Keith Browning

I would think that despite the EP sensor is no longer used as an input it is still used by some of the OBD monitors and also for self tests. Running an KOER self test it would probably be needed to check the VGT, no? There is mention of new DTC's and diagnostics so using the on-line version of the PCED is probably going to be a must. Or at the very least wise! /forums/images/%%GRAEMLIN_URL%%/wink.gif

2007_PowerStroke.pdf (773kb) And I don't see a copyright notice anywhere on that document. It looks like an uncontrolled document to me. Hmmm, I wonder If I will hear from Ford or International if I put this on the front page... /forums/images/%%GRAEMLIN_URL%%/eek.gif Looks like I was right with my guess about the Piezo injectors.

Thanx for the heads up! I unfortunately do not have Power Point in my PC anymore but someone converted it to a PDF document and is sending it to those who ask. I'll post it when (or if) I get it.

How about this little change fellas? Is this the fix for all fixes on these trucks? /forums/images/%%GRAEMLIN_URL%%/shrug.gif Quote: From Recall 06E17The calibration used to update this population of 6.0L diesel vehicles contains a revised strategy that will deactivate the EP sensor and replace its function with inputs from other sensors. Exhaust pressure is now inferred, and even though the EP sensor remains in place, it is not used as an input. Therefore, for vehicles covered by this recall, it is not necessary to replace the EP sensor. Broadcast Message 5396 2003-2004 F-Super Duty/Excursion 6.0L built before 9/29/2003 - exhaust pressure sensor input no longer used if pcm is reprogrammed - service tip if the PCM on a 2003-2004 F-Super Duty or Excursion 6.0L built before 9/29/03 is reprogrammed with wds release B41.8 and higher or B42.1 and higher, the new calibration contains a revised strategy that no longer uses the EBP sensor. Exhaust pressure is now inferred, and even though the EBP sensor remains in place, it is not used as an input and no longer can be viewed in data logger. There are updated diagnostics in PC/ED manual section 5 for vehicles reprogrammed with this level calibration. These diagnostics include two new dtc's, p006a (mass or volume air flow correlation) and p132b (turbocharger/ supercharger boost control a performance), as well as the deletion of dtc's p0470 through p0478. also included in this calibration are diagnostic improvements for p0231, p2287, and p0460.

Quote: Certain 2003-2004 Model Year F-250/350/450/550 and Excursion Vehicles Equipped with 6.0L Diesel Engines Control Module Recalibration The calibration used to update this population of 6.0L diesel vehicles contains a revised strategy that will deactivate the EP sensor and replace its function with inputs from other sensors. Exhaust pressure is now inferred, and even though the EP sensor remains in place, it is not used as an input. Therefore, for vehicles covered by this recall, it is not necessary to replace the EP sensor.

I don't remember why I made this but I am glad I saved it! Picture 1 shows the "little tin thingy." If you release the tensioner all the way you an push that lock into the position shown and release the tensioner. The lock will wedge in the tensioner HOLDING it in the released position.

I have two follow-up questions if you can answer them. First, I would presume that the replacement of the control valve body is because of the fit or machining of the retaining ring groove? Second, is this going to be an approved "in the field" repair? Traditionally, fuel injection components are not to be serviced by "us mechanics." Although this is not an item that requires any calibration or specialized tools but cleanliness should still be stressed with great importance.

HGM, did you use the Cetane Booster or the Anti Gel and Performance Improver?

I just discovered what is the worst case of fuel contamination I have come across hands down. 2005 350, 6.0 towed in for no start and the customer killed the batteries trying. I pushed the truck in, charged it up and somehow got it started but it runs terrible. Fuel pressure is 0 and it runs so I am going ignore the 4 cylinders that are not contributing... for now. I started by removing the primary filter on the engine which was broken internally and squashed like it was forced into the housing. The fuel in the housing was an orange-brown with silt on the bottom. I wonder what the HFCM looks like. The filler neck has evidence of the same color contamination. Needless to say, this will be a customer pay repair. I am estimating right now 8- injectors, cleaning the tank and the HFCM and possibly replacing the lines. I'll keep you guys posted as this one unfolds. Maybe I should photograph and document this one on the site!

Typically I don't think most of us use them unless we own a diesel, which amazingly, I do not! /forums/images/%%GRAEMLIN_URL%%/eek.gif I do on occasion install some in trucks that get towed in with gelled fuel. Those trucks usually get a 1/2 bottle and are pushed into my warm toasty shop at the end of the day to defrost overnight. I should ask the guys at our retail counter if they are moving any.

Looking for opinions. Here's the story: A 2003 F350 with a 5.4L with 26,000 miles is towed in with an oil leak. Technician checks it out and discovered that the oil cooler housing is corroded so badly it rotted through causing oil to leak. The technician replaces the cooler, spins on a new filter and fills the crankcase with oil. Starts the engine for the first time when we notice it is shaking. Hmmm. We let it warm up but it did not smooth out. "Long diagnosis short," The right camshaft had seized in the head and the drive pulley broke free and spun around the camshaft. At some point, the camshaft freed up and the gear ended up close to it's proper position causing low compression in all cylinders in the right bank. There is also damage to the left cam journals and the bottom end. [*]This is a plow truck also used to spread SALT. [*]This vehicle has never been to the dealer for service since being delivered. [*]The customer claims he was driving and saw the light come on, then he pulled over and shut it off. Our dealership declined to cover it. He called Ford. Ford wants to see the truck and engine before deciding. Personally, I think he drove it until it started shaking or it stalled. I don't believe that kind of damage is likely in such a short amount of time. SHOULD this engine be covered under warranty with the facts I have provided?

