Bruce Amacker

IH DTC's and some diagnostics are available on the free side of their website at: https://evalue.internationaldelivers.com/service/bodybuilder/general/default.aspx?pageid=3 Select Diagnostic trouble code indexes, and select T444E W/CEC. It's important that you select w/CEC as your truck has the ('98 up single module) Combination Engine Controller and not Three Box, which is what "Diagnostics" will get you- the '94-97 Three Box system. Good Luck!

The '94-'97 did not have the troublesome style screens, but rather a standard large inlet (window) screen on the bottom of the pickup. The Gen 2 trucks, 98.5-2003 did have the white plastic DTRM assy with the two screens inside. Gen 1 screen with mechanical pump: Gen 2, '98.5-2003 with electric pump: Good Luck!

Other thoughts: We had a similar truck setting a FP code and blowing the fuse (I don't remember what code it was) with a harness rub just under the master cylinder. It might not hurt to take a look there for a short. If the FP has died, it is likely from cavitation due to restriction from the screens in the tank being plugged. We've talked about the screens before, they're part of the pickup assy and are non-serviceable according to Ford. I do know of people who have taken them apart and cleaned them, but be careful of breaking the white plastic part of the cup during disassembly. If they're plugged, it probably needs a tank, too. I suggest a FP check on the road to verify FP. (This photo is from a previous post, disregard the right photo.) Good Luck!

That would make complete sense, since there's probably 5 times the amount of 6.0 PSD's on the road vs. '05 up Duramax's (with the Garrett turbo), right? I'm sure you sell may more of any VGT vs. a non-variable due to the obvious complexity of a VGT.

It all depends on if it's QUALITY bio, it's the non-ASTM spec stuff that causes problems. If it's good quality Bio it will have no affect on parts. I have a school bus fleet in MI that's runs several million miles on bio. ODOT mandates it, too.

The NGS PC does do a power balance on the 6.0, but at $1000 it has LOTS of glitches and wrong stuff in bidirectional controls- for example, you can command the IPR open, but not closed. (WTF?) Buy an IDS.

I've been out of town this week and didn't keep up with stuff online, and did a redeye from Seattle last night so I'm working on zero sleep. To check the screens, either do the restriction test using adapter 014-00931-2 (a big T-hose), the restriction should be 6"hg max. I've seen them pull 29"+ when the screens were plugged. A backyard test is to pull the return fuel hose off and measure return flow. It should be strong, like a quart in 30 seconds. If not, the screens are likely plugged. Good Luck!

It sounds like whoever forked over the credit card and signed on the dotted line at the rental company is going to get a lesson in "fine print".

Anytime you buy a used tool it could be stolen, whether you buy it from a pawn shop, flea market, Ebay, or the guy in the next bay. At least with pawn shops they have a written record of it's original pawner with a photo ID. I asked my pawn guy the same question about stolen stuff and he said they take in very little stolen property. Everything they take in is itemized and reported to the CPD so it can be cross referenced against burglary lists. They're pretty wise to thieves, because the pawn guy knows if the item turns up as stolen, he immediately loses it. They cooperate fully with the PD. I'm pretty confident none of my used tools are stolen.

Didn't someone on the forum state a year or so ago that FMC exports F150 diesels to Caribbean and South American countries from the US? I know I've seen them in the Caribbean but was unable to get pictures or see the hood up. A 4.2 diesel V6 or something seems to stick in my mind. Diesels are very popular in the Caribbean, too, but many are imported from SE Asia. Some Caribbean countries use RH drive vehicles and drive on the left due to old ties with Britain. The guys in the Bahamas tell horror stories about getting parts for gray market SE Asian vehicles. A lot of people walk to work there.....

Regularly! (Remember the fire extinguisher story I told recently about 4 for $8?) Another GREAT source of cheap tools is the local pawn shop. I've bought tens of thousands of dollars of tool at mine. Snap-On triple set, 38"(?) wide, full of Snap-On tools, $1500! It must have had 10K of tools inside. The pawn guy said the dude that pawned it brought in the top one week, then the center, then the bottom, and had an obvious coke habit. Oh, well....! The pawn shop guy got to know me so well he'd call me when Snappy stuff or big truck stuff came in. I'd guess the average purchase price was under 20% of retail price. Unbelievable when you think that he must have paid 10% of its value to the pawner and doubled his money to me. It didn't do much for my relationship with my Snappy salesman, but he made enough money from my employees. I actually bought more from the Mac guy before he retired.

I got lucky last week at a swap meet and stumbled on this pile of tools: Some Snappy, some Proto, some New Britain (NAPA), all US made, all 3/4" drive. Asking price for the pile, $50. Would you take $40? Which included this 4:1 torque multiplier. He took the $40. I felt like a thief..... The torque multiplier looks like it has never been used. How do you use these things, anyway? Put a bar in the end and lock it against a solid point nearby?

Are you sure about that? I have the Ford Part# 3U2Z-14S411-CGA repair harness connector in stock and tried it today on 6 CMPs and several CKP's. It fit all of them, but it fits the CMPs quite a bit tighter than the CKP's. The same sensors are used on 6.0, 6.4, and late DT466/570(but reversed application- long one is CKP, short one is CMP).

Ditto. I feel that if 100 average Americans drove a diesel for a month the majority of them would purchase a diesel for their next powerplant.

