Jim Warman

Defeating something is one thing... hiding the footprints can be something different... For everything else - there is OASIS Quick Start... Using this, I can look everyone in the eye and say "this is what Ford wants to do". Now, more than ever, you will not be turning a blind eye to that intake.... you will be paying close attention to the exhaust.... Ford hasn't changed anything for the customers - for them it will be "monkey business" as usual.... they have changed the rules for you and me.... Pray that I'm wrong.

Average RO cost is a big deal.... we try to write up as many of my driveway fixes as we can... A handful of .3 ROs can do wonders for your 126 numbers. Thank the good Lord for burned out light bulbs... replace bulb, clear codes.... done deal and good for us. As for engine blocks... we don't have a cylinder bore guage for checking out of round and taper... we don't have any means of fitting pistons correctly (if a piston is snug, a deglazing hone is going to be a slow and inaccurate way of making it fit.... What is also interesting is that they give a piston to wall clearance spec but they forget to remind you of how to properly measure it (90 degrees to the pin, room temp with a pull gauge). For further clarification, consult the WSM 303-01C "General Procedures". Pay close attention to the sections marked "block distortion" (they will have you measure for deck flatness... usually not a big concern), "Cylinder bore out of round" (important to notice that they don't tell you to check for cylinder taper but there IS a spec for it)... The one last thing that never seems to get considered is crankshaft deflection... #8 appears to be the bent rod king of the 6.4... It's running mate is (IIRC) cylinder 3 (my diesel experience is waning). Yes, the crank is one beefy mo-fo in the 6.4... but that doesn't mean squat in the grand scheme of things. We need to compare TDC on both of these cylinders to be sure we aren't going to run into a gotcha - might be imperceptible... might be a heart breaker. Now... the crank in the 6.4 is forged... but that is an open ended statement... (I don't see anyone calling it a forged billet crankshaft so we can rule that out). So.. does the crank start out flat and get twisted to 90 degree throws or is it built as a four cornered crank? FWIW, crankshaft construction is a fascinating subject... and worthy of more than us saying "DUH... d'at's a crank..". If the forces inside the cylinder can bend one of these connecting rods, what else can it do? More importantly, why don't they ask us to measure this and why is there no spec? Disclaimer...crankshaft twist is something that occured to me as I sat pondering this post so I have no prior knowledge on which to base my assumptions... Could this be something even the engineers have overlooked? When we get into automatic transmissions and engines, my personal preference is to try and minimize my shops exposure to claims of inadequate repairs. If I can replace an assembly, why would a replace a single part (oversimplification, but I think you get the point)? If I have any chance in the world to cost cap a repair... I'm all over that.

You have read your first tagline (the Albert Einstein one), right?

Ditto... and that is going to be enough to put you, me and most everyone else square between a rock and a hard place... Like many others, I'm not mod "friendly" but we all are forced to be a little mod "tolerant". I close my eyes and I can see someone... someone from corporate waving something in my face. He's saying "I wont pay this claim until you prove to me that whatever set this DTC didn't cause or otherwise affect the failure...". I turn around and I see a customer... he buys trucks from us pretty steadily.. so does his brother... and his cousin and his brother-in-law and a lot of his friends... He'd be in a Dodge next week if he figured it would piss us off enough... Yep - I believe Ford has placed the problem squarely on our shoulders. Thank God that the 6.0 and the 6.4 have pissed off enough people that the 6.2 should be a good seller.

I have worked outside in -30 weather several times chasing temperature sensitive things.. "tain't no big thaing...". As for customer service? I guess that some guys feel that the customer is here for their convenience... As for the Onions... they will poison their own well.

We have our first '11 in stock... has the 6.2... Talk about sticker shock... has a decent load of toys but not all of 'em....l nearly $64K CAD. Looks like you need a degree in rocket science to run the message centre menus...

I've seen a few of these pumps be noisey.... it can be difficult to ensure that there is no air in the system because of the positioning of the secondary rad... I see a lot of guys try to circumvent the procedure in the WSM...

Call me if you need to.... Call me if you don't need to...

Dave... what can I say? Yes, there is some serious power being made thses days. Shit... even the V6 Mustang I bought for Mrs Grumpy is "peppy". But you can ask Aaron... there ain't nothing gonna get your heart pumping like 400+ inches idling with a llllooooonnnnngggg cam. When you can look at one of your multiple carbs and see the true meaning of "fuel standoff". Back when tuning an engine was done with the mind.. not a nerd... While todays homogenized, pasturized, gentile supercars are fun to drive (in a way)... the old school shit is what will separate the men from the !?@#%!. I'm not sayin' the old way is better.... but I am sayin' it was more fun.

