Bruce Amacker

Could red fuel be 500PPM? Yes, it's allowed to be, but not likely to be. According to my sources, almost all refineries make such large batches of fuel that it's easier to make all fuel ULSD and dye only the off-road, non taxed fuel than it is to make separate batches of LSD and ULSD. Supposedly there could be small batches of red LSD made by small refineries, but not much. A 6.0 wouldn't care about using LSD or red dyed fuel. I have seen 6.5 GM diesels acting up because of the optical sensor in the pump which doesn't like the dye in the fuel. A 6.4 would have the DPF poisoned, obviously.

The aftermarket is selling them relatively cheaply. Good Luck!

Either way would be fine, it's a matter of personal preference. I'd probably find a used EBP and install it just to keep an OE appearance. You never know when FMC is gonna recall all of these and reverse the 06E17 program..........!

No, it's just an operational glitch that applies to many mfr's and many VREF circuits. IIRC, on later trucks like '05 Fords they split some of the VREF's so the PCM can still be alive with some VREF's grounded.

It's not unheard of for DPF's to be replaced. I just had a phone call from NVDOT a couple of hours ago on this- a 6.4 with a sooty tailpipe, and the dealer is saying it's normal and caused by running B5. Where the F do they get this info?

Even with the 06E17 inferred EBP flash, the EBP sensor is still powered and completely alive, but the PCM disregards its signal. If you short it to ground, the PCM goes to sleep- no start, no communication with the scan tool.

Maybe that's how Cardinals fans celebrate a score?

Good catch, and look for MISSING fuses, also. Don't ask.....

Anything's possible, but I've seen this problem several times before and a new pump fixed it (every time I got feedback). Maybe one time I heard of the gasket causing this problem, but the bad HPOP's are a bunch in comparison. Good Luck!

After reviewing some pictures, the feed port on the back side of the TC is not round but oblong. To cap it you'll need to put a piece of flat gasket material, sheet metal, pop can, etc. between the HPOP and TC in place and snug the bolts on the HPOP. Good Luck!

On early 94 trucks, the reservoir could drainback due to the lack of a standpipe in the supply side, but that won't apply to all later trucks. You could remove the reservoir and check for a bad gasket but I've only heard of this once in a Gen2 truck. You state it will bleed out in a few hours, I suppose if you removed the HPOP and put a plastic plug in the hole on the rear face of the TC which feeds the HPOP you could verify the problem before buying a HPOP. Plug the hole and fill the reservoir with motor oil or a lightweight penetrant and see if it "goes away". I'm pretty sure this hole is round, you won't have any trouble figuring out which one it is. IIRC, there's a check ball in the pump which fails, allowing the reservoir to drain out. If this were a buddy's truck you might disassemble the ferry plug and edge filter and inspect the components for grime and damage, the pieces are available separately from IH. Maybe Damon will chime in as we've had this discussion before in the HDF. Rusty had one with grime in the edge filter causing a different problem. I'd feel pretty confident replacing the HPOP. Good Luck!

The HP reservoir is draining back through a defective HP pump. Replace the HP pump. Good Luck!

Cool! Which o-ring? The lid??? Or on the filter itself?

Did you change filters? My gut instinct tells me to look at the pump closer......

There's three o-rings, and you're talking about the lowest one, right? No, I haven't seen any problems with a set of the lower rings, usually the center and upper o-rings are damaged by HPOP pulsations. On occasion I see the lower o-ring damaged by a loose injector (leaking combustion) but not on a set. Fuel in the coolant is almost always injector sleeves. Put a set of sleeves and o-rings in it and you'll be fine. Good Luck!

Here's a bad shot where you can just see the edge of the rubber flap near the base of the regulator pin. I've got better pics but not real handy right now. I have seen the "rubber flap" flip over once, lowering the fuel pressure by allowing too much return flow. You might want to pull yours back out and recheck it. Once again, how are you checking the deadhead, and where are you checking the pressure at?

You're checking it at the test port and not the filter lid, right? Remove the return line from the regulator, install your FP gauge, and start the engine. There should be a small amount of return flow at all times from the de-aeration port in the secondary housing, but there should not be a large amount of return flow. Remove the regulator again and see if there is debris present or if the "rubber flap" is flipped over on the regulator valve. Did you check/replace the primary filter (or both filters)? I've seen a lot of bad pumps cause low pressure. Are you sure it's not bad? 45psi is low unless the new "bypass" tool is installed. Was your deadhead test done by stuffing a gauge in the feed line with no flow? Good Luck!

Think logically- you either have a wiring problem with an open/shorted circuit, or a bad component. Install a BOB and check all voltages KOEO at the PCM pins and compare them with the WSM voltage levels. I do not know of a BOB for the FICM, but I suggest strongly you check power and ground at the FICM itself to rule out power supply problems. Compare voltages with the battery negative post, voltage drops should be under .1v with under .050v preferred. With a BOB installed, I'd verify the communication circuits are intact between the FICM and PCM with a voltmeter and ohmmeter. Check the FICM plugs very closely for pins pushed into the connector, bent pins, and make sure both lock tabs are perfect n each connector. Put some spray silicone on them to make sure they push in completely, as they're in a difficult spot to connect. I keep a known good FICM on hand for weird ones and suggest you guys do too, as your new one could be bad. With all of your FICM PWR voltages zero, the circuits I'd focus on are the power and ground to the FICM, communication circuits between the FICM and PCM, and the possibility of a bad new FICM. You did program the new FICM with the IDS, right? Good Luck!

All of the FICM voltages are zero? What codes? New FICM relay? Backprobe the FICM pins and verify power/ground and voltage drops. I'd install a breakout box and compare all pin voltages to the WSM. If that got nowhere, I'd start scoping all of the PCM pins. Good Luck!

You definitely can't use the install code more than once. I am also told no more install codes are being issued for Saint or MD, even if it's a reinstall to the same customer. Before they would occasionally allow you to reinstall on a new laptop if yours blew up.

Don't worry, Larry, no offense taken. ASE has very strict rules regarding those tests (no surprise) and we all sign documents stating we will not disclose any test questions outside of the writing workshop. I'd never repeat questions we have written, nor do I have them on file in any format. On the other hand, I hear Damon can be bought for a reasonable fee.......

Keith would be behind bars very quickly if he did that, as would his source for the test. I'll clue you in- the source won't be me.....

Where's the leak, under the hood? I'd put the dye in the secondary FF. Good Luck!

Necessary? None are really necessary. If you work on all makes, it won't be tough, but the problem is very few techs work on all makes. Brush up on DPF theory and application, 'cause there's questions on those, too. I'll take the test for S&G. It's too bad Damon and I couldn't sit in the same room while we're taking the A9, because I'm sure we'd be cracking up over what questions made the cut and who wrote them. Damon, do you care to elaborate?

Master Diagnostics was the engine diagnostic software available from about 1994 to 2007 when it was discontinued. There was NO software available from about Dec 2007 to August 2008 when Service Assistant for INTernational Trucks was released (SAINT) very late. Due to political problems between IH, SPX/OTC and SU Enterprise, IH dropped both SPX as a distributor and SU E as a supplier at the same time, releasing ServiceMaxx as the new software and going to Nexiq as a supplier. It's a political disaster, if you ask me. I LOVED MD and Saint even better, and find SM REALLY hard to get used to. SM is not user friendly or intuitive AT ALL in it's current form, and I have doubts if future forms will be easier to use. Saint is GREAT software, but was only available a couple of months at best. Weird how political messes play out.....