snw blue by you

Ah yes I remember it like it was yesterday. It may very well be a failing HPOP. It has a nasty habit of depositing it's almost microscopic debris in the attenuator check valve and causing a noisy ICP signal(when veiwing the PID recording) at 1800 to 2000 rpm and it may also give you a steady state throttle rumble at around 75 to 80 mph (feels almost like driveshaft). Or as Jeff said it could just be a crappy sensor and connector, just thought I'd throw it out there.

As long as you keep it away from direct heat it works great. I used to use a bunch of cobbed together fittings along with my gauge but it never seemed to be long enough and I would strap it to the wipers. About 3.5 yrs ago Curt from Navistar came out to help me with a problem child, and he promptly took me over to HD and purchased the hose a couple of fittings and I have been using the setup ever since. That being said, I did not sleep well last night and as a result was very tired today. I went out on a roadtest with a 550 limo/bus and on the way back to the shop the hose burst. Stupid me laid the hose across the upper radiator hose which heated it and caused it to fail. I only have myself to blame. I called a tech who brought me the tools and test port plug and I fixed it up so I could get back, we also dumped a bunch of speedy dry on the pavement, what a frekin' mess! That being said, I use this setup alot. Today's failure is the first in probably a few hundred roadtests, so I have no reservations about using it. I now have a setup for the E series and F series, all I have to do is swap the guage. About the fuel, tax free? It was in a school bus leased by a municapality. They have their own bulk tanks.

Thanks to Tony for clueing me in and Steve S. for the pic. I modified his idea somewhat. The shop bought me the fuel line and banjo bolt, cost me 11.00 at Home Depot for the 1/4 compression union and other fittings along with 10ft of 1/4x170 vinyl tube. 10 to 15 min to connect and disconnect on an E-Series and can be used on both heads as needed.

Clear your head, walk away from the job for a few hours or the day if you can. What you need to do is follow the diag worksheet from the start. Forget about what you did in the past, start fresh from step one, do not skip any steps and legitimately perform each step. Go to the PID monitor list (can be found on Power Stroke Central) Perform a good roadtest and get a few recordings. All this will help you in the diag process. It is pretty obvious that diag by parts replacement is getting you nowhere fast. Remember the KISS rule, Keep It Simple Stupid, and make no assumptions. Keep us posted, it will get fixed.

I checked the injectors using the vacuum guage method as seen in the other thread, and sure enough #1 would not hold a vacuum and drew bubbles into the hose. I like it! To quote the Guinness boys "Brilliant" BTW, Tony,I sent a message asking about the FP test adapter.

Thanks Keith! As a result of reading that thread I am going to check the banjo bolt for bank 1. Something caused an injector to fail I just don't know what, and I'm sure I'm not getting the whole story but I'm sure it goes something like this. The bus began to run rough as an injector began to fail but "Ms Dorothy Harris" blew it off as a damn diesel and continued to drive it until it got so bad that it would not run. She then told the district maint/mechanic that "It just started to run like crap" "It was fine until today" So as a result I get "I dunno, just started running like crap" Although it does not look like it, the filters were just replaced. Again, thanks.

'05 E450 missing on bank 1. Power balance shows basically bank 1 inop, with 2 and 6 intermittently dropping off. Heads were replaced approx 3 yrs ago in Idaho due to lot rot. 52 psi @ idle, can not drive, performed balloon test, failed bank 1, bank 2 ok. Spoke w/ hotline, they recomended replacement of bank 1 injectors and retest. I did remind them this is a school bus. Remove injectors and no damage. Hotline said it was possible to have the gases travel through the pintle due to a weak spring. Ok, I'll bite, however, how likely? Has anyone seen this before? In the past anytime I had failed a balloon test I found burned o-rings and copper washers. BTW, cups appear ok as well.

What happened, WTF happened? I don't come on for a couple a days and I miss a drama thread?! No fair!!!!!! We get these alot on the Indian motorcycle forum I'm active in. They can be a fun read but can also get pretty nasty, so if Keith locked a thread I'm guessing he had good reason. I don't envy a site owner or administrator. Keep up the good work Keith.

