AMCTech

Since we last spoke, I've had in 3 more ICP oil failures, as if on cue! Oil saturation into the conector, heat boot, and harness in every case. BTW, I fashioned a 1/16" socket that can easily fit into the cramped space without removing the heat shield; just take the socket and machine away a taper from the rear area...works like a charm. The biggest hassle I find is reconnecting the ICP connector. I have to remove the intake bolt to get my meathook hand in there, but still get a scar from the bolthole boss!

I get your point. I'll be lily-livered on this one and defer to Ford warrany policy. If the customer wants to argue the fact then on to the CRC. Allow me to take a trip back in time: in the mid 70's IH wanted to compete with Massey Ferguson's new V-8 diesel tractor with one of their own, thus was born the '88' series tractors with a 9.0 IDI adapted for agri use. Since the 9.0 produced actually less output than the 414 DI six, farmers began stacking AR and Garrett turbos on the 9's but the bottom and head/gaskets couldn't take the strain of even 4-6 psi of boost. Back at the dealerships, warranty admin had the same quandry we have today, but had to err on the side of IH and customer-pay the units that had been "juiced". Just my 2 cent.

I've recently completed an engine R&R on a 03 450 ambulance. The engine used was the Ford/Motorcraft 6006 unit. I must say I was impressed with the engine as delivered. It was crated well and delivered 48 hours after the order was placed. All sensitive openings were carefully plugged, although the black paint was put on a little thick. On the first prove-out run, it ran smoothly and well. In fact, it was the best performing early 6.0 I've driven. Some notes: the injector connectors were clocked to the 12 position, like on later builds; the rocker-cover studs were not placed correctly; the thickly applied paint had to be chased from motor-mount and front cover threaded holes, as well as the bell-housing area. Other than that, it is a straightforward affair that worked well.

17-ML-212-ML- Belongs in the Parts Forum

Hey! How did you get my sensor!!! /forums/images/%%GRAEMLIN_URL%%/smile.gif

Like Keith said, I agree the topside approach works best for me. So far, In every case where the early-build ICP has failed, the sensor and harness side connector have been breached with oil contamination, with symptoms anything from start-stall to runs rough. In any case, the above picture is pretty accurate. I'm glad the mk ll engine has the RF ICP!

Well, I sat in on the FordStar QA today about the cruise control switch FSA. Is it just me, but between 05S34, etc, butyl pads....it is getting downright depressing. I mean, extending the population group to units all the way back to 94 models just seems to be opening up a HUGE can of worms. Sorry, just venting, but I'm tired of Ford stock being junk status and the automobiles not being much better /forums/images/%%GRAEMLIN_URL%%/smhair.gif

I had an early 03 in that was the VALDEZ at the ICP, and like your's, the "guts" were literally hanging out of the sensor body, oil pouring forth.

I agree, as the symptoms would seem to point to a pattern. However, there has been 10k very hard miles since the prev engine rr, so who knows? The ambulance conversions seem to be more problematic, and I vouch that the many problems come from sloppy series connections with the heater hoses...air in the system, poor splice junctions, etc. That then becomes the weakest link. And yes, I hate the 6.0 van /forums/images/%%GRAEMLIN_URL%%/frown.gif . I have one now but it has a trans problem that wound up simply being a solenoid pack. I never thought I would hear myself type that.....

Folks, Not to long ago I inherited an 03 f450 with ambulance body from another dealer. The first engine had failed due to a defective injector, #8. At the time, the unit had about 25k miles. The previous dealership installed the "6006" Motorcraft engine, and that is reflected on OASIS, along with the diag and repair analysis narrative which stated "misfire condidtion, with WDS power-balance and relative compression indicating cyl# 8 down; confirmed with manual test." Curiously, no other service parts were on the report other than the engine. Well, 18k miles later and the unit rolls in to my bay with a misfire condition that I confirmed as #8 cyl compression down, with no apparent failure of sealing washer or physical injector itself. Sorry for being long-winded, but I've only ever installed the production 6007 engine and never had any feedback on the Motorcraft unit. Either way, it looks as if it will be an ESP job.

I've had that problem, too, and on an overheated unit. The connectors were very difficult to remove, with a few that were very tough, even with a fork they seem to break apart. I just had to slug my way through the whole evolution.

I know! I've done the "great american smokeout" in the shop much to the ire of my fellow gasser techs. I'm beginning to RR more turbos due to shaft runout issues that manifest as interference with the housing, although vgt vanes stuck seem to be recurrent.

Good point, Keith. The subject of coked egr's and ports was discussed at the Fordstar roundtable wednesday. I've used the 7.3 bore brush with success, and have a blue-point brush from an old 9.0 IH service kit that works great also. One of the service engineers went so far to suggest intake removal if necessary, which I had to do last week with the worst case I've ever seen on an 04 450. The egr, orifice/bore, the whole mess was one solid block of carbon black. Mess. BTW, it was also said that an improved service replacement egr would be available early next month. Hope so!!!

I've also given up trying to remove siezed plugs and just replace the cover. As far as I remember, my warranty advisor allows them under the basic 3/36.

