Keith Browning

I have yet to fully determine if there is any conclusive way to detect the evidence of a performance chip or tuner being used or installed and removed. I have only had one instance where it was obvious, Edge controller still on the left fender well and wire jumpers still under the hood... they guy with the Edge controller and display still screwed to the dash. I either find the hardware still installed or in the console or glove box. 7.3's, chips still in the PCM, big HOLE in the back of the PCM and cover, stickers on the truck... the list goes on. We sometimes kid around in some forums but doubt that if a device is removed, a program restored and all codes are cleared that we at the dealer level can find evidence of this having taken place. It has been rumored that Ford can take a PCM and extract data that would identify tampering and I have never personally heard anything like that from anyone "official" from Ford. I guess this flies in the face of a lot of other techs but I have never been directly asked if there was a performace device installed on any of my engine failures and only once did I have a Hot Line engineer suggest that I look for one. Ideas I have heard tossed around: A P0603, inconclusive as there are many reasons this can be set. I read on the FMC BB's that a code P0660 can be set? Never heard that before and I can't find the code listed in the PCED. Customer comes in/towed in with a performance complaint and you get a P1000! Hard to prove anything with that one - nobody knows nothing.

Safety Recall 05S34: Who's doing them already? We just started today because I learned my parts department ordered the necessary parts before they went on backorder. These are all trucks that happen to be in the shop already. No big deal right? And you wonder what the rep and zone manager are so worried about? These are the same repairs I have been making for the last year or more! But as I am waiting for the sealant/glue to start melting out of the heat shrink on the ICP sensor I just soldered in, "Ghee, I have never made this repair before... but I have replaced the 2003 IPR connector and wiring about a dozen times!" You know, at the rear of the engine? /forums/images/%%GRAEMLIN_URL%%/frown.gif I gotta funny feelin that somethin ain't right!

Safety Recall 05S34: Who's doing them already? We just started today because I learned my parts department ordered the necessary parts before they went on backorder. These are all trucks that happen to be in the shop already. No big deal right? And you wonder what the rep and zone manager are so worried about? These are the same repairs I have been making for the last year or more! But as I am waiting for the sealant/glue to start melting out of the heat shrink on the ICP sensor I just soldered in, "Ghee, I have never made this repair before... but I have replaced the 2003 IPR connector and wiring about a dozen times!" You know, at the rear of the engine? /forums/images/%%GRAEMLIN_URL%%/frown.gif I gotta funny feelin that somethin ain't right!

Quote: 6.0 updates. There was a quality control issue with the top snap ring not being seated that would give your concern. We are told that this has been taken care of. Now, you see? THAT is the kind of information we need to hear about out in the field. I don't recall ever seeing anything about injector inlet o-rings as a service message. But all things considered, at least we aren't going though the o-ring failures we saw with the early 7.3L. We just need to be sure that the 6.0L hold down clamps are properly torqued. /forums/images/%%GRAEMLIN_URL%%/wink.gif You do see service messages about that or other potential technician screw ups like installing injectors with air tools. I got it! We can start our own message system and call them EWM's - "Engineering Warning Messages!" ------------------------------------------------- EMS #1000 - 2004 though 2006 Econoline vans equipped with diesel engines. Beware that engineers have a tendency to stuff things where they don't belong. Technicians performing repairs on the engine should wear their very short to avoid scalp damage from pulling hair. ------------------------------------------------- /forums/images/%%GRAEMLIN_URL%%/smirk.gif Isn't this fun? Now back to our regular technical banter.

Too bad you are not in "Joisey" My dealer is looking for an experienced FORD tech willing to do diesel and truck work to add to our diesel and commercial vehicle team.

Quote: Been casting an eye at the TV my own self.. NASCAR in hi-def AND 5.1..... all that's missing is the ubiquitous "track burger" and the smells. That gives me an idea You know those fancy candles that they seem to be able to make smell like just about anything? How about a candle that smells like a burger or hot dog stand? Burning rubber, or racing fuel! I got it... a sweaty 300 Lb redneck belching hot dogs and beer!

