snw blue by you

This just plain old sucks. Funny thing is I am currently replacing the harness in an 04 550. One the local truck dealer said they did, but DID NOT!! This truck has been to 5 different dealers between CT & FL. and no one was able to fix it or verify it, LAZY F*@KS, ALL OF THEM ! And to think some prick got paid to lie, and some clown at another local dealer said "I know something is wrong with it, but I don't know what" Needless to say I have halted the install, i'll be damned if I replace this one again, because this harness may still have issues. 7 minutes till the hotline opens. God I hate my job! /forums/images/%%GRAEMLIN_URL%%/banghead.gif /forums/images/%%GRAEMLIN_URL%%/puke.gif /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif

Recently? R&R bank 2 head due to broken rocker arm,also replace inop turbo due to lack of use [460 miles]hehe, bent the pushrod like a question mark! By the way, take the cab off, and with some foresight, you won't have to open the brake system. Three other turbos, 4 y-pipes, and a number of injectors. I have to tell you, working on this motor with no body surrounding it was something of a liberating experience,it was actually pleasurable, but now I also understand where Ford came up with it's labor times.

Once those boys w/ their ratty old Econoline recover their canoes, they'll be by to drag that 3valve Expedition to the dealer to have all the plugs removed and blow all the fuel out of it. And if the owner is lucky he won't have any engine damage, and the longest he and his family will waste of their vacation is a few days waiting for the injectors. HA! /forums/images/%%GRAEMLIN_URL%%/poke.gif

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I did check fuel pressure and it was at 50 psi. When I spoke with the hotline, they never mentioned anything about this, in fact when I had a Navistar engineer w/ me awhile back on a different truck, that is what I had for pressure, which he felt was acceptable. This injector was a reman installed approx 4,000 miles ago by me. One thing I noted was the o-ring at the junction was cut. I am wondering if this was just a poorly rebuilt unit, though the fuel pressure issue has me intrigued /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

One of my problem children has come back again with yet another miss. Number 3 low and cyl.cont. Removal of the oil rail revealed the problem, the injector was split in half. One screw is missing and the other is broken in the body[Jughead's first day on the job?]. Has anybody seen this,and if you have, did you recover the missing screw/head? Is this thing a grenade waiting to go off? /forums/images/%%GRAEMLIN_URL%%/banghead.gif /forums/images/%%GRAEMLIN_URL%%/puke.gif

Guys, I don't have alot of experience w/ chips on the diesel [1] and that PCM had to be replaced, but I do have a great deal of experience w/ them on Mustangs, and yes they can create an alzhiemers type issue. What I find mostly is the boards were not prepped properly, nor was the PCM/user grounded when performing the install. It is amazing what static electricity can do! As well, I find very few people disconnect the battery when removing/installing the PCM [voltage spike]. Lastly, where chips are concerned, contrary to popular belief, one size does not fit all. Unless I am performing MAJOR modifications to a car, I steer my customers away from chips, and then we are talking about 500.00 min for the chip and upwards of 1000.00 or more for custom profiling and dyno time. Flash tuning is where it's at, but I still don't think it's needed for the majority of PSDs out there. As was stated in a different post. If these power levels are not enough, you probably bought the wrong truck! /forums/images/%%GRAEMLIN_URL%%/hammer2.gif

The 6.0Ls I service that have exhaust systems all sound like jet turbines,especially just off idle.Kind of cool actually.The big question is;Why does he think the EGR has anything to do with it?Seems like the pipe is not secure at the turbo and he is hearing a leak.The turbo-back exhaust will have no effect on the EGR operation and vise-versa. If there was an issue at the manifolds or up-pipe, that would be a different story.

Can I make this any clearer: Change your oil & filter every 3,000 miles, end of story! 1 hour of operation equals approx 30 miles driving, change your oil & filter every 100 or so hours, end of story! To quote an old Ford service poster "This is not rocket science,but it's close"

I have tried both ways, and have come to the conclusion, that it is just easier to remove the compressor than try and fight with the harness. Note: I did not say easy, but easier. I use a 10 & 13 gear rachet, or something similar One w/ a swivel head seems to work best. /forums/images/%%GRAEMLIN_URL%%/boxing.gif

I am not really familiar with the Cummins, so I can't say. /forums/images/%%GRAEMLIN_URL%%/shrug.gif

Just slightly more info. Injection is going to be common rail with something between an IDI and HEUI injector w/ rail pressures around 30,000 psi,and a fuel cooler. Relocated EGR feed to lower temps, and two cats. also the turbos will be fixed displacement, can't remember if that was mentioned /forums/images/%%GRAEMLIN_URL%%/poke.gif

While I don't disagree with the procedure,I only check one bank at a time, due to this I also do not have to disable the FICM or pump. Since I have a fuel pressure gauge attached to the test port[You are checking fuel pressure,aren't you?]I install the test port plug in the filter housing. This will also allow the engine to run on one bank, which should also help indicate what bank is the cause of your miss. Just my 2 cents. /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

