Keith Browning

5C3Z-6K682-CA Official details about the new turbo for the 6.0L are still scarce but one has been released. I do not know what model years supersede to this number but I did verify that this number is a good number and it's available. (from ARE in New Jersey it is anyway) We tried asking the re-manufacturer questions about it but they are clueless. All they know it replaces certain turbos. Perhaps a call to the 'ol HotLine is in order. /forums/images/%%GRAEMLIN_URL%%/wink.gif The original SSM still can't be found, I think it was taken off the database. I would bet that a new SSM or TSB is forthcoming. Anybody else have any info?

Congrats on the training success. If only every dealer invested in it's people like that things might be different. Burnt clutches? How unusual. An overheated trans in a vocational vehicle? Big snow forecast for the eastern states this weekend? I guess we will find out who has been putting off having 05B27 performed on their trucks! If it does snow a lot, I'm not going to want Monday to come.

Good topic guys. I will go along with the common sense theory which looks like most of us do. If you read a lot of other Forums like I do you will hear many a tale of woe. "The dealer said they voided my warranty because of my gages... my exhaust... my intake," you get the idea. Some guys claim that the dealer "accused" them of having a chip in the truck declaring that they don't even own one. "The factory rep came down and denied my warranty." "Ford came down and took my PCM." My favorite: "My truck has NO WARRANTY and it has been flagged on OASIS." Is this kind of crap really going on or are we taking a bashing with a load of BS? Personally, I have never seen a "flagged OASIS" and question whether this actually happens. Yes, I think that common sense should be the rule here. Ford is taking a hard hit over this and apparently many dealers are gun-shy. Do the right thing, cover your ass and learn a how you apply a little diplomacy.

Kevin, Welcome to the DTS! From reading your post you sound like you have a really good understanding of what you are after. I would say you are on the right track and that you have a high pressure oil leak. The type of leak that acts up only when hot indicates a small leak that will likely be difficult to find by using the air leak test but I strongly recommend trying it. The service manual has the air leak test procedure in it if you get lost. You might also want to read this thread: Cracked Branch Tubes And also read this article: 6.0L ICP system leaks Keep us posted with your findings or more questions. Welcome to the world of diesels! /forums/images/%%GRAEMLIN_URL%%/banghead.gif

Sooooo, Jim? What ever happened with this one? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

Hope you put a plug in for us!

Quote: Rotunda, offers financing through the dealers P&A code, so if your dealer is cooperative and willing to help, that may be an option. I looked at that but I did not see any details indicating that it could be used for individual techs to make purchases. Obviously it would require your dealer's approval and blessing. Do you know where there might be more information on financing? My manager is in the process of doing our tool budget for the year and I saw the roll cart for the IDS. I was under the impression there wasn't one. The cart in the flyer looked decent.

I do. You can take off the end with the diaphragm and rod to use just the rubber tube. I extended mine by using a longer piece of small rubber hose. That way, you can remove the oil fill tube and shove it INSIDE the valve cover on the right side. On the left bank, you can remove the plug in the valve cover on the 2003 and early 2004 engines. On the later engines, you have to remove the crankcase breather after removing the FICM and bracket. It's not really that much work especially if you compare it to REMOVING the covers for a guess. Any way, try it the way I described. If the leak is at an injector, you should find the hissing much louder and quite noticeable on that bank. If the noise level is the same, suspect the HPOP quick disconnect and so on. This method has worked well for me. And hey! I did write an article on this last year. Some of these articles are not just for curious visitors wanting to know how we fix their trucks. I am sure this might help: 6.0L ICP system leaks If you find anything that is technically incorrect, DO let me know! If you have anything to add to the article, by all means, please let me know! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

An Econoline with a 6 point O! I have been in your position a couple of times. If it's a "regular" van and can get to all of the body mounts, raising the body 3-4 inches will prove much easier and quicker. I have found more torn injector oil inlet o-rings in the vans for some reason. I guess thats my kind of luck. Once you get the oil tube off, getting the stand pipe free is hard because they tend to stick a little. I believe I used a pair of vice grips and a pry bar to get it out.

