Keith Browning

Can any of you guys remember the first dealer based (that I know of) training system that Ford introduced. I believe it was called the IVLS which stood for the Intelligent Video Learning System. If I remember it used a clunky PC, a video disk player and a touch screen/touch pen and it actually worked pretty much like the recent PC based FMT courses on CD-Rom. As I think I just read on FMC Dealer, those courses have been or will be migrating to the web based training on-line. I think thats actually a good idea. I think that the web based training has become some of the best training media thus far. Anyway, I just thought that I would rattle your grey matter a little!

Speaking of the feed tubes, the old thread in ones, did you ever have one that was so tight you thought it wasn't going to come out? I have twisted a few of them up so bad they looked like candy canes! The threads were undamaged and the new tubes screwed in nicely but man, what a bad feeling you get when that happens!

I think I just joined the failed EGR cooler club. Newly dragged to my shop is a 2003 F450 that was reported to be running great on the highway until the off ramp. Upon deceleration at a turn, it started to shake badly then the driver accelerated on the straight it belched some smoke and took off. Then he reached the second bend of the ramp it shook again but much worse and stalled. He coasted to the side of the road and tried to start it and it won't crank. The owner suspects it's hydrolocked. I agree. I did a quick look over. The coolant degas bottle is empty and she wont turn over. The only thing that does NOT match an EGR cooler failure is the oil smells like it's fuel fouled and is about an inch high on the stick. After reading posts on melting of plastics in the oil filter housing I decided to spin the cap off and take a look. All is well but the housing was completely empty! I guess we are going to have to wait and see what kind of fluid comes out of the glowplug holes. /forums/images/%%GRAEMLIN_URL%%/rotz.gif

I haven't had the pleasure of removing or replacing the high pressure pump since the new pump was introduced. I know that the cover is different but from photographs the discharge line looks the same. Is that the part you are talking about? Most of the high pressure system has been redesigned so I would imagine that the discharge tube has been too.

It's an 02 7.3L with a 4R100 that when hot, will really bog down and almost stall in reverse, for me. The customer has stated that it has stalled on him and it's getting worse. I called the HotLine and I got the usual response about filters and fluid. Nope. We changed them and I also checked pressures and flow - right on the money! I wish has asked this question while I was on the phone with them. The trans is coming out tomorrow and I will take a good look at the pump and stator support seal. One thing I noticed was while doing the WOT pressure test in reverse, it would start to act up and my pressure would drop from 255 PSI to 180 PSI, and immediately after doing that the pressure at idle became erratic and then evened out. Personally, I think there is something amiss in the pump/converter area. All other shifts and engagements are fine.

Anyone good with automatic transmissions? 4R100 Locks-up in Reverse when hot but intermittently. I know that I am filling three drums with reverse applied. I have good pressure but I need to check flow before I start turning bolts. My question to my fellow Dr's is, how would a torque converter clutch lock with low pressure or volume without energizing the TCC solenoid? I have no training in transmissions which probably explains my confusion. Is the torque converter clutch actually UN-APPLIED when it is not engaged during operation? /forums/images/%%GRAEMLIN_URL%%/confused.gif ( is it actually applied at rest when the truck is shut off? )

From what I was told and so were others that the 6.4L turbo set up will be similar. The LCF should start arriving at dealers very soon and I hope to get to drive one. I am particularly interested in how the twin turbo set up feels because I don't think that twins can be as smooth as a VGT. I think I remember that the choice for this was for reliability. We shall see.

Quote: Looking at the picture above leaves me with more questions than answers. How are they going to feed this thing exhaust gases in the current F-Series platform? They aren't and you won't ever see this engine in any other truck but the LCF. I was told that first off, this engine is wayyyyy too heavy for the light duty platform like the F150/250 trucks. There was a new engine being developed for that but has since been scrapped from what I was told. The 4.5L is basically a 6.0L with two less cylinders. The other notable changes are a split(?) journal crankshaft, a different camshaft to accommodate a balance shaft and the twin turbo set up. The twins are sequential and share the ports with a diverter valve in the exhaust. At low RPM's the smaller turbo spools up quickly and then the diverter allows the larger turbo to get going. There is no wastegate but I can see the diverter being used to control boost. This will also be a cooled EGR engine with a Navistar style valve and separate slave module for the valve itself. When I took the class on it I also learned that this thing will use the Navistar electronics and of course the Master diagnostics from the MD truck software on WDS. It's okay but it does not give you all the parameters that the Ford electronics does. However, the Torqshift transmission being used uses the same `ol WDS software!

Hey! I was there last month for the LCF training. Saw the very same picture. I forgot to ask what that was all about. I heard that they are closing a lot of the training centers here in the North East although a new one is supposed to open here in NJ Somewhere in Piscataway or Somerville? I for one can't wait because hitting the George Washington Bridge in the morning sucks! /forums/images/%%GRAEMLIN_URL%%/mad.gif

This job sounds familiar. I have come across the harness chafing on the valve cover at the 42 way connector where it droops down towards the fender well. If its a dirty truck the harness can wear on the valve cover if its touching and short out causing the `ol PCM reset. Don't forget the trans harness that drapes over the left shock tower too. It has a VPWR circuit in it as well.

