Keith Browning

It turns out that the truck was spec'd out wrong /forums/images/%%GRAEMLIN_URL%%/eek.gif and CAT recommended upgrading the calibration for more horsepower and torque. The catch is that the trans specs will only allow this with a different gear ratio so it looks like I may be doing a gear swap in the rear end in the future.

Jim makes a good point here about the "fresh" sockets and this is especially true about 10mm bolts AND nuts on the 6.0L and the 7.3L. Even a slightly worn socket can lead to rounded fasteners /forums/images/%%GRAEMLIN_URL%%/banghead.gif and it happens frequently so expect it and be prepared! The one's to really look out for: 7.3L cam sensor bolt (my favorite) Turbo and exhaust bolts - all PSD engines All 10mm nuts used on EVERYTHING mounted to the valve cover studs - all PSD engines I also recommend, if you don't already own a set, Bolt Out or Stripped Bolt remover sockets CLICK HERE for an example. I regularly use the 10mm and it save time and your sanity when you round one of the suckers off! There is also a nice SK set of "Turbo Sockets" on the Rotunda Technician Tool Program web site accessible through FMC. Dealer.com but it's a larger set and of course, quite a bit more money. The Craftsman set has served me well and is about a third of the cost of most other brands/sets.

Update on that part#: The number you gave is for the adapter block which is only half of the coupling and it also comes with the feed tube assembly 6E7Z-9J332-AA. You will likely also need the female half of the coupling that threads into the discharge port of the high pressure pump. hardware# W301727

Hey Charlie, Welcome aboard! As you can see this is not the FTE forums and no BS here. The only complaining you are likely to come across is a tech or two having a bad day. I have heard that just about every manufacturer using EGR valves is having troubles with it. I suspect they are all having issues with carbon. It will be interesting to see the new fuel injection systems that can be used with the low sulfur fuel. I think that should help in cleaning up some of the particulate matter.

Pete, I am not an expert on fuels and additives but then again who is? I would imagine those who live in colder northern climates are a bit more knowledgeable. I don't think that an extra 1.5 ounces would make any difference. I suppose we could do some searching on the Internet - Google "diesel+fuel+ additives" and start reading up. Most fuel additives contain lubricity improvers, cloud and pour point suppressants and other chemicals that improve ignition quality. How the specific chemicals actually work requires a degree in chemical engineering. When I wrote an article earlier in the year on diesel fuel "Understanding Diesel Fuel" I read a lot of pages of technical chemical explanations that only made me down a few aspirins and lay down until my headache went away. /forums/images/%%GRAEMLIN_URL%%/frown.gif I ended up with only a very basic article but who needs to know all about the chemistry? As for what is acceptable, I would say follow the instructions but I too would like to know the affects, if any, of too much additive in fuel. Good post. If anyone does do some research, please be sure and tell us your findings!

I have heard that term before but never gave it more thought than than it implies. Having never come across this what does it actually mean that a VIN has been flagged and how does it show on OASIS?

You don't suppose that they would actually put that tank on a production vehicle do you? What was it for? If I remember correctly, isn't that supposed to be a urea solution of sorts? That's good, so when the idiot light goes on that the tank is empty are they supposed to pull over and pee in the bottle? /forums/images/%%GRAEMLIN_URL%%/rofl.gif

So now after a week has gone by I am talking to our commercial sales guru and he commented that just about everyone that has been in the truck has said something about that floor issue. I think it's gonna be a negative factor for many potential customers. If I were shopping around for one of these trucks, this issue would definitely cause me NOT to buy an LCF! I don't care how good of a truck it looks to be, if I am not comfortable in it, I wont drive it, if I'm not going to drive it then I have no reason to buy it. Somebody might want to send a note to someone at Ford about this!

Thanx, that works. Interesting but not very revealing. After reading the thread I too wonder if this is the real thing or a mock-up test mule. Unlike many of these yahoos out there I won't lose any sleep over it... yet. If you can't make cutting and pasting of the link to the post with the pictures work, CLICK HERE.

