Bruce Amacker

There are HUGE debates on whether this stuff works. I've had to remove the Equal and have tires balanced on trucks several times to get rid of bad shakes. ($$$) And then there's the sticky valve stems and flats from the stuff. I know there's guys who swear by it, but there's guys who swear at it, too. /forums/images/%%GRAEMLIN_URL%%/whattodo.gif

I agree. It used to be the other way around, but things are changing. Sometimes IH is cheaper than FMC, sometimes it's the other way around. I tell people to price both. /forums/images/%%GRAEMLIN_URL%%/grin.gif

I really appreciate this offer. Could you ask your UPS/FedEx guys what they think about getting an oil sample over the border? The tech thinks there's little hope. Thanks, Larry! PS I've been meaning to PM you. Please send me (or post) a few PN's and prices of common 7.3, 6.0, and DT injectors and I'll put them in my classes. We do a lot of training for gov't agencies in Ohio, maybe I can send you some sales. I assume you handle both reman and Alliant? Please send both. /forums/images/%%GRAEMLIN_URL%%/grin.gif

For those watching, here's the latest: soaking with carb cleaner did not free up the rings, so down it comes. Severe sleeve ridge wear and rings stuck in several pistons, sleeve kit here we come. 18,000 miles. Good grief. /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif Tech agrees that an oil analysis is mandatory and says there's NFW he can get a sample into the States for analysis. I said he must find a way.... /forums/images/%%GRAEMLIN_URL%%/grin.gif

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This is going to be an interesting discussion. I did have one customer with fuel in the coolant, and replacing the injector cups and o-rings fixed it. I'd suggest pulling the injectors and pressure testing the cooling system to see if the cups seeped. This would be clue #1. What's Hotline say? Hang heads? There must be a reason if they're saying that..... I've never heard of this on VT365. Yet. /forums/images/%%GRAEMLIN_URL%%/laugh.gif /forums/images/%%GRAEMLIN_URL%%/grin.gif

IH had some early 6.0 engines where the injector sleeves weren't pressed in far enough. If there was a leakage problem Tech Support told the technician to take the install tool, put it in the hole, and hammer it a few times to be sure the sleeve was seated (WTF, right?) This was several years ago. As far as I know, this was early trucks only. Maybe they're having the same problem again? Why it's on one side only I can't answer. It must be the overheat/head gasket devil looking over them... /forums/images/%%GRAEMLIN_URL%%/smirk.gif The last time I did a class at Franklin Power (your engine remanner) I thought it was interesting to note that all reman engines got brand new heads. This told me how fragile and non rebuildable these heads were. I wonder if they're still doing them this way? /forums/images/%%GRAEMLIN_URL%%/grin.gif

As far as I can tell, you guys have it correct. The IH WSM shows it to be a stepper motor with the PCM changing polarity to reverse the direction of the motor. They call it a bipolar H-Bridge that forces the valve open or closed. The position sensor shows in the IH service manual to be a Hall Effect device, but in the output chart it shows a 0v-5v output of the sensor, which does not make sense. The EGR valve consists of a valve and an actuator motor. The IH book says in another area it says it is a regular potentiometer sensor. My guess is they were experimenting with a Hall Effect sensor and didn't correct the WSM before it went to print. I believe the EGR uses a standard potentiometer sensor. The current IH 6.4 service manual is marked "DRAFT" on all of the pages and is dated May, 2007. The EGR valve receives the desired EGR position from the Electronic Control Module (ECM) to activate the valve for exhaust gas recirculating. The EGR valve provides feedback to the ECM on the valve position. The ECM interprets the feedback signal and sends the command using a pulse width modulated signal to the actuator motor. I'm running short on time again: Go to IH document "B" page 285 and see if the diag steps and voltages are the same for the Ford manual. Comments: Pin 2 and 6 are EGR high/low that you state are 12v hot. The IH service manual also shows these should be 12v hot. I'd hook a small light bulb to them to verify available amperage and do a wiggle test on the harness. Perhaps you have a bad harness. My 6.4 motor clearly has 6 wires going to the EGR, but the schematic only shows 5. Does yours have 6? Unfortunately, I only have one 6.4 EGR so far, so I have not made a cutaway yet. I will comment that a DTEGR engine uses a somewhat similar EGR with 2 valves inside. An interesting thing about this DT valve is that if the valve itself sticks, the ECM may not see it. The valve portion is spring loaded against the actuator portion and can become unattached. Thus the ECM can command the EGR open and closed, see the correct position voltage, but have the valve be hung open. I've proved it. If the 6.4 is built the same way, the same problem could occur. This is a DT EGR valve: Good Luck!