Is my memory flawed? Or does anyone else recall the tire smokin' bottom end these engines had back when pilot injection was the flavour of the day? I'm in a position where I can lose touch with some diesel stuff... but I notice one TSB dealing with FICM concerns MIA.

Life is tough, man... it simply is... Old John Bridgeman used to tell me "cheer up, Jimmy, things are never so bad that they can't get worse... "... even on one fateful day in 1985ish. I was managing a bulk fuel conglomerate/ everything store... I had a loaded propane truck laying on it's side down a private oil patch road paved with loon shit... a driver had just finished pumping 3500 gallons of no lead regular gas into a customers diesel storage another truck was stuck axle deep about 5 hours from civilization and another truck hadn't been heard from for far too long... It all worked out in the end but it wasn't pretty... For the physical stuff... Debb has had Crohns disease for nearly 40 years... she can't have a relapse now because there ain't any intestine left to take out... She will tell you to put one foot in front of the other - repeat if necessary... One old guy told me "Any day you get outta bed has got to be a pretty good day..". Is a website like this any good to you? The impossible only takes a little longer.

Something I have seen on some rare occasions is a flex line that has fingernailed... I don't know if you are familiar??? Early 90s Chev pickups had front brake hose problems (you could apply a brake and it would take a long time to release due to a reverse flow restriction) and I've seen all marques fall victim to a fingernailed fuel hose from the frame to the engine mounted mechanical pump creating an inlet restriction. We are back to dealing with some comparatively low fuel pressures - pressures we haven't seen for many, many years (less than 8 or 10 PSI) but we are still depending on maintaining our flow rates.. 50 PSI of head pressure might make a hose do whatever you want it to... 5 PSI could be a whole 'nother story.

Creeping out on my favourite shakey limb... you appear to have a problem with flow, not pressure... Hook your handy-dandy purge line to the low pressure port and see what you get KOEO... This should be quick and easy... Your pressure shouldn't dip into vacuum (duh!!!)... but it might be quite revealing to see what it does... This should also tell us if you need to check pressure at the HFCM or even if you need to check inlet restriction... Or if we can simply blame the flex portion of the low pressure fuel line. I think your P0087 is merely a symptom... (another DUH, right?).

Yes.. that was the subject of Broadcast Message 3339. Incidentally, adding friction modifier "fixes" a lot of rear clutch pack concerns yet many of us insist on changing clutches as a first step... me included. Food for thought. FWIW, there have been several broadcast messages involving 2011 SuperDuty including the two that Cetane posted the other day... Additional recommended reading.... SVB 2010-22N and PSM 2010 22 (you may have to get your parts department to get you that last one...). The SVB is SuperDuty launch supporet stuff and the PSM gives some basics on the IOLM (Intelligent Oil Life Monitor) system that is on some engines (haoe about an engine oil change interval that can go as high as ONE YEAR or <sorry, I can't remember the amazing mileage number - it's in my notes at work>. Also, the SVB covers some important info regarding lubes and fluids.. There... did I officially hi-jack the thread?

Two new QVMs are up on fleet.ford BBAS covering PTO and SEIC operation.... QVM 180 for the 6.7 diesel and QVM 173 R2 covers the 6.2 qnd 6.8. Haven't had much time to read them myself so I know about as much as you do.

I wont belabour any points.. My personal view is that we, as professional techs, are the keepers of the public trust... It has become part of our duty to consider the legality of defeating or bypassing emissions controls on our vehicles. I pass no judgement and am simply stating an opinion.

Yes.. that would be a mid sixties Dodge.. Comparable to about a C500 Ford... Seems to me all of these offerings (Dodge, Chev and Ford) were available with anything from a I-6 right up to big gas V-8s (Ford had the 477/534 engine series as well as the 361/391 FE type engines which were later replaced by the 370/429 Lima engines). From the 50s, the "Detroit 3" all had a full line of trucks right from panel trucks and sedan deliveries (which evolved into vans) right up to highway tractors... Would be sometime in the early 80s (earlier for Dodge, IIRC) that they started dropping their heavy truck offerings. T'would be late 70s or early 80s that Ford no longer produced Louisvilles or the big cab-overs. Sorry for the digression.. I find automotive history fascinating.