The question of speed limit on 450s is why you must not delete your IDS session if something should happen during a reflash, as, if the session is deleted YOU just purchased a 1500.00 PCM. I was told some time back by the hotline that more than a few shmucks reflashed 450s as 250/350s raising the speed limiter. This was done using blank path reprogramming. Seems someone lost a truck and trailer full of horses which had to be put down. Needless to say the owner seued Ford and everyone else he or his lawyer could think of. Of course the fact that he was traveling at or near a triple digit figure(and I don't mean that funky canukistan metric stuff)with a full load had nothing to do with the crash. Dufus! Ya just can't fix stupid! I don't know what anyone else has seen but a 250/350 will do 100mph all day, I've seen 107 out of a stock 6.0 350 dually with miles on it. These were empty trucks on clear highway. Again, do not ever under any circumstances try a blank path reprogram on a 6.4L PCM

Unfortunately by the time it shows up I will not be able to afford it. It will probably be 20K and no more car payments for me, as the price of goods goes up but my pay stays the same. Paid off my Explorer and Cobra last year, the Ranger early next year, I'm done.

You suck Keith! I just blew orange juice outta my nose! Good thing my keyboard has a cover on it. BTW, man the life boats and put your chest waders on, the BS is really deep.

2004 650 SWB dump body, 6.0L w Allison 2000 ser. trans.

Keith, this is what I was told by parts but now that I have your info I will recheck.

I was told three of the four I was looking for are not available and that repair is done by overlay. The harness numbers were 7C708 14305 or 12B637 1844084 14406 Apparently only the 12B637 is available, and should be the main engine harness. Any of you truck guys willing to have this confirmed for me? Thanks, Steph.

I was at school the end of last week so I have had no progress, however before I left on Tue evening I noticed a bunch of harnesses split open and the wiring contained within split open and the presence of severe corrosion. I also noticed the back of the CJB shows water intrusion. When I get in tomorrow I will call the customer and have him come and look at it and decide what to do. I am thinking harness and CJB replacement, along with other misc. components.

I jumped the relay, crank, no start. As I said maybe there are multiple issues. Looking at the wire diagram it appears that the switched PCM ground is also used for the IPR, which as we know if not allowed to duty cycle will not allow pressure to be built. No start.

True enough Larry. However, this was an FQR long block which comes with the HPOP. Maybe I'm wrong but you would think there is a calibrated air or electric wrench for just these bolts. It was either missed alltogether or there is an issue with the rebuilder's wrench.

Help please! I am a little out of my league on this. It has an Allison trans, I verified the starter relay and starter work using a remote. I know there is no VDC at the S term on relay (r/bl) and that the fuses in the CJB are ok, but there is this pesky thing called a starter inhibit relay that may be causing the problem, I swaped for a known good relay but to no avail. How does this thing work or rather why would the PCM fail to switch on the ground. The truck was towed in due to a multiple stall but restart, then after approx the sixth time it would do nothing. This happened durring Friday night's snowstorm while it was plowing. I realize that if the PCM sees a gear it will not allow a start but that would not cause the stall, unless of course I am dealing with multiple issues. I am not equipped with the IC4 cable, so I am winging it until said cable shows up. Right now it is stuck outside but I sure would like to get it in the shop, pushing is out because of the sander. I have looked at TSB 06 13 03 and inspected the connectors but I did not find any corrosion or breaks. Any ideas?

Concerning throttle plate use, I have never believed it to be a PAS and it was explained as being used for EGR functions etc. That being said, one of the first 6.4s that I worked on was an early build that had both a stuck open injector and an injector with a cracked boss (07-08-09) and freeze frame showed over 4000 rpm and if I remember correctly it also had a P0219 engine overspeed DTC. When I spoke with the hotline they said the closure of the TP prevented the runaway. So who is right? Does Ford even know, and if they can't get it right, what do any of us really know to be true except what we have seen and taught our selves? BTW, I drained some 25+ qrts out of the pan and some 3-4 qrts out of the CAC. Ford did a buy back, only 247 miles on the truck.

Don't you just love this comment? "The gas engine alternative is less attractive, because the diesel engines get better gas mileage"

Yup.

The SMT in my shop, who I have a great deal of respect for scored a 28. So I told him he was roughly 50% stupid that day. He also said it was extremely difficult. A friend of his/former co-worker from Kansas became national champ last year. I guess you have just about a minute per question, nope I'm a !@#!?$!, I'll pass.

Well look at it this way, if you reprogram, it is usually to an updated calibration so anything learned will have to be cleared. Think of a PCM/TCM/FICM recal like doing a reformat on your computer.

Thanks guys! I really appreciate the info. The LCF never occured to me and I have never worked on one as we do not sell them, and to be honest I think I have seen about a half dozen on the road in this area since their release (unlike a Mitsubishi). What the customer said sort of makes sense now, as he said the oil was serviced at a local heavy truck dealer that continues to sell Ford. However he also said it was serviced last at a tire shop, or maybe a PEP Boy's or or or... He suffers from a chemical induced haze, so who the hell knows. Anyways, thanks so much, I knew I'd find the answer here.

I'm a respected member!