HGM

The trick to the air test is to make sure you give it time to blow the oil out of the rails.. A stethescope is a must.. A hose will work, but stethescopes are better.. If you completely understand where all the parts are and systematicly listen along the whole system(that you can get to) you will find the leak 95% of the time with shop air.. I also recommend using the block heater to your advantage.. Plug it in before you go home and test it the next day.. You can listen arround 7 and 8 push rods to decide if its one side or the other before pulling the turbo. If its one side, its probably the standpipe. If its both sides, its probably the connector/J-tube, or branch tube.. You can then air test it with the turbo and HPOP cover off too(just dont use the ICP hole on '03/'04).. I'm a firm believer in this test and rarely use the block off tools, but together they are great for hi pressure leaks..

I've seen a few with the ICP harness shorted on VREF.. In earlier models, this would cause a PCM reset and shut the truck of, with the new PCM, it will just kill one VREF circuit and the truck will continue to run.. Look at all of the VREF circuit on the APP side.. Just a thought, good luck..

17 PSI if I remember correctly.. Check the book , there's plenty of good info here.. Good job Keith /forums/images/%%GRAEMLIN_URL%%/rockon.gif

Quote: Kind of funny that International Never Installed this Injector in any of their designated T-444E'S Just Ford PSD applications.One has to think what the Real issue was. [/QB] Interesting...... I've never heard that(just assumed they did).. So, do you hear any audible knock on them? The storywe hear, and it makes sense to me, is that since #6&8 fire so closely in the firing order, the HPOpressure is momentatily depleated so as to slightly lower the effective injection pressure on #8.. The LL just stutters the injection long enough to stabilize the HPOpsi and allow the injection pressure to be more consistant with the others... The knock we are hearing is a fuel knock and it fixes them, so like I said, I tend to believe it but wonder why Nav wouldnt have the same issues.. /forums/images/%%GRAEMLIN_URL%%/shrug.gif

My question was more to the likes of: I wonder if Cat borrowed this technology from Navistar, since the PowerStroke HEUI was a Cat design in the first place..?..

Hey, thats refreshing....... What engines and causes?? Dont mean to hijack, but its nice to hear its not just a Ford thing..

I've heard Ford produces 300,000 Diesel trucks per year... Something to think about huh? Wait till we start seeing some smaller stuff too..

In general, the front & rear covers and fuel pump systems are the only differences(physicaly).. The HPO system is the same.. The branch tubes are pretty common accross the country, thankfully most techs dont see them too often..Maybe the history would show that the coupler had been replaced in the past?? These things will torque the branch tube pretty bad and cause it to crack IMO.. I dont see how its possible, let alone practical to try try it in the truck /forums/images/%%GRAEMLIN_URL%%/banghead.gif .. My vote would be to pull the engine, especially for the first one so you can get a good idea of what your looking for.. When you pull the bolts out, fish your magnet in through the back cover(have a helper assist).. Its much easier to catch the bolt from that angle because you can get hold of it before you pull the torx out of it..

Quote: Then again, what model years are getting the "new turbo" with the under cut unison ring? Nah, that couldn't be... just thinking out loud. [/QB] That would be my guess, maybe next call to hotline could answer that question for sure??

I think we all feel that way sometimes....

Quote: now if we can only find that Turbocharger booklet in PDF... Didnt you find it on PSC? Its listed under the Diesel Diagnostic Aids... I'm not sure if the link will work, but here it is: http://www.fordtechservice.dealerconnection.com/vdirs/subsites/diag/6lvgtguide.pdf

Quote: Ford has offered us lots of resources... perhaps we should spend some time perusing them. Personally, I was surprise when I clicked on this link tonight.... I'm sure I saw it there before but didn't act on it... [/QB] Jim, Unfortunatly in this bussiness, sometimes we get caught up in whats in front of us and cannot see some of the things that may not jump out and smack us.. I would recomend to everyone, if you arent accustomed to it already, visit PTS/PSC often.. There are always new things poping up and there may be stuff that wasnt exactly the reason we went there to begin with.. They provide surveys from time to time too, immagine "big daddy" wanting your opinion.. Also, FYI, all the classroom and self study books are available there as well.. BTW, those coffee table books have been around since '94.5 . Its hard to find the old ones, but they were out there..

