Bruce Amacker

Now you know how a "Water Jet" cutter works. I e-mailed the first pic to one of my pump guys asking for a better explanation.

Have you seen the sheet that is "signed off on" by the owner at delivery of a 6.7? It shows all of this stuff on it and is signed by the owner at delivery. Yes sir, we did tell you about that, and you did sign right here. That IS your signature sir, correct?

Even down south? I rarely have seen the CWP on southern trucks, and many of them don't have the EBP actuator, either. (after '99 it's an option)

Isn't the intake manifold heater part of the optional "Cold Weather Package"? Maybe it doesn't have it?

Yes, I'm serious and yes, it is a pattern failure seen mostly in pump shops because they see so many components. IIRC, my pump guy said internal leakage but I wouldn't bet a lot of money on it. He had a couple on the shelf for show and tell but they were not PSDs, they were something else with that same hole. I was also freaked out by it when I first saw it 15-20 years ago.

I've done 6.4s and they were quick- 5-7 minutes tops. What's up? Some kind of IDS change where it takes longer to flash?

This kit is just the snap ring, Brillo pad, and 2 o-rings: Does this help?

Aren't you thinking about IH and DLC vs DLC2? I don't know of any major differences in a 99 vs 2002 PCM in a Ford 7.3. I remember the 7.3 Gen 1 ('94-97) having a different pinout than a 7.3 Gen 2 (99 up). Correct me if I'm wrong. I just flew in and am a bit fuzzy right now.

Nope, that's a pattern failure from an internal leakage where the hydraulic pressure leaks and eats away at the side of the injector. I've seen several like that (all makes and models) including 1-2 from PSDs at my local pump shop. I'd think Larry should have seen a few by now with all the years he has in.

I flashed a 6.7 in class the other day (in Yakima, Washington) and told the driver to call me if it ran differently. So far, no call. I was at 68.08 doing the flash, so I assume it would be the 400hp update. Man, that flash takes takes a long time- 5+ minutes to download the file and 20+ minutes to flash it. It's longer than any Ford I've ever done.

I have two documents I have compiled from the internet covering 6.0 cab removal totaling 27 pages with pictures, including the document mentioned that I saved from several years ago. I do not have permission from the authors to reprint them. I will send them to Keith and let him decide what to do. Good Luck!

$10K per vehicle, IIRC.

Hey Guys: Misco sent me their new DEF tester to try out. It comes in a cool little Pelican case: Put a couple of drops of DEF on the eyeball and press the button: Shazam! In a couple of seconds it gives you a percentage. It appears to work quite well! I'll update you on any future findings. I'm going to try and trick it with various things like a mixture of household ammonia and water, which might work in a DEF system and be cheaper than DEF. (Did I just say that?) Water tests out as zero and Windex tests as 3% so far. I haven't checked urine yet but I did just drink a big glass of water. Hold tight. PS Navistar filed suit against the EPA stating they took several competitor’s trucks, filled the DEF tanks with water, and were able to drive the trucks extended distances without a problem. Navistar claims the EPA reduced the parameters to set DTC’s giving their competitors an unfair edge in the marketplace. Nav wants all DEF trucks recalled and programmed so that the DEF systems can't be tricked so easily. From Sep 2010 Light and Medium Truck Magazine They do have a point there- This is gonna be fun...

Hey Guys: Hickok provided me with a toy to try out- a G2 injector tester that will work on 6.0 and any IH that uses a similar FICM/IDM- DTEGR, LCF/CF/VT275, VT365. It is a cable kit and scan-tool sized adapter with a PC interface for better graphics. See it here: http://www.hickok-inc.com/catalog/waekonhickokcatalog.html I hooked it to a 2005 DTEGR engine in a IH 4400 that has an intermittent misfire complaint. What this tool does is graph the movement of the spool valve looking for a sticking spool. How it does it is by measuring inductive kick on the opposite side of the spool that is not being commanded. This spike should correlate with the command within microseconds, and if it is not, then the spool is sticking. IH actually commissioned this tool and it is a required tool in dealerships in a slightly different form. IH's does not give graphics but only a warranty code to change cylinder number X injector. The aftermarket version gives the enhanced graphics with a price tag of about $2000. I do like the idea of this tool but 50% of the injector problems are in the top and 50% are in the barrel and plunger area. This tool is far from foolproof as an injector tester. Note that #6 cylinder is slower than the rest and flags outside of the parameters, triggering a red light in #6: This is my first try with this tool and I'm looking forward to getting more injector diag with it. I'll let you know as time goes on. Have fun!

If I were to make a projection it wouldn't really stop snow from getting into the intake, if driven in a hard blowing snowstorm the paper filter will still want to block up with snow. The small amount of heat from the engine compartment making it through the foam may help prevent snow blockage of the paper element from happening. The way it's setup I'd guess 95-99% of air enters through the grill and 1-5% of air enters through the foam. Maybe this minor bleeding of heat into the intake is to help prevent snow blockage of the filter. If the truck were plowing or run into a huge snowbank and cork the front end (unlikely, but possible) it would give an alternate source for air to enter into from the engine compartment. It looks to me like the foam is there to slow down the warm air entry and force the engine to breathe cold air from the grill unless the grill entry is corked (from snow). Yes, it looks like you could lose the foam altogether with little consequence besides breathing warm air from the engine compartment. I'd still like a short explanation from a factory engineer, FMC wouldn't put this thing there unless there's a good reason for it, and I'm not seeing the good reason right now.

