Keith Browning

Did we ever come up with a root cause for this one yet? I have a 2006 F550 with the same problem after installing a complte remanufactured engine assembly. This is the third time it has come back for mistiring on bank one. I have only replaced all injectors once at this point however today #5 is gone again. I closely inspected the bores and the injectors and could not find anything abnormal aboiut them. (this is the truck that seemed to have excessive loctite around the injector cups but engineering says this should not have been an issue. The borese were cleaned up well at the time of the last repair that included injector #5. I never had an issue with combustion gasses entering the fuel rail therefore I have not replaced the banjo bolt. I am this time however because you don't know if it is a new part or an old part that had been previously subjected to problems. I am getting tired of fixing remanufactured engines.

A coolant air-lift does not work?

Here, read this: http://www.forddoctorsdts.com/articles.html/_/dtsarticles/73l-uvc-harness-clips

I fix trucks.

You telling us that you can't go out and buy something better/different and use them?

Are you still working at the dealer? FMC dealer.com has ALL of the service information you could possibly need including tool numbers as far as special service tools are concerned.

Lol! I never made it past the pictures

I downloaded the high res picture and looked at it real close like. If the picture is supposed to be "the" v-6 Power Stroke then this is bull shit. The picture is of the 6.7L. I'm calling bullshit on the whole article.

Is this an April Fools joke? I'll actually be pissed if it is not because I am sick and tired of hearing about new Ford products through some on-line magazine. V-6 Power Stroke? Really?

The fuel supply line bolt in the head that contains the check valve... Ford recommends replacing them any time combustion gasses enter the fuel rail.

aaaaaaaaand denial of warranty.

This was the original SSM that was released on the subject. No explanation given. I recall a conversation I had with an instructor where I heard that Ford deemed the heater as un-necessary - with fuel being returned from the engine to the HFCM and recirculated depending on temperature the heat from the engine should be enough to warm the fuel in the primary pump and filter. The fuel heater would never have an effect on fuel in the tank if it was not properly blended/treated to prevent gelling and the pick ups will likely clog long before any warm fuel returning from the engine would have any affect. Not necessarily related, I recall another conversation concerning returning warm fuel to the fuel tanks. The process of doing so causes drastic temperature swings in cold weather increasing water production in the tank due to condensation.

I believe you are correct Matt - F-series 6.0L was not tied to the PCM but the E-series is. Here is a picture of the heater assembly removed from the HFCM of one that had rust from a fuel tank deposited onto it. Apparently rust is conductive. The blown fuse concern drove one of my techs crazy until he gave up. I kinda knew it was the heater but had no idea until I cut it open...

And this is really at the heart of the matter. I am not totally opposed to modding any vehicle - it's hot rodding or customizing your ride to be unique or to fit your needs. I get it. But honestly, some of these people get some bad advice, do things that are totally unnecessary or have no clue what they are doing and screw it up. But it was THIER decision to do it. Not yours, not Ford Motor Company's If this clown goes after the Airaid people all they have to do is say that it must have been installed incorrectly or damaged and walk away from it. Who was the last person to touch it? Were the clamps tight? Is the filter just a piece of crap? .

Have a customer that sated that they paid someone to remove and have their injectors tested through a parts store and were told that they were fine and reinstalled them. THEN the truck comes to use because it still runs poorly. Has or had a rusted fuel tank and clogged fuel filters. Has a new pump and tank now. Diagnosis is a set of degraded fuel injectors with multiple cylinders misfiring. No base engine concerns detected, FICM is looking good. I was perplexed by this as in all of these years I have NEVER heard of having these injectors bench tested. So I called Bruce today and asked him if he had any knowledge of this and he said yes he has. So I am wondering if anyone else has had heard of this and or seen it. Must be a nice machine! But, I don't see much need for one as it is fairly easy to determine failed and degraded injectors.

Of course.

What if you could get your hands on the VIN, Tear Tag or PCM part Number for an export vehicle or one of those military trucks? Maybe manually start an IDS session and reprogram it that way? I have wondered if that could be done. I recall our discussion some time ago about those short Super Duty trucks at the air bases and the pictures of the missing coolers, EGR and aftertreatment components. Looked really odd.

Polyken 823 PE Electrical Tape (Black 1" x 36Yd 1½ core) Totally forgot I had researched this a long time ago. I am pretty sure that the product I listed above is the same stuff in the recall kit. The tape is available but you have to look very hard to find it and be aware that it can be found with different size specifications. On-line I mostly see it available from industrial suppliers and you buy it in bulk... that is where I stopped looking. But I did find this: http://www.industrial-tapes.com/pc-8386-1905-polyken-823-black-1-x-36yd-1.aspx

If I recall correctly there is a reset button on the VCM-2 you might want to try that. I personally have not had any issues with our shops (only) VCM-2 but I do recall that we like many others had big problems with the wireless and simply don't use it anymore. Ironically Ford was initially promoting the "improved wireless functionality" but apparently fell short on that promise. In all fairness though there are many other factors that can affect the wireless operation. But if you are still having issues with the unit completely wired up then I would contact the Hot-Line for the diagnostic tool support.

That is a truly amazing tale there. This is what pisses me off about our business. I could give a rats ass about what people do to their trucks for the most part. But as a professional technician, working at the dealership level I (we) have to play by the rules which are perfectly acceptable. After all, if I was a manufacturer I certainly would never warranty my product after it was bastardized. Would you? Furthermore, these "deletes" and other modifications change the way many systems on the engine behave and interact. I wouldn't expect any of us to be able to properly diagnose a symptom on an vehicle that has been changed. I say, take it to the people who made the changes and are presumably familiar with the modifications... ut oh! It was done at your dealership? Good luck with that one Alex!

If you reprogrammed the PCM with IDS it overwrote whatever was in it. Use DATA LOGGER to look at parameters

Rotunda DEF test strips (part number 328-00012 or 328-44-863) to check for the presence of petroleum. Testing for petroleum contamination with these strips is critical to ensure a proper repair is made and to prevent repeat reductant system concerns. The Acustrip DEF Oil in Water Test Kit is used to determine if there has been contamination to the diesel exhaust fluid tank. Simply remove the DEF from the tank using a syringe prior to the strip being immersed and agitated. The presence of oil causes a change in the color of the strip. This product is also sold as the Acustrip DEF (44-863) Test Kit. It was formerly designated as part number 328-00012. Cost 100 / $80 USD

Uhhhgh! Never mind. I walked away from it to deal with some other problems, came back and cranked it another 20 seconds, got aknock or two.... cranked 10 seconds more and it fired up.

Got me a 1999 F800 in with a CUMMINS B5.9L ENCORE (ISB) engine - was doing power brake booster work, noticed the water seperator drain was dripping. So I opened the valve and fooled with it. Closed it and now the damn thing wont start. I assume it's got air in the injection system. It's not sucking air as the drain is on the filter housing and is on the pressure side of the electric pump. Is there a particular way to bleed air or does this engine lend itself to self purging whilst cranking. I have no experience with this engine so I am unsure how to go about this.