Keith Browning

For the stubborn ones this is my approach as well.

That is precisely why I am intrigued by this. I have asked if there is any aftermarket stuff involved but as of now I have not gotten a reply.

The pic of the turbo with the kitchen herbs and spices has me confused. Turbochargers and crushed red pepper... I am feeling emotions I cannot understand.

Part 1 I got involved in a forum discussion that side tracked over the reported codes for a 6.0L - Some of the codes did not appear in any of the 6.0L sections of the PCED. The gentleman was using a Scan Gauge II which also would not allow access to certain PID data like EGR valve position for example. So this led me to thinking as I know that engineering has access to the back-end of control modules so to speak. They get to see all of the data and PIDS that are really there and it is my understanding that what "we" are presented through our IDS software is just that - presented data that we are granted access to. Someone please correct me if this is incorrect and elaborate if possible. This led me to conclude that third party devices like Scan Gauge and other types of non-OEM scan tools might have even less access to data and even DTC's receiving only generic information. Over the years I have read many posts where there seemed to be erroneous codes and skewed data. Thinking that some of this was due to typos and human error in recording this information but there does seem to be some continuity to this. I have never used any other diagnostic equipment other than Ford's. Looking for insight and experience on this. I am sure I am not the only one who has been seeing this or thinks this. I would like to finally come to an accurate conclusion. Part 2 Much of what was discussed was based on these erroneous codes that someone was able to find definitions for in an "updated DTC document Ford released back in 2007 which is interesting. You can download it ----> Download DTCs-2007.pdf 32MB and save it for your own reference. The code in question was a P0202 for the 2006 F-series PCED (Powertrain Control Emissions Diagnosis) manual there is no DTC P0202. We do not have any valid injector related codes defined as "circuit open" rather our diagnostics break it down into "circuit low" for short to ground, "circuit high" for circuit open and "contribution" and the codes are in series from P0260 to P0280. P0201 through P0209 do no exist anywhere in the manuals provided for us. If I jump ahead to the same manual for a 2010 E-series 6.0L the same scenario exists in that the supposed "updated codes" are not listed. Interesting eh?

Do you have any medium duty dealers near you? If all else fails I can give you my parts telephone number and maybe they can get it out to you. I do order parts from Blue Diamond - takes an annoying extra day though.

Thank you Nelson for posting this. I needed to perform this procedure after I resolved the main problem.As I suspected I had an incomplete or corrupted download of IDS 92.01 which for some reason wiped out ALL networking functionality of my laptop that required me to use system restore in Windows to correct as I could not determine what the heck happened. Unfortunately I get ahead of myself and do silly things like trying to reinstall the very same program from the very same download file that started the whole mess. So my troubles went on for the entire week as I was simply just too busy to deal with it and give this my undivided attention. Here I sit at my desk with a nice cup of coffee on Saturday morning after a good nights sleep and my brain firing on all cylinders. I un-installed IDS using the IDS clean up utility, restored Windows again and restored my networking problems. Then I logged into PTS and downloaded IDS 92.01 which took less than 2 minutes ere at home. It installed. Still have network access. Then I had to run the VCI manager. At this point I have IDS up, VCM connected with he VCM icon showing and I still have Internet connectivity. :thumbup:Fuck me. :facepalm:I know better than to download and install IDS at work. I learned my lesson some time ago with a similar problem and since then I have always downloaded updates at home and put them on a flash drive. Perhaps this time the "lesson" will make a bigger impression on me.

You can't order from Blue Diamond?

Jeez. I scrolled thorough this topic thinking Bruce was at it again with the screen shots. Nice job Brad!

I saw that and looked it over. Not sure how common this kind of failure is but with these trucks aging now I suppose it may indeed become more common as time goes on. I will add that job aid to our resources section.

I have lunch in my bay. Every day I do!

We had a young guy bring in a truck that had a bubble in the sidewall of one tire. Somebody told him to get a bag of ice and lean it up against the tire and the bubble will go down. He did. I could not believe that actually happened.

Although Ford recommends not using wireless to reprogram modules or even wires internet to download cal files I use both 100% of the time without issues. Our shop used to have similar problems with cables and USB ports developing connection issues after years of heavy use

Matt that would be an interesting write up. most guys would never even know about these differences. I didn't until I ran into this but I didnot know what the differences are. Now I know!I did not measure any of the vanes to compare the dimensions but I put them side by side and the differences were many. In general the early vane is just simply smaller.

More FQR engine follies. This engine had a broken exhaust rocker and no boost. Strangely enough I did not conclude that the boost issue was related to the short vane shown here but rather the jammed actuator piston in the CRH. This engine also required installing three thread repair inserts oft the rocker cover I had off to replace the rocker arm. You cant make this shit up!

I meant to imply IDS. I am making an educated assumption.

Well Matt, since the only engines that will be available in the new all Ford medium duty trucks will be the ford 6.7L diesel snd the Ford 6.8L gas engines and Torqshift transmissions I would wager a guess they will have Ford electronics.

Due to differences in ball joint tools, mine being an OTC - in comparison I have to remove the brake line bracket to get my press in there. Not a big deal but it highlights the small differences you might encounter. I also remove the right wheel and tire for easier access. Also, I separate the track bar from the joint with a ball joint separator which is quicker. Nice job Brad.

I figured out what is in the kit and this kit actually is not what you need. Sorry bout that. The part number I listed has the following sizes: [*]4 - 1/4" sleeves [*]1 - 5/16" sleeve [*]1 - 3/8" sleeve If I recall you need one 3/8" sleeve for the fuel pump to filter head line and two 5/16" sleeves for the filter head to injection pump line. I found these part numbers: Fuel line seals--filter to injection pump E3TZ-9K260-A Fuel line seals--fuel filter inlet; return line from injection pump (rear only on some applications) E3TZ-9C387-A

Thanx for the feedback. Maybe my download was corrupt or something. I have time this weekend perhaps I will try downloading it from home - MUCH better internet connection.

Yesterday I updated my IDS to version 92.01. Immediately I could not communicate with my VCM2 in either mode - wired or wireless. It would not recognize or even connect in my wireless settings. So, I un-installed 92 and reinstalled 91 from my flash drive. Everything works perfectly again. Anybody have any similar issues?

There is a service kit for the early 7.3L PSD engines that contains several different sizes of the seals. More than you need for the IDI engines but you will get what you need. Toss the extras in your parts drawer as you never know when you might need one. The part number is F81Z-9C387-BA

Geez guys - you could get it with a CAT C7, Cummins ISB, Navistar VT635 and a Ford 6.8L Gas if you didn't like any of them!

At least they thought to ask. I have a really good writer that can code out my repair orders very well but on occasion he does ask questions to get the correct and appropriate time. I have no problem with that. He gets me every tenth I should have coming to me (and for that matter the store) AND he is honest about it as am I. No worries here on warranty except that there is too much of it some times.

Joe - if it were me doing this job I would have gone ahead and installed new o-rings on all of the injectors while I was there. I remember going round and round with several trucks back in the day. In an earlier post I eluded to replacing hoses and seals. Specifically, the rubber seals inside the fittings of the steel line that runs from the fuel filter housing to the injector pump and any other line up there might need to be replaced. They are just large square cut runner rings that compress around the tube and spread inside the fitting to seal. They can dry rot and crack, compress and suck air on shut down. Anything on that system that is not high pressure is suspect - anything on that filter or housing that can be removed, inspected and or resealed is worthy of your attention. Don't think I have ever heard of a pump causing this.