HGM

The issue is that we never realized this before, its always been an issue, now we have moving parts and systems that make the problems evident to the customer.... Diesel engines were not made to idle,they were made to work, and do so at optimum Tq/HP output.. They actually cool off when idling(too cold).. The fuel quality sucks, the regulations arent strict enough and the fuel is suceptible to becoming a perfect breeding ground for micro organisims.. And if anything metal sits long enough it rusts or corrodes..... Maybe there's a reason that some folks dont have problems with their trucks... Maybe they understand how they work.. I know several techs with 6.0's and love them, even with modifications, but they know how to work on them and how to treat them..

If you cannot find the number, call hotline and ask them for the number for the "machined recess" turbo.. All 6.0L turbos are going to be of this design but curently you may get old stock.. Its not an issue if the guy drives the truck.. Its mainly for the truck that sits and/or idles alot.. Fuel quality is definatly a big point.. Advise the customer to use the Motorcraft fuel treatment..A couple of tankfulls of it should make them believers...

I have heard (a monthe or so ago) MD will be compatible, not sure if the switch has been flipped yet, but it's comming.. Keith, Ford only recomends the Tough Book and a specific Dell(dont remember the number).. The reason is that each laptop is a bit unique and, you never know. These are the models they have proven to work, so they are a safer bet than others. Now, for my take on it..... I know people that have been running IDS on Toshibas and HP's(dont know those models either).. It is possible.. As a tech, I recomend buying the PDS kit..Its an awsome NGS replacement.. With this, you can also use your personal laptop if it meets specs as long as you also buy the extra cable.. This way you would have the portable scan tool for most testing and the laptop for more detail, service pubs, oasis, PTS, solitare, etc.... I realize $2500 is allot to spend, but most of us already have laptops and an update would be relitively cheap and you would know you have the tools available, no one else would be using(tearing it up) it when you need it.. I believe it would pay for itself pretty quickly... Now, have any of you guys had glitches with PDS? I (and a couple others) have had the PDS loose the PDS load magicly, overnight.. It needs to be reloaded from scratch to fix it.. Not a big deal, but annoying.. Could it be that I dont use it enough? It still shouldnt happen, but I can deal with growing pains... Just curious if anyone else has experienced it...

Just in case your asking me, mine is a Dell Latitude D6000.. XP Pro w/svc pack 1.. Unfortunatly svc pack 2 isnt an option for me right now....

I've had that happen on mine.. I loaded IDS on my laptop w/o service pack 2(so I expected a couple of issues).. Anyhow, in my case, I had to reboot the laptop with the vcm connected to the car in order for it to work.. You may have tried it already, but if not it might be worth a try...

I guess we would need to know more about the truck.. Is it a heavily loaded work truck? Used for towing? How does the customer identify coolant leaking? Is the degass bottle overfilled? Black coolant?? is it oily? Are there any symptoms other than loss of coolant? There are TSB's for headgasket and EGR cooler leaks, they may be related, but you need to answer these questions before going nuts on a diag(in my opinion).. Some of the other guys may have seen one like this, but these are questions I would ask.

The recal was only for early build '04s, with the ICP in the back.. Could this be why? Just a thought...

Yep, I like the styrofoam cup myself, but they both work..

One more thought guys, a hydrometer will not tell you fuel quality, just its specific gravity.. Ford doesnt recognize this test anymore because it is a very inaccurate way to check cetane.. The only right way to check fuel is to send it out an have it tested..

Put a fuel sample in a styrofoam cup.. If there is any gas in the fuel it will eat right through the cup.. If its diesel, it wont.. You could also do the flash test on concrete, but be careful gas will flash up while diesel will just burn..

I'll retract that statement, /forums/images/%%GRAEMLIN_URL%%/shrug.gif there is one on each side.....To keep it even, I suppose...

Do you have a way to look at your fuel trims? If so what are they? Has the light come back on since you cleaned the MAF? Do you have any other symptoms? I've got a picture for you but cant paste it for whatever reason.. The image button only wants a URL, anyone else got an idea what I'm doing wrong here??