Can you post a link to the post? I can't find it! /forums/images/%%GRAEMLIN_URL%%/shrug.gif I would love to get my hands and my eyes on those pics.

Customer Satisfaction Program 05B30 Certain 2004 and 2005 F-650 and F-750 vehicles with International VT-365 Engine Accessory drive gear replacement. This program will be in effect until February 28, 2006, regardless of mileage. Certain 2004 and 2005 F-650 and F-750 vehicles built at the Escobedo Assembly Plant from Job #1, 2004 through January 10, 2005, equipped with the International VT-365 Engine. Affected vehicles are identified in OASIS. The accessory drive gears at the rear of the engine on some of the affected vehicles may not have been manufactured or installed properly. Either concern could cause abnormal wear on the gears and eventually shear the teeth or fracture the gears. Dealers are to replace the accessory drive gears at the rear of the engine.

Okay, here's one to jump all over and don't blast me - it's not my idea. Would it be better for Ford truck owners to have modifications performed at a Ford dealer by Ford technicians? I mean after all, we do know the product best and do know the real do's and dont's, don't we? In a way it makes sense but it also contradicts what many of us have been saying about mod's and the potential liability concerning Ford's policies and warranty statements.

Good thing I remembered this post! I just finished diagnosing a stalled/no start truck that only has about 125 PSI for ICP. Did the air leak test and accessed all 8 injectors and the stand pipes but no leaks. I accessed the pump and sure enough, that quick disconnect was separated and leaking. It is bent and won't come apart or go back together. So to elaborate on the part number you give us here, is that for the pump or the quick disconnect or the tube? We looked at the parts diagram and it shows the old style and then we HVBOM'ed it. I don't think we got it right. All I really need is both ends of the quick disconnect. Is this the fitting in the pump and does the mating part that bolts to the tubes come with it or is that part of the tube? Any insight will be very helpful!

What is the correct fuel pressure spec for a 2005 C7 CAT engine? That would be at the filter head, correct?

Okay, let's get the ford and the International guys to mingle a little. I thought that there were going to be some significant differences between the two trucks but the closer I look the more they look alike. Is the International CF's cab the same Mazda cab design and build? Is the CF's engine a Power Stroke or a VT 275? What's the difference? Is it the same engine with different paint? I was also surprised to read that the International uses the Ford Torqshift as well. When I went for the training the engineer had no clue what international was going to offer. Different paint color options and pretty painted engine? /forums/images/%%GRAEMLIN_URL%%/smirk.gif Just kidding Bruce. It's a fine truck no matter what badge it wears. And a note to you International techs, if you need any help with the transmission, just ask us!

Quote: there will also be a complete IDS package but i expect that to be expensive as from what i hear it will be offered with the panasonic laptop that is being used in the beta testing. i have requested to the IDS group to get the laptop specs posted on the Ford website seeing we are getting close to the expected December release time. So are you suggesting that the IDS will come as a "kit" and we will have to buy a specific laptop computer to get and use it? I was under the impression that you need a VCM, the IDM and a PC or laptop. If i already have a really good laptop and a VCM the all I theoretically need is the IDS/software/cable kit. Okay, duhhh. I read that again. We can get individual pieces but you are saying that a complete set up will be made available! Right? Getting to BETA test this stuff, you realize what a lucky SOB you are right?

Hey, the post may be old but the information you gave me is still valuable for the future. And I do think you are right about this not being a common problem, I just thought it was an odd thing to see on a CAT engine. Good advice on using serial numbers to get parts, with CAT you have to but for the Power Stroke guys its a good habit to get into: jot down the serial number before you go to the parts department. But what is an arrangement number and is this also clearly labeled on the engine tag? I like the fact that CAT removed the Engine tag from the rocker cover and placed it on the timing cover. Now I can read the silly thing without climbing all over the truck!