Do you mean TheDieselStop.com ? A wild congregation of lunatics and crackpots indeed, all hosted by a bunch of computer geeks that are making a LOT of money advertising products to enhance the beauty of your truck while melting a few pistons and burning up some transmissions! You can actually learn how to commit warranty fraud and avoid any liability for modding your truck or boosting it's power beyond it's designed limits. There are actually some intelligent regulars mixed in with the shade-tree guys, I do respect them and have learned a thing or two. But Jim? It would seem that you and I and a few others here are apparently addicted to TDS! What's more is that we provide accurate and valuable information... and get nothing in return with the exception of possible the joy of participating while the owner, Jason Lester, cashes in. Now, who are the lunatics? It must be the raceday cocktails.. ooh! The race is starting and I am done pecking at the keyboard for now!.

Jim I was told the same thing. Apparently Ford chose to use this system for its time tested reliability. I had some clown on the Blue Oval Forums insist that the twin turbo set up is unreliable. I don't see how. My opinion is that a simple diverter valve that switches exhaust gasses from one turbo to the other is far more reliable than a unison ring and vane set up. The only disadvantage I see is that the twins are not as smooth as a VGT particularly when it switches from the small turbo to the big one.

Thanx Dale, that's a nice price for the parts. Now, has anybody actually installed these parts in a truck? I am guessing 1 hour labor is sufficient and fair. Comments? Anybody??

I have now come across my second high pressure oil system leak. This one is a 2005 Econoline with 2700 miles on it that just quit running on the highway, no warning, no restart. I also discovered that you don't have to access the ICP sensor to put shop air into the system to diagnose the leak. I found an easily accessible plug on the top of the new oil pump cover. I put shop air into that puppy and with the engine cover off I could easily detect the leak was at the back of the right cylinder head. Unfortunately, performing any under valve cover repairs on the right side requires removing the engine mounts. /forums/images/%%GRAEMLIN_URL%%/smhair.gif I never tell anyone how to do their job but I was never a fan of lifting cabs and bodies, neither is FORD for that matter. I gave in and removed the forward body bolts and jacked the body up 2" to allow the valve cover to come off as well as the "5 injector. The oil inlet o-ring was split because the metal support ring and snap ring were broken. I can only assume they were broken during assembly of the injector. I only found one piece of the support ring that was not still in the injector.

Yeah Dale, that's interesting in and of itself. I can't wait to hear some more good news. I'm still waiting for this dealer meeting to happen but somehow I think they might just drop this bomb and run and hide for a while. What DOES surprise me is that what few leaks that have made it out onto the other forums and web sites have yet to attract much attention. You would think that everyone would be all over this! I posted the "plain facts" on our main page and don't see any point in posting the actual recalls. Ford would likely frown on posting their Copyrighted material. I am amazed at what some people get away with. I can't wait to see the mis-information that starts to circulate. Posting a link to the Diesel Technician Society main page for this info on the recalls would be a good thing to do to spread the right information and show the problems with the harnesses. /forums/images/%%GRAEMLIN_URL%%/smirk.gif Yes, I am shameless!

Yeah Dale, that's interesting in and of itself. I can't wait to hear some more good news. I'm still waiting for this dealer meeting to happen but somehow I think they might just drop this bomb and run and hide for a while. What DOES surprise me is that what few leaks that have made it out onto the other forums and web sites have yet to attract much attention. You would think that everyone would be all over this! I posted the "plain facts" on our main page and don't see any point in posting the actual recalls. Ford would likely frown on posting their Copyrighted material. I am amazed at what some people get away with. I can't wait to see the mis-information that starts to circulate. Posting a link to the Diesel Technician Society main page for this info on the recalls would be a good thing to do to spread the right information and show the problems with the harnesses. /forums/images/%%GRAEMLIN_URL%%/smirk.gif Yes, I am shameless!

