Keith Browning

First, welcome to the site! I have done only two so far and they were before the recall came out. Both of mine were stuck from rust and the first was too rusty to recondition. If you haven't been to the articles section of the site, I wrote an article on the process based on the International bulletin before Ford came out with the TSB. Personally I feel that using a light coating of anti-seize is preferable to coating everything with oil.

I see you repaired this one and you just posted another thread with the same concern. What was the root problem with this one anyway? Looks like pistons and rings. Was there a concern with the rings and did this vehicle sit as well? I'm starting to think that this engine does not like sitting for periods of time. So far, all I have seen from long term "un-use" is frozen turbos and sticking exhaust valves. Amazing what a little surface rust can do!

Yeah, I threaded it for 3/8 PFT and I used one of the test fittings from the Ford gage bar tester kit. It threaded in, and tightened. When I was done I had my parts dude get me plug and I sealed it up nicely and it looks like it belongs there. Well, at least it doesn't look half ass though another tech somewhere someday will look at it and say "WTF?". /forums/images/%%GRAEMLIN_URL%%/cool.gif

Thanx for the heads-up, I've been waiting for this release. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Hey, any trip that ends with Captain Morgan is fine by me!

Well I'm glad I'm not the only one to make that mistake! I did that on my first head gasket job. Boy was I pissed!

I am satisfied that it's resolved. Since additional repairs were made after the blue connector hose had originally been replaced, and the connection failed over a dozen times or so I decided I was chasing my tail. At least I knew what the problem wasn't. My last post was the fix. But I have to be honest. Historically I never got out a torque wrench for these clamps and really have never had a problem. Using a torque wrench this time I learned several things. For one, what I thought was "tight enough" actually was not. The 9 ft/lb spec is tighter than it feels. Secondly, these connections will loosen up after getting hot, especially a new connector hose. So torquing is good advice and I know I have read this before. Kudos to those who spread that advice! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Thanx for the reply. Yeah, this is a flapper, well, actually a butterfly valve just like the EBP valve on a 7.3L and it has a bracket with an air piston installed on it. We have been having problems with our local CAT dealer as have many of their customers in their highway truck service center. I am going for training there next month for a re-cert. I'll be sure to as a lot of questions. Remember, It took me four years to get those bastards to unlock my ET software. /forums/images/%%GRAEMLIN_URL%%/smhair.gif

There are also many above ground lifts that are quite suitable. There are drive-on lifts for trucks and conventional hoists that lift from the frame. My shop also has three Rotary 15,000 LB two post lifts that lift from the frame. They are perfectly suited to lift trucks all the way up to F550's and LCF's The only difficulty with those lifts is trucks that have large frame mounted tool boxes hanging below the body.

I tried the High Tack method. I determined that since the product does not completely dry hard it actually acts like a lubricant. I also discovered that when it gets hot, and the CAC tubes get very hot, the High Tack softened. I am referring to the spray in case you are using something different. So here's where I left off. Since this is my first shot at the truck I really have no idea when the over boost condition was actually repaired assuming there actually was one. I looked at the blue connector tube and decided that it was distorted from coming off so many times. I got a new tube, I scuffed-up the turbo and duct with some emery cloth and Brakleen. I torqued the clamps to 9 lb/ft and marked the edges with a marker to help identify ANY movement. I got it hot and road tested it, so far so good. Before I left and it cooled I re-torqued the clamps which did loosen a little. I'll do the same a few more times on Monday and see what I have. /forums/images/%%GRAEMLIN_URL%%/banghead.gif

Those cleaners sound similar to Fords Combustion Chamber Cleaner. And who remembers the ol' carbon blaster Ford sent to all of the dealers in the early nineties? Ours is still in the box, unused.

Good thought, but... Despite having put this web site together I am a bit on the shy side and would be humbled to even mention it to anyone there directly. Now, I realize this site is for us and I also have an open invite to anyone working for or associated with Ford to join us but I still have apprehensions as to how this site is/will be perceived. Yes, I am aware that there are "people from Ford" that are members. I know, I know, I put it out there... I just feel funny. /forums/images/%%GRAEMLIN_URL%%/frown.gif

