Bruce Amacker

I'm a little surprised the IPR command is that low during a low ICP crank, usually it's considerably higher. I still would suspect leaking injector o-rings. Uppers will give your concern, centers will give your concern plus oily fuel. Is the fuel dark or gray in the filter? You can also pull the valve cover with it running and look for telltale spraying from the uppers. What's IPR command at a hot idle? It should be 9-11%. Make sure you use the correct IPR for the pump- '95-96 should take the edge filter design. If you don't find any leaks I might try grounding the IPR return wire while it's cranking (no start) hot. That 23% bothers me a bit....

I got out of the hospital yesterday after a 2 day stay having my gall bladder out. It was filled with stones (the surgeon said thousands!) which would occasionally block the bile duct causing considerable pain. The surgery went super smooth, laproscopic which means 4 small openings like bullet holes in my belly where they pulled the sucker out of. One minor complication was a stone lodged in the bile duct blocking it and requiring a separate procedure (tube down the throat) to dislodge it. Modern medicine is amazing- I have virtually no pain and feel damn near 100% right now as long as you don't press on my stomach. Years ago gall bladder surgery meant an incision 10 inches long and a week's stay in the hospital. Mine would have been outpatient if it weren't for the blocked duct. The worst part is I have to delay my travel to Florida a week or so....... Happy New Year!

The IDS software has always been a free download from the Motorcraftservice.com website, but it won't do you any good without a good VCM........

And I thought you were talking about 6.0 CMP/CKP Sync. Now that they've run out of acronyms they're starting to use them for multiple systems.....

Map, Baro, and EBP should all read 14.7 KOEO at sea level so you're probably OK there. The MAP is not digital like the older 7.3 so 0Hz is correct. The code suggests a circuit problem so you should check the harness closely for rubs or loose pins. Use a push/pull Mityvac and apply pressure to the MAP KOEO and verify the pressure applied is the same as read in scan data. Use the "wiggle" test and wiggle the harness looking for circuit faults. (Does the IDS have the wiggle test (continuous monitor) or only the NGS? I can't remember on the 7.3) A bad CMP can cause low boost, you might swap another one in to try. IPR should be 9-11% at hot idle, MFDES is usually 8-10 at a hot idle, if it's above 12 or so it's starving for fuel (low pressure or bad injectors). Look for exhaust leaks on the up-pipes as they can cause low boost, and see what EBP reads at WOT in the shop and WOT on the road which might lead you to a plugged cat. You did check FP on the road at 45MPH and WOT? It's really important to rule out plugged screens in the tank. Bad injectors will also cause low power commonly, but not the circuit code. Check the air filters and inspect the turbo inlet looking for dirt abrasion on the impeller. If you don;t find anything else, fill the FF with Stanadyne and take it for a ride. If it acts better the injectors or fuel my be at fault. Good Luck!

Can anyone help me out with BOB applications for the BOBs found on the Rotunda website? Are these for gas cars? Are either of these diesel? $406.00 104 pin Break Out Adapter for 150 Pin PTEC Part: 105R0108 $641.00 104 pin Break Out Adapter Kit 150 Pin HD , 170 Pin, and 190 Pin Part: 105R0109 $524.00 http://www.shoprotundadiagnostics.com/ and select "breakout box" from left column These links will have to be copied and pasted: http://www2.helminc.com/vshoprd/product.asp?session=DB229F8ECE3B479290DBE68EAFCE305C&d=13&dept%5Fid=13&pf%5Fid=105R0109&c=L4DKYRTLM14B5F9&s= http://www2.helminc.com/vshoprd/product.asp?session=DB229F8ECE3B479290DBE68EAFCE305C&d=13&dept%5Fid=13&pf%5Fid=105R0108&c=L4DKYRTLM14B5F9&s= Thanks!

It's simple and easy for those who understand electricity. Unfortunately, most technicians do not. Merry Christmas!

Thanks for the tip!

Yes, but have they been trashed by repeatedly charging them and running them dead? You can RUIN brand new batteries inside of a few days doing this. Most standard automotive batteries (not deep cycle) can only withstand being run dead about 3 times before major plate sulphation takes place. Also, the quality of the battery charger and how long they've been charged enters in- many times if you leave a charger on a battery overnight, it ruins the batteries. Do you have a carbon pile load tester? If not, you NEED one to properly diagnose this problem.

