Keith Browning

Quote: TECHNICAL SERVICE BULLETINS 05-18-06 2005-2006 F-SUPER DUTY, F53: MIL, DTCS P0172, P0175, P2106, HESITATION, SURGE, HARSH DRIVE ENGAGEMENTS - 6.8L ENGINE SOME VEHICLES, MAY EXHIBIT ANY ONE OF THE FOLLOWING: (MIL) ON WITH (DTC'S) P0172 (SYSTEM TOO RICH BANK 1) AND/OR P0175 (SYSTEM TOO RICH BANK 2) WITH NO DRIVEABILITY SYMPTOMS, DTC P2106 (THROTTLE ACTUATOR CONTROL SYSTEM-FORCED LIMITED POWER) WITH NO DRIVEABILITY SYMPTOMS, HESITATION/SURGE ON ENGAGEMENT IN DRIVE OR REVERSE UNDER ACCELERATION, HARSH DRIVE ENGAGEMENTS ON START UP. REPROGRAM THE (PCM) TO THE LATEST CALIBRATION USING WDS RELEASE B38.11 AND HIGHER OR B39.2 AND HIGHER. THIS NEW CALIBRATION IS NOT INCLUDED IN THE B39 CD. CALIBRATION FILES MAY ALSO BE OBTAINED AT http://WWW.MOTORCRAFT.COM. THIS TSB SHOULD NOT BE PERFORMED IF BOTH P2106 AND P2135 ARE PRESENT TOGETHER. FOR VEHICLES BUILT 11/29/2004 AND PRIOR REFERENCE TSB 05-14-4. FOR VEHICLES BUILT 11/30/2004 AND LATER REFERENCE THE ONLINE VERSION OF THE PC/ED MANUAL. See TSB for complete details EFFECTIVE DATE: 08/29/2005

Jay-d, I did a lot of reading while writing that article. I decided to keep it as non-technical as I could because much of the information on fuel is just way too technical for me and probably most people to understand. Do a Google search for "diesel algae" and "fuel bugs" and start reading some of what comes up. It's interesting to say the least! It's actually a complex thing that goes on with fuel.

I am confused Capt. Is this truck an '03 or an '05? We had a rash of bad fuel injectors when the 3 valve engines came out. I have had multiple experiences with 5.4L and 6.8L engines. Some just 1 or 2 injectors, several, entire sets! My thinking is you could have an over fueling issue with an injector. An injector leak-down and relative flow test may be in order here.

Capt. thats a good example of why we don't care for mods in the warranty shop. I don't care what a guy does to his truck -by all means, have fun with it- but what should I be expected to do with bolt on parts I know nothing about? You have now seen both sides of the coin my friend. Thanx for the heads-up!

Today I actually pulled up the PIDs while watching the VGT Learn process. Not much to look at but interesting none the less. Since I like to pull up the EOT PID before starting I'll just add the VGT PIDS to the display. You can leave the monitor up while you reprogram the modules and clear the KAM. GREAT HEADS UP on this PWRStrokeMaster! /forums/images/%%GRAEMLIN_URL%%/rotz.gif

Interesting change for CAT but I am not surprised. The new high pressure common rail systems will have a good impact on cleaning up the emissions from these trucks. I think we are all in for a rough road ahead as we have to deal not only with the new technologies but dealing with the changes as they evolve. I'm sure new fuels and fuel blending will eventually come to play as well. Speaking of working on generators, you may well be back to trucks before long. Trucks with a diesel generator supplying electric drive motors is not a far-fetched concept. The rail industry has been doing it for what, almost 75 years? /forums/images/%%GRAEMLIN_URL%%/smirk.gif Long live the diesel electric!