Keep an eye out on PTS/ PowerStroke Central.. The 6.0L books can be downloaded there(last I checked)..

You never know...... I had a much better article, that I found somewhere, but cant put my hands on it now.. This may be interesting reading.. http://www.nzherald.co.nz/section/9/story.cfm?c_id=9&objectid=10389817 http://www.just-auto.com/article.aspx?ID=87892&lk=dm http://blogs.edmunds.com/Straightline/category/cat.Trucks

I would recomend checking the piston protrusion since you will have the head off.. It should stick up about .030" on all cyl, above the block at TDC.. If one is lower, its likeley bent a rod..

Good points, this provides a good reason to look at the voltage PIDs as well as the pressure PIDS.. As you stated before, the voltage is the actual reading and the pressure is the processors interpretation filteresd and delivered to the scan tool..

Jim,Its been in the strategy since the '94 PS to give a default value for the ICP.. Is this what your refering to? When the PCM sees an open circuit in the ICP harness, it will substitute a 725PSI(7.3)and 850PSI(6.0L) reading, if I remember the numbers correctly..From there it will use the AP to give an idea where the ICP should be.. Sometimes we miss stuff, it happens... I may be wrong as to what you're describing though, so maybe this will be of some info to guys that arent aware of this strategy.. PS, glad you found it!! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

/forums/images/%%GRAEMLIN_URL%%/laugh.gif Sorry, didnt mean to /forums/images/%%GRAEMLIN_URL%%/poke.gif push that button /forums/images/%%GRAEMLIN_URL%%/laugh.gif ...I kinda figured you sent them /forums/images/%%GRAEMLIN_URL%%/thumbup.gif I think we all get frustrated with some of these things... BTW, you have a PM..

I've personally seen 2 oil resiviors leaking. Both were '05s though.. I assume you have Hotline involved, right? They need this info..

I havent tried it before, but can you rig a cyl leakdown tester? I'd be interested in where its leaking to.. Do you get blowby out of the crankcase filler when cranking? The pan shouldnt take too long to remove, that might tell you something

Everyone will likely have their own recomendations. But in my experience, if the truck is run like it was intended to be run(not idled excessively, not used only to tow the camper every 6mo, not used as a short trip grocery getter, not overloaded) with a good fuel additive and good maintenance records, the customer wont see many issues at all.. Since your fleet made it to the 140k range without turbo issues, I'd say you're probably going to be fine.. If you have a symptom, then I wouldnt hesitate to clean it before replacing it though..

Good point(I like the HPOPsi idea too).. But on a serious note.. The KA test may need to be done multiple times. If you feel it may be a turbo sticking, it would be a good idea to get it HOT. The best way to do this is to run you VGT to 85%, close the EGR and idle it up to about 1500RPM. After 10min in this condition, the turbo should get scalding hot(more so than usual). If you run the KA test after its super hot, you are closer to duplicating the operating failure of a loaded truck.. Hotline should be recomending that from time to time, if I'm not mistaken.. As for the "magnet test"..... it was a joke to begin with /forums/images/%%GRAEMLIN_URL%%/banghead.gif .. Thinking that all tech magnets are the same strength, then assuming that if the magnet couldnt pull it, it must be stuck.. I didnt care for that when I was told to do it a couple years ago.. But /forums/images/%%GRAEMLIN_URL%%/shrug.gif , gota do what you gata do...

Like Hotline says: "Pinpoint test KA"........ Dont mean to be a smart #$$ but we need to make sure we actually do all the tests available(not saying you guys havent, but its important).. These concerns sound like a sticking turbo to me.. If you can watch EBP, that will also give you an indicator along with MAP and VGTDC..

Keith, Dont be surprised if you are advised to "unstick" one simply from a cost point of veiw... Your comments are exactly why Ford hasnt embraced the procedure as of yet...

I would definitly look at your oil syst, at 1200psi, what is your IPR? If its upwards near 85%, its a safe bet you have an oil leak. I would also be interested in if you have syncronization. Not sure what the PIDs look like on MD but w/o Sync and FICM Sync, the injectors wont fire(FPW will give you a clue).