You did post it, about a year ago. I didn't look for it, though. My brain's a little fried right now as I drove 1400 miles since yesterday. (teaching here in Tampa tomorrow) Normally I fly to distant jobs like this, but I figger I'll stay down here a few weeks and enjoy the sunshine. /forums/images/%%GRAEMLIN_URL%%/smirk2.gif Here's a couple of EGR scope waveforms taken with a low amp clamp showing a PWM command at 1KHTZ (1000 hertz, or 1000 cycles per second) and very low amperage, about 74.48ma average. I know this ain't gonna help you much, but until the fog clears it's all I can offer. I'm in a hotel and don't have all of my stuff with me. I'll give it some more thought tomorrow after a good nights sleep. Also, I gotta read all of that soapbox stuff Jim wrote..... Were you able to open the IH stuff?

It's a bitch to assemble, as it comes in about 20 parts. I had to get a picture of it to look at as I put it together. There is NO FRIGGIN WAY that EGR comes out without this tool. It is not optional like a 6.0. /forums/images/%%GRAEMLIN_URL%%/rolleyes.gif

I'm a little short on time right now and don't have any good answers for you. I did e-mail you the current IH MaxxForce7 (6.4) service manual. The EGR looks very similar to the 6.4 Ford unit. I hope this helps. Good Luck!

I did see this once on a 6.0 and it turned out to be a bad HFCM. In the VT service manual, it shows the air bleeder port drilled in the side of the secondary FF housing, very similar how a 6.0 is set up. Here is a 6.0, the bleed port is in the white plastic insert: I'd make sure there was no blockage at this small bleed hole. If it were to be blocked with crap, it would cause your problem. I'd also take the return line off and check for return obstruction. Remember you'll be blowing through the DTRM in the HFCM so there will be some resistance. I would also check return flow with the engine running behind the HFCM. This is a commonly overlooked fuel pump and system test that works well. If the system is good, return flow will generally be strong, like a pint in 15 seconds. If the pump is weak, filter(s) are clogged, excessive voltage drop, etc. return flow will be weak. If return flow is weak, you could have excessive air buildup in the secondary FF. Has anybody checked fuel pressure under load? I checked the IH info for TSI's and saw none. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I agree, it would take both a leaking o-ring and a leaking sleeve to get fuel into the coolant. Not likely, but possible. /forums/images/%%GRAEMLIN_URL%%/grin.gif

We use the Motor Age guides when we teach a refresher class, I think they're pretty good. Anthony just did T3 and T4 classes last month with them. The class reviews were excellent, but that's more Anthony than the books. /forums/images/%%GRAEMLIN_URL%%/grin.gif https://passthease.search-autoparts.com/MediumHeavy-Truck/Default.aspx?p=3&cid=10 Buy them, and keep them in the "library". It's not reading them once that will get you to pass, it's reading them over and over. Good Luck! /forums/images/%%GRAEMLIN_URL%%/laugh.gif PS: Here's your clue to start working on the boss. I just booked WSAFC for Sep 8-12, 7.3/6.0 PSD 24 hours DT diagnostic update 8 hours. 8 months to work on him, see you there!

