warranty surveys. It looks like they are going off of the FIRT, ready when promised and cleanliness of vehicle questions on the surveys. How new is this and has anybody been given their rating scores yet? I don't have one as of yet. Two of my techs had one survey scored each. Both have a negative rating. /forums/images/%%GRAEMLIN_URL%%/crazy.gif This is too funny!

You know Steve, you have an excellent point there. I will agree with that statement and expand on it as I think it through. Honestly, not a single hard part failure that failed on it's own but, like you stated, it has to have happened. Valve and valve train failures, almost all were caused by rust that developed in the valve guides of a few exhaust valves. These were caused by non-use of the vehicle. I don't understand however how there could be so little oil there that rust could form in the first place. Piston failures like MELTING and cracking. All of the ones I have seen were caused by sticking turbos and over-boosting issues. I am not sure about injectors causing hard part problems other than a couple of turbo chargers that the seals failed from fuel dilution. One resulted in an engine running away in our lot and subsequently exploded. My #1 tech, a "newbie" at the time was running the engine at full throttle after installing new injectors and a turbo. It never dawned on us then that the charge air cooler could be filled with fuel diluted oil that came from the failed turbo. /forums/images/%%GRAEMLIN_URL%%/whistle.gif Whoops! I have had replace several blocks due to manufacturing quality issues LIKE porous castings, rough machining at the lower block surfaces and THREE blocks that were cracked around the oil cooler opening.

I am starting to wonder if we haven't come close to the end of any new calibrations for the 6.0 unless they are going to come out with the mother of all flashes to fix everything and make them run like they had mechanical pumps. In my humble opinion most trucks are running well unless they are owned by stubborn know it alls that think reflashes are evil and wrong... oh, and the sticking EGR valves and turbos. Can't for get them!

I don't know if you all have realized that with IDS, making screen shots of pretty much anything is now really easy. Here is a good example of a recording during play back. I was performing a EGR position and movement test and thought it would make a great example for helping others. This valve was cleaned and retested as per the TSB. It failed. Stuck even worse than before cleaning. /forums/images/%%GRAEMLIN_URL%%/rotz.gif Feel free to make screen shots of bad stuff going on, load em in Photo Post and stick em in a post.

While I was in trade school I was told by a guy in the fuel room that most diesel mechanics (that's what we were called 20 years ago) are much different than the regular all around mechanic. We tend to to be more passionate about our work, more detail oriented and more mechanically curious - most people are content with just knowing what went wrong. We might be inclined to spend a few hours figuring out why. /forums/images/%%GRAEMLIN_URL%%/crazy.gif The point is, when you have a group of guys who have developed their own methods that have contributed to their own individual madness get together, a debate is likely to occur over something as simple as removing a fan. I must admit to having removed a fan or two with a long chisel and a hand sledge. I do prefer to use the fan clutch wrenches that are in my tool box though. I suppose that topics like these can test our wills when when it comes to our convictions and what we think is the right or proper way. There are situations when a man has to do what he has to do to get the job done. Speaking of NASA, I have an uncle that worked in the space program in the seventies. Remember the NASA Space Pens? I read a story that told that NASA spent over a million dollars developing a pen that would write in zero gravity. The Russians faced with the same problem used pencils. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

So what you are describing are various methods of increasing fuel pressure. Is this the objective?

I thought of this thread yesterday as I was air testing an engine. I was tempted to plug the FICM relay back in but resisted. I think it's safe to say it couldn't cause any harm but why test fate. There's a thread going that suggests using compressed gasses like CO2 for "high pressure" air leak testing. I wonder what that would sound like and what seals might suffer from the higher crankcase pressure. /forums/images/%%GRAEMLIN_URL%%/shocked.gif

That's an excellent tid-bit of advice and I have used it several times in the past. It was also useful in identifying leaking injectors back in 2003. I ran into one that would not leak when cold but the block heater got the engine hot enough to make things happen. By the way, an engine gets pretty warm in a garage with the block heater on. I remember the heat coming off of it and some parts were a bit warm to the touch! /forums/images/%%GRAEMLIN_URL%%/shocked.gif

I can see the attraction to doing that. My fear is that Some small leaks from the pump that are normal may sound like large leaks begging for needless repairs. Have you or has anyone you know actually tried this? Now I am curious!

