Bruce Amacker

Can someone try to update their IDS for me and see if the server is down everywhere? On two of my PCs I get a message of "The diagnostic tester failed to connect to the corporate server. Please wait 10 minutes and try again." I've been getting this since yesterday morning. Being that the internet works fine, I have to assume it's on Ford's end. Thanks!

What's the current version of IDS? It seems like the MC website's been down all day. I have 74.01 loaded but it might be .03.... Thanks!

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I wouldn't buy a used one as they wear quickly or go out of calibration from misuse. FP is super critical in gas applications if you work on them, even a couple of PSI can mean the difference from a properly running vehicle from a no-start (i.e. GM CPFI). Here's a good deal on a new one without adapter fittings, it was $60 when I bought it, call an IH dealer for a current price. It's the exact same thing as Snappy or Mac sell. https://international.spx.com/en-US/Pages/ItemDetail.aspx?itemID=15749 Good Luck!

Very cool. I also frequently buy an additional part to modify and keep the OE on the shelf for returning it back to stock....

Maybe a little smaller now, I'm down to 265.

But you noticed I still stopped by and had lunch with you a couple of times.....

A big thanks to Steve, who took several hours to show me around Winnipeg yesterday. I had a personal tour of the town which ended up in the entertainment district on the waterfront where two live bands were playing under a pavilion. We had dinner at a restaurant overlooking the river and a couple of drinks. The weather is uncharacteristically hot right now- in the mid 90's! It sure is nice to have a local show you around. Thanks, Steve!

Is anyone aware of the 6.7 using engine braking (like in tow/haul mode) by commanding the VGT closed? I'm teaching in Winnipeg and the topic came up today. Thanks!

That was a repost from quite a while ago. I actually found it with the search function!

5C3Z-12224-A $55.34 IH 2501105C1 $12.10 Napa EC89 $15.99 Alliant Power AP0021

Did you search the photo archives? These were already there. I think we determined some hash is normal.

IPR plug pic from archives:

I'm almost positive there's a relief valve built into the V4 pump set at about 5000psi. I've deadheaded the IPR before and that's about what I measured as it opened and closed. (There's a DTS post about this several years ago) IH uses a IPR blockoff plug tool on the DT for diag so you can bet their relief is not in the IPR, which IIRC is the same PN as a late 6.0. I'd guess the early pump is in the same place, but I don't remember any relief in the IPR.

Keep in mind all info on MOD and AllData is condensed factory service data, but they both have great support services. Call, e-mail or fax your request in and they respond quickly, faxing/e-mailing you all factory service manual pages pertinent to the problem.

Does it appear that all parts were actually replaced? Any DTC's for overheating, fan clutch, etc? Are there any aftermarket components/modifications that might give a clue (snowplow, PTO, etc)? Is there any restriction in the radiator/cooling module from tree fluff, leaves, bugs, etc? Was the proper coolant in the system? Can you remove the WP and verify the impeller is tight and there is no cavitation damage behind the pump? Is the floor mat worn out under the pedal from WOT? Just thinking out loud. Good Luck!

Yes, IIRC Nav will build it under contract for Cat and it will be sold and serviced at Cat dealers. It's already being built and sold in Australia. I'm not sure what engine, maybe Nav's MaxxForce 15 which is a Cat C15 remake.

I haven't built one but have a general layout in mind that you might find interesting. It would be in two segments, one heated and insulated, the other not, for storage. I love mezzanines so the perimeter of the shop would have a mezzanine built around it for upstairs storage, air compressor, etc. A buddy of mine in Florida has a 60x30 similar to what I'm talking about, it has a drive-on and a twin post lift, end-to-end: As for size, that will be dictated by your lot and local building codes. If I built one, it would have a 30x30 insulated workspace attached to a 2000+ft storage space with an insulated rollup door between them. I only need room for one work bay for my classic cars and don't do any side work. Another friend of mine has a home shop with radiant heat in the floor and loves it, but I hadn't gotten that far. On IATN those guys say it's great unless you have a lot of auto traffic, as the dripping cars creates a sauna effect inside with everything sweating. If you don't have a lot of dripping car traffic it's not an issue. Good Luck!

I know less than nothing about 5.9s but I'd start with a basic FP and cleanliness check followed by unplugging the MAP and trying it. I "think" the Cummins turbo works considerably different than the vane type we're used to- it has a sliding sleeve inside. Good Luck!

Brad: My experience is that the PCM does the relearn immediately after starting the engine and this can be watched in scan data as it only takes a couple of minutes at idle. It sound like you're saying that if you qucikly get in it and RT it there is a lack of power? Sidebar- I still see virgin trucks that need the 06E17 and I'm afraid to flash them to that level. The (virgin) ones I've done have not resulted in happy customers- usually complain of considerably lowered fuel economy and lack of power after the reflash. (It is unknown whether exhaust leaks or other problems existed before/after the flash)

This could be a bad torque convertor, too, if it's only from a dead stop. Compare stall speed with a known good unit. I assume it passes the turbo and EGR tests in IDS, right? The problem is ONLY from a dead stop and runs perfect otherwise?

Any tips you'd like to clue us in on? Thanks!

Does anyone on this forum have access to factual numbers on warranty claims? This would be great info to know.

http://www.forddoctorsdts.com/forums/ubbthreads.php?ubb=showflat&Number=23965&Searchpage=1&Main=2664&Words=%22oil+cooler%22&Search=true#Post23965 But it's not clear whether the cab is on or off.......

IH specs ELC for most of its engines, and remember the 650/750 is mostly IH.Being that a 650/750 uses a different radiator, front cover, water pump, alloys in these components, and is used in a different way, I can easily see that a different coolant is specified. Didn't a FSE state that they were having more troubles with 550/6.4 front covers than 250/350/6.4 front covers due to the way the trucks are used? I think that the biggest driving force behind all of the coolants these days is the different (aluminum) alloys used to reduce weights and increase fuel economy (CAFE).