Quote: Last time I looked, we were pushing towards 800 members... yet some days this place is as quiet as a mausoleum... C'mon ya buncha deadbeats.. post something... tell us about yourselves, what you do, who you are.... Better yet, tell us that dirty little secret you don't want your co-workers to know about... we wont repeat it.... honest.... This is a great venue.... Henry ain't looking over your shoulder, you wont get called a PFB simply because you are making decent money and you don't have to put up with dimwit questions from folks who shouldn't be allowed to lift their hoods.... Jim, that number represents the number of people that have registered but only about a 1/4 have been approved and given access. Remember, I screen every registration. I suppose a "few" sneaky individuals snuck in under the radar but by and large this is a professional community. Did you know that Bill Ford registered? Sure did! And he used his "hotmail" address too! DECLINED. I am sure the real Bill Ford would have no interest or time for this web site and if he did his e-mail address would have been an "@ford.com" address. It does get quiet around here but that is better than what goes on with every other web site AND that is the objective here. Give it time. If we invite a co-worker or make mention of the site while at training we will slowly continue to grow. I will admit though, I see many users visit regularly but they never interact. If that is their preference, so be it. There are lurkers on every forum. But it does help to add an opinion or even dispute something you think is wrong - nobody knows it all! We can ALL learn from each other and that goes for the Techs, Managers, Engineers, Training Engineers, parts people, sales people, FACTORY WORKERS, guests from the Military and manufacturer suppliers that have joined us. I'll bet you all didn't know just how diverse this group is! Did ya?

/forums/images/%%GRAEMLIN_URL%%/rotz.gif /forums/images/%%GRAEMLIN_URL%%/laugh.gif

What would you do? A 2005 F650 w/CAT engine gets towed in with 100 gallons of fresh gas in the tanks. Gas? Ohhh no! Quote: "I got fuel and drove down the road and the truck started bucking and then it died. I think I put gasoline in it by mistake." You THINK? "Well yeah." Sir, you put the wrong fuel in the truck. "That's what I am telling you!!!" So, why did you tow it here? The service Advisor you spoke to told you that we could not handle this situation and recommended that you tow it back up the street to where they pumped the fuel into it. Have THEM drain it. We do not have the means to remove store and dispose of the fuel. /forums/images/%%GRAEMLIN_URL%%/wink.gif "Yeah but you are a dealer and you fix these trucks. Don't you service CAT engines?" Sir, this is neither a Ford or Caterpillar concern. "But this is where we bought the truck!" /forums/images/%%GRAEMLIN_URL%%/banghead.gif The Service Manager said no. We are not going to handle the fuel. We are not going to be liable for any damage you likely have caused to your CAT engine. If there is any damage to the engine, we really can't repair it here as we are not a level-1 Cat dealer. If I were you I would call a CAT service center and ask their advice or tow it to them. There is one not too far from here that services highway trucks. Would you like us to call the tow truck back here? "I'll call my Boss." (he then disappears never to be seen again) At some point I would expect to hear of a call from FORD customer service. They will back just about ANY asshole that calls them. With all due respect, warranty does NOT cover stupidity! I can't wait to see what happens next. Do you think he scuffed his injectors up too? Will the gasoline sitting in his fuel system have any effect on the seals? /forums/images/%%GRAEMLIN_URL%%/eek.gif Tune in next week...

Quote: No... it was patiently waiting for me... I find that is usually the case here too but the owners are usually not as patient. Apparently I am not allowed to get "the Flu" or take time off when the wife has a baby.

Quote: No... it was patiently waiting for me... I find that is usually the case here too but the owners are usually not as patient. Apparently I am not allowed to get "the Flu" or take time off when the wife has a baby.

Quote: I snuck away to school after work - hopefully this thing will be long gone when I get home Friday... Which now leads me to ask the inevitable questions: Was the truck repaired for you whilst you learned? What was determined to be the root cause? Was Mr. Seagram helpful in thinking this one through? /forums/images/%%GRAEMLIN_URL%%/laugh.gif Don't-cha hate when that happens?

Quote: I've got a picture for you but cant paste it for whatever reason.. The image button only wants a URL, anyone else got an idea what I'm doing wrong here?? To post a picture it must be on a server and accessible from the web. This site does not have a user photo album ...yet. If you e-mail the image to keith@forddoctorsdts.com I will put it on the server and put it in your post.

I got my disk today and it is a "burned" copy with "H-6" scribbled on the label. Despite being told by "someone" at the HotLine that it will load and run, I get the same stop error informing me that this software can only be loaded on a WDS. I was told it would run on a PC including IDS. I am suspicious. Could someone who has a "real" copy of MD Truck (H-6) PLEASE try loading it onto a stand alone PC or laptop? I need to know the truth! Toruedup? Thanx for putting the idea of doing this into my head! Did you ever get your disk?

