Keith Browning

Lifted the cab today and had enough room to work this out from under the head. I'll post the diagnosis when I get to it and I expect to find more beat-up parts.

I'm not sure if you are joking about that and I WAS going to argue but I think you are possibly correct! I'll even bet that Toyota builds more cars and trucks on American soil than Ford does. Mind you , I base this solely on my knowledge that Toyota has several plants and they are making the number one and number two best selling cars in the US. On a side note I was surprised to hear that the number five selling car in the US is the Chevy Impala... all of them are made in Canada.

I know I read something about this yesterday on the PTS web site but I can't find it for the life of me. Anyway, it mentioned a fix in the next software update.

Quote: Ford to delay launch of redesigned pickup truck May 25, 2006 — DETROIT (Reuters) - Ford Motor Co. is delaying the launch of its redesigned F-Series Super Duty pickup truck until January to work out quality issues, a move that could hurt earnings and make it more difficult for the automaker to defend its share of the profitable truck market this year. "The timing was altered by a couple of months in order to make sure we can deliver very high quality," Ford spokeswoman Sara Tatchio said on Thursday. The redesigned F-Series truck, which has long ranked as the best-selling vehicle in the United States, will now be introduced as a 2008 model-year vehicle. Previously it was to be launched as a 2007 model-year pickup truck. Deutsche Bank analyst Rod Lache said the delay in the launch could have a negative impact on Ford's earnings this year. Wall Street analysts on average expect Ford to earn 49 cents per share this year excluding special items, according to Reuters Estimates. Lache said Ford has ongoing problems with the Super Duty's 6.0 liter diesel engine, which is produced by Navistar International Corp. The engine is on about 70 percent of the super duty trucks and has absorbed substantial warranty costs, he said. Navistar spokesman Roy Wiley said the company was coming out with a new diesel engine for Ford's Super Duty pickup truck that will meet the new stringent diesel emissions standards. Wiley said he was unaware of any quality problems with the engines. He declined to comment on the delayed launch. Ford's Tatchio said the decision to delay the launch was made nine months ago, although it was not announced at the time. Ford executives have pledged to defend the company's strong position in the profitable pickup truck segment of the market as they look to reverse overall market share losses. The No.2 U.S. automaker is in the midst of a sweeping restructuring that includes closing 14 plants and cutting of up to 30,000 hourly workers. Copyright 2006 Reuters News Service.

I don't get to meet too many of my truck's owners but to day I met up with the operator of the last truck I did head gaskets on. He was in for a 4X4 concern and mentioned that the truck has never run as well as it did after the head gasket repairs. Feeling good about that and thinking all I did was replace the gaskets and then I remembered the recall 06E17 was also performed. So I guess that counts as positive feedback for the recall. /forums/images/%%GRAEMLIN_URL%%/cool.gif

I recall seeing quite a few valves seized in the heads of 7.3's but not the 6.0. As I return to work after my yearly pre-summer cold, I remember what I left behind. A 2006 with a shattered push rod which is now jammed in the head. After I raise the body and lift the head I'll know better what happened. I used our boreoscope but the light is not very bright. I could swear the lifter had come apart. Just wondering if any of you have seen or heard of valve train problems? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

/forums/images/%%GRAEMLIN_URL%%/rofl.gif

That is a pretty interesting contention. Doing something like that would likely require certain specific circumstances and would have to allow some leeway. I had a pick-up in from a Honda dealer that used the truck for a security/plow vehicle. You know, running all night with someones feet on the dash and rolls off the lot once a night to hit Mickey-D's or Wendy's. With about 4000 miles on it I found a clogged EGR and the cat converter was plugged solid. After doing the math, the hour meter indicated around 32000 miles.