If you encounter a truck with the fuel gage or tank transfer problems that require a replacement sender, be advised that the part has been revised. The sender now looks like a long metal tube with no swing arm attached. The old part number 4C4Z-9275-CA supersedes to 4C4Z-9275-CB for the standard 50 gal frame mounted tanks. And now you WILL have to remove the tank so service the part. /forums/images/%%GRAEMLIN_URL%%/mad.gif

Since the thread was lost (sorry Jim) I thought I might stoke it up again as I thought it was good. I was reminded of Jim Warman's post about training because my company's managers held us at lunch over some pizza setting our goals for the year. Training was high on their list. It was essentially abandoned for well over a year. I also have two guys working with me in our truck shop who really have no Ford training at all. I recommended that they start with as many of the on-line courses they can get done. I ran through the new diesel courses last year and thought that they were outstanding and clearly presented. In fact, it might be a good idea for us "experts" to do them again for a refresher. I find that helps every so often.

So there IS some substance to his question... I certainly did not recognize the "FSM7" as anything we might use. I don't get particularly wrapped up in the reflash debate nor do I bother paying attention to what each calibration addresses because Ford no longer provides this information! I feel like a complete idiot when a customer wants to know what the new calibration is supposed to correct or affect. /forums/images/%%GRAEMLIN_URL%%/frown.gif

I got a PM today that threw me completely for a loop! Can ANYBODY shed some light on this or is this guy as clueless as I feel? Please read: Quote: Have you ever heard of the FSM7 program that Ford uses to "detune" the VGT to help prevent boost bleed? I was led to believe that this program was designed for 03/04 trucks, and that in the post 05 trucks, the boost tables are program extremely low? Does any of this make sense? I have an 03 truck that sputters, kicks, coughs, etc around 22 lbs of boost when towing my toy hauler. It has thrown the check engine light a few times, but of course, it does not stay on long enough to get to the dealer. I have taken my truck in twice now, and the problem cannot be replicated. On my own, I have changed out the EBP sensor and the EGR valve hoping to cure the problem. I came across the program listed above and was wondering if the info i was given was accurate, and whether it might be a possible "cure." Thanks.

I read about this on "another Forum" which referred me to "another Forum" where I had to search for it. I found the letter embedded in a post. Apparently it's starting to raise a little bit of a stink. This was piled on top of the discussion about the water barrier cover around the filter element on the OEM and Raycor filters that go in the HFCM. Many aftermarket filters do not have that. I think I caused a couple of guys to go into a "tizzy" because of the Wix filters they just installed! /forums/images/%%GRAEMLIN_URL%%/smirk.gif I would never do that on purpose!

So, ahh, what was the reason or cause for the change?

Nope. The only ones that thave failed for me were not covered by a recall but had the same failure as the reverse planetary deal. I have had a few of those one way clutches come apart and jam in the case with the snap ring failure though.

I thought that was funny too, all things considered. The funnier thing is that we really don't know any -more to be honest. I read another post where someone thought Ford was going to use a CAT engine, but let's not leave out all of those dreamers wanting for a Cummins in the Super Duty. Imagine opening the hood of the 2007 Super Duty and reading MAZDA DIESEL on the cover. Heck, let's make it a Mazda Rotary Diesel. /forums/images/%%GRAEMLIN_URL%%/rofl.gif I dare somebody to start that rumor! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Apparently Wix posted a bulletin about their fuel filters not fitting 05/06 trucks causing damage. Anyone know of this? I was unaware that the cap was changed... but I basically do all warranty repairs. /forums/images/%%GRAEMLIN_URL%%/rotz.gif Quote: IMPORTANT CATALOGCORRECTION BULLETIN January 16, 2006 This bulletin is to inform you of an application error in both the 2005 & 2006 NAPA Application Catalogs. YEAR APPLICATIONS SERVICE FUEL Catalog Reads: 2005/2006 Ford F Series w/V8 6.0 L Diesel Engine 3599 Correction: 2005/2006 Ford F Series w/V8 6.0L Diesel Engine N/A NO Replacement We DO NOT currently have a replacement part number for these applications. DO NOT FORCE the 3599 into the fuel filter housing, it could damage the fuel release valve. A new replacement part number is scheduled for release as soon as possible. A host of changes have been made to the 6.0 litre diesel engine since its release in 2003. A new housing cap was one of the changes made in 2005. The new caps have support ridges which will not allow our 3599 to fit. Pictures of the old and new caps are below. We apologize for any inconvenience this may have caused you or your customers. Sincerely, Barry L. Faile Product Planning Manager __________________

New Rumor! So I got a message on another board and though it makes no sense, stuff ike this always makes you stop and think especially with the recent news from Ford. Unless there is REALLY a lot of bad sentiment behind the scenes it doesn't even add up from the financial perspective. Developing a new engine is extremely costly and Ford already lost a bundle backing out of one engine venture with International in '01. Quote: I have been told (by a reliable source at Intl) that the entire agreement is bunked. 07's will definitely have the 6.0's for at least another year. Ford is working on their own diesel engine (and has been for about 2 years).