What a disturbing display of smileys. /forums/images/%%GRAEMLIN_URL%%/rofl.gif I feel your pain. I want to see the new harnesses to see if they are the same modified ones that I have been installing lately. They have improved them at the FICM connectors and added some convolute tubing near some of the manifold bolts. One thing I don't understand is that "they" added another stud strap to the harness but there is no mention of adding a new manifold bolt with the stud to make use of the new clip. /forums/images/%%GRAEMLIN_URL%%/shrug.gif You members from R&D might want to pass that along! I now order a manifold bolt w/stud with every harness. If you decide to do so, you will easily figure out where to use it. Also, have any of you noticed the raised ring on all of the manifold bolts? You know, the ones that actually cut through the harness? Smooth them down with a 3M Roloc disk. Another thing that has made my repairs successful in the past is adopting the attitude that you are not REPLACING a harness - you are INSTALLING it!!! Get your parts department to get you an assortment of convoluted tubing (the black plastic tubing on harnesses) and keep it handy so that you can cut off a piece here and there and apply it where YOU think a little extra protection from chafing might be needed. Also, this involves routing and fitting the harness away from potential hazards like excessive crushing and bolts. That is the difference between an ordinary mechanic and a trained professional that cares. /forums/images/%%GRAEMLIN_URL%%/wink.gif

What a disturbing display of smileys. /forums/images/%%GRAEMLIN_URL%%/rofl.gif I feel your pain. I want to see the new harnesses to see if they are the same modified ones that I have been installing lately. They have improved them at the FICM connectors and added some convolute tubing near some of the manifold bolts. One thing I don't understand is that "they" added another stud strap to the harness but there is no mention of adding a new manifold bolt with the stud to make use of the new clip. /forums/images/%%GRAEMLIN_URL%%/shrug.gif You members from R&D might want to pass that along! I now order a manifold bolt w/stud with every harness. If you decide to do so, you will easily figure out where to use it. Also, have any of you noticed the raised ring on all of the manifold bolts? You know, the ones that actually cut through the harness? Smooth them down with a 3M Roloc disk. Another thing that has made my repairs successful in the past is adopting the attitude that you are not REPLACING a harness - you are INSTALLING it!!! Get your parts department to get you an assortment of convoluted tubing (the black plastic tubing on harnesses) and keep it handy so that you can cut off a piece here and there and apply it where YOU think a little extra protection from chafing might be needed. Also, this involves routing and fitting the harness away from potential hazards like excessive crushing and bolts. That is the difference between an ordinary mechanic and a trained professional that cares. /forums/images/%%GRAEMLIN_URL%%/wink.gif

