Keith Browning

Here's a silly question, what is your fuel pressure doing when the engine starts to cut out? When fuel pressure drops, ICP goes up to compensate therefore you might not actually be failing the oil aeration test. I see these kind of readings when fuel gels up... the truck will start but as the pick-up screen clogs, fuel pressure drops and you can see the ICP coming up at the same time until it can no longer compensate. The engine then stalls. Just a thought.

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It certainly does seem like the more you know the more crap that gets thrown in your direction. It's how you deal with it that makes the difference and each situation is as unique as each of us are.

I believe Ford calls that discoloration staining and they state that it need not be removed when cleaning the sealing surfaces. I know some guys have replaced heads that were not within specification but the two I have done were damn near perfectly flat after cleaning. I was under the impression that the brownish stains were cooked coolant.

Quote: Besides 10"s of snow I will now have to go home and clean up Got about the same here in North Jersey. I had a better day at work than you did and the clean up when I got home was to be the usual play time with the ol snow thrower. That is until I learned that the garbage men left a bag of garbage behind... probably hidden under snow as it was when I was clearing the driveway. /forums/images/%%GRAEMLIN_URL%%/mad.gif

/forums/images/%%GRAEMLIN_URL%%/poke.gif It bears repeating that I don't think most of you understand the opportunity we have here to get some communication going among Ford, technicians and "others" within this private community we have here.

Sarge, Welcome to the DTS and thank you for your service to our country and I wish you a safe return home when your job is done! Concerning the wire harness on your 2004 Power Stroke, there were problems with the wiring harnesses crushing and chafing which have caused engines to abruptly stall and not start as well. A recall was released citing some specific build dates of vehicles that were highly prone to this failure. I have written two articles on this topic if you have not already read them, please take a moment to review the following: 6.0 Liter Injector Harness Recall in Review - Safety Recall 05S34 If you would like a copy of the actual recall document I am sure someone can forward it to you. I doubt anyone at Ford would object to anyone assisting someone in the Military. The articles should pretty much cover the topic though.

IN conjunction with the "Expectations" thread, I was thinking about what happened with the 6.0L. Personally, I did not receive ANY 6.0L specific training until last year when the web courses were posted and my dealer was forced to complete the diesel requirements. Poorly trained technicians STILL cause problems with not fixing trucks and causing customer perception of Ford and the dealers in general to be negative. I know we are not all that bad as technicians but this does affect us all. I for one am sick and tired of repairing trucks that another dealer and technician couldn't, or couldn't be bothered to fix! Many of us had to learn the hard way, myself included. Fortunately, I fared well over the last three years. I hope you did as well but... As part of the 2007 new model launch I REALLY hope for two things: One that Ford did their homework and learned a hard lesson with the 6.0L.. It would be nice to have most of the product testing done before the product launch. I don't want another problem laden product dumped on my lap for a second time. Ford made new model training MANDATORY for the LCF trucks before they could be ordered and I believe that would be a good idea with the new 2007 Super Duty as well. Second, I think it would be prudent to develop a training course just for the new engine - not just a soft new model training class. I want engines on a stand. I want to be able to remove the subsystems bolted to the engine and dissect them. I want a diagnostic session with an engineer. With the new technologies being utilized in a new high tech product I for one would like to be familiar with this engine BEFORE it hits the showroom floor. I want to be confident and professional in my support of the product. I want our customers to be confident in us and the product. I still believe Ford builds the best truck in the World. Let's prove it.

I heard most of the same thing. If the fuel system is going to be new, a common rail system, I would love to see an over-compensation for the Siemens injectors put into the 6.0L How about one of them nEw fAngLed super high pressure systems with piezo electric injectors! Siemens is developing a unit injector with VW but I would rather see the Bosch.

How did I miss this thread? We need this info for the list! I'll add : Updated Cylinder heads??? Anyone? 2005-2006 F-SUPER-DUTY, EXCURSION, AND E-SERIES VEHICLES EQUIPPED WITH 6.0L DIESEL ENGINES (BUILT AFTER 03/30/05) AND SERVICE STOCK HEADS FOR 2003-2006 F-SUPER DUTY/EXCURSION AND 2004-2006 E-SERIES WILL NO LONGER HAVE THREADED HOLES IN THE CYLINDER HEADS FOR THE M8 ROCKER CARRIER BOLTS. THE M8 BOLTS IN THESE LOCATIONS WERE NEEDED DURING ENGINE ASSEMBLY ONLY BUT ARE NOT REQUIRED FOR SERVICE. REUSE THE ORIGINAL ROCKER CARRIER WITH THE UPDATED HEAD. Revised Head gaskets??? Updated Stand Pipes??? 2005-2006 F-SUPER DUTY AND E-SERIES VEHICLES EQUIPPED WITH 6.0L ENGINES BUILT AFTER 11/4/2004, AND 2005 EXCURSION 6.0L VEHICLES BUILT AFTER 1/10/2005, HAVE AN UPDATED STAND PIPE AND RETAINING PLUG, WHICH REQUIRES A DIFFERENT TOOL TO PERFORM HIGH PRESSURE OIL CHECKS. THE CHECK VALVE IS NO LONGER IN THE STAND PIPE, IT IS IN THE RETAINING PLUG. TOOL #303-1163 (ICP PRESSURE TEST ADAPTOR PLUGS) SHOULD BE USED. New Block??? Don't know when this started but the new blocks do not have the center bolt holes for the upper oil pan assembly. Make a note of that if you replace a short block assembly!

Dangit captchas! I am still young enough that I can't do that with my tools, BUT, with my 20th year coming to an end next year I will soon be able to. Awwwwwwww crap! I still feel like an idiot teenager sometimes.