Did anybody catch this? VCM ADVANCED PDS KIT - INCUDING POCKET-PC (WEB BASED UPDATES) SNA078-00640 [*]VCM – PDS Advanced Kit includes: Vehicle Communications Module (VCM), VCM software, users manual, PDS Storage bag, and all appropriate cables and adapters. [*]Also included: Hewlett-Packard hx4700 Pocket-PC, HP expanded memory card, and HP synchronization cable. [*]ALL THIS FOR ONLY $2345.99! PDS FUNCTIONS [*]Self Test [*]PID monitoring & recording [*]Module Programming [*]Service Functions like, but not limited to, ABS bleed and key fob programming [*]Power Balance [*]BENEFITS OF PDS Low cost - the VCM-PDS kit is less than half the price of WDS Versatile - it can be used both in the service bay and for on-the-road testing Accurate - quick and easy features make it very useable for accurate diagnosis Adaptable - the VCM can be used with future diagnostic platforms, reducing future costs

This was inevitable, I found something that needs tweaking on the 4.5L in the LCF! I was performing a PDI on one that was driven 780 miles to our dealership from Utilimaster in Indiana. The small coolant hose that runs from the top of the radiator to the de-gas bottle was poorly routed and a bolt on the underside of the cab had started rubbing through. The hoses are secured to a bracket on the alternator. I loosened the hose straps, slightly bent the bracket towards the rear of the truck. I also had to pull the hoses further through the straps and then cut off 1" from both; one at the radiator and the other at the intake manifold. I coated the hoses with blue trans assembly lube, lowered the cab and jumped around in it. I then checked for any contact - We have a fix! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

Yet another one for a broken inlet snap ring! Isn't anyone besides me an BrotherD seeing these? Maybe this is my penance for having never done head gaskets yet!

Took my first road test in the 2006 LCF today. Not bad, had decent power and pick-up and rode really nice. I was impressed with the steering radius and the ride quality. Looks like everything that I saw in training ended up on the production vehicle. The only bad thing I can say for it as of now is the cab floor over the engine seems to protrude too far forward. The result is for most people who drive it, their right calf rests on the edge of the engine cover. This is VERY uncomfortable. I think Ford is going to have to make some changes to the cab structure and there is room to do so. I also noted that some of the larger/taller people who drove it were a little cramped and head room was in short supply. No pun intended. I did already spot one problem under the cab but that will be a technical post...

Hoo Hoo! Hey, get this Kyle. The most recent incident might result in the loss of a sale of a $65,000 F650 with a C7 in it. Check engine light came on, lost power up hills, won't do more than 15MPH with 4 yards of stone in it. Well, the commercial sales director has had enough. With any luck I will see some sort of "company" computer before long to use Caterpillar ET. I will personally be contacting our TEPS manager to get the software license key. This is worse than dealing with Ford! That C7 engine runs nice but are my ears deceiving me? The idle does not bounce like it used to!

A while back I had a 7.3 PSD with a stuck back pressure valve - lack of power. Anyway, apparently the valve itself is not serviceable on it's own? I do remember replacing one years ago but now my parts counter men tell me they can't find a listing and it is not replaceable. Does anyone know differently? If this is the case I think that's in poor judgment on Ford's part. By the way, we freed the valve up after removing the turbo and installing a new one and wouldn't you know it, Ford bounced the claim as well as the appeal!

It wasn't just those vans in for the recall 05E15 that were affected buy a calibration update that caused a false P1334 & P0488 top be set in continuous memory. Many a truck had this happen. For the unaware, those codes are for the EGR Throttle Plate: Minimum stop performance/range performance. The PCM tolerances were too tight. To correct this concern, update your WDS to the software level 38.10 and reprogram the modules. This was released on August 11th I was told.

In case you haven't caught it, the recall 05E15 was reinstated on Thursday, August 18, 2005. If you read the new stuff in the bulletin, any customer who had the recall performed will be mailed a notice to have their truck reflashed again. Am I the only one that still calls FSA's RECALLS? /forums/images/%%GRAEMLIN_URL%%/rofl.gif