NHTSA Action Number: PE04070 NHTSA Recall Campaign Number: N/A Make: FORD Model: F350 Manufacturer: FORD MOTOR COMPANY Year: 2004 Component: ENGINE AND ENGINE COOLING:ENGINE:DIESEL Date Investigation Opened: October 7, 2004 Date Investigation Closed: February 15, 2005 Summary: TWENTY FIVE OF THE ODI FAILURE REPORTS ARE DUPLICATIVE OF FORD COMPLAINTS. TWENTY ODI REPORTS DO NOT CONTAIN A VIN (AND MAY OR MAY NOT BE DUPLICATIVE OF FORD REPORTS). THE 14 ALLEGED CRASHES AND 2 ALLEGED INJURIES WERE ALL MINOR. SUBMITTED DURING PRELIMINARY EVALUATION (PE) 04-070, FORD'S RESPONSE TO ODI'S INFORMATION REQUEST (IR) LETTER CONTAINED ABOUT 5,000 CONSUMER REPORTS (MORS) AND 8,700 FIELD REPORTS (CQIS). FORD REVIEWED THE COMPLAINTS AND CATEGORIZED THEM. THE MANUFACTURER REPORTS SHOWN ABOVE REPRESENT A COUNT OF UNIQUE VEHICLES THAT FORD CATEGORIZED AS ALLEGEDLY STALLING DUE TO A SUBJECT ENGINE COMPONENT ('A' CATEGORY, SEE FORD'S IR RESPONSE LETTER FOR FURTHER DETAIL); SOME OF THESE VEHICLES RECEIVED MULTIPLE REPORTS. ODI HAS NOT YET CONFIRMED FORD'S CATEGORIZATION OF THESE REPORTS, NOR HAS ODI CONFIRMED FORD'S CATEGORIZATION OF THE REMAINING REPORTS (WHICH FORD STATES DO NOT PERTAIN TO THE ALLEGED DEFECT). FORD SUBMITTED NEARLY 19,000 WARRANTY CLAIMS, MANY OF WHICH INVOLVED CLAIMS FOR A TECHNICAL SERVICE BULLETIN (TSB 04-13-08) AND FIELD SERVICE ACTION (FSA 03B05) WHICH FORD IDENTIFIED AS POTENTIAL REMEDIES FOR STALLING COMPLAINTS. ODI HAS NOT CONFIRMED THAT EITHER OF THESE ARE A REMEDY FOR ENGINE STALLING COMPLAINTS. SEVERAL OTHER DEALER COMMUNICATIONS RELATED TO ENGINE STALL WERE ALSO SUBMITTED AS WELL AS OVER 50 PRODUCT MODIFICATIONS, 15 OF WHICH INVOLVE REVISIONS TO THE SOFTWARE FOR THE ELECTRONIC ENGINE CONTROL UNIT. FURTHER INVESTIGATION IS REQUIRED AND ODI IS UPGRADING PE04-070 TO AN ENGINEERING ANALYSIS (EA). DURING THE EA, ODI WILL ESTABLISH AND UPDATE MANUFACTURER FAILURE REPORT COUNTS, FURTHER INVESTIGATE THE FREQUENCY AND TREND OF STALLING COMPLAINTS, AND DETERMINE THE SCOPE AND SAFETY IMPLICATION OF STALLING EVENTS. ODI WILL ALSO INVESTIGATE FORD'S REMEDIES, THEIR EFFECTIVENESS, AND WHETHER FURTHER ACTION IS REQUIRED.