We've had this discussion before, but I see you are relatively new to the forum. If you had put some mileage on a LD diesel product (either a car or light truck) you'd know why the automakers are considering them. All US automakers sell diesel powered versions of their cars overseas- diesel Focuses, diesel Rangers, diesel Cherokees, diesel Caravans, etc, to meet the overseas diesel demand. Automotive diesel sales comprise somewhere between 35-45% of sales in Europe and Australia, (depending on whose statistic you use) and the percentage is even higher in LD/SUV applications. Automotive diesel sales in the US are only about 1.5%. It's hard to find a gasoline fueled SUV overseas. If you had driven a LD diesel, you'd know the low end torque is addicting and the fuel economy is excellent. Even the new Mercedes ML320 (SUV) BlueTec gets 20% better fuel economy with the diesel than the gas engine, is more pleasant to drive, and stickers for only $47K. The MB E class is rated at 22MPG with a gas engine and 32mpg with a diesel engine. And guess what else? The diesel version is CHEAPER than the gas version, and the 0-60 time is only .1 second different. The BlueTec is their latest SCR/DPF engine technology, and I believe available in almost all of their chassis. Oh, yea, how about the Jetta TDI, rated at 41mpg vs the gas Jetta at 29mpg, and stickers for $22K? BMW is releasing a twin turbo I6 diesel with similar efficiency numbers, but I don't think it will be that cheap . Gutless wonder? Hardly. The torque of a diesel is infectious. I've driven most of these vehicles and more in Europe, and I can tell you firsthand why diesels are more popular overseas. I rented an Alfa Romeo GT 1.9TDI that might have been the funnest car I've ever driven in my whole life, and it got 40+mpg being THRASHED through the Alps for a week. I'll tell you who "doesn't get it". It's the American consumer who doesn't get it. The rest of the world "gets it".

I don't know about MD's, but Light and Medium Truck magazine reports the LCF is being discontinued: From: http://www.lmtruck.com/articles/petemplate.aspx?storyid=560 Navistar executives said in July that the cost of complying with 2010 diesel emissions regulations will add $6,000 to the cost of the 2010 MaxxForce 7, 9, 10 and DT medium-duty engines and $8,000 to the MaxxForce 11, 13 and 15 heavy-duty engines. The V-8 MaxxForce 7 and I-6 MaxxForce DT will have an improved, high-pressure fuel rail, one EGR cooler (not two as currently) and use dual turbochargers. The heavy-duty engines will use a two-stage cooling system and have a 50,000-mile oil-change interval. The hood heights and shapes remain the same as the current models, company officials said. Navistar is discontinuing production of the low-cab-forward CityStar truck and the V-6 MaxxForce 5 engine in early 2010 for the United States and Canada due to low sales, the company said. The truck and engine will be available in Mexico and other areas not adopting the 2010 emissions standards. _________________________________________________________________________ The last I heard is that the CF/LCF was going to get a common rail 4 cylinder to replace the V6 275. I'm also quite surprised that IH is jumping their prices so much, being that they are not going to SCR. It seems price would be their biggest advantage over the competition, and now they're cutting into that heavily. It's going to be an interesting year.

Sounds interesting. Did you ever work on a creeper or roller seat on them? I wonder if eliminating the 1/4" gap between the tiles would make working on them easier.... Thanks!

Jeff: A bit off topic, but how was the ceramic tile floor to work on, as far as tools, steel wheel jacks, and cleanup went? I'm curious. I'd like to cover my home and shop floors with something super durable like that....

Damn! Ceramic tile floor? I'm jealous. Did we talk about this already?

Damn! You actually talked to an engineer that knows WTF he is talking about! Praise God! On this 6.0 capture note that I have DC selected so I can see just the DC portion of the bias voltage, which shows about 1.5VDC. Even though it's a diesel it appears the CKP circuits work similarly: Note when I select AC, it shows both the AC and DC components of the waveform. The CCM is the PCM verifying circuit integrity- making sure the circuit has continuity through the CKP sensor. The PCM sends a voltage down one wire and expects the return wire to show the same voltage, obviously. If it goes open for even an instant, it should blow an open circuit DTC. Now, what's with wiggling the connector changing the voltage? It sounds like you had a bad connection at the CKP that might have been coming loose. I agree with what you did and think it might be fixed. Have a great weekend!

Also, don't chase after your fuel pressure as that's not your problem. If all of the other tests pan out, try some PM17A in the fuel filter. MFDES at a hot idle should be in the low teens. If it's higher it could be starving for fuel due to bad injectors. Did you take a fuel sample and smell it? Good Luck!

Of all the 7.3's, you have to pick a '98 E-Van. Well, is it an early one, or late one? Early ones were Gen 1 with mechanical fuel pumps, late ones were gen 2 with electric pumps. I'll guess it's late, 'cause I see a lot more of those than early. You'll have to make the fitting because it's a different thread pitch than 6.0's. You can also tap into the 1/8" NPT thread on the rear of the left head in a van, under the turbo, if you wish. F Model: E-Model: Nuff said?

Do you have a smoke machine?

Yes, it was Greg Knuepper working on a 4.5. The forum search engine sucks! No matter what I typed as far as EMI/RFI, RFI, EMI, interference, or any combination, it would not show it. I found it by looking through the archives: http://www.forddoctorsdts.com/forums/ubbthreads.php?ubb=showflat&Number=21354&page=2 I clearly talk about EMI/RFI in the post but the search engine would not pick it up.

No, I haven't done any extended data logging or recording, so I haven't experienced the problems you have. The ServiceMaxx bugs on the early engines are supposed to be fixed either now or in the next update. For now, IH is giving customers a free download of MDF when they're working on older trucks. The IC4 is about $500 with the 9 pin and shipping directly from SU Ent at: http://www.suenterprise.com/Products.asp "Comes with all of the software?" I don't understand the question. It comes with a driver (download). If you're working on IH's, I'd stick with the IC cables. They are the most compatible with IH's oddball Lucas Varity ABS, ('98-'02 hydraulic) which talks on a different pin than all of the engines and trannies (pin F of the 6 pin Deutsch). No other module talks on this pin, so it can be ignored by the aftermarket cable companies. Good Luck!