Keith Browning

Yeeeeah. Ironically I have a truck outside with a BLOWN jasper engine in it. Locked up. We quoted a complete FQR assembly. I wonder what the the rebuilder is gonna do with the core.

All current calibrations are supposed to prevent that no? If the engine oil level is overfill the PCM will detect it and set a wrench light or something... what happened there?

Care to back that statement up with proof where it applies to Ford? To the best of my knowledge Ford does not endorse or approve the use of ANY aftermarket performance devices.

Yeeeehaaaaaahhh. There was "something" n the track that lit up.

According to the information Ford had released ONLY FORD power plants and transmissions will be used on the new medium duty trucks. No Cummins, No CAT, No Navistar. No Allison. I personally have not seen any 6.7L PSD's with any issues related to extended idling... someone else may have different experiences to share however!

I think it is time for you to get engineering and your FSE involved on this one.

I am really having a hard time believing that eliminating the EGR coolers from the cooling system is going to have any impact. The coolers have their own feed from the water pump outlet and it returns directly to the front cover so capping the flow off should not affect anything. Also, with the coolers gone there is less heat going onto the cooling system that needs to be handled. Alas... I am not an engineer but a lowly technician.

Me three. I have had the last 3 or 4 6.0L engines with multiple injector failures shortly after completeion. These were complete assemblies too. I havent had the displeasure of doiung a 6.4L in quite some time now. Knock on wood.

I have never seen a 6.4L with an EGR delete. Are the coolers actually removed and how is the coolant diverted?

I don't think you can compare what is going on here with the ehalthcare system in Canada as in the U.S. its not about healthcare at all. But this is about Jim... not that mess. Nice to hear updates Jim! Hope you are not feeling too poorly.

Face it. Diesel power TRUMPS gas power when it comes to moving a load... even if the load is the vehicle itself.

New Holland tractor. I remember those engines in the Medium duty trucks - you couldn't kill them if you tried. I guess you are not missing the dealer eh?

I don't know why you even told them about the delete. I don't think that is something that should be "volunteered." In the past I had tried to be the "good little Ford tech" concerning modifications and EVERY time it was ignored.

Makes sense.

Have you ever heard the sound a 6.4L turbo makes when the wheels are scraping the housing? Makes a distinct sound but any failed turbo I have "driven" either worked or it didn't. I agree that if boost falls to zero you would think there wouild be a notable loss of power but it does have two turbos. How much power do you need to cruise at 70? Definately keep us posted too!

I'll second that notion. I am experiencing that with Budget truck rental here in Jersey. Imagine, a truck being towed in because it will no longer accelerate... because the DEF tank is empty. I kid you not!

If you remove the plastic cowl trim and look at how that area of the truck is configured you will come to the realization that retrofitting these trucks with a cabin filter is near impossible. The inlet area is encapsulated in sheet metal and the PCM that inserts through the firewall sits directly above the fresh air inlet. Even if you could get a filter mounted in there, servicing it would be difficult at best. This is something that would have to be planned for when the vehihicle is being designed... or redesigned in the furture.

Did you notice Ford lists a CNG/LPG Prep Package in these trucks?

You got that wrong sir - the TRUCK would have owned YOU!

A 2003 F450 comes in - lacks power after driving 10-15 minutes. No mention of the rough idle and white smoke emissions. The engine started okay but there was a miss from the get go. I drive the truck around for about 20 minutes and then it starts smoking and loses all top end power. Sounds like it is losing fuel pressure. I don't recall the codes off hand but they were related to ICP pressure - no surprise.History: another dealer replaced the HPOP three times (twice 'cuz they was defective) Owner replaced the filters as he always does. (sarcasm) Since its already hooked up I go for another road test and make some data recordings. IPR going way too high - settles in around 28% at idle after driving. I dutifully check fuel pressure. It's 11 PSI and the pump is audibly protesting. Time for some inspections. The fuel tank, despite being replaced in the 2007/2008 date range is rusted so badly it has chunks of rust breaking off and congregating on the bottom of the tank. The fuel filter was fairly clean. A fine Chinese no-name brand with a hole in the top and the bottom but of quite different dimension. The large hole that was supposed to fit over the nub under the filter cap was facing down. I guestimate a 1/4' gap between the standpipe and the seal which was allowing water, dirt and you guessed it, rust particles to head straight for the injectors. So what's the real problem here? Who do we point to with a failure like this? Ford for continuing to put steel tanks in trucks that rust for well over a decade? Other technicians who can't properly diagnose drivability concerns and have no clue what a fuel pressure gauge is? Vehicle owners who have no clue what they are doing and, despite their applaudable attempts to take care of their trucks, fail miserably? The owner approved over 6K of repairs, Titan fuel tank, 8 injectors, a proper service and some front end work to replace the rotted brakes and the ball joints with what looks like 1/2 of movement. Some stories are just too pathetic to believe but this shit happens every day. You would think that after 27 years I would still find these instances amusing. Even amazing. It pisses me off actually because it doesn't have to happen.

That is probably because you are used to these overpriced and overpowered diesel pick ups we work on and own. Real trucks built to work don't necessarily need to fly.

I dunno Brad. It could go either way. I remember when I was a young pup working on the older F600-700-800 trucks with 370's and 460'S I think they were. They moved... rather nicely with manual transmissions however they were not the greatest when loaded up heavy. In comparison todays 6.8L runs much better and has a lot more power and torque. I am more concerned with the durability. Who wants to be swingin engines out of these trucks? I actually don't think that is a bad looking truck BUT it looks too much like the current medium duty trucks. I am not sure what Ford could have done to change that or how different they wanted it to be. After all it's still using an F-series cab apparently. You definitely know it's a Ford when you see it.

Aaron you have to use a computer. Apparently mobile devices default to the ford commercial mobile version. If you follow the link on a PC you get to see a special page on the 2016. I tried using my phone and realized this was happening.

Some 2003 trucks had the inferred EBP calibration only if it was flashed. BUT - just because the PCM is no longer using the data from the sensor, the sensor is still plugged into the harness and connected to the PCM. You can still read the PID for diagnostic purposes. So, it stands to reason that any fault with this sensor or its wiring that can affect VREF in particular is going to cause problems - specifically with the EGR valve position sensor and the ICP sensor because those three sensors share their own VREF circuit from the PCM.

I starting to think that some of you Gents didn't actually read the contents of the link that Chad posted. Just sayin...