You know, those "Authorized Modifications" stickers we are told to put under the hood when performing some recalls, TSB's or reflashing... if required as WDS states? Does anybody know the real story behind these and what the rules really are? Is there any legal requirement to using them?

Here's a good one. I was messing around with some Wabco ABS diag with MD truck running. I started the Diamond Logic software and it read the Caterpillar PCM information and data. It wouldn't perform any self tests but I thought it was odd that I was able to read the PCM to begin with. ... and I still can't use my Cat Electronic Technician/ Technician Workbench Software and $1600 worth of cables. They still wont give us our product key! /forums/images/%%GRAEMLIN_URL%%/banghead.gif Why to they require us to have the equipment and purchase the software license if they won't let us use it?

Jim, Interesting pictures. Is this from the engine that "cooked real good" but ran better than ever? Do you attribute this damage to the sheer heat or do you thing it got blasted with steam? Funny thing about those digital cameras, they really need good light to take an excellent picture.

Customer Satisfaction Program 05B33: Certain 2006 Model Year Ford Low Cab Forward (LCF) Vehicles Transmission Shift Cable Inspection and Repair Certain 2006 Model Year Ford Low Cab Forward (LCF) Trucks built at the Escobedo Assembly Plant from Job #1 2006 through July 8, 2005. In some of the affected vehicles, the transmission shift cable is in close proximity to the left hand exhaust manifold exposing it to temperatures exceeding the capabilities of the cable material. A heat-damaged cable can either substantially increase the effort needed to move the floor shifter between gears or prevent movement of the shifter altogether. In all cases, gear selection as indicated on the selector lever (PRNDL) will always match the gear selection at the transmission. At no charge to the vehicle owner, dealers are to inspect the transmission shift cable for heat damage. If the cable is not damaged, install a protective heat shield kit over the cable. If the transmission shift cable is damaged, replace the cable and install the protective heat shield kit.

Not long ago I responded to a post over on TDS about reconfiguring the instrument cluster to reflect over sized tires. It prompted me to write " calculating tire revolutions per mile " because once again, I could NOT find the instructions in the service manual to refer to. I eventually found the procedure and the formula as you can see. I'll also note that I "asked Ernie" on the PTS web site and did find the answer and a link... which required that my PC has Microsoft OfficeXP installed for "IT" to work. I assume it was an RPM calculator.Grampy Jim wanted to know the secret to getting the newer trucks to take the non listed number. I had troubles configuring a 2004 as well. When I entered the RPM's I calculated into the WDS it would not take in one instance and I think it was because I was trying to enter a p-metric tire (Toyo's to be exact) and the RPM value only . Since I knew the RPM for the tire, I tried fudging the numbers. My guess is that WDS wants values for Section Width, Aspect Ratio and Wheel Diameter - not just RPM. I tried fudging those values by entering the ones I knew and adjusting the Section Width until WDS's calculated tire RPMs matched (or were very close to) my calculated RPMs. I recorded these numbers, turned the ignition off and closed the vehicle session. Restart a new vehicle session and enter Module Programing, select Programmable Parameters and then Other. Enter the numbers and proceed.It worked for me.

In a response to another thread on FRT, I measured a stock 2003 6.0L head gasket and a brand new supposedly updated gasket from head gasket kit #5C3Z-6079-B (TSB 05-17-13)Both measure 1.35MM thick with 5 layers. I was told that the gaskets were thicker. Could that have possibly been in reference to the blue sealant printed on the gaskets? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

Hey captchas, how's the new job goin? I thought you moved up... not on!

Thanx Ed! But where the hell were you with this a week n a half ago? LOL! After jerkin around performing TSB's 05-21-9 & 05-19-12, swapping turbos and alternators I discovered that I had a noisey HPOP. /forums/images/%%GRAEMLIN_URL%%/banghead.gif Used your advice and looked for the noise from under the truck. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif Quote: At least I didn't have to throw a lot of parts at this truck to figure it out. Unfortunately I had to start throwing parts at it but at least I had another truck apart that could borrow parts from. I thought these pumps just failed? Never heard of them making noise!!! Live and learn.

Safety Recall 05S41 - Certain 2006 Ford Low Cab Forward (LCF) Vehicles Cab Entry Step Reinforcement

This is a great article on current and future injection technology. It shows that there are new systems under development and on the roads of the world. Coming to a Ford near us? The Latest Technology From the Diesel Supply Chain

I normally avoid rumors I read on the other web sites when there is an angry owner making the post but this caught my attention on TDS today: Quote: F@rd finally admits that the turbo is sticking causing over-boost causing blown head gaskets. They're coming out with a grooved turbo actuator ring to minimize sticking. (Still a band-aid fix- what's causing the sticking in the first place?) Has anyone heard of such a modification to the turbo coming? Must have come from his dealer's FSE /forums/images/%%GRAEMLIN_URL%%/wink.gif

If you open up the service manual /forums/images/%%GRAEMLIN_URL%%/laugh.gif to the 6.0L section and read the section contents you will find the procedure for oil pan replacement in chassis. In general, you are removing the fan shrouds and all of the lower radiator connections like trans and coolant hoses. They show the engine being jacked up with the turbo and transmission still bolted to the engine. From there, it's off with the engine mounts (yeah right) and off with the pan. This requires snaking out the oil pick-up tube. Isn't this fun kids?

Does anyone know if a repair pigtail kit exists for the IPR? /forums/images/%%GRAEMLIN_URL%%/shrug.gif I really thought there was a service message about this quite a while ago... even called the HotLine but they came up empty too. I know there is a kit for the ICP and EBP sensors and the new kit for the EGR. I believe that a 7.3 injector connector is the same. Off to sift though my salvaged harnesses. /forums/images/%%GRAEMLIN_URL%%/rotz.gif