Bruce Amacker

Thought for the day: Handle every situation like a dog. If you can't eat it or hump it, piss on it and walk away. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Even I keep a good used FICM on the shelf for diag and emergencies, and I don't fix trucks all day like you guys do..... HAPPY NEW YEAR! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Which engine- 6.4? Wow, that's great mileage! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

I agree totally, but then this is common sense, which is not so common in the tool development department.... Happy New Year! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Jim: Please elaborate on this. Why would it be weird to ship a PVT with the VMM? It's a common scope attachment used to watch intake manifold pressure fluctuations, exhaust manifold pressure fluctuations, and compression fluctuations for determining mechanical failures (leaking valves, bad cam timing, restricted breathing) and works REALLY well. John Thornton from Chicago, probably our industry's best instructor, has a terrific class on Mechanical Engine Diagnostics using a scope and PVT. It's absolutely amazing what he can diagnose with a PVT, how fast he can do it, and has the case studies to back it up. His Powerpoint was on Linder's website for free download, but I see it's been taken off. I could start a whole thread just dedicated to this topic. If you are a sponsoring member of IATN and did a search in the TDF, you'd have plenty to read! Happy New Year! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Yes, but that was a long time ago and there have been many software revisions since. I'm always the first to jump on the bandwagon to try out a new product, so I have guinea pig tattooed on my forehead. My current hurdle is a wireless Bluetooth USB-Link from Nexiq to connect to IH's. Remember my threads about my problems with the wireless VCM card? I'm a glutton for punishment and still don't learn from my mistakes. I fucked with that Bluetooth for while yesterday on an IH, getting nowhere.... /forums/images/%%GRAEMLIN_URL%%/grin.gif

Yow! Get an IDS! Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Warranty? Keep in mind using any aftermarket scan tool only gives you about 25% of the capabilities of the IDS, so you're working with both hands tied behind your back to begin with. It probably needs to be reflashed, also. Do you have flash capabilities? If someone were holding a gun to my head and I had to fix this truck with an AE, I'd pull the EGR and inspect, and perhaps clean it. I'm really against cleaning them, but I don't know what you're relationship is with the cust and why you're working on this truck. While it's out, clean the EGR hole and vacuum any loose carbon present, start and rev the motor a few times to blow any loose carbon out. While the EGR was out I'd also power it a few times on the bench to make sure it "snapped" well (power and ground to the two end terminals, polarity does not matter) and didn't stick. Pull the IAT2 (just behind the secondary FF) and clean it. If you had a spare EGR hanging around, I'd plug it into the harness without installing it, run the KOER test, and watch the EGR hanging in the breeze actuate to make sure the circuit was good. Does it have any aftermarket garbage on it like a K&N air filter? These will cause false EGR codes. Pull the air filter and make sure the right side of the MAF housing is clamped well and not allowing dirt in. Inspect the MAF and turbo inlet tube to make sure there is no dust there. Have you checked fuel pressure under load? Do you have the Ford diag sheet to help you point the way? Perform the diag like it should be and do not just jump to EGR conclusions from the codes. The diag sheets are part of the "Coffee Table Books" which are listed on the left side of your screen. Scroll towards the bottom of this page http://www.turbotraining.com/fpt.htm to get part numbers for fuel test fittings and other helpful stuff you'll need for working on a 6.0. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

My experience has shown this to be aftermarket accessory problems 95% of the time. How is this truck set up? What aftermarket wiring/options does it have? /forums/images/%%GRAEMLIN_URL%%/grin.gif

Remove the magnet from the old injector while it's still in the head. Remove the injector. Remove the magnet from the new injector and it will just fit in. Install the new magnet back on the new injector. No small parts will fall out. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

So, once again, has anyone replaced a FICM on an E-Van? /forums/images/%%GRAEMLIN_URL%%/coffee.gif

You're right, I'm wrong. I asked Anthony and he agreed with you. If IDM calibration last 4 is not BJ05 for VT 365 or AI06 for VT 275 then use NETS to update the IDM calibration level. CRS....... /forums/images/%%GRAEMLIN_URL%%/blush.gif

Hmmm, this should be an old strategy and be updated already. How about when you do the KOEO Injector (buzz) test? No codes, and all 6 sound the same? Just making sure the circuit is good to the injector(s). Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Yes, it's called Snow Packing on an early 6.0 E-Van and there's a TSB, but I don't have the number handy.... Edit: Found two: DIESEL - AIR FILTER WATER INGESTION/SNOW PACKING/P0103/165/149/MAF SOME 2003-2008 F-SUPER DUTY, 2003-2005 EXCURSION & 2006-2007 LCF VEHICLES EQUIPPED WITH A 4.5L/6.0L/6.4L DIESEL ENGINE MAY EXHIBIT A LACK OF POWER AND/OR A P0103 CODE (165,149 LCF). THIS MAY BE DUE TO THE INGESTION OF WATER/SNOW IN THE AIR INDUCTION SYSTEM SOAKING THE AIR FILTER ELEMENT. IF THE AMOUNT OF WATER INTRODUCED IN THE SYSTEM IS GREATER THAN THE CAPACITY OF AIR FILTER ELEMENT AND CONDENSATION CONTACTS THE MAF, A P0103 CODE WILL BE SET. AT THE EARLIEST OPPORTUNITY, OPEN THE HOOD AND CLEAR ALL THE SNOW/ICE FROM THE AIR FILTER HOUSING INLET (DO NOT REMOVE THE AIR FILTER) AND RESET THE AIR FILTER RESTRICTION GAUGE. IF THE FILTER IS ONLY WET IT WILL DRY AFTER ABOUT 15 ± 30 MINUTES OF DRIVING AT HIGHWAY SPEEDS. AT THE EARLIEST OPPORTUNITY, OPEN THE HOOD AND RESET THE AIR FILTER RESTRICTION GAUGE. EFFECTIVE DATE: 02/14/2007 Water Ingestion/Snow Packing/Ice Build-Up in the Air Induction System: Some trucks equipped with a 6.0 engine may exhibit a trouble code P0103 for the Mass Air Flow sensor circuit. This may be due to water or snow getting into the air cleaner assembly or ice building up in the air cleaner. The check engine light will only illuminate on California emissions vehicles. To service, check the air cleaner for restrictions, inspect the filter minder and MAF sensor for damage and/or loose wires or damaged/corroded terminals. The MAF sensor should be diagnosed before replacement. Broadcast Message 1103. /forums/images/%%GRAEMLIN_URL%%/grin.gif