Sorry I never followed up on this. This truck was the original truck that I discovered the wire harness chaffing on the front grille bracket. The rest of the customer's concerns turned out that this truck was different than his UD truck... which doesen't have an idle kicker in cold weather!

Quote: What base engine problem could cause this load while cranking? Two of the many 2003 6.0L engines I have replaced had melted piston crowns due to a faulty injector. They were both municipal vehicles so they most likely would never have had a tuner on them. We were seeing quite a few injector problems back then. I do remember one of those would not crank fast enough to start. Just an idea.

Maybe! It's not a far stretch to think that certain areas under the hood could get that hot. Consider the tight squeeze of the engine, a turbo sitting on top along with the manifold and the rest of the exhaust tubes. I don't see too many ambulances anymore and I have never heard of a fire suppression system in one. Is this something new? If this is becoming a problem for you then you might want to start researching what the normal temps are around the engine. If the normal temps are over 300'F then you might need to change your suppression systems. /forums/images/%%GRAEMLIN_URL%%/shrug.gif Interesting topic. /forums/images/%%GRAEMLIN_URL%%/smile.gif Quote: I could fill up this web site with the problems I have What are you waiting for? There's quite a few of us visiting here every day now, I am sure somebody can be of help to you. At the least we can get you thinking!

I personally have not seen any 6.0L overheat severely but Jim Warman has! If you do a search for "oil cooler" you will probably find the thread. (yes, the search function works very well here) Did thos Econoline atually over heat or are we talkin under hood temps specifically?

