Navtech

Keith, They are available through Int'l. IPR rep end 2501107C1 CMP sensor repair end 2501108C1 ICP sensor repair end 2501105C1 There is some others available too.

I haven't seen any Ford versions around. The Int'l version has little in common with any previous Int'l. Seems to have more Ford engineering and design than Int'l. Hope the electrical system is good. As the wiring diagrams are aweful. Last I heard we had a max warranty time for trans repair at about 3 hours. We have 2 boxes of torqshift tools and no hands on training. I have not seen any paper manuals for it, possibly it is online. Glad I am hourly.

Keith, I have seen a couple of these failures, too. One of them actually wouldn't allow the eng to spin faster than about 70rpm so it also was a no start, until we removed the belt. Both failures had overheated clutch's with a fancy red rusted finish. Both had less than 1K on odometer. Putting a Motorcraft compressor on isn't ok? Just curious why. Not sure what I put on. It had a Navistar part number with Ford literature in the box.

At Int'l our VT's are dropping like fly's from this quick connect fitting. The fittings also are in short supply. What a bad idea that fitting is.

MD has it's quirks, for sure. If you haven't already done so check out the "engine protection session". It stores mileage/time stamped eng protection faults. (low oil, low coolant,overheat)info. Which is useful for determining if someone ran it out of coolant, overheated etc, and when it occured in eng hours or mileage. Int'l continues to resist time stamping and occurence counts for there other fault codes which is incredibly foolish in my opinon. If the last tech that worked on it neglected to clear faults, when finished you wouldn't know it. When they come in with multiple inactive faults this can be a problem especially with intermittant concerns.

I have had one, replacing the IPR fixed it. Also check for biased ICP sensor. The code can be hard to duplicate without a Dyno or mountain to climb. Monitoring ICP and ICP desired is necessary. Once the pressures separate and actual ICP dips below threshold for 6 or 7 seconds engine will derate(low power) and the EWL lights up. KOER std test sometimes will detect it also.

Keith, I know this post is a little dated. Thought I would let you know. In order to activate/read certain Pids in MD/DLCII you must turn them on. As an example to read EBP or ICP signal return, click on the session tab and then open the continous monitor session. Then drop down the diagnostics tab and click on either KOEO or KOER to access the cont. monitor test button. Turning on the cont monitor test should make all the PIDS in the left frame come to life. When you close the session it is important to say NO when the prompt tells you the session has changed and ask's you if you want save the session. The exception would be if your were building a session and wanted to save it. And if you haven't heard some of the codes for the VT275 wont come up as standard Int'l codes but unknown diag trouble codes. Simply record the SID,FMI info and convert to Int'l codes.

How many miles? Also does your scan tool/laptop have an engine load% PID? Any engine with a engine load% over 35% on a cold start we consider the whole set of injectors junk. We always get approval to change out the whole set. We simply take a snapshot and send it to them. We also see a lot of worn rocker arms, the rocker tip wears deep into the mating surface of the crosshead on early engines. The FICM seems like it would be worth a try if a test module is available.

Anyone else seeing catastrophic failure of the HPOP on the new style eng. The one's I have seen look like the inlet pipe(pump feed)seals are blown out and twisted, with a resulting massive internal oil leak. The style pump I am refering to is only used on the later model engine with the ICP in the rocker cover.

The fuel hydrometer reads API specific gravity. It's not actually a cetane tester. I use the Kent-Moore hydrometer, I would think the OTC model is similiar or the same. I have never used a Cummins tester. Always price out Rotunda diesel engine tools through OTC and Kent-Moore to get the most for your money. Last tool I priced from Rotunda was lots higher than either. Can't say that will always be the case but worth checking out. I can supply any tool numbers you might need for Int'l dealer tools and K-M carries a lot for the S30 and S40 (444E and 466E). OTC(Int'l essential) #ZTSE4188 ph# 800-520-2584 K-M #J-38614-B ph# 800-328-6657 Cummins #3822442 see local dist.