If you don't have them, I recommend a set of those sockets made for stripped or rounded nuts and bolts. Saved my butt when the same thing happened to me. The advise about keeping and maintaining a like new 10mm socket at all times is priceless. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Shawn, I guess it's no surprise Uncle Sam would expect you to know how to care for "our" equipment without any training or resources. Some of our members here are, or were in Iraq with little training, documentation or special tools. You can get on-line training from Ford at the Motorcraft web site. It looks like they have a complete list of courses like the ones available to Ford technicians. I do not know if they are the same but I would say they are exactly what you want. All courses are $39.95 each. Go check it out. If you do any of them, please report to us what you think of them.

I agree. Even the 7.3L was a stout engine and I don't think I have ever seen an oil related or mechanical failure due to "wear." The failures I have seen were almost always because something broke and the resulting debris took out the engine. I did have one customer bury the nose in a flooded street hydrolocking the engine. I still have the piston and L-shaped connecting rod!

You "Mad Scientists" need to get out of the laboratory more often! /forums/images/%%GRAEMLIN_URL%%/wink.gif I am assuming you installed a new injector? Once combustion starts blowing past that seal the injector gets trashed. You should have gotten all new seals already installed on the injectors. Aside from that, there are o-ring service kits that include all of the o-rings and the copper gasket to service one injector.

That's a pretty interesting idea. They don't list any pricing though. My dealer sells trucks and upfits through other body companies. We don't get involved in this type of installation. I bet it would sell.

Jim, I read the same post and I even typed out a reply which I lost. (Intermittent glitch with the ie-spell) I essentially eluded to "tell the dealer tech to look for his service reminder decals and fill it out for a 5,000 mile oil change interval." I never did retype the message, wife had to go out and left me holding our 4-month old baby that cried the whole time she was gone! Probably just as well. At least when my daughter cries it's for a valid reason.

Quote: Sorry for rambling on its just that one subject lead to another and to another. Don't apologize! We all have our moments around here and the more you share, the more everyone benefits. You seem to have a lot of knowledge so please, ramble on! I just think that for the light duty personal use truck the oil analysis is not worth the money. But, some guys gain a little piece of mind from doing it and that's okay. For others, it's something to talk about with their buddies and on line. That's fine too. Like you mentioned, fleets and large expensive equipment owner operators definitely need such analysis because in the long run it will save them money and possible down time.

Quote: I don't see this as being cost effective. It is not if you do the job correctly. Aside from that, I don't klnow ANYONE who has the necessary measuring tools to check the parts for fit, clearance etc. not to mention the cleaning and machining capabilities. Having remanufactured parts and assemblies available makes life easier for everyone and turn around time is much quicker. My thoughts on the reman parts is that they are done by people who "do it" all the time and are much better at it than me. The engines shown are likely to need overhauling because they are old. Most owners who prefer rebuilding their engines are likely doing it themselves or having a local mechanic do it for them. The kits would be good for them! It is rare that a truck older than 6 or 7 years old rolls into my dealership.

Good job Marc! I was getting ready to ask you what you found because it has been a few days. Then I realized that a van with a 6.0L sucks the motivation right out of me. I assume I am not alone. Now, not to curse you but I hope for your sake that it's fixed for good. I had a van towed in three times, all three were failed injector inlet o-rings. I can honestly admit the third time I am assuming it was... o-rings... Ford bought the van back and I never got to "fully" diagnose it. It had no ICP - again. /forums/images/%%GRAEMLIN_URL%%/frown.gif Normally, I don't accept defeat but in this case, if they want it back, they can have it.

Has anybody seen this or know anything about it? The web site selling these claims it a new International part? Quote: A new International Harvester CPS can be installed in the Powerstroke engine and will make the engine run quieter, smoother while increasing performance and mileage. The IHC CPS provides a stronger more consistent signal to the Ford computer which results in a more accurate injection of fuel and better running engine with easier starts.

Not only does warranty not cover damage from aftermarket "stuff" but it also does not cover acts of stupidity. This week's follies were highlighted by this incident: 2003 F250 5.4L that was towed in for an "oil leak" which was a rotted out oil cooler. (This is a plow truck that probably spreads salt as well) No big deal. The Tech replaces the cooler, spins on a new filter and puts oil in it. runs like crap! Low compression cylinders 1-2-3-4. Turns out that the right camshaft seized and the timing gear sheered on the camshaft. Came to rest not far from its proper position and the cam now turns. It's obvious the driver kept driving until it started to run badly... and played stupid. The customer claims he saw the light come on and he shut the truck off. My only question is, how long was the engine light REALLY on for before he noticed it? The customer called Ford. I cant wait to see how this turns out.

Had a V-10 towed in this week from our fleet facility. 312 miles, hydrolocked with gas and had gas dripping from the tailpipe! All said and done, ten new injectors with an oil and filter change. I saw no evidence of debris or water, nothing. This is strange.

You are scaring me again. /forums/images/%%GRAEMLIN_URL%%/eek.gif

Hmmm, I have H-3 too! Maybe this explains some of the problems I am having using NETS and that it shows the LCF's as having Allison transmissions! Whoops!