Fordracer

The pump and front cover checked out okay but I replaced the pump anyway and it didn't help.

It says it was "made for & tested by International Truck & Engine". They might of tested it but it doesn't say they use it.

I have a wierd one here. A 1999 F-350 7.3 has 120,000 miles on it and it came in a few weeks ago with a stuck IPR. Replaced it and sent him on his way. Now he's back with a hard start cold and looses power and dies while driving. After some diag I checked the oil pressure and it was 12 psi at a hot idle but if you barely raised the rpm a little it would drop to 0 psi. I checked it on a cold start and it takes alot of cranking to get the oil pressure to come up. I did TSB 03-21-43 and the oil pressure is the same at the oil galley in the bottom of the block as it is on the top of the engine. I replaced the oil pump and the pressure regulator and I gained 10 psi at idle but it still goes down to 0 but not as fast as before. Also the owner said he's been running staight 30W because an aftermarket parts store told him that's what semis run. I changed the oil before I replace the pump and regulator and it didn't help. Has anybody seen this before? The next step is to pull the engine but any ideas to try before I do would be great.

One thing I forgot to mention is my PDS is still at version 63 and mty IDS is 64. I wonder if they changed the measurement from mg to gr in the newer version. I'll have to try one of the shops IDS's when I have time. I didn't need to run the test after all since it was ESP warranty and not Factory warranty, I didn't need prior approval.

I just looked through pinpoint test P wich I haven't read in a while to see what changes they made and thier are quite a few but I didn't see where they want you to run the "Injector Interrupt for Enhanced Diagnostics".

I'm tryingto run the "Injector Interrupt for Enhanced Diagnostics" but my IDS reads MFDES in gr not mg. It reads .25gr at idle but when I use my PDS it reads 16mg. I assume gr is grams and mg is milligrams, shouldn't .25gr be 25mg and not 16mg. How do I change my IDS to read in milligrams instead of grams? I don't know if the PDS will make 9 recordings, I guess I'll try it tomorrow if I can't get the IDS to read mg.

I see now there is a symptom chart 15 in section 3 of the PCED that covers this.

Here's something to maybe help convince your bosses to buy an IDS. Ford just released an update to the VCM that they call "Generic OBDII functionality". IDS will now work on non-Ford vehicles from 2005 and up. Here's a list of what it will do. Mode 01: Monitor Parameter Identification Data (PID) Mode 02: Read Freeze Frame Data Mode 03: Read Diagnostic Trouble Codes (DTCs) Mode 04: Clear Diagnostic Trouble Codes (DTCs) Mode 06: Read Diagnostic Monitoring Test Results Mode 07: Read Pending Diagnostic Trouble Codes (DTCs) Mode 08: On-Board System Readiness Mode 09: Read Vehicle Information I haven't updated mine yet to see how it works.

That sucks. I had the same scare last year when they said I had carpal tunnel but I've been pain free since december. I've even been able to ride my crotch rocket all summer with no pain.

We are getting alot of "rarely claimed" issues. We are also getting alot of "this repair bill is 156% above the national average". When we questioned the Ford warranty rep about one of them he said to take off the 4 dollar freon charge on the ticket for a bedplate job and it will bring it down to normal. How is 4 dollars 156% above average on a roughly 2,000 dollar repair bill. He also said I shouldn't be charging out freon because I didn't know what I was doing if I couldn't save all the freon and put it back in the truck.

Once in a while we get a service advisor like that. When they take too long to sell a job I'll run the truck outside and keep the keys until they decide what to do. That way the truck won't leave without me knowing it and flagging diag time before they get the keys.

And now for the rest of the story... I back probed the ICP and it was right on the money, .22v koeo, .944v at hot idle. I disconnected the ICP and it wouldn't die anymore so I put on a test ICP and it still dies. Here's where the story gets wierd, the ticket is under the name of a transmision shop so I thought it was their truck but it belongs to a customer of their's. We called the customer and told him it needs an IPR and he said that's not it and is going to get a second opnion, he says it's the transmision causing the problem. Okay then, don't let the door hit you in the butt on the way out. Sorry I can't post a fix on this one.