I think you're on the right track. I'd watch ICPV both KOEO and cranking to verify that your hard start isn't an ICP issue. I don't trust ICP PSI because it's calculated and not real, and I've had the ECM lie to me before. IIRC, you have to pull up Continuousmonitor.ssn to view ICPV. It should be .17-.24 KOEO and should build 1.5v pretty quickly cranking. Engine oil pressure reads a false PSI in MD on an LCF, so if you want real pressure, you'll have to install a gauge in the EOP sensor hole. If there's any issues with slow building ICPV, you'll need to check base oil pressure. Buzz test sounds good, right? No codes? Did this one get the fuel pressure sensor update? Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

In my opinion: A. It's a module that handles amperage, causing heat, which causes deterioration of the internal electronics. B. The module is located just north of Hell above the left valve cover- not an environment conducive to long life. Ambient temps regularly exceed 300F in this area. I have not noticed E-van FICMs failing like F-models, as they are mounted on the firewall area in a somewhat cooler environment. (Anyone else?) C. The Inductive Heating Strategy flash is adding fuel to the fire by increasing the amperage and KWH it handles. D. The IDM was a high failure rate unit on 7.3's because of the amperage, and they were mounted in a cool area. I think 3/4 of the problem is heat degradation from amperage. Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Great work, but the compression is a bit low at 340-360. (What's your altitude?) A good cylinder is 400+, anything under 350 is suspect at sea level. Warn the cust about engine wear and hang some injectors. Does the intake hose/turbo/air cleaner show signs of dirt intrusion? Does it have the updated air cleaner lid and steel bolts? Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Look at the MFDES (Mass Fuel Desired) PID, as it will tell you if the engine is starving for fuel from low pressure or weak injectors. I like to see 8-10mg idling. If it's 14-16mg idling, it's starving for fuel and the injectors are likely bad. (You did check fuel pressure under load, RIGHT?) Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Yep, just did one also. It's been running fine but setting P0611's for a few months now and I've been warning the owner of an impending FICM replacement. It finally began starting hard cold and misfiring under load. FICM_MPWR was down to 22v running! Replacing the FICM fixed it and FICM_MPWR was back up around 48v. I recommend to my students to keep a known good FICM on the shelf for diagnosing these because new ones are so expensive. They're easy to buy from boneyards for $100. ( http://www.car-part.com/ ) Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

I agree completely but will add that if you DO have room, there is a lot of money to be made in MD trucks. BTDT,GTTS. RBSE/forums/images/%%GRAEMLIN_URL%%/grin.gif

The ICP numbers are all slightly out of range high for a warm engine but probably OK on a cold engine. I like to see ICP KOEO at .18-.24v. These numbers are not enough to get worried about, but just enough to mention. IPR is usually 24ish at a hot idle and ICP about 585PSI. I have seen ICP leaks that caused hot start problems but the IPR was still only 23%. If it's 30% at a hot idle I'd probably look a little closer. FMC says 30% max at hot idle on the diag sheet. I've never seen one that high that wasn't broken. Has anyone else? Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

I say this in class nearly every day- "That's why you need to know HOW it works." I can't count how many times I've had arguments with customers/techs/students while diagnosing a truck: "The XXX Widget is bad." "It can't be- it's NEW!" "I didn't say it was old- I said it was F*! BAD." Most of the time the part in question is aftermarket.... Merry Christmas! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Check fuel pressure, it sounds like that's your problem. I'm certainly no Cat expert, but there should be a plug on the fuel filter/primer pump housing to check it at. J1708/J1587 is the same bus and language across all HD truck lines. I hooked IH's Master Diagnostics to a 3126 one time and told it we were working on a DT. All data looked correct (ICP, temps, RPM, DTC's etc) but the bidirectional controls wouldn't work. I would look at it, but would not bet money on it. Do you have MD on your laptop? Anybody know of any cheap of free software to use the Cat or Cummings adapters as a basic scan tool? Not really. Auto Tap for Trucks is fair at best, pulling DTCs and limited data with no bidirectional control. $699 with a cable and works on all lines. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Sheeeeeeiiiiiit, he's just a young pup, still wet behind the ears. Happy Birthday! /forums/images/%%GRAEMLIN_URL%%/cheers.gif

Maybe in their make believe world, fuel really is of good quality and a pint of water is never seen. In the real world however, the fuel filter should hold over a quart of water (if you ask me). /forums/images/%%GRAEMLIN_URL%%/grin.gif