January 23, 2006 <img src="http://www.forddoctorsdts.com/photographs/boards/mr-bill-1.jpg" alt="Ford Chairman and CEO, Bill Ford listens to a reporter's question during a question and answer session in Dearborn, Mich., Monday, Jan. 23, 2006. The automaker will cut 25,000 to 30,000 jobs and idle 14 facilities as part of a restructuring designed to reverse billion-dollar losses in North America. The cuts represent 20 percent to 25 percent of Ford's North American work force of 122,000 people. Ford has approximately 87,000 hourly workers and 35,000 salaried workers in the region." hspace="10" vspace="20" border="0" align="right"> DEARBORN, Mich. - Ford Motor Co. plans to cut up to 30,000 jobs and shutter 14 plants in a sweeping restructuring that the nation's second biggest automaker hopes will tackle declining market share and rising costs that led to hefty losses in its North American operations. Ford shares rose on Monday's news, indicating some investors were pleased with the long-awaited "Way Forward" plan as well as the company's larger-than-expected $124 million overall profit in the fourth quarter. Union leaders called the planned cuts "extremely disappointing." Ford shares rose 42 cents, or 5.3 percent, to close at $8.32 on the New York Stock Exchange. Ford said the plan will restore profitability by 2008. But some analysts said the plan was short on details, leaving them uncertain if it would boost Ford profits as the company struggles with aggressive competition, higher gasoline prices, rising costs for labor and raw materials and a junk credit rating. Ford named only five of the plants it plans to close. "It's a step forward in the culture of Ford. Whether it translates into increased profits remains to be seen," said Brian Johnson, an auto analyst with Sanford Bernstein. The cuts represent up to 25 percent of Ford's North American work force of 122,000 people. Ford has approximately 87,000 hourly workers and 35,000 salaried workers. In addition, Ford plans to cut 12 percent of its corporate officers in the next two months. Ford's St. Louis plant will be the first plant idled, in the first quarter of this year. A plant near Atlanta will close at the end of this year and a plant in Wixom, Mich., will close in the second quarter of 2007, according to Ford Americas President Mark Fields, the architect of the plan. Other plants to be idled and eventually closed through 2008 are Batavia Transmission in Ohio and Windsor Casting in Ontario. Ford will choose later this year two more plants to be idled. The company also will reduce production to one shift at its St. Thomas assembly plant in Ontario. All of the plant closings and job cuts are scheduled to be completed by 2012. "These cuts are a painful last resort, and I'm deeply mindful of their impact," Chairman and Chief Executive Bill Ford said in announcing the cuts. "In the long run we will create far more stable and secure jobs. We all have to change and we all have to sacrifice, but I believe this is the path to winning." In addition to the facilities named Monday, analysts also have predicted assembly plants in St. Paul, Minn., and Cuatitlan, Mexico could be at risk for closure because of the products they make. Under the company's existing contract with the United Auto Workers, workers at the idled plants will continue to get most of their pay and benefits until a new contract is negotiated next year. Ford also plans to build one plant in North America, but Fields wouldn't say where it will be located. He would only say that the plant must be a low-cost operation. UAW President Ron Gettelfinger and Vice President Gerald Bantom expressed disappointment over the plan. "The impacted hourly and salaried workers find themselves facing uncertain futures because of senior management's failure to halt Ford's sliding market share," they said in a statement. "The announcement has further left a cloud hanging over the entire work force because of pending future announcements of additional facilities to be closed at some point in the future." The pair said Ford should be trying to gain market share, rather than aligning production capacity with shrinking demand for the company's vehicles. Fields said Ford's North American plants have been operating at about three-quarters of their full capacity. "That is clearly unsustainable," Fields said. He said Ford's actions will reduce assembly capacity by 1.2 million vehicles, or 26 percent, by the end of 2008. In addition to the job cuts, Ford said it plans to achieve $6 billion in material cost savings by 2010 as part of its restructuring. It also plans to revitalize its Ford, Mercury and Lincoln brands by giving them more distinct identities and relying less heavily on costly incentives. Earlier Monday, Ford reported earnings of $2 billion in 2005, down 42 percent from last year's profit of $3.5 billion. It was the third straight year the automaker has reported a profit, but gains in Europe, Asia and elsewhere were offset by a loss of $1.6 billion in North American operations. The latest results included a 19 percent increase in its overall profit to $124 million, or 8 cents a share, in the fourth quarter thanks to the sale of its Hertz Corp. rental division and improved profits for its luxury brands. That was despite a loss of $143 million in its North American operations, an improvement from a loss of $470 million the same period a year ago. Ford said it would no longer provide earnings guidance beginning in 2006. "We can't succeed in the long run if we're focused only on the short term," Bill Ford said. Ford Chief Financial Officer Don LeClair said employee buyouts and other elements of the restructuring plan could cost the automaker around $500 million this year. Fields said half the jobs Ford is cutting will be through attrition, while the rest will be through layoffs. He said the company plans to help workers using buyouts and possible placement in other plants. In Wixom, 18-year veteran James Crawford said he is too young to retire and might not have enough seniority to get hired at another plant. "This really hits me hard," said the 39-year-old car painter, who listened to the announcement on the radio in a white Ford Probe parked across the street from the plant. "It looks like I'm starting over." During the 2007 labor negotiations, Ford will almost certainly try to eliminate the unparalleled job protection that lets hourly workers continue to collect wages and benefits when there is no longer any work for them, said Gary Chaison, a professor of industrial relations at Clark University. The UAW has vowed to keep those protections in place. "The announced plant closings and future announcements are the subject of ongoing discussions with Ford," Gettelfinger and Bantom said. "Certainly, today's announcement will only make the 2007 negotiations all the more difficult and all the more important." Ford and its larger rival, General Motors Corp., have been hurt by falling sales of profitable sport utility vehicles, growing health care and materials costs and restrictive labor contracts. GM announced a similar restructuring plan in November that will shave its work force by 30,000 and close 12 North American facilities. Ford also has seen its U.S. market share slide as a result of increasing competition from foreign rivals. The company suffered its tenth straight year of market share losses in the United States in 2005, and for the first time in 19 years, Ford lost its crown as America's best-selling brand to GM's Chevrolet. Ford sold around 2.9 million vehicles for a market share of 17.4 percent in 2005, down from 18.3 percent the year before and 24 percent in 1990. "It's a competitive shootout like we've never seen before," said Fields, who said the number of vehicle nameplates in the U.S. market will reach 300 by the end of the decade, up from 215 in 2002. The restructuring is Ford's second in four years. Under the first plan, Ford closed five plants and cut 35,000 jobs, but its North American operations failed to turn around. Bill Ford said this plan makes far more dramatic changes, including changing a stifling corporate culture and focusing more heavily on consumer demands. "We're going to be a big company that thinks like a small company," he said.

Those codes are open circuit codes for the crank and camshaft position sensors. They could be an indication of a wiring or module concern however whenever you see them together, it's usually the result of a stalling event or a really rough idle. Simply put, they are the result of your problem, not the cause. If I recall correctly, even the pinpoint tests for those codes suggests this if they are received together. The sensor in the left side of the block is the camshaft position sensor. The crank sensor is above the A/C compressor on the right side. I dunno, usually then things get really wacky like this, it always seems to be a module concern.