Right about at this point you are really hating your career choice. I also recall shouting many choice words about how I felt about the good people at Ford for shoving this engine in a van. /forums/images/%%GRAEMLIN_URL%%/smhair.gif

Stepping into my Way-back machine I do recall several items that were common with the 6.9 and 7.3 IDI. I replaced many injection pumps due to governor problems mostly related to water intrusion and corrosion. It wasn't uncommon to find failed WIF sensors. If it's a really high mileage pump then it's likely just worn out. Another area that sticks in my head is the lift pump on the block as well as the rubber fuel hoses.

I had intended to answer this when you when you made the post, hope it's not too late. These are the part numbers for the o-rings only: CMP: 3C3Z- 9N693-JA (INNER) 3C3Z-9N693-HA (OUTER) CPK: 3C3Z-9C064-DA These were listed in SSM#17683 which has been removed from the Ford database. A new service message was released which added the oil filter cap and o-ring and mentions the CMP and CPK o-rings but the part numbers were left out. If anybody from Ford is reading this and knows who is in charge of SSM's, please send a big THANK-YOU for changing the SSM and leaving out those part numbers! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Did the vibration begin when the new flywheel was installed?

These 5R110W Torqshift transmissions can do some erratic and strange things. They are completely electronically controlled by the use of the solenoids in the solenoid body. The solenoids rarely fail on their own but they are very sensitive to debris that will cause them to stick. When you replace the solenoid body make a very thorough inspection of the pan. if you find anything that looks like this... ...then you will definitely want to find the source. As always some black goop around the magnet in the pan is okay and is quite normal. It's the large deposits of metal in the pan that signal a developing mechanical failure. This picture is from the 04B24 recall article.

You beat me to it with this post! We got our first delivery of 2007 trucks today and no surprise - looky! The article that you quoted pretty much sums up what most of us have pieced together in that the 2007 trucks will be a short production run. The new body and 6.4L engine will begin production in January as 2008 models - so I hear through the rumor mill. I also opened the hood and there are no new surprises there either. The only things that I noticed that were not right are the noise and engine certification labels which showed 2006.

Quote: If no change i recondition the turbo. Nice! Someone had sent me a copy of the Navistar bulletin showing the turbo reconditioning. Click to read turbo_reconditioning.pdf Unfortunately Ford won't let us "recondition" the turbo as far as I am aware. It looks easy to do and it would save them a lot of warranty dollars. I guess we are too stupid to perform this procedure. May I ask how successful this procedure has been for you? I almost want to try it and see if I get paid under warranty. I replaced a turbo on a VT365 in a F650 today and decided to split it to see what could possibly have caused this in a truck with only 2800 miles on it. It seems like such a waste putting a reman turbo on it when 15 minutes of cleaning and checking is all that is necessary. Maybe I should photograph it and write an article just to see what interest/uproar I can stir-up. /forums/images/%%GRAEMLIN_URL%%/laugh.gif After all this IS a Ford AND International diesel site.

For you International guys or Ford guys that work on the VT365 engines, what diagnostics do you perform for a code 343 with NO EP circuit codes? I ask because the manual is not like the Ford books at all. I was able to diagnose an intermittent sticking turbo by monitoring PIDs but I was just curious if YOU would have performed the recommended EP test or gone straight to the turbo diagnostics. One nice thing about the Master Diagnostics is the three levels of EVRT tests: low, medium and high duty cycle.

Quote: I negotiated the amount to cover my cobra That seems to be a common hiring concern with a lot of guys. I know that a couple of the techs in my shop had the company cover their COBRA until the company benefits kicked in. Considering the cost of health care coverage and having a family to support and protect, that is definitely a sign on bonus to me!