Dave, welcome to the DTS and don't worry about talking too much. There are too many members that don't post at all and my philosophy is that there is no such thing as a stupid question. As for the 4.5L it is not far removed from the 6.0L but there are some differences that are important. You will need the MD Truck software for diagnosis as well as a few special harness jumpers.

TSB 06-23-2 was released November 2, 2006 and it supersedes TSB 06-18-3 for the turbocharger reconditioning. The main change is that the actuator solenoid is no longer to be replaced. The revised instructions have us replace the return tube for improved return flow. I thought that needed to be pointed out.

Since the release of TSB 06-22-03 and the accompanying FICM calibration, injector cycling is now incorporated into all current 6.0L calibrations and will be in all future calibrations. This means that any time a PCM reflash is performed for WHATEVER REASON there will be a new FICM calibration installed as well. But now for some issues: Today, without realizing what I had done, /forums/images/%%GRAEMLIN_URL%%/sleep.gif I dispatched two Econolines that had recalls that included having the modules reprogrammed. I am assuming that performing these recalls with IDS release 45.9 installed the FICM's in these two vehicles now have the injector cycling strategy. I base this on the information I read. Neither vehicle had the wiring modification performed as outlined in TSB 06-22-03. I know the techs did not catch this and I realized it on the ride home. This raises some questions: The injectors will not cycle on these vehicles but will there be any issues like the MIL coming on or false codes being set? . If all this is true, how do we get paid the extra time to modify the wiring when performing recalls and PCM updates? . Has anyone seen any documentation that I may have missed or documentation to support or discredit my thinking?

Greg, where was this "air chisel" thread? I guess I missed it. Sounds like it was a good one!

Handing out books of matches to these people Jim? You know the saying: "Hand an idiot a book of matches and he will set something on fire." I'll guarantee you there has to be at least one guy that will go looking for the USB port on his FICM.

Well, let's think about this. If there are chemicals in the fuel that are attacking the fuel lines (rubber components) you need to consider all of the system's parts. A few that come to mind are the rubber supply hose at the fuel lift pump, the lift pump itself, the injection pump, any other rubber hoses in the supply line and tank pick-up. I doubt that all of those parts are made from the same type of rubber and not all rubber seals and hoses will be affected. I was reading up on the new ULSD and there was some concern that chemicals in it would attack some seals in older diesels. You are not likely to know until there is a problem. They key is going to be to know that it was the fuel that caused it. /forums/images/%%GRAEMLIN_URL%%/wink.gif That goes for both BIO and ULSD fuel. So with all that said, if it were my truck or customer I would look it over real good like, stop using BIO and run it for a while and see how it goes. Does that sound like a reasonable train of thought?

And here is the response which I believe to be accurate: Quote: the unit will still be supported because the license has been paid for. when the license expires, all you have to do is buy a new one on the pts site. all the updates and calibrations are free and available either on motorcraft.com or at the rotunda portion of pts,. I also reviewed the Motorcraft website and verified software licenses may also be purchased there.