I've seen a few bad FICMs, and suspect we'll be seeing more of them. The IDM on 7.3's isn't exactly a bulletproof part, and it's located in a cool location. Let's take that baby, put it in an oven and see how long it lasts. /forums/images/%%GRAEMLIN_URL%%/grin.gif

I haven't had this experience, but here's where I'd start: Check glow plug amperage when cold. The fact you have white smoke leads me to believe that you probably have fuel delivery but not ignition. Put an amp clamp on the power lead to the glow plug relay, it should read about 125ish on an initial key on and drop to 70ish after 15 seconds. The 275 uses a relay which does not set codes if it has high resistance in the contacts. These relays are notorious for this exact problem. Also check ICP pressure/voltage, and see if is slow to rise. I like to double check what the scan tool is telling me by verifying ICPV with a voltmeter. Assuming the 275 uses similar strategy to other engines, the injectors probably do not turn on until about .8v. If you have white smoke this is probably not your trouble, but given the pattern HP oil failures these engines have, it's a quick test. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Yes, I have those and probably the fourth, if there is one. The use of the P132B pids is where I'm driving at. There seems to be a difference of opinion on their value or use. Thanks!

Hey Guys: I'm looking for more info on inferred EBP diag for early trucks with the 06E17 recall. I know about the sensitivity to exhaust and intake leaks, sticking turbos, using smoke machines and stethoscopes, etc. The P132b pids could probably use more discussion. Some guys think they're good, and some guys think they're bunk. What pids do you rely on? When you have a no code performance complaint, what do you look at first? Thanks! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I have participated writing ASE test questions several times, with the latest workshop being the T2 in October. About 90% of the test questions are generic in nature, but there are a few questions still being used that are specific to an engine series, such as Cummins PT systems. We did write DPF questions this time around, and we are trying to eliminate all mechanical injection questions (like PT!) since these systems are at least 12-14 years old right now. These updates may, or may not make the spring testing session. There was big debate regarding EBP device questions, as they only apply to one MD engine (T444E), so I'm not sure if they will be on the test or not. (if so, it would only be one question anyway) Whether to include HEUI questions was also debated, but HEUI is used on a lot of MD engines so I think they will stay on the test. Keep in mind that the T1-T8 DO NOT cover LD trucks which is probably what you service the most of. The L2 is a challenging test. Make sure you are really good at schematic interpretation, problem solving, and common sense, because that's what the L2 is all about. It is like diagnosing dozens of sick trucks. Go to the ASE website and make use of all the resources they have available, as they've put a lot of effort into helping you. http://asecert.org/ Check with your local community college and see if they have any ASE refresher classes available just before the testing session. Even an A6 automotive refresher will help dramatically. Purchasing study guides and reading them religiously will help, also. When you buy a study guide, pay attention to the Task List in the beginning, as it will outline what the questions will cover. If you are a PC geek like most of us, you may prefer the PC based tests which are given in the summer. I took all of my truck tests this way last summer, and I prefer it. You also get your results immediately. The drawback is there are only a few hundred test centers for PC based tests nationwide. Good Luck! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

I never thought about this, but when he holds the cell phone up and cranks the engine, yes, it does sound like it slows down after a bit of cranking. Anyway, with the ICPV going from .24 to 1.6 I'm not worried about ICP at this point. Anthony Crespo (who works for me) is also an IH Diamond tech, and we've had extensive conversations about these trucks. Your train of thought is pretty much exactly the same as ours at this point. I'm thinking whatever "glop" is in the fuel tank not only contaminated the injectors, but also cooled off to a crust that hung the valves and rings. Think of a hard baked sugar crust that can hang the valve guides and rings. Thanks for your input, the more heads, the better. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif This is the most bizarre tech support problem I've ever had. You just can't make up $hit like this. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Let me think about it. OK, I thought about it for a while. NO! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Download of 2556MPH and upload of 455MPH. Ping 53bhp. /forums/images/%%GRAEMLIN_URL%%/grin.gif Happy New Year! /forums/images/%%GRAEMLIN_URL%%/cheers.gif

Yes, The tech e-mailed me several pics of the truck and etc. The pic I posted shows the "crud" on the outside and inside of the injectors in question. Happy New Year! /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif