Matt Saunoras

I've got one now, P2291. Only builds 600-700psi of fuel pressure and it takes a lot of cranking to get there. frp .49v koeo. I'm not getting any flow from the high pressure bleed tool wierd part is the low pump was shot and wasn't working at all, put a pump in it, now have good low fuel pressure and verified no inlet restriction. no water that i can tell, filters are new, not even a spec of dirt in the secondary housing. i'm going to have to mist test thing thing though. it's cranking very strange, like it hits a hard spot every revolution, maybe it's trying to hydrolock

I see that with 3.9L lincoln LS harnesses all the time. The damn connectors and retaining tabs get so brittle there's almost no chance of getting the wiring apart without breaking something

yes I did hear that, but I never heard how effective it was.

International says they can't get me a ficm harness. When they run the number it comes up restricted, probably can't buy one through them anymore ICP/EBP connectors are approx $11 a piece

thanks Keith, I'm gonna give international a call hear and see what they want for one. I think fords cost is around $150

FICM harness 5C3Z-9D930-A anyone cross reference that number?

Yeah, I'm fairly lucky I have it good with my parts guy. Some of his wholesale customers get 10% over so he figures atleast employees should get it. Company policy is 20% though

Keith you've been with one company longer than I have been alive. I've been with the same company for 5 years now. started out at the lincoln store, now at the ford store, its the only place I've ever been so far. No idea what else is out there one tech I'm friends who has 1 year less experience than me has been to 4 different places now, trying to go to #5 as we speak. how does that saying go? same grass, different field

I would have changed out the ICP connector too if the damn thing didn't cost $55 at cost +10%. Actually I believe a ficm harness is cheaper than that damn pigtail. I'll have my parts guy call down international and have them get me one. btw Keith I forgot about checking the load pid until today. Warm idle I am right at 21% I wish I could find out more information about standpipe concerns. It seems like one of those things that you might not even notice unless you were really looking for a problem. I've put about 30 miles on the truck now and it definitely seems to run smoother (probably in my head)

Standpipes fixed that hash I was having. My ICP variation is less than half of what it was in the old screenshot Honestly whether it's a viable test or not, the old standpipe check valves were much harder to blow through than the new updated ones I put in (12mm hex as opposed to the original 10mm) My dummy plugs were just starting to wear out on the bottom o-ring. Changed those too

we had an 03 round cooler go back the other day, parts said there was a $150 core

will do Keith, thanks for your input. same for you too cheezit The FICM is farely new, it constantly reads 48.50 or 49.00v

I can't remember IPR exactly. It is in range though, low 20% area thanks for the advice so far Keith, the skips are an IDS issue then, when I run playback on the event the needle jumps over them. Thanks for confirming this. I am going to play with the truck a little more tommorrow, otherwise really it is running fine. I am a hypocondriac when it comes to this thing. If i can actually verify and repair the occassional fluctuation I will let you guys know what it is

Here is a couple screenshots of my ICP_V This is a cold start after sitting all day. Notice the voltage reads relatively smooth up until about -1 second This is what I was referring too with the erratic readings. This is a cold start idle. it's not surging but not entirely smooth either. This is idling after I did a 3 mile run and the truck was warmed up I pissed with the icp connector plugging/unplugging it in a few times and my koeo voltage reads a steady .23v now . cheezit funny you mentioned that, my ICP wires are practically stretched from the harness to the connector. they're really pulled tight. I'll likely never get a screenshot of the truck actually acting up. It's done the idle fluctuation twice in a month now. edit - the actual links are bigger pics if you click them http://img845.imageshack.us/img845/3343/icp2.png http://img96.imageshack.us/img96/1897/icp1.png http://img804.imageshack.us/img804/749/icp3.png

I might have read it here or on FMC, something about a step skipped in the valve making process? either way glad that damn thing is out of my stall

Yeah I did run across your ICP hash pic. I am going to get a screenshot of mine tomorrow, it looks nothing like that

Here's a crude(very) drawing thanks to mspaint truck idling the ICP_V is right where it should be but it looks like this. IPR% was good also I've been running 5w40syn for 3 oil changes now. The truck doesn't seem to have stiction issues, I can't identify any particular cylinder(s) causing the problem I had previously wiggled the ICP connector to see if I could get any change out of the reading but nothing happened. One of the main reasons I just let it be

Do any of you guys have a good screenshot of what ICP_V should look like? I've been having some weird issues with my 06 lately (62,000 miles) and I'm leaning towards an oil pressure problem. It's intermittently stumbling/ fluctuating only at a cold idle. Lately at a cold start it seems to lumber to life, it makes me think that a rail may be draining back. A warm start will always fire all at once like it should. My ICP_V is very choppy, not sawtoothed like you might see with a hpop concern, but erratic like a high frequency pattern. Occassionally the pattern will flatten out for a half of a second then continue. There has never been a hard start/no start concern, it always fires every time and my koeo is always moving between .23-.24v I put an new ICP in it but left the original connector because the old sensor was not leaking. Today I ran it up in neutral semi-cold and it just seemed to run like crap around 1500-1800 RPM. It won't flag any misfires(nothing in power balance, mode 6 etc) but it just doesn't run smooth until it gets higher in rpm. I'm going to pull the IPR tomorrow, it has a new screen and o-rings from when I did the high pressure connector 6-7k miles ago. I just changed the oil yesterday too. I have 2 standpipe kits and dummy plugs I'm going to toss in it this weekend. I'm not sure if it could be a check valve in one of the standpipes causing a problem. The PC/ED is kind of vague in determining check valve failure Any input you guys have would be greatly appreciated. Also, I did not check fuel pressure yet but I will tomorrow, the truck does have the blue spring in it. It had 66psi when I put the regulator kit in it but that was last winter

this ^^^ rarely do I get paid adequate diagnostic time. I think that speaks for most of us too

Man I'm so burned out right now. In 5 years I've never considered taking a vacation until today. I got asked to go in saturday too just to get caught up. Have fun on your trip man

Now that I threatened to quit and subsequently got a huge raise there could be someone that comes along offering to work for less. Anything is possible

early. may, 2010 hotline suggested I submit prior approval for a long block. I did and they didn't have any problems. This truck did have a leaking primary water pump and I mentioned that it would need addressed too

Brad, the mountaineer has the #10 low intermediate sun gear bearing cracked and wore into the case. Those were pieces of the case I found in the bottom of the pan. The sealing surface for the output hub shaft seal is all messed up as a result. Also one of the planets in the overdrive gearset is worn completely out. #12 bearing is damaged as a result. Overdrive servo bore is worn nicely too Stick a fork in it, it's done

This one came in on the hook Monday. F-550 cab n chassis misfiring like crazy on 1,2,3 and sometimes 4. Scanned dtcs and right away it hit me, #3 glowplug circuit code. 3 was the most dead of all of them, it never once fired relative showed it down 22%, when I pulled the glow plugs out I found this That's never good. Manual compression test showed nothing for #3 and #1 was down 1/3rd from the rest. left bank was fine. So I'd heard about exhaust valves cracking but I never expected to find this You can see severe metal transfer on #1 and slightly on #2. Exhaust valves are cracked all over the place so I pull the left head off. Every single cylinder in this engine has atleast one cracked exhaust valve, many have both cracked. Got prior approval for a long block. Also the primary water pump was leaking on this one and it does have a EGR stuck open code in it.

I started out taking basic classes at community college then planned to transfer to pitt for engineering. Never made it past calc II, started the asset program and the rest is history I don't remember what I wanted to be when I was a kid, hell most of you would still consider me a kid