I have a 1996 DI with 284,000 miles on it. It will die when you let off the acellerator pedal when the engine is above 2,000 rpm when you are driving it or sitting still. The IPR will go down to 4% when you decel before it dies. If it doesn't drop below 5% when you decel it will recover and keep running. The IPR is 7.8% at idle and the ICP is 600. The ICP voltage pid doesn't work. I'm thinking the IPR is stuck but would like some reassurance before I try to sell one. I'm not used to working on these older ones so I don't know if there's something else I need to check.

That reminds me of something that happened at my dealership a few years before I started working here. It was in the late 70's back when Ford had the infamous drop into reverse from park recall. One of the tech's was going on vacation the next morning when his wife brought their car into the shop by his bay to check the air in the tires or somenthing like that and she had their little girl with her. A tech in the stall across the isle from him was reving up a F-150 when it went into reverse and ran over the little girl killing her. The strange thing is the truck was still in park after it ran over her. Ford took the whole truck and transmision apart and couldn't find out what caused it.

I bought a new Snap On 4:1 torque multiplier on Ebay for around $200 a few years back to use when torqueing 6.0 head bolts the three 90 degree turns and you can do it with one hand. I had to overhaul a F-450 rearend and I used it and a 250 lb torque wrench on the pinion nut. 250 lbs in, 1000 lbs out.

Has anybody had a Ford warranty rep say that the 6.0 injector never fails and if they do it is from lack of maintenance? My service manager and warranty clerk went to a meeting in Kansas City today with a warranty rep from Detroit and he said we shouldn't be covering injectors under warranty because it is always the customers fault. They fail either from bad fuel, lack of oil changes or fuel filter changes. He also threatend everybody that if every dealer except your's is denying coverage then your numbers will go up and you will go into a full blown audit. Everybody asked him for his phone number so they can give it to customers when they get pissed off. I don't know about everybody else but it seems it's always a bad fuel pressure regulator causing low fuel pressure. Even when I replace the filters the pressure is still low until I put a regulator in it.

I've never had a sender leak yet. But as far as high oil pressure, I just had a 2006 fire truck with 4,100 miles on it with the turbo bearings out of it and I was checking oil pressure and it was 85 psi cold and 135 at 1500 rpm. I asked the hotline what high spec was and wondering if I had a stuck regulator and they said these engines can make up to 200 psi cold.

Jim made a sale for you Bruce. I didn't know you wrote any books so I finally checked out your web sight and bought some from you this morning. I'm sorry Keith I should be checking out your sponsors and doing business with them.

Thank you very much Bruce, very informative as usual. I hope I'm not waisting your time I didn't think of doing a search on it.

Okay I might sound like an idiot but I have never heard of Perdels. Are you saying that it is a pid that is available on 99.5 and newer 7.3's. What should it read and what does it mean when it is out of spec high or low?

Quote: I believe it means, re/re the unison ring for cleaning or replacing = 1 hour. I hope that is what they mean. Our warranty clerk doesn't think you should get a labor op like that unless you replace the part, I'll have to talk to her about this one. It just doesn't make sense to pay .3 to replace the CHRA but to pay 1.0 to replace a unison ring that you already have out when you take the turbo apart.

I'm glad I could help. You're right about the tool being a life saver. It's nice to be able to pull a bearing off without ruining it. Long live E-bay!

I was needing to replace a CHRA and I saw the new TSB is an information only TSB and now you are supposed to reference the service manual for cleaning or replacing the CHRA and use SLTS for labor ops. So I was looking at the SLTS and you get diag plus 2.0 for turbo R&R and .3 for replacing the CHRA but you can get 1.0 if you replace the unison ring. I guess every turbo I do from now on gets a unison ring if I can get the parts guys to find the part number. Now that the TSB is gone I can't find the part number.

I finally have an update. The guy finally coughed up some money to buy a couple injectors and he replaced the two that were missing and he says it runs alot better but not great. I told him he wasted his time just replacing two and that he needs to replace all of them. He said that there were three different brands of injectors on that side. Thanks for your help Bruce. I'll have to see what classes you teach at Vision and see if it's something I could use. I started looking at MFDES now that I know what to look for.

The collars are 303173 and 303174. I can't tell which plates you need but the numbers on our plates are 44801, 44800, 45145, and 44802.