How much clock time do you have in it? Take that and add a bit for grief. Remember we're in this to make money, not do favors. Be fair with yourself. You didn't build it, break it or warranty it, and it's not your fault.

Make sure the flash is current, too, there were some old flashes that had this problem. I'd probably check fuel pressure, too. Good Luck!

Correct, but Matt asked....

I sure wish they would make a note of this in the PCED, it's too easy to pass this off as a typo. Does anyone have a C&C handy they can unplug a sensor on to verify? I only have a pickup handy......

Taken from 6.7 Powertrain> Description and Operation> Engine Control Components> Exhaust Gas Temperature (EGT) Sensor: The PCM uses the input from 4 EGT sensors to monitor the exhaust gas temperature. For wide frame applications, the EGT sensors are placed in the following order: Before the oxidation catalytic converter (OC) (EGT11) Between the OC and selective catalytic reduction (SCR) catalyst (EGT12) Between the SCR catalyst and diesel particulate filter (EGT13) After the diesel particulate filter (EGT14) For narrow frame applications, the EGT sensors are placed in the following order: Before the OC (EGT11) Between the OC and diesel particulate filter (EGT12) Between the diesel particulate filter and SCR catalyst (EGT14) After the SCR catalyst (EGT13) Does Ford have EGT13 and 14 backwards? They have them pictured in the CTB page 79 but it "looks"(?) like a pickup bed chassis (wide frame). Should I assume this is a typo, or do they actually change the order of the sensors on a C&C? Questions, questions, questions, never any answers........

Does it have compression and fuel in that hole? Coil pack code? Open circuit on the primary, or dead hole? I'd scope the coil return and see if the PCM is activating the coil. You "might" even be able to do this with a test light- probe the coil return and it should be blinking really fast while running. (there will be two leads, one will be B+, the other is coil return) Compare it with the coil return from another cylinder as a "known good". Poor man's scope.....

Don't look at ICP pressure, look at ICPV, which should be about .17-.24v KOEO and ramp up to 1.5V quickly cranking. ICP is a calculated number and ICPV is a factual number. What is IPR doing when this happens? Ramping up? With this being repeatable at WOT I'm thinking oil starvation on the LPOP side causing the HPOP to starve. I'd do a physical check of LPOP with a gauge and oil aeration tests. Pull a sample from the OPS while the motor is at high RPM, there's a TSB on it. I have checked FP at the heads on an E-van and don't remember any bounce in the gauge. Is it both heads? I remember a shorted ICP pulling VREF to ground on a 7.3 that caused no communication. Good Luck!

Previous responses are dead on. Just because it's flagging one cylinder doesn't mean it's only one cylinder at fault (necessarily). My first venture would be to look at Mode 6 TID 53/51 misfire and see what the other cylinders' counts are. If only #2 is counting I'd be looking at that particular cylinder. If other cylinders are also flagging I'd be looking at MAF, EGR, vac leaks, etc, or multiple restricted injectors. What was LTFT/STFT on each bank? Does it miss at an idle? Try injecting some fuel to see if it smooths out- propane is my favorite from a BBQ tank, but carb cleaner or flammable brake cleaner will also work. Do this while another tech is power braking it lightly, this is my favorite test for finding restricted injectors. Does it have the fuel injector delivery test in IDS? Do you have an injector "buzz box" for commanding the injectors on? (I bet you do, somewhere) Knowing Ford gassers LOVE to clog injectors, that would be at the top of my hit parade. We had 2 Motorvac machines and made a shitload of money cleaning them. They run great when done. I'm with you on the EGR blockoff but if it's a restricted injector, removing EGR flow might make that cylinder fire again. I wouldn't take it to the bank. Good Luck!

Jeff: Please discuss pricing in "hours" only and not in dollars. It is a violation of US federal anti-trust guidelines to discuss pricing among competing shops. It is legal to discuss this in hours but not dollars and it is not legal to discuss what competing shops charge per hour. I know you're in CA and this should not apply to you but we don't want our feds looking at this website as a venue for American shops to "price fix". The best way to avoid issues with our feds is not to step on their toes at all. I know you mean well and I just mean to mention this softly. Many conferences I attend require I sign a contract stating exactly this so that the conference promoters don't get in hot water, and it is commonly posted on great big signs in the classrooms that we do not discuss pricing. Thanks!

According to the brochure I got lately there's two models. One is $350 aftermarket and $390 from Ford that has one or two scales, and a better version that's $435. Supposedly the difference is whether it measures the strength by refractive index or weight. I don't know any details, hopefully the loaner tester will show up soon on my doorstep. I scanned the brochure and it's 25 meg, I'll e-mail it to you as it's bigger than the DTS gods will let me post. Put it on the server and link it here.