NHTSA Action Number: PE04070 NHTSA Recall Campaign Number: N/A Make: FORD Model: F350 Manufacturer: FORD MOTOR COMPANY Year: 2004 Component: ENGINE AND ENGINE COOLING:ENGINE:DIESEL Date Investigation Opened: October 7, 2004 Date Investigation Closed: February 15, 2005 Summary: TWENTY FIVE OF THE ODI FAILURE REPORTS ARE DUPLICATIVE OF FORD COMPLAINTS. TWENTY ODI REPORTS DO NOT CONTAIN A VIN (AND MAY OR MAY NOT BE DUPLICATIVE OF FORD REPORTS). THE 14 ALLEGED CRASHES AND 2 ALLEGED INJURIES WERE ALL MINOR. SUBMITTED DURING PRELIMINARY EVALUATION (PE) 04-070, FORD'S RESPONSE TO ODI'S INFORMATION REQUEST (IR) LETTER CONTAINED ABOUT 5,000 CONSUMER REPORTS (MORS) AND 8,700 FIELD REPORTS (CQIS). FORD REVIEWED THE COMPLAINTS AND CATEGORIZED THEM. THE MANUFACTURER REPORTS SHOWN ABOVE REPRESENT A COUNT OF UNIQUE VEHICLES THAT FORD CATEGORIZED AS ALLEGEDLY STALLING DUE TO A SUBJECT ENGINE COMPONENT ('A' CATEGORY, SEE FORD'S IR RESPONSE LETTER FOR FURTHER DETAIL); SOME OF THESE VEHICLES RECEIVED MULTIPLE REPORTS. ODI HAS NOT YET CONFIRMED FORD'S CATEGORIZATION OF THESE REPORTS, NOR HAS ODI CONFIRMED FORD'S CATEGORIZATION OF THE REMAINING REPORTS (WHICH FORD STATES DO NOT PERTAIN TO THE ALLEGED DEFECT). FORD SUBMITTED NEARLY 19,000 WARRANTY CLAIMS, MANY OF WHICH INVOLVED CLAIMS FOR A TECHNICAL SERVICE BULLETIN (TSB 04-13-08) AND FIELD SERVICE ACTION (FSA 03B05) WHICH FORD IDENTIFIED AS POTENTIAL REMEDIES FOR STALLING COMPLAINTS. ODI HAS NOT CONFIRMED THAT EITHER OF THESE ARE A REMEDY FOR ENGINE STALLING COMPLAINTS. SEVERAL OTHER DEALER COMMUNICATIONS RELATED TO ENGINE STALL WERE ALSO SUBMITTED AS WELL AS OVER 50 PRODUCT MODIFICATIONS, 15 OF WHICH INVOLVE REVISIONS TO THE SOFTWARE FOR THE ELECTRONIC ENGINE CONTROL UNIT. FURTHER INVESTIGATION IS REQUIRED AND ODI IS UPGRADING PE04-070 TO AN ENGINEERING ANALYSIS (EA). DURING THE EA, ODI WILL ESTABLISH AND UPDATE MANUFACTURER FAILURE REPORT COUNTS, FURTHER INVESTIGATE THE FREQUENCY AND TREND OF STALLING COMPLAINTS, AND DETERMINE THE SCOPE AND SAFETY IMPLICATION OF STALLING EVENTS. ODI WILL ALSO INVESTIGATE FORD'S REMEDIES, THEIR EFFECTIVENESS, AND WHETHER FURTHER ACTION IS REQUIRED.

I defer to anyone with engine tuner experience: A used Edge Evolution performance tuner that has been used to reprogram a truck that, well, let's say... the tuner will never see the truck again. Can this tuner be re-used on another truck? I am not concerned with preserving any downloaded data.

Wrongway, There were a couple of internal changes in the injectors early on affecting the 2003 models. I cannot find any of the published info on this that used to be posted, so forgive me for any inaccuracies or perhaps somebody else can chime in. Early 6.0L injectors had several problems: The first of which was fuel leaks from the BODY o-ring, which is an internal seal, that was corrected - likely with a new seal. (I don't know) There was a change to some clips on the top of the injector, spool valve pin I think. Looks like that is now configured more like a bolt and retained with a nut instead of clips. The intensifier piston was also changed, something about keeping the return piston centered. The return springs used to shift and cause uneven loading on the piston resulting in scuffing of the piston bore resulting in misfires. I will research this a little more and revise this message as needed. Other than these items, I don't think there have been any major changes that have been published or announced.

The Bomb is about to drop! My Ford Rep was in today (June 6) and had a little talk with me. Apparently Ford approved the final stages of planning and procedures for a roll out of what I think are two programs that will be announced at the end of this week or early next week, June 10th to 13th time frame. There is supposed to be a meeting at my dealership towards the end of the week with more details. The news media is supposed to catch wind this weekend. /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif Talk about tight lipped! Here is what I know: 2003 and 2005 F-Super Duties, Excursions and Econoline with the 6.0L will be called for a RE-FLASH with the possibility of additional work. 2004 F-Series, Excursions and Econoline is the big one and it is an actual recall involving NHTSA. This one will probably involve harnesses, sensors and calibrations. I was warned it could involve ANYTHING on a list that would require attention. That part scares me! Please remember that this is in no way an official report and I could be completely freakin wrong! But I don't think so. The Rep looked very worried! /forums/images/%%GRAEMLIN_URL%%/eek.gif