I remember the horsepower years... some of the factory offerings bordered on exotica... 440 - six pack, 389 tri-power... a lot of dual quad set ups... compression ratios in the 10.5s and higher... Then they realized we weren't doing ourselves too much good... Being alive back then had it's benefits... no motorcycle helmet laws, cheap herbs and you could have casual sex without galoshes.... Gas was 32 cents an Imperial gallon, smokes were 35 cents a pack and a glass of beer was 10 cents in the bar.... Look at me now.....

Going back through some really cloudy memories.... At one point in time, I was the proud owner of a 1976 R700 Mack. This wonderful machine (the "winter package was a toque and an ice scraper) had a brake apply pressure guage. I don't recall ever seeing anything over 45 PSI even in a panic stop.... Back to Keiths concern... The truck loses 30 PSI overnight. This is within Fords Guidelines... This 08 750 is likely expected to be covered under warranty? One of two scenarios come to mind... "cannot duplicate customer concern"... or.... "FMC engineers have determined that customer concern is normal system condition". You can't fix anything if it isn't going to act like it's broken. One might consider using an "ultrasonic leak detector" to check for air leaks.... background noise can can affect the performance of the tool I am familiar with. A length of rubber hose can help identify suspect areas with audible leaks... But we also need to be wary of customers with overly enthusiastic expectations or customers looking for anything they can get for free (over in the monkeyhouse, it is common to see "have you had all the TSBs done?"). When all else fails. look the customer in the eye and say "show me".

You are thinking of the 300 I6 which hadn't been developed yet... Going from memory, the "BIG" sixes were the old 223 and the new 240 (the 240 would grow into being the 300... the 223 remains in that foggy limbo in my mind, but I recall seeing that in some late 50s/early 60s stuff and I recall it being 'similar' to the 240/300). These Econolines, however, were first treated to the small sixes. In the very early 60's, Ford had a family of siz cylinder engines with a cast in place intake manifold. Started with the 144 and the 200 and grew (caution - memory thing) into the 250. I recall seeing some with V8s but don't quote me... Early 70s saw a whole new E-box.

What you and Cetane are saying is very, very true... Hell, check THIS out. This is a well thought out package. But... don't over-estimate most of these guys, either... all most of them are after is "rolling the coal" and that "wonderful whistle sound". And they will spend a considerable amount of coin of the realm to achieve some of the most idiotic goals. I can remember when Ward and June Cleaver slept in separate beds.... Now, I am treated to commercials telling me that "size matters". Phuque..... I can have a big truck with a diesel engine and fat tires.... and still get a big dick.... Let's slip back into reality for a brief moment... If I threw trash onto your front lawn, you wouldn't be too happy with me, right? If I throw trash at your lungs, would you appreciate my efforts? It boils down to defeating emissions controls... what will you tell your grandchildren?

We've seen a few early builds with bad high pressure oil check valves... The few that I have had anything to do with seemed to drop cylinders at highway speeds and would run rough (like dropping cylinders) no load at 2000ish rpm. Take control of you IPR.... bring your rpm up until you feel the roughness and then increase your duty cycle and see if it seems to smooth out. Some of the ones I have done, the owners tell me that it's almost like getting a new truck again...

Like Bruno said.. it sounds even better. It's all about the "whistle".. some owners live only to hear the turbocharger make 'that' noise... And they allow these people to breed and to vote...

Ah yes... they're like a brother-in-law... if you need 'em, they're never there and if you wish they'd go away, they camp on your doorstep. Now.. we certainly can't complain about our staff meetings (well, in part, at least) because they usually involve free pizza and beer... Staff meetings usually have a preset agenda - management wants to change something they see as "bad" or unprofitable. This is always followed by a beefs and bouquets session... no secrets so far, I'm sure... During the beefs and bouquets, staff members will all announce those things that they dislike (tools not put away, tools put away dirty, full waster recepticles, tools put away broken... you get the picture).. Often, the worst offender is the loudest voice. All of the promises we make to each other get tossed with the empty pizza boxes... such is the nature of modern man... I'd like to get back to the old days where your word was a promise and reality shows didn't glorify back-biting... After nearly 40 years of trying to change things, all I have left is a shake of my head and a "what did you expect?". Free pizza and beer....