I just want to let those know who are interested, concerning a previous post[6.0L miss] that after untold hours of diag, hotline conversations, parts replacement, and a few days with a Navistar engineer, what was causing the miss was debris caught in the bank 1 oil rail check valve. This was an item that was replaced early on[both sides],but ended up getting recontaminated. after replacing the first time, the engine ran fine for about 20 min, then the miss returned, as a result tunnel vision ensued and all kinds of parts were replaced to no avail. The Navistar rep was then sent, and I have nothing but praise for him! It is not that he did anything special, but he had a unique perspective of his engine that the Ford techs do not. After performing all the basics again, he was convinced that the issue lyed with the check valves[iCPV signal fuzzy, erratic switch rate, voltage good for pressures]. Now, he did ask me at least 5 times whether I had changed them, and initially this was annoying, but it was explained to me that most calls he goes on, he finds, things were not checked or done as instructed. Fair enough. I produced the originals and said I would be more than happy to remove the current set, which upon removal showed another piece of debris. A piece of metal approx .030"thick and about 3/16" in length. A HPOP piston return spring! I will save you the details of the repair, only to say the vehicle is repaired and the customer is happy. I will say however, I will no longer take for granted that a replaced or serviced part couldn't possibly be the cause of an issue. Obviously the pump is the base problem in the story, and the check valve being held open at high RPM causing the miss, was the symptom. I can only blame myself for not paying more attention as I went about my diagnosis, a mistake I will try and not repeat! /forums/images/%%GRAEMLIN_URL%%/poke.gif

Well said!Come to think of aftermarket mods, what is the general consensus on engine brakes? Good or bad?It has always been my understanding that on the PSD, these are a big no-no, but I have not advised anyone either way.I mostly see intakes, exhaust, chips, and usually poorly installed gauges [wiring]

You didn't read my post on the dummy EGR on 6Lps, did you? I know I'm just a mean old prick! Seriously though, I am all about high performance, albeit my specialty is late model Mustangs and modular motor performance. On a nearly daily basis I get asked the question, " Will it void my warranty?" The rules are pretty simple, if a part or system fails due to modification, then yes, but it is only that part or system, not the entire vehicle warranty. You guys said it best. If you want to play, then you've got to pay, or at least expect to. In the Mustang market, Ford has worked pretty closely with a number of manufacturers, and the resulting products are well designed and fairly bullet proof. Quality installation, sound/knowledgable advice and some common sense on the customer's part also contribute to vehicle service life and a happy customer. Just my 2 cents. SNW FORD HIGH PERFORMANCE LLC.

I would have to agree. Glow plug harness,CMP,and oil filter lids, but I have not seen failed oil coolers. Jim, how many miles/KM on these trucks? and any particular year? As far as oil leaks, this thing is much better than the 7.3 overall. I have got my customers in the habit of washing their engines a couple of times a year, which helps immensly. When I was a kid, someone older and wiser than me said,"A clean engine is a happy engine". /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

From the horses mouth [Navistar] 6.4L w/ twin turbos, and a release date of '06. No other details, other than it won't be like the 6.0 PSD. This could be good or bad thing. I was also told Ford has decided to pass on the 4.5L for the F-150, and is trying to develop their own power plant. Perhaps they just want to see how it will work out in the LCF first? /forums/images/%%GRAEMLIN_URL%%/cheers.gif

Just to let everyone know, I had a damaged PCM connector on the harness, that looked as if it locked into place, but wasn't really. I swapped it w/ the one from the original harness. Still have that miss though, all cylinders, no DTCs

I'll try and keep this short. Early 03 w/ a miss, flags #3 in memory, replace inj. ok, except engine misses on all cyl. 1,800 to 3,000. can duplicate in park, does not need to be loaded. Conversations w/ hotline, have resulted in replacement of all inj. ICP,IPR,FICM,CMP and Crank sensors, and EGR. All of which made no change. All specs were where they should be, but ICPV looked erratic, as if there was RFI. In case you're wondering, all tests and checks have been done, nothing skiped. After sending recordings, it was decided a wire harness was in order. Now it dosen't even start. No RPM, and sets ICP,IPR,VGT,EGR,and FICM DTCs. The PIDS all look like BS. ICPV = 3.0VDC - KOEO. Keep in mind, this truck started and ran, before the harness replacement. Any ideas are appreciated. /forums/images/%%GRAEMLIN_URL%%/banghead.gif

What's really funny is Keith's smiley face! Thats some funny stuff, I can't stop laughing! But seriously, I've had a few yoyos that insist on putting gas in their diesels. I find mostly, it is employees for landscapers. Makes me wonder how long they keep their jobs?

Yeah, I understood that, and in this case even the hotline agrees that the miss is due to damaged injectors caused by a weak fuel pump. Believe me I will always search out the root cause for any driveability issue, not just throw parts at the job, but in the case of the other 6.0 I was working on, I only replaced the flagged injrs., then had to immediately remove the cover to replace the other 2 [waste of time] See my other post. Your insight is surely appreciated. /forums/images/%%GRAEMLIN_URL%%/cheers.gif

I suppose Keith, that I have suffered under the delusion, that 6.0 inj replacement required approval, if more than one was being replaced. This goes to fact that I restarted in dealerships last April, and this is what I was told by management, but was well aware of the driveability issues with this engine, due to the fact that many of my friends are Ford dealer techs who bemoaned the 6.0 injectors and the fact that Ford was not allowing replacement of any that were not generating DTCs. This particular VIN is now getting the remaining 7 injectors, and this mistake will never be made again. Thanks

Just want to tell you, that on one of the 6.0s I have been working on[flagged 1&3 w/ no other miss]is done. I replaced said injectors, only to flag #7 after reassembly. I ordered 5&7 and started over. The lower o-ring on 7 had turned to goo, not enough to allow leakage, but enough to block the fuel ports. I saved the o-ring and would post a picture, but I don't have a digital. It is the first one I have seen like this. It is just to bad I had to do this twice. Odd that it showed up after replacing the first two. By the way, this VIN is also flagged special handling. 11-02 build date. /forums/images/%%GRAEMLIN_URL%%/cheers.gif

If only I could get paid for doing it! " Well there is no labor op, and how much m-time can I pay " How is it, that service managers do not understand these vehicles have thier own unique diag processes, and not all problems can be found using the performance sheet?