PWRStrokeMaster

Check out SSM 19389 off of PTS. Looks like we are not the only ones who have seen this before.

quote: -------------------------------------------------------------------------------- Originally posted by gasgasman: It does not help that we have techs posting on the Ford PTS web site that, "I can do head gaskets on a 6.0 in 2 hrs". -------------------------------------------------------------------------------- I highly doubt there is anyone out there that can do a "QUALITY" head gasket repair in 2 hours. I know that there are lots of guys out there removing the cab and I hear once you get it down you can have the cab off in 45 minuets. after that I could see doing the gaskets in 2 hours plus reinstalling the cab for another 45. so maybe 4 in hours you could have it done and still have a quality job. I remember when I used to work on 6.5 chevys replacing injection pumps all day long. It paid 6.5 hrs to do the pump and time it and I could have it done in 2 hours if I had all the parts ready. This was after doing lots of them however. I know there are lots of techs out there that swear the labor times are bunk while there are pleanty more that claim they can make a killing on them. If you can beat em, great for you. keep it up, /forums/images/%%GRAEMLIN_URL%%/thumbup.gif just don't go posting it on a Ford site or it will be even harder for the rest of us to argue the point. just my 2 cents. /forums/images/%%GRAEMLIN_URL%%/rockon.gif

Did anyone else out there see Wednesday's Ford Star Broadcast. What a joke. Anyone who thought that they were going to get some good info on this 6.0L was sadly dissapointed. That guy on there didn't even look at the camera the whole time and I think he said the word "uh" more than he read the ka pin point test.

This info is brand new and just got posted yesterday. The ssm 19109 also changed to 19141. From what I hear, the info in the actual FSA is vague at best and much more info is available. This is EXACTLY what needs to happen. After the recall is performed the vgt has to go through a learn mode. The vgt cannot learn properly if the vehicle is not above 162 degress (temp for egr operation). It will also not learn correctly if there is ANY modifications to the vehicle or previous drivability concerns relating to the air management system. Your best bet is to get the vehicle up to about 200 deg, flash it and then cler the KAM. this step must be performed. just clearing the dtc's will not do it. Since the pcm must relearn everything it knows, the KAM must be cleared. Then the key must be cycled 2 times to complete the KAM clear. Start it and let it idle for at least 5 minuets, or more importantly the vgt cycles 5 times to complete the vgt learn. This is the point where the engine must be over 162. Now here is a little trick. If you have ver 42 or higher on your wds, there is 13, yes 13 new pids you can look at. Most of them are vgt pids and there are 132b pids as wlll as some new ebp pids. With these new pids you can actually watch the vgt learn and see if it did so. when the vehicle is idling and cycling the vgt pull up the VGTVP_LE and the VGT_OK pids. as the vgt cycles the LE pid will count. It starts at 2 and increases by 1 with each cycle. once it hits 6 the OK pid switches from NO to YES. This means that the vgt has learned properly and you can go on a test drive and check for any issues. If it does not switch to YES, pull up the EBP_INF_F pid. if this pid reads a 1 or YES, this means that there is an input not correct for the vgt to learn (EOT>162,MAP,MAF). If this is the case then further diag on those inputs is needed and most likely there will be a code. This recall is going to really try a lot of technicians patients out there and the recall never had the info in it that it needed. Hopefully this info will soon be on Power Stroke Central or in a tsb. For now, the only way to get it is to call the Hotline. Good luck, we all need it. /forums/images/%%GRAEMLIN_URL%%/mad.gif /forums/images/%%GRAEMLIN_URL%%/banghead.gif /forums/images/%%GRAEMLIN_URL%%/smhair.gif

ANY modafications to the intake will give drivability issues as well as a leak in the intake tube, plugged air filter or a dirty MAF sensor. big downpipe back exhausts are also going to affect drivability. On top of that, the MAF sensor is much more sensitive than the ebp ever was and the MAF is now in control of the turbo operation, egr operation and inferring the ebp reading. After the reflash is performed, the pcm needs to go through a relearn or the truck will not run right either. the info is in ssm 19109 and needs to be followed to the T. even after all this is done, if there is an intermittently sticking turbo or any of the above issues, there will be problems. Always seem to find this stuff out the hard way but not much can be done now.