The PTS website is finally getting it's update on Tuesday July 12th at 10 AM. Took them long enough. I hope that it is as functional as the tabs in FMC dealer.

Chalk up another one for a broken inlet snap ring! /forums/images/%%GRAEMLIN_URL%%/rotz.gif This one was not completely blown out and I got some good pictures of it. At least this one was not in a van! Whew!

A little part number update I was made aware of on this topic. See? Even we techs learn from others on the Internet! 5C3Z-19H332-AA for all gas engine and single rear wheel apps. 5C3Z-19H332-BA for all diesel engine and dual rear wheel apps. I don't know the SSM number.

I have been noticing an increase of multifunction switch failures in Super Duties that don't appear on the surface to be the switch itself. Of course I am talking about symptoms that don't make you immediately think "multifunction switch." Inoperative brake lights and buzzing in the dash from the flasher relay are the two most common complaints. I saw another today: just driving down the road and buzz buzz click buzz! Step on the brake and it goes away! If you come across this I recommend that you play with the hazard switch. Doing so will definitely cause a change like lights start working or the buzzing gets louder - both with the hazard SW. in the off position. I guess dirt is getting in there an messing up the contacts. Lust a little heads-up !

I know I posted something on this but it was on another site. Any way, I have run across several cranks/no starts caused by high pressure oil system leaks at the injector inlet o-rings. The last two were caused by a failed snap ring which caused the support ring and the o-ring to break and spit out of the injector. Good luck finding all of the pieces. There is also an SSM on this under "no start" on OASIS. To make matters worse, the last two I found with this failure were in a van...the same van and on two separate occasions. I have all the luck!

I know somebody is going to jump all over me, but this IS only the second turbo that I have had to replace for sticking issues. Anyway, I decided to take the turbine housing off and see for myself just what makes these things stick. I did not see what I expected. No carbon or evidence of coking, it was actually clean! So clean and so little carbon in fact that this turbo had actually rusted. I found a light coating of surface rust on the case and unison ring. The cam pin and plunger were moving freely. My assumption is that this vehicle has been sitting.

I came across an F650 with a 6.0L the other day that had the check engine lamp on with no power on acceleration what-so-ever. I thought cool! I finally get to use the Master Diagnostics software for real. No big deal really but it took some getting used to and I am still trying to get familiar with it. One thing I found really annoying is that they don't allow you to view all of the parameters (PID's)!!! I needed to see the EBP and EGRVP voltages and discovered that THOSE PID's were unavailable even though they were on the list of PID's. Well, anyway, Navistar uses a lot of "Break-out Harnesses" Which of course, I did not have. So, I had to resort to back probing the sensors to get a reading. What a jack-ass set up! I could have saved some time if only I could have read those PID's. Anyway, my new turbo will be in on Monday. Comments? Pointers? (on the software)

Congratulations! You even sound enthusiastic about the job which is a good thing. Most guys I see changing employers or jobs are usually pissed off - and usually the result of their own un-doing. Anyway, good luck!

Yes, I have. This indicates that the harness has been replaced and done so in the last 2 or 3 months. I have also come across another harness that had the plastic tee in it but no extra tubing or excess tape. It was a factory harness from late 04. I guess they have been slowly making modifications tho the harnesses. Am I the only one that is finding all of the smaller pieces have no apparent use?

Yes, I have. This indicates that the harness has been replaced and done so in the last 2 or 3 months. I have also come across another harness that had the plastic tee in it but no extra tubing or excess tape. It was a factory harness from late 04. I guess they have been slowly making modifications tho the harnesses. Am I the only one that is finding all of the smaller pieces have no apparent use?

I got a tip from the Hot Line that worked. Actually, the diesel team seems to have it together for the most part. Anyway, When replacing an EGR valve and you discover heavy carbon has built up try using the injector sleeve brush from the 7.3L kit and a vacuum. The brush part number is 014-00934-5 and I use a Snap-On pneumatic vacuum, tool number YA 254 (Blue Point) It actually worked well in breaking up that carbon in the ports and getting it all out. There have been concerns that some of that carbon has broken off causing repeat EGR problems.

We have actually sold quite a few most of which we drop shipped out of state thankfully. The problems with the front ends were on late models like 2004's that would start vibrating ans shaking really bad. Quigley has sent us parts like track bars and bigger steering stabilizers. On one unit we had to install new shocks and tires because they were chopped up pretty bad.

So are you guys doing many of these recalls yet? We are despite what the rep says we should do... or what Ford would prefer. Wait until the next recall is announced next month and do them all at once. No, I don't think so. Customers don't want to hear that. Just git 'em done!

So are you guys doing many of these recalls yet? We are despite what the rep says we should do... or what Ford would prefer. Wait until the next recall is announced next month and do them all at once. No, I don't think so. Customers don't want to hear that. Just git 'em done!

Chalk one up for the "odd Failure" column. An Econoline with a 6.0L leaking oil out of the front crank seal quite badly. I found that the air pump pulley was only pressed on 1/2 way and split the belt cleanly in half but shredded only one half. It wrapped around the crankshaft and dampener and took out the seal. What the heck is a Fairlane?