It's a 2004 F550 dump truck and the owner loads it heavy and has a lead foot. Regardless, the CAC tubes should not keep blowing off at the turbo. We inherited this truck from another dealer and the history on this concern goes back almost 15,000 miles. IT has had the duct, tubes, clamps, MAP sensor and turbo replaced. My diagnostic data shows that there is no over boost condition and the duct is properly installed/aligned. I called the Hot Line and I asked about the possibility of the after cooler being restricted (they said good thought) and they threw in soft engine mounts causing the torque to pull the duct off. First, the engine torques toward the duct during acceleration killing that idea. I removed the CAC ducts and inspected them, for anything stuck in them I know but ya gotta check. I pulled out the ol' borescope and inspected the after cooler which was very clean and there was no oil collecting in it. Then I decided to drill a hole and install a test fitting on the hot CAAC tube, cleaned it out and put the trick together. I monitored boost at the duct before the after cooler and at the MAF hose. I show 30 PSI at the duct and 24 at the manifold and the MAF reading matches with 24 PSI. So I measure a difference, or a restriction of 6 PSI through the after cooler. The HotLine thinks that's too much. Regardless, I don't think that a CAC tube should blow off at 30 PSI or even 40 or 50! Opinions? Ideas? Comments? /forums/images/%%GRAEMLIN_URL%%/smirk.gif

I made up some scrapers out of pieces of coat hangers. The metal was soft enough that I could take a hammer and flatten the end to make a wide, flat scraper edge and another like a knife. I actually sharpened them with a file. The thin coat hanger material allows for bending into the right shape to access all around the EGR mixer. It works fairly well. If the carbon is wet and sticky I discovered that Brakleen will dry it out making it scrape-able once you have removed the bulk of the deposits. I too don't get them "squeaky clean."

I guess I am spoiled. I have a two post lift with an adjustable front piston. I lift LCF's, F650's and F750's.

I'm guessing that you have not read all of the posts in this topic?

If you took the course, you should have all of the special tools needed to service the LCF. The tool kit supplements the 6.0L tools as many of them carry over to this engine. Included in that shipment of tools is an IC4 COM cable and interface module used to communicate with Navistar modules and WABCO braking systems on the 650-750 trucks. It is used with the MD Truck software bundle which currently only works on WDS. I understand the IDS version is coming shortly. As for shop equipment goes, the LCF is similar to a F550 in size and weight so if you can handle them you should be okay.

Well, I have a 2004 that I ordered a turbo for sitting in the shop, maybe I will call the fellas over there before I lay a wrench on it. /forums/images/%%GRAEMLIN_URL%%/readthis.gif So I called the Hot Line... Sure enough, somebody goofed and left the 2003 and 2004 model years out of the LABOR OPs section. Ford is revising the TSB and will re-release it soon but the "warranty people" will NOT allow any claims for the TSB on those model years until it is in print. So until you see the change, 03 and 04 trucks are not covered.

So I still have no official answer as to why 03 and 04 models were excluded however my Service Manager suggested that this is "cleaning and adjusting" which is only covered by the 3/36 warranty. Hmmm, I don't think that he realizes that there are still 03 and 04 trucks out there still eligible for the 3/36 warranty. Other than that, if you perform the reconditioning procedure you still need to replace the VGT solenoid valve so technically the diesel engine warranty would pick it up if you look at it from that angle. Then again, what model years are getting the "new turbo" with the under cut unison ring? Nah, that couldn't be... just thinking out loud.

A big THANK YOU to one of our members who submitted some good information. We now have a collection Coffee Table Books to refer to. Some of this is old but may prove useful to somebody. I made up a page to list them but have not officially posted this on the site. http://www.forddoctorsdts.com/articles/article-06-11.php I also have an International VT 275 (4.5L PSD) book but I haven't located a PDF version yet. With any luck a 6.4L book won't take two years to surface...

In looking at the top of the TSB, the years and models you posted are there... ... but scroll down to the Labor Ops and you will see the difference. I am confused by this as well. If there is a typo error I want to know which statement is incorrect. So for now, I consider the year/model information in the Labor Op section as the "official rule." Of course we all know that this procedure covers all of the turbos but we will only be paid on the vehicles listed. I realized this too and posted my question on the Ford message boards to see if there is an explanation. I also want to know why the VT-365 in the Medium Duty trucks was not included as well.

Somebody posted over on TDS that a TSB was just released about cleaning turbos. Any one see this? It's TSB 06-17-1 and it also states to replace the VGT Solenoid.

Quote: Ford has offered us lots of resources... perhaps we should spend some time perusing them. Quote: Unfortunatly in this bussiness, sometimes we get caught up in whats in front of us and cannot see some of the things that may not jump out and smack us.. Well don't I feel stupid!

Greg, Congratulations on your new job! It's nice to hear of a new job working out for a change. My situation sounds more and more like Jim's as time goes by. I just passed my 20th anniversary with my employer and my only concern is not knowing what else is out there. I too am fortunate to work with people who respect what we do and even involve the employees by keeping us well informed and even asking us for suggestions. As for pay, they have kept me well compensated over the years and I have been able to concentrate on doing the best job I can and keeping customers happy. We are very busy. May your success be long-lived!