Dude, I wouldnt be pulling the head..... /forums/images/%%GRAEMLIN_URL%%/eek.gif I dont see how it would have worked down into the pan, everything would have to be just right, theres not that much room...Did you remove the oil rail and look really closely like the others suggested? How about pulling the glow plug harness to look in there from another angle? Are you sure it went in the head, not outside? If the answers are all yes, then you can pull the pans off in the truck in less than an hour.. DONT leave it in the pan... Even if its too large to fit in the pick-up it may damage the screen or worse yet the CKP trigger wheel, you dont want to chase that... KISS is the method you need to use, you're frustrated and threatened right now, you may have missed it... Good luck, but reserve the head for the last resort..

Sorry, I think I suggested that it would work.... From what I have heard recently, there is an issue with XP.. So, maybe the next version will work.. Does it work on your WDS??

Looks like that picture was flipped... On the trucks I saw last, that was the passenger side... Yep, I can see those 2 letter air filter guys foaming at the mouth right now......

Damn....... did it have a K&N??

Quote: . Pulled the IPR and the screen had heavy deposits of "guck"... replaced IPR andd HPOP... guess what... Question... why on earth would 8 nearly brand new injectors start puking at roughly the same time??? Any thoughts? [/QB] Jim, My vote is in your description.. That "guck" went through the injectors too(well partially)..it surely wiped out the spool valves(in my mind).. Did you look at them? I know your not supposed to, just currious..

Cetane, EGRDC-Duty Cycle.. Keith, Arent we looking for max boost and EBP? Its hard to tell with the pointer where it is.. Which one showed max? I'm more curious about the tight 17% on #2.. It seems logical to be that we would have less VGT needed to retain EBP with no EGR flow..On the other hand, isnt 1.2v a little high for a closed EGR? I'm thinking .9v should be completely closed.. Have you got IAT 1 & 2? Good job on the recordings, looks like you hit the button at the same time each time.. Is there a way you can post the live recordings on here and we can pull them down ourselves and look at the whole file?

I would think: APP,ECT,EOT,load,EGRDC,EGRVP,VGTDC,MAP,BARO,EBPV,EBP,& MGP.. Those should give a good idea what the conditions are..

We've had issues with it being blown open when its slightly open already.. This is why the spring pressure is so high.. If you monitor the EGRVP and DC, you'll see that the valve will barely move(or not at all) before 30%.. I have a hard time saying its impossible, but I douubt it will blow open from BP.

Sounds good... My gut says, boost will remain the same... I dont have a problem being proven wrong.. When you stop learning, you might as well find another career..Keep us posted..

Well, This topic allows for allot of speculation.... The latest info I have, shows that the PCM will command the VGT to cycle(like a monitor test) with the EGR closed, while closely monitoring the MAF. While the MAF and MAP change with the VGT cycle, the PCM can calculate VGT operating range(see if its working).. Basicly, we are now using MAF and speed density on the same truck.. The PCM knows what it commanded, now its watching the MAP and MAF to verify it, rather than the EBP.. When the EGR opens, we have no idea what the flow is.. IAT 1 & IAT 2 are indicators for diagnostics, not nearly accurate enough for the PCM to verify flow %... Honestly guys, I think we're giving the PCM too much credit.. The VGT and EGR are separate systems working off the same input(EBP).. This has caused troubles since day 1.. The VGT see's EBP drop, so it wants to make more(it has no idea why it dropped).. If EBP goes up, it opens to bleed it off.. The EGR does what it wants to by monitoring the EBP, if it doesnt see EBP change when opening, it opens more.. When it finaly snaps open, its flooded with EGR and the VGT must compensate for the EBP loss.. This is how the old system works, not nearly as sophisticated as we would like.. The two are like an old married coulple who live in the same house, but have no idea(or care) what the other is doing..

Very good explanation Keith .... This also explains why the EBP was phased out on the '03s /forums/images/%%GRAEMLIN_URL%%/wink.gif ..

It very well may be an assembly lube issue... One of the problems found with some of the new ones is that when they sit on a shelf in the parts dept(non climate controlled)the temp and moisture changes are a great oportunity to rust..