I've asked parts to kindly begin to stock the breather o-ring, to which came to reply, "no". I suppose I shouldn't be surprised, as they do not even carry radiator/degas bottle caps. The recall traffic has slowed this week, with the exception of non-related cruise-control switches and butyl pads. Monday, the carrier is coming to pickup my last in a long line of 6.0 cores. BTW, my old lift died with the last install. And the only lift in the shop heavy enough for SD work broke a cable while lifting an Escape, so no TQ SHFT reworks for awhile, either. /forums/images/%%GRAEMLIN_URL%%/frown.gif

I've asked parts to kindly begin to stock the breather o-ring, to which came to reply, "no". I suppose I shouldn't be surprised, as they do not even carry radiator/degas bottle caps. The recall traffic has slowed this week, with the exception of non-related cruise-control switches and butyl pads. Monday, the carrier is coming to pickup my last in a long line of 6.0 cores. BTW, my old lift died with the last install. And the only lift in the shop heavy enough for SD work broke a cable while lifting an Escape, so no TQ SHFT reworks for awhile, either. /forums/images/%%GRAEMLIN_URL%%/frown.gif

Yes, I have found the o-ring swollen or split, also. I've had parts stock-up on them just for that reason. And yes, a few of the couplers have broken on me, too. And for once in the last 8 weeks, my bays are ambulance-free /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Yes, I have found the o-ring swollen or split, also. I've had parts stock-up on them just for that reason. And yes, a few of the couplers have broken on me, too. And for once in the last 8 weeks, my bays are ambulance-free /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

Keith, I completed my first today on a 450 ambulance that was in for an egr cooler, y-pipe/right exension, and associated gaskets. Parts let me keep the old one, so I examined it. It had a deep indentation from the intake bolt, almost a "baked-in" impression, just like the pictures. Our parts department only reserved a few harnesses, minus one more today. Yes, I'm getting a sinking feelin, too. Our area has a great many 6.0's running around, with my bay attacting a fair number as there's no other facility for 30 miles. I'm lucky, though as the service manager takes care of some of the time discrepancies and I'm not left in the cold. For my boss, it is more important to turn some competent work rather than crave the dollar. So far, so good.

Keith, I completed my first today on a 450 ambulance that was in for an egr cooler, y-pipe/right exension, and associated gaskets. Parts let me keep the old one, so I examined it. It had a deep indentation from the intake bolt, almost a "baked-in" impression, just like the pictures. Our parts department only reserved a few harnesses, minus one more today. Yes, I'm getting a sinking feelin, too. Our area has a great many 6.0's running around, with my bay attacting a fair number as there's no other facility for 30 miles. I'm lucky, though as the service manager takes care of some of the time discrepancies and I'm not left in the cold. For my boss, it is more important to turn some competent work rather than crave the dollar. So far, so good.

Thanks Keith for the informative post. Like you, I've never fancied the cab-lift route, but mostly because my service area cannot facilitate very much height. Even though the dealership was built in the early 80's, the service area is equipped to handle nothing much larger than a typical 350 pickup of that era. The SD's are just too big for my lifts, so I have to resort to over, under, and through, just like the old greasy-kid days. Once again I say, please NEVER let a 6l econo come my way!

I agree with you guys 100 percent. But, on a localized note, the main problem I have (in my bay) are 6.0's that have been thoroughly jacked-up by other "establishments", then sent to me to somehow "fix". One 450, for example, has the motorcraft long-block (most of the ones I've rr'ed have been complete new production units)and the re-assembly quality has been very poor. OASIS records sometimes do not give a fully declarative narrative of what the initial failure was, so I'm left to my own devices (which is to say, diagnostic wizard, PC/ED, workshop, hotline, anger, sweat, cursing, and frustration). In the midst of all this wasted time, however, a 7.3 comes in with a CMP failure! It was like dancing in a field of wildflowers with the sun in my hair:) Oh God, I'm delerious........... /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif

I agree with you guys 100 percent. But, on a localized note, the main problem I have (in my bay) are 6.0's that have been thoroughly jacked-up by other "establishments", then sent to me to somehow "fix". One 450, for example, has the motorcraft long-block (most of the ones I've rr'ed have been complete new production units)and the re-assembly quality has been very poor. OASIS records sometimes do not give a fully declarative narrative of what the initial failure was, so I'm left to my own devices (which is to say, diagnostic wizard, PC/ED, workshop, hotline, anger, sweat, cursing, and frustration). In the midst of all this wasted time, however, a 7.3 comes in with a CMP failure! It was like dancing in a field of wildflowers with the sun in my hair:) Oh God, I'm delerious........... /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif

Guys, Like I've ranted before, ambulance coaches rip. Have any of you'all had the same experiences, e.g., sloppy wiring/trunking/chintzy butt-splices, poor hvac taps and connectors and the like? My latest 6.0 350 engine R&R is an ambulance that is a horrendous conversion that make me shiver when I think peoples lives depend on the whole mess to function properly. A/C and heater lines are routed clumsily around shock towers using copper HOUSEHOLD piping, grille assemblies chopped-up for horns, sirens, etc. I wondering when I put this POS back together if it will even work. And get this...it's only about a year-old and was better than 100k!!!???!!! Abomination!!! /forums/images/%%GRAEMLIN_URL%%/puke.gif

Yes, I agree the E with a 6.0 (or 7.3) is a disaster. Worse for me, I've built a decent customer base with regional ambulance services...let me tell you, ambulance conversions suck X 1,000,000,000 in every manner conceiveable. We have one 03 E ambulance conversion coach that is something out of The Shining. I'm not paid enough. /forums/images/%%GRAEMLIN_URL%%/confused.gif