The commercialization of Christmas!

The AC voltage test across the battery terminals has been around since the 60's when alternators were released. It's a simple test and works very well with one exception- the "industry standard" of .5ACV max was written in the 60's and does not apply today. On most vehicles I measure .02VAC at the battery and .05VAC at the alternator. If it exceeded .1VAC I'd be concerned. Not too long ago I was doing an electrical class in WA and used a new IH ambulance for our hands-on testing. It measured .4VAC idling and I told the guys to send it back to IH. They contacted me a few weeks later to tell me IH did replace the alternator.....

2744 - POWERTRAIN CONTROL MODULE PROGRAMMING ERRORS SOME 2002-2011 VEHICLES MAY EXPERIENCE AN INACCURATE IDS MESSAGE DURING POWERTRAIN CONTROL MODULE (PCM) RE-PROGRAMMING. IF THE VEHICLE HAS A P1000 STORED BEFORE PCM RE-PROGRAMMING, THE IDS MAY FALSELY STATE A LATER CALIBRATION IS AVAILABLE. IT IS RECOMMENDED TO IGNORE THIS MESSAGE. IF THE PCM IS AT THE LATEST LEVEL, NO FURTHER UPDATES ARE REQUIRED. TO VERIFY THAT THE PCM IS AT THE LATEST LEVEL, VERIFY YOUR PART NUMBERS USING THE TECHNICIAN LOG VIEWER, OR MODE 9 DATA. Does anyone know what happens when you try to reflash it in this situation? Thanks!

There's nice pictures of the changes on P42 of the Gen 2 CTB linked on your left. Good Luck!

Disconnect your alt and see if the drain is there, it's common for the regulator to short causing a drain. A small DC amp clamp is really handy for this problem, about $50 at Sears. Good Luck!

Yea, I'm a tool junkie too, but I guess there are worse addictions....

Yes, it sounds like DPF time. If there is ANY facility that cleans 6.4 DPFs, I'd like to know about it. All of the major mfr DPF cleaning devices are designed for large can- type DPFs and not for LD style DPFs. I attended a conference a few months ago on DPFs and none of the DPF cleaner mfr's would service LD units at all. That doesn't leave us a lot of options. This is the most popular unit on the HD side of our industry:

Mark Fabian sentenced to 2.5 to 5 years: http://www.post-gazette.com/pg/10335/1107385-100.stm In light of the fact his fraudulent paperwork caused someone to die, I think this is a light sentence.

The hole in the block might be there for the pump but the cam will "probably" not have a lobe on it for the pump. Be careful before getting into this swap. Good Luck!

Ignore the label, it's the wire marked "2".

There should be only minor differences in those engines. It should be a virtual drop-in. Good Luck!

Good catch. I've seen the wrong wattage bulb cause problems on other cars too, but not something as new as an '08. I wonder why they were changed? Or wrong from the factory?

Why do you need it? Ground the IPR wire at the PCM KOEO- center connector, pin 2, yellow/red IIRC. It's easier, faster and cheaper than the tool. Just pull the battery cover off and the wire is right there- top row, almost to the rear. I have a pic of it in the DTS file somewhere. Good Luck!

Thanks, Jim. The joke is that this PDF was in my files already dated 8/18/2006. I'm old and CRS.

Hey Guys: This is second hand info which I'd like to confirm or deny involving an update on injector hold down crabs. I am aware of the early change regarding the "C" clip vs the full circle retainer on the bolt which was just the first few production motors in late '02 (the ESNs are in my files, IIRC it's only a few thousand motors). Those crabs were interchangeable, though. A customer called me saying he worked on a 2006 6.0 E-van that kept blowing injectors loose because of using the wrong crab after changing a cylinder head. Supposedly there is a different crab number for the revised head, or something to that effect. Supposedly the crab bolt was too long, bottoming in the threads before applying the proper clamp load to the injector. This is news to me. Is anyone else aware of this new PN injector crab? Thanks!