Read this bulletin: https://www.fleet.ford.com/truckbbas/non-html/apcm_manual.pdf

I don't think this has ever been etched in stone but if it is documented anywhere I would love to see it. My take on the subject involves experience, ability and competence. [*]A "C" tech is basically green and just starting out. Some might call them an apprentice. This tech should already have basic skills and knowledge of general automotive knowledge and be expected to perform routine servicing and light repairs. I should not be uncommon to find a C technician working with or under the supervision of an A or B technician. [*]A "B" tech has experience under his belt and should have begun a training plan of some type. Skill levels should be advanced with the ability to diagnose and repair many vehicle systems and sub systems. Mistakes should be rare but having the ability to catch them and learn from them is crucial to surviving in the industry. [*]An "A" tech is traditionally thought to have at least 5-10 years experience, expected to have mastered all vehicle systems and be proficient in advanced diagnosis. Training should be at the level of certification either by a manufacturer or standardized testing such as ASE testing and certification. A true Master always self checks his work and verifies his repairs.

Much to my dismay I have come across a broken constant tension hose clamp at the thermostat neck twice now. These things were annoying when they were popping left and right on the 7.3's. I hate to be the pessimist but I hope this doesn't become an issue all over again.

Quote: Any advice will be great READ THE MANUAL Ask for help when lifting THINK while you are working This is one of those times that a boreoscope would come in very handy indeed! I would want to know where the bolt is if at all possible before starting this project.

Welcome to our Forums Caper, it's always good when an International tech joins in. You are aware that the 6.0L Power Stroke is for the most part the same as your VT365 engine? I guess that an International dealer can't perform warranty repairs on a Power Stroke? That actually makes sense if you think about it. To address your question, a common source of leaks is the short connector hose between the EGR cooler and the oil cooler. This hose is about 3 inches long and is typically orange... but I have seen them in blue. I know that the VT365 uses a different EGR valve but I am unaware if the cooler is different.

An interesting looking vent.

If it's dry, what are you looking for? Was the proper amount of oil dye used? The proper concentration is one ounce of dye for every five quarts of oil therefore three one ounce bottles should have been used. I have also noted that the older and dirtier the oil is it tends to hide the dye making it less effective. As for bed plate leaks, whether its the bed plate seal or the (crank or cam) sensors, these tend to be slow seeping leaks that may take some time to migrate towards the rear of the engine. This will frustrate you if you know there is a leak but it's not showing. More and more, I am finding defective sensor seals. Take a bright flashlight and examine them carefully for any signs of oil wetness or staining. Any sign merits replacing the o-rings. Just remember that pretty much any leak on this engine will eventually show at the bell housing. A little intuition, patience and the will to take the time to examine every possible source will help you - if not to find the leak, rule out as many possibilities as you can. Once you start removing things like the trans, cab or engine, you are committed!

Two things. You need to line up the connector before inserting it into the injector connector. I used to do the same thing... I was either rotating it or had it cocked while pushing it in causing a bent pin which will not allow the connector to seat and lock. Ashamed to admit this but I used to use a socket to release the injector connectors from the cylinder heads. This would sometimes damage or deform the connector causing similar problems. There is a special tool made for this. It's a cup on the end of a bent 4" rod with a ball on the end. (works better than a socket /forums/images/%%GRAEMLIN_URL%%/eek.gif )

If you order a turbo for a 6.0L it won't fit in the LCF! The LCF only comes with the 4.5L V-6 Power Stroke. Big difference in the turbos too. To answer your question though, I haven't done a turbo on a LCF yet. From what I understand you get the entire assembly as neither of the two turbos or the valve is separately serviceable.

Oh Wow! I feel your pain. I am sure that I am not the only one that has gone searching for missing pieces of injector inlet seal retainers. You are not working an a very open area of the engine compartment either. The best case is you have to remove the oil rail which will let you see down around the valve springs and the injectors. Sometimes dropped/broken parts hide in that lower most area between the injectors and the head. Follow the push rods carefully with a long magnet. The bottom of that cavity will trap a bolt. Other than that, I can only suggest that you use a nice bright light, a clean mirror and a good magnet on a flexible handle to aid your search.

I finally had to make the call myself. Yes, H6 is the current version. Don't know why I have not gotten any updates but Teledyne is sending me a disk next week.