forddieseldoctor

I'll peek at the oil pan on Monday, but I'm gonna guess no. Since this truck is really clean. I can't get approval to dump the oil. It really sucks. I'm gonna be pissed when that's what actually fixes it after I've wasted a whole bunch of other time on it.

Forgot to add. Running 33.5% max on ipr and 2700 psi at wot accel.

I got a 96 F-350 with just shy of 200k on it. Came in from another shop. Rough idle hot, bucks when cold and lack of power towing Took it for a long road test, got it to buck a couple times and got a few recordings of it. The only thing that I noticed is that the ipr dropped about 5% less than 1 second before the rpm dropped. Also noticed that it had a lack of power at mid throttle, but once I got into it hard enough it cleared up. No codes present. Didn't run the oil aeration test or the crankcase pressure test.(They get weird about running trucks at wot at my shop) Swapped known good icp sensor, cam sensor and idm. All with no change in the way it ran. Fuel pressure was at 60 psi at idle and never dropped below 40 on hard accel. Boost was only getting to 7 or 8 psi. Ended up re-ringing the injectors. (Did find some bad o-rings.) Also replaced the wiring harness on the fuel bowl since there was no insulation left on the ipr wiring and I also replaced the fuel filter restriction switch for a leak. Took it for a road test and it had normal power, was building normal boost and I did still get it to skip once on accel from a stop sign. Customer needed it over the weekend. I recommended that he change oil since it was black as sin and there was no windshield sticker. He called the shop and said he didn't even get 10 miles down the road and that nothing was fixed. Truck came back this week. I managed to find out that the customer is claiming he's towing 26k. The truck does not have a chip. I took it for a good long road test and after about 20 minutes I manged to get the real issue to show up. When you accelerate hard repeatedly the truck starts to run like crap and starts surging and looses power. Ran back to the shop, said the hell with it and went and hid behind the shop and did the oil aeration test. It failed miserably. ICP stayed at 2600 psi, truck ran like crap once it got the rpm's above 2500. Service manager called the other shop to tell them that we were gonna change oil and retest. They called the owner. Owner states that he changed the oil over the weekend as we recommended. I look at the filter and the color and condition of the oil on the dipstick and agree that it is fresh oil in it. Owner states that he used Rotella T 15w-40. Swapped in a known good ipr valve and reran the aeration test, with similar results as before. I do believe that it is an aeration issue since when you let off of the throttle from running it at wot for anymore than a minute it stalls. I can't get the owner to let us dump his oil and put Motorcraft in it. I talked to another Ford diesel tech I know well and he told me to dump another gallon of oil in to overfill the crankcase and rerun the test. If it passes then I got a cracked pickup tube. Is this something that actually happens? Anything else that can cause these results on the aeration test?

I will agree with that statement. I've had 2 03's with the latest calibration and severely stuck turbos that I have witnessed the egr valve opening and closing rapidly when they were over-boosting. (Causes one hell of a nasty surge.) I'm kinda shocked they didn't derate. And I know that the 05 and newer will derate when they detect over-boost.

I don't think it's so much that they aren't large enough. I think it's that they didn't put anything on them. Or they loctited them in. I laughed when the directions said to use loctite on the bolts into the egr valve, then I smeared them up with anti-seize and screwed them in, The shop manual states to apply loc-tite only to the bracket bolt that goes into the egr cooler. egr cooler 21.jpg This is extremely important and must be done to prevent the bracket from coming loose, allowing the egr supply pipe to wiggle around and break, and then set fire to the surrounding plastic bits. Oops. I'll have to catch it at the next oil change. I ain't too worried about it. They do all their maintenance with us.

I don't think it's so much that they aren't large enough. I think it's that they didn't put anything on them. Or they loctited them in. I laughed when the directions said to use loctite on the bolts into the egr valve, then I smeared them up with anti-seize and screwed them in,

How do you get to the brackets and harness on the back of the cooler if you don't pull the intake?

It wasn't an ecoboost, but I had an aftermarket air filter giving me a rich code on a 5.4 in a superduty.

Replaced cluster and programmed new cluster through shop with IDS. Everything was normal as soon as I plugged in the new cluster.

Do the side turn signals in the back edge of the front fenders work properly?

Had a companion on a test drive today. She didn't have much to say.

What is that in there?

Whole assembly

This is exactly my point. Its a size offered by ford on the same line of vehicle but because it was not "ordered and built" with that particular size they will not let you program to that size. Also what happens when a particular tire size is no longer available? or if we want to get more critical what happens when you can not buy the exact same brand and size tire as it was built with? If you look at revolutions per mile for each brand of tire it can vary greatly even if its the exact same size. An example would be BFGs, they are known to be smaller then a comparable tire in the same size.... Same here and there is probably some retarded rule out there that makes it far more costly to give us the flexibility to change tire size then its worth How many people actually put the original tire back on when they wear them out? Especially if they didn't last more than 10,000 miles.

I got to split a clamp style 03 today. Too bad I didn't catch that it was a clamp style until today. I saw the bolts and said it's a bolted one and that's what I ordered. I figured that the clamp ones had another v-band clamp. I'll get a pic of the whole thing assembled when I get the correct chra tomorrow. I apologize for the crappy pics. I didn't realize how bad they were until I got home. I might try to re-take them tomorrow as well. You can see the diferences from the bolted 03 chra sitting on the bench behind it. Compressor housing is completely different. These are the clamps. The get bolted on and hold the compressor housing onto the chra.

I have a suspicion that it's more of an emissions thing with the tires.

Are we venting today? That truck hasn't been back for me to do anything else with. I keep bugging the service writer to get him scheduled to get his vibration taken care of.

Ah. Gottcha. I was thinking the pump itself was failing.

That's way cooler than anything I've had in a long time. I got an 03 6.0 with a stuck turbo that blew a cac tube apart on the road test. An 04 6.0 with headgaskets that are bad enough that it pressurizes at idle. The system held 25 inches of vacuum for 20 minutes on a cold motor. Also needs a ficm, 2 injectors and an oil filter base for a leaky anti-drain back valve. Had 2 6.7's with the good ole p0401 code today, but those both left for now.

I agree that all the reflash is doing is changing the way that the computer handles the data, but in my opinion it does actually fix the issue at hand. But isn't P0088 fuel rail pressure too high, not too low?

Check your main harness by the left valve cover. I've seen some issues with rubbing there. I also had a bad vref splice on a 97 that would stall that was in the same area of the harness.

Are those the bolts way down in the valley that break? I got my first 2 trucks with restricted coolers I diagnosed today.

Hmm really. I've flashed quite a few of them in the last 2 years and haven't had a one come back for any other fuel system issues.

Um... I have seen quite a few 6.0 radiators that leak at the top tank seam. Both F and E series. But still not near as many as the 6.4's and 6.7's.

It must have been carbon cause when I did get it out I could see nothing wrong with it.