I agree with everyone that we need some type of NMT before this unit hits the showroom. I also agree that times are very hard to beat unless you "work" the R/O or do shorcuts but claim full diag times. Even then you may just break even. It seems like ever since the 6.0L came out, good diesel techs are hard to come by. The ones that know how to make money have moved on to where they can, leaving gas drive techs, Service Managers and "helpers" repairing one of the most expensive and problematic engines Ford has ever owned (I say owned because International made this pile). As for everyone dreading the new 6.4 and future engines after that I say this; Ford knows they made a mistake with 6.0L. Hopefully they will not make another with the 6.4. I know the release date has already been pushed back to Jan 07 for the 6.4 and there will be 2 engine removal processes for regular pickups (cab off) and cab/chassis (cab stays). As far as training goes, one can only hope that we can get at least 2 techs from every dealer as a requirement to train on this engine. I highly doubt that Ford will require everyone who fixes a 6.4 to have NMT but there should be some minimum standard to uphold to be able to work and get paid by warranty. This would put the fire under Service Advisors and Shop Foremans to allow us to train.

Jim, It takes 325 degrees of eot to melt that pipe down. Too bad this engine has no overheat protect and if the coolant blows out enough to drain below the sensor, the gauge wont go hot either! Have seen this before and hotline said to get a drop in because every o-ring in the entire oil system is now damaged. CRAZY!

I agree with AMCTech. IHC is an engine and truck company that builds ther own products. Ford subcontracts them out just like Dodge does Cummins. Since Ford cannot compete with Chevy and Dodge with the ICH engine in stock form, they have to "juice" them up. A stock IHC 6.0L puts out just over 200 hp while the Ford 6.0L puts out 350, BIG jump. Yet both can yeild the same torque rate. Throw a chip on top of that and you are asking for it. as far as the gaskets blowing goes, the updated ones have been out for while now and are just slightly thicker (never see it with the naked eye). also the torque sequence has changed. If you replace heads, make sure they have the "Certified" X on them near the exhaust ports.

I dont know about anyone else out there but I am sick of seeing people trying to scam ford by blowing there trucks up with modifications and then we have to replace heads, injectors and even engines so they can do it all over again. We all know there are pleanty of 6.0L vehicles out there with 6-guns, BD Power products and "Plug-n-Play" tuners on them. I am trying to find a more difinative way to prove the vehicle has a chip in it. If anyone runs accross a 6.0L that you either know has one or suspect has one, could you let me know what the Mode 9 data looks like. Since there are no codes to tell if it has a chip, I am looking for other ways to find this out. Thanks. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

The normal boosting range for any 6.0L 03-04 is 22-25 psi. you may see it spike higher when loaded down or climbing hills but if it consistantly boosts over that then there is a problem. on 05-06 vehicles the boost spec increased to a max of 28 psi which is commonly seen in loaded conditions. ebp tubes can plug up or "restrict" the air flow to the sensor. also making sure the map, baro and ebp all read within .5 psi koeo is critical, and of course the turbo vanes can stick too. /forums/images/%%GRAEMLIN_URL%%/rockon.gif

4C4Z-8592-AA Hose, also available in the 3C3Z-9433-AA kit, which includes the intake o-ring and exhaust flange gasket.

The way the 6.0L calibration has worked is that by diconnecting sensors the pcm will go into a "default mode" for that system. If you unplug the icp, the pcm has no back feed at all so it sets the ipr and icp at a preset value and as long as the system can produce the desired pressure, it will start and run. same way to check for a surging vgt by disconnecting the ebp sensor. it will set the vgt to a "default" value. I however do believe that a vgt sensor would be nice. It would save diag time and dealers getting charged back for unnecessary turbo replacement.

Another thing to keep in mind is the cac clamp comming loose. I have found that if the calmp is torqued and then the vehicle driven hard, the clamp will actually need to be re-torqued when hot. I have gotten up to 5 more turns on the clamps when hot after I torqued it cold. Just an FYI.

The 07 prototype in the pictures on the other forum was at our facility and there were quick connect fittings on the brake lines and a/c systems. looking under the hood, there is no way you will be able to service half the parts on that truck without removing the cab. between fuel coolers, 2 cac's, dual stage turbos and 2 egr coolers, that engine is covered!