Perhaps I was a little harsh in the first post concerning the new IDS though some good ideas came from that thread. I decided it was time to make a point to use the gear and start collecting some likes and dislikes. One of my first tasks was to update a PCM... "the database was out of date" and IDS spit up an error message. Here we go. I called the Hotline. Very helpful. As it turns out Gentlemen, this software needs to be kept meticulously up-to-date because if you are more than one software level behind, you cant update your calibration files. Great concept, but it bends you over and screws you if you are not aware of this! It took me 3 hours to update the application, then the calibrations because of networking issues with the LAN. Which leads me to another lesson I learned today concerning the Internet connection. My company runs a firewall requiring users to log-in before accessing our network or the Internet. No big deal but establishing that connection BEFORE starting the IDS application was the key for me. Sooooo, be aware of that if you even think that you are going to have to update a PCM or update the IDS software and calibration database!!! Initially I did not and ended up chasing a false LAN problem. /forums/images/%%GRAEMLIN_URL%%/banghead.gif I like the wireless LAN. Our shop is set up with a wireless network and the added freedom is priceless. I highly recommend that you go wireless if at all possible. Speed wins. Not only does the IDS application run much faster than WDS could even dream about, you can run multiple applications and switch back and forth. What do I mean? Open a vehicle session and begin pulling codes. Open an Internet Explorer window and log onto FMC dealer and access the service manual. Nice! Which leads me back to the small screen size. A larger screen with a higher resolution would allow you to open both and VIEW both simultaneously. I know I am asking too much. What has been your experience?

Huh? is right! I was under the impression that these would be available within a month or more likely two - June. December is a long way off and I am seeing more of these things fail than I care to. Considering the fact that this kit was already conceived and some available, how long should it take to ramp up a production run and post a TSB? /forums/images/%%GRAEMLIN_URL%%/mad.gif

I liked the old GCMS courses but the WEB courses are similar and definitely better. I still have it loaded on my PC but it's probably been two years since I used it. Do you need a "back-up" copy of the GCMS disk?

I would take/re-take the web courses on FMC Dealer. Have your STARS I.D. ready and login to the web based training. I recommend taking these courses: [*]51S-UPDATE - Diesel Engine Update [*]51S03W0 - Diesel Engine Theory and Operation [*]51S04W0 - Diesel Fuel Supply/Injection Operation and Testing [*]51S05W0 - Diesel Air Inlet & Exhaust Operation & Testing [*]51S07W0 - 6.0L Diesel Diagnosis [*]51S06W0 - 7.3L Diesel Diagnosis [*]51S09W0 - Diesel Diagnostic Procedures [*]52S-UPDATE - Diesel Engine Repair Update [*]52S01W0 - Diesel Engine Repair

The fact that this is the first time I have seen the fuel spec of 45-55 PSI is a good omen. I haven't seen many 2006 trucks with a problem... or at least one's I needed to crack open a book for. /forums/images/%%GRAEMLIN_URL%%/smile.gif Yes, the D-rings have the check valve in them on an 06. Suggestions? Start hunting but be methodical. I recommend TSB 06-9-7 for starters. While you already have the valve covers off checking the D-rings you may as well remove the oil supply tubes to check the injectors: check the hold down clamp bolt torque indicating a damaged copper seal. Read this. If they leak it will affect fuel pressure in that bank. The engine in the article missed intermittently and ran better at higher RPM's. Closely inspect the injector inlet oil seals as well. I think you are looking at an erratic fuel or oil pressure issue. This includes wiring and sensors that control ICP and the IPR.

Did you read this? This has always been a pet-peeve of mine and I charge a handsome fee to repair such damage. On most of our fuse panels you can remove all of the fuses and remove the cover exposing the terminals which you can reshape restoring a good connection. Though I am sure Larry would rather move another part across the counter, that works too!

Larry, you should hold onto that stuff and sell it to an automotive museum some day. Jeez - I can't remember the last time I saw an "oil can" but as a kid I saw many shiny cans magically floating over the engine of Dad's Fury III at fuel stops. When we was younguns Mom and Dad used to hitch-up the ol camper and cruise around the country. Strapped tightly in the middle of the front seat I could just see the floating cans dancing between the dash and the bottom of the raised hood.

Kool find! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif