Bruce Amacker

Hey Guys: Now that Keith has successfully led me through the (not) intricate process of posting a PDF, I have uploaded an Allison Shifter Diagnostics PDF for World trannies. Have fun!

You gotta be shitting me! I replace my main PC at 3 year intervals max. We have a lot of PC's and laptops because of the business and needing spare laptops when teaching software classes, but even my oldest PC or laptop is less than 10 years, and probably average 5. I'm really blown away with how cheap my local PC shop can build a super powerful tower for, with great support, and a long warranty. Much cheaper than Best Buy or anywhere else. Currently I have a TB, twin burners, 4g ram, and a 2.4 Intel processor. I rarely have to wait for it to think, and I run F'ing HUGE Powerpoint files and graphics, with multiple windows open all of the time. I just checked my toolbar, and there's 16 windows open at this time....

Good question, and I don't know the answer. I'd think there would not be a lot of flow in that hose normally.

Hang a CMP.

Dunno. Larry?

Will it set the fault during buzz test? If so, swap harnesses to a neighbor injector or connect a known good injector and re-run the buzz test. If not, connect an overlay harness on the injector pins and re-test. The only real way to test the wiring is to load the circuits to about 15 amps/12v and check voltage drop. This won't be easy or quick. It sounds like you may have a bad harness.

Brad's right about the check valves in the heads, they're only present on the Gen2 systems, and I can't see them being the problem even if it was a Gen2. (Hotline loses again.....) I could see leaking injector o-rings causing this on a longer shot. Is the FF lid OEM or aftermarket? Wix and others do make them. Is it an OE style FF or the fucking integrated lid/filter setup? So, back to my original question, has anyone driven this truck around with a FP gauge on it? Gen1's do have a lot of problems with the FP regulator and we've discussed this before. You said someone already was in there, but I don't know of a way to assemble it wrong to make the pressure too high (but I'm sure there is). Massive accumulations of crud in the regulator are common, and I've seen FP way too low, or way too high (100psi+) from debris in the wrong places. Here's a pic of a '97 FPR which was already uploaded, which is similar to your '96 except yours has a strainer cup on it: So, what's the fuel pressure? Does it jump up under heavy load?

I'm not following you here. Are you stating you are going to watch EGR command when IAT and IAT2 are the same temp? They almost never are, except at cold startup when the EGR won't be functioning because cold engines don't produce NOx (which is what an EGR is there to reduce). During driving conditions, IAT and IAT2 will never match. Or, are you stating you will modify the IAT2 signal via an external sensor or signal generator, to match the IAT's signal? PS IH calls IAT2 MAT, but I'm sure everyone figured that out by now. I've always felt the PCM was watching IAT2 to confirm EGR flow, as well as using it as a general input for fuel strategy, timing, idle speed, glow plug, and VGT, among other things..

I'd run a long 1/8" nylon line to a FP gauge inside the truck and let them drive it around a while with it. I agree, it may or may not be FP related, but it doesn't take long to hook it up. What color is the CMP? Swap a good one in for S&G. Did you drain the FF into a bottle and check for contamination? How's the general appearance of batteries, cables, and etc? Maybe hose it down while it's idling to see what happens? Got a breakout box?

Only if they have a safety inspection, and many/most states don't.

And, don't forget how many errors there are in the PCED. Just because it's written doesn't mean God wrote it.

My opinion is these parameters can change with every calibration flash level and arguing the point may be fruitless. Everyone could be right on this one, depending what flash it has in it.....

2 wire connector? 10 ga red and white wires? If so, this is a huge pattern failure on IH chassis, and an F-750 is an IH chassis..... PS Duh- I don't think cat-eyes shifters are available on 1K/2K trannies. Upon thinking more, if it goes cateyes it has to be a WTEC. I've got a nice shifter diag PDF I'll send you if you e-mail me. (Keith, will we ever be able to post PDF's here?)

I wonder if a batting helmet would suffice?

IIRC, on a F750 the 16 pin OBD2 connector is for heater or dashboard info. The round 9 pin Deutsch is where you'll access engine and tranny info. You're really batting blind without software here and I don't know what else to tell you. What trans is it? 1K/2K, or World? 1K/2K have a sheet metal pan and spin-on filter, Worlds have aluminum sump (control module) with filter caps in the bottom of the "pan". There's a lot of free info on the Allison website, but maybe not what you need. If you give me a model number (1000, 2000, 2400, MD3060, etc) I may be able to help you out a bit more, but I'll be away from my PC for the next several hours. Good Luck!

Excellent step-by-step instruction! Great job!

Stalled? This makes me concerned. I'd hook up Insite (it's a Cummins, right?) and see what's going on with the engine. Do you have Allison Doc? It has great diagnostic charts in it. I'm no Allison expert by any means, but we (Anthony) do teach an Allison class. I'd start with making sure the tranny is getting clean power to the ECU, which means unplugging it, identifying the powers and grounds, and loading them appropriately depending on wire gauge and fuse rating. In IH trucks, more than half of the Allison problems are in the IH harness, so I'd guess that Fords are the same way. Look for harness rubs, tugged harnesses (IH is notorious for this), corrosion or moisture in the connectors, interference from two-way radios or high amperage circuits running nearby. Good Luck!

I'm actually looking for real life experience with these circuits to identify what is wrong with the PCED. I've got the PCED, too, and have identified many errors within it. Certainly, some of the guys on this forum have either a notebook (virtual or real), scrappy papers with shit written on them stuffed into one of their toolbox drawers for future reference, or even .doc documents of notes they've taken. This is what I'm looking for, not an interpretation of the (wrong info within the) PCED. I'm very disappointed with the amount of errors I've encountered in the PCED within a short period of time, and it shows the collective intelligence of the dealer techs who still manage to get the truck fixed, in spite of FMC giving them boatloads of bogus information in the PCED. IH has some errors and wrong voltages in their stuff, too, but I have to admit that I've found a lot more errors in FMC's info than in IH's info, and in a shorter amount of time. With all of the guys wrenching on this forum on a daily basis, who has knowledge of actual operation of any of these circuits?

There's an updated turbo stand to get rid of this noise, I'll try to find the PN or TSB#. They also changed the number of fins on the compressor wheel to reduce noise in later revisions.

This is exactly what I'm looking for- dialogue between the forum members on their interpretation of the circuits, along with any notes or experience with any of these oddball circuits. If Ford isn't going to tell us 100% truthfully what each of these circuits does and measures, we will (as a group) have to reverse engineer the trucks and come up with our own reference material. It will make us all stronger in the long run if we do..... Thanks!

Hey Guys: I assembled a short Powerpoint to demonstrate the proper use of a Breakout Box on a 2006 6.0 F-350. It is a great tool which is all too often not used enough, or at all. 6.0 Powerstroke Breakout Box Use I'd appreciate it if the Powerpoint were not distributed other than for DTS use. In case you missed the other post, I assembled a known good set of voltages which vary considerably from the PCED: 6.0 Reference Voltages The voltage charts can be distributed freely. Comments?

Hey Guys: As a regular matter of research, I commonly do pinout voltages and compare them to the OEM manual. I did a 2006 F350 auto 4wd truck recently and complied the data to share. Not surprisingly, there are considerable differences between what I read and what the OE prints. I could not find a pinout voltage chart in the PCED for the Transmission connector (C1381B). Is it hiding somewhere I can't find? 6.0 Reference Voltages I have several concerns: Pinout Inconsistencies- Irregularities Connector C1381A (Body): Pin A3 is shown in the Reference Values as Tripminder Fuel Economy, but in the schematics as 4WD Control Module. Pin A27 shows N/A in Reference Voltages, but connector views shows it as Clutch Pedal Signal/Starter Interlock. Pin A36 is also Clutch Pedal Position. Pin A31 (Cruise Control) shows contacts in the PCED Reference Values that do not exist: there is no “Set-“ or “Hold” button, and the truck has a “Coast” button which is not shown in the Reference Values. The voltages were also off by a country mile. Pin A35 VSS voltages were off dramatically. Pin A40 (KAPWR) showed .05v voltage drop measured against battery voltage, pin A46 showed .17v drop as it goes through the PCM power relay. Connector C1381B (TCM): Pin B1 shows “VREF” with a resistor inside the PCM, but it’s reading almost VBAT. Pin B6 is shown as NA in the Reference Voltages, but shown as PTO RPM control signal in the connector view. PCM: PCED shows grounds to be 0v, but there is never zero volts on an active ground. Voltages ranged in the .02 to .06 range for grounds. Connector C1381C (Engine) Pin C6 (Fan Speed Sensor) Schematic shows it should be 0v KOEO, but it read 11.95v. Pin C9 is omitted in the PCED “not used” list (EEC schematics page 3 of 12), is not used in the system, but has 5.05v on the pin. IH has extra unused VREFs, and I’m wondering if Ford followed suit with an unused VREF. Pin C15 is called out as an unused PTO control terminal. Pin C16 is called out as an unused Battery Charge Protection Indicator Lamp. Pin C33 (EGRVP) showed the EGR open slightly at idle. Pin C23 (EGRVC) showed voltage higher than expected both KOEO and idling. EGR command was not checked in scan data at this time. Sometimes the schematic calls for B+ but voltage measured is actually 1-2v less than B+. (Pin C3 GPCM) Labeling a sensor ground as “Signal Return” causes a lot of confusion for a beginning tech. On the pinout sheet, I changed them to “Sensor Ground”. Comments, clarifications, or experience with these circuits is encouraged. Thanks!

You guys don't realize how good you have it with the IDS. No other scan tool I've used comes even close to its ease and power.

Oops, first of all, I missed the category of 2007 LCF- my bad. Second, an important footnote in one of the aftermarket labor guides (I can't remember whose it was) was to add 10% to the book time for each model year the vehicle is old. That starts to level the field when dealing with rust and stuck stuff. At my shop, that would have been billed out in excess of 9 hours, that's a guarantee. Good Luck!

I had one, and disposed of it years ago. You wanna go broke? Use this book. It assumes there is no body on the truck and gives time like 1.5 to change a clutch in a Class 8 tractor.... Good Luck! What kind of truck are you working on? It would really help to know the year, make, and model in question, kinda like when I e-mailed you last week and omitted the same things.