I caught this today. It's not the entire letter so go to FMC Dealer to read it all.The rest is course information dates and so forth. Quote: October 27, 2006 To: All Ford and Lincoln Mercury Dealership Principals, Service Managers and Technicians Subject: 2008 Super Duty Truck and 6.4L Powerstroke Diesel Technical Training Launch NEW STST DIESEL ENGINE PERFORMANCE CURRICULUM SPECIALTY 51 COURSES – REQUIRED TRAINING The Service Technician Specialty Training (STST) Diesel Engine Performance curriculum Specialty 51 has been revised to incorporate new technology and repair procedures for the 6.4L Powerstroke Diesel engine. Changes to the curriculum consist of one new web-based training course and one new 3-day classroom course. New courses are: 6.4L Diesel Engine Theory and Operation Web Based Course (51S10W0) 6.4L Diesel Engine Diagnosis and Repair Classroom Course (51S11T0) NOTE: Web-based course, 51S10W0, completion is required before attending the classroom course, 51S11T0. NEW 2008 F-SERIES SUPER DUTY TRAINING – RECOMMENDED TRAINING In addition, a 2008 Super Duty New Model web-based course has been developed to cover new technology and repair procedures throughout the vehicle. This course includes detailed procedures for removing the body to perform major engine service. The 2008 Super Duty New Model course is not a required part of the STST Specialty 51 curriculum; however, it is highly recommended that technicians complete this training: 2008 Super Duty New Model Web Based Course (51N08W0)Note: If your dealership has enrolled in the Continuing Enrollment program for Technical Training, your technicians will automatically receive access to all available web-based Training courses. EFFECT ON SHOP COMPETENCY AND FULLY TRAINED TECHNICIANS There is NO IMMEDIATE EFFECT on Currently Certified Technicians or Dealership Shop Competency. Fully trained Technicians: Will have 90 Days to complete the 6.4L Diesel Engine Theory and Operation Web Based Course (51S10W0) that will be available December 15, 2006. Technicians have until March 31, 2007 to complete this course. Will have 12 months to complete the 6.4L Diesel Engine Diagnosis and Repair Classroom Course (51S11T0). The 12 month period begins December 31, 2006 and concludes December 31, 2007. Must complete the new requirements by March 31, 2007 and December 31, 2007 respectively, or the Technician's Diesel Engine Performance certification status in STARS2 will change to "Expired" until the requirement is completed. Once a technician's status changes to expired in STARS2 any warranty repairs that require specialty 51 certification will no longer be paid. OBTAINING/MAINTAINING DIESEL ENGINE PERFORMANCE TECHNICIAN CERTIFICATION REQUIREMENTS The new/revised STST Diesel Engine Performance curriculum must be taken to obtain certification in Diesel Engine Performance if you are: A new Technician that the Dealer selects as a Diesel Engine Performance Technician A Technician that has partially completed the previous Diesel Engine Performance curriculum (see the Curriculum Map below for details). TRAINING PLANNERS All Diesel Engine Performance Technicians should review their STARS2 Certification Planners for Diesel Engine Performance to confirm their curriculum status. This information is located under STARS2 at Professional Technician Society (PTS) web site. Updated curriculum information can also be located on the Dealership Technician Training Planner summary report for 51 Diesel Engine Performance. These reports will be available December 15, 2006 and will be accessible via: FMC Dealer.com/Parts and Service Role Communications/Management Reports/Training Reports Additionally, users with "update all" management access to STARS2 can access these reports by clicking on "Dealer Reports" located on the Manager drop down in STARS2. The STST Specialty 51 Curriculum Map shown here outlines the new Diesel Engine Performance curriculum. The latest version of the Diesel Engine Performance curriculum map will be available on the Professional Technician Society (PTS) web-site upon full curriculum launch (December 15, 2006).

If you want answers, you have to ask. So I did: Quote: There are techs on my web site that have been trying to purchase VCM kits or PDA kits if necessary but Rotunda has been been showing them on backorder forever. Some guys are independents and have been given the runaround from Rotunda. The main concern is that if they purchase one here on EBAY, will their units be supported by Ford as far as warranty on the units and will they be able to get subscriptions for updates and calibrations? Thank you. Not sure I will get a response. I hope I asked the right question. Since these particular units were used for the Ultimate Technician Challenge I would think that the user selling them works for or is associated with Ford. I figured that if I ask a straightforward question I might get an answer. But then again, they guy may have absolutely no clue. I'll post the response when I get it.