The Bomb is about to drop! My Ford Rep was in today (June 6) and had a little talk with me. Apparently Ford approved the final stages of planning and procedures for a roll out of what I think are two programs that will be announced at the end of this week or early next week, June 10th to 13th time frame. There is supposed to be a meeting at my dealership towards the end of the week with more details. The news media is supposed to catch wind this weekend. /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif Talk about tight lipped! Here is what I know: 2003 and 2005 F-Super Duties, Excursions and Econoline with the 6.0L will be called for a RE-FLASH with the possibility of additional work. 2004 F-Series, Excursions and Econoline is the big one and it is an actual recall involving NHTSA. This one will probably involve harnesses, sensors and calibrations. I was warned it could involve ANYTHING on a list that would require attention. That part scares me! Please remember that this is in no way an official report and I could be completely freakin wrong! But I don't think so. The Rep looked very worried! /forums/images/%%GRAEMLIN_URL%%/eek.gif

Just got my $50 RTTP certificate. I don't know what to feel. It's a drop in the bucket when I consider that I have lost more than 50 bucks in potential earnings. I don't know about you guys but being a certified diesel technician for a Ford dealer has hurt me financially and I guess the worst is still coming, from what I hear these upcoming recalls are going to create a heavy work load. More work, same pay...hmmmmm, That $50 certificate sure makes it all better doesn't it? Sorry guys, I had to vent.

Hmmm, I compared the base model Escape $20,070 (4cyl 4spd auto trans) with the base Hybrid model $26,900 (4cyl hyb CVT trans) to come up with my figure. Pricing the hybrid is difficult because it's not priced like an option as was the diesel engine for the F-Series. I used Edmund's for the prices. The gap is closer going about it using the high end models which is how you did it? I guess it depends on how you look at it! Pricing the Liberty was not very easy for comparison purposes. They offer "style packages" so you have to compare like vehicles in each of the two styles that offer the 2.8 turbo diesel. I used the 3.7L for comparison so if you use the 4cyl and manual trans combo, the difference is greater. I come up with a $1600 to $2000 difference on 4dr. 4X4 Sprt and Limited packages. So for the sake of the debate shall we call it $1800? Not too bad! But like you mentioned, what's it gonna take to make that engine meet upcoming emissions standards? Your point in all of this is coming out loud and clear Cetane.

Well, How much extra are people willingly forking out to buy an Escape hybrid? They do cost substantially more than a standard engine option and how much is the diesel engine option for a Super Duty? But that is a good point where the average car buyer is concerned - especially keeping a bottle of "pee" in the trunk! This is what I can determine from looking around and comparing... [*]Added cost to Escape for Hybrid option: around $6900 [*]6.0L Power Stroke engine option for Super Duty trucks is: $5100

When I get the chance, I do a of of reading on what ever topics spur an interest. Usually one of the many bulletin boards I frequent turns me onto a topic. I thought I would start a topic and start sharing these great sources of information as I (we) find them. I can start with several. [*] biodieselnow.com [*] dieselforum.com/ [*] dieselnet.com [*] eere.energy.gov [*] epa.gov These are all active links.

The infamous "cackle" noise was a characteristic of the 7.3L PSD. It was caused by the fuel pulses in the fuel rail on the left cylinder head causing problems with the number 8 injector. The fix was a "special" injector made to be installed in cylinder #8. In some cases it was quite loud on some vehicles and you would swear something was coming apart. You described the sound of these engines as "a symphony of noises." I love that. If you just lean against the fender of a running truck with the hood open and spend a few minutes just listening you will start to pick out several sounds. I know it sounds like a strange thing to be doing but I have done it. Fortunately none of my co-workers have caught me or so I believe - I had my eyes closed while I was doing it. /forums/images/%%GRAEMLIN_URL%%/laugh.gif