Keith Browning

Van Man Chan Mike Van Chan

I have seen it on one 6.4L truck and oddly enough on a 6.0L truck I saw a chassis cab with only a midship tank on a flatbed wrecker. The range on that truck must have been horrible.

Yeah but the oil fill cap has 10/w30 printed in bright yellow paint. It may not be etched and it certainly isn't stone but it is there for all to see.

Yes I did, on a new truck and I made recordings of it. This is the typewriter noise that we may have discussed here. Ford knew about this long before the engine went into production as I heard it. Supposedly it will go away. I have not heard from the owner of the truck we sold that was doing it so...

I was reading a post over at the Monkey House about showing up at the dealer for their first service and the dealer didn't have a filter. Are you kidding me? Do you mean to tell me that there are places where NOBODY sees a new model coming and doesn't prepare their parts and service departments for them? This particular customer traveled 60 miles for his appointment. At the time of the 2011 Super Duty launch I spent about 10 minutes going through the service materials and made a list of of fluids and filters we would need for the new models. A lot of stuff we already had on hand. I handed the list to one of my counter men and the parts department took care of it. How hard is that to accomplish? And we wonder why "dealerships" have the reputation they do.

I had some early run-ins with this very situation before the HPOP gasket wiring concern was known. I learned a lot - especially having a Navistar Field Engineer assisting with one truck. knowing the havoc the HPOP harness can cause, an electrical short to ground CAN affect everything on circuit CBB12 but what we rarely ever see is something else on that circuit causing issues. One of my experiences with this circuit involved fuse F74 at the BJB. The PCP and the VCV are at the end of the circuit, low current conditions are likely to affect them first. But this is not to omit the idea that any of the other output devices on that circuit can't be pulling down the current. look at cell 26-8 in the EVTM. You will find that Fuse F74/circuit CBB12 supplies voltage to: [*]Volume Control Valve [*]Pressure Control Valve [*]Electric Fan Clutch [*]EGR Throttle Plate Valve [*]Turbocharger Actuator [*]Glow Plug Control Module [*]MAF Sensor Performing a voltage drop as Bruce mentioned will expose a problem here, disconnecting all suspect components one at a time might reveal the cause and don't forget to give fuse F74 a wiggle and visual inspection. My first run-in with a 6.4L was similar to yours in that the truck had to get warmed up and driven for a few minutes before it acted up. This truck would have erratic idle speed, lack of power, stalling and hard starting when it was acting up. After chasing my tail with TWO HPOP's (thanx to the Hot Line) I ended up replacing the PCM... like the service manual instructed me to do. Good luck my friend!

0.5 for a DOF

Yep! One of them Fumoto valves would be an improvement here. It's not that the plug design is bad, it is that it flows too much oil. I suppose that once you deal with this a couple of times you can develop a technique.

I noticed the nice Twizzler twirl it has.

I have noticed that 6.7L oil dipsticks stick in the dipstick tubes. I discovered them to be a little difficult to get out on a few PDI's. My first oil change found me having to insert a 1/2" ratchet handle through the finger hole then twisting and pulling with my body weight to get the dipstick out. A coating of silicone grease on the part of the dipstick around the o-ring cured that... hopefully for good! I might consider that when performing future PDI's.

Did my first oil change on a 6.7L today. Yes I did. Got some oil on me too. If you haven't had the pleasure yet I feel the need to warn you that the combination of the thinner oil and the wide opening allows the oil to exit the pan at a high rate. Not only that, the shape of the drain plug causes the oil to spray at first. Right at you! Put your oil drains up high stand back and remove the pug quickly... since the plug requires a 3/8" ratchet and extension my next attempt at draining the oil will be done with a long extension.

I got to work on one!!! We sold a demo. All it needed was an oil change, a tire rotation and a safety inspection.

I think the key here is that it is out of his control.

While WE understand the reality of the situation, most of the truck buying public (A) will never get the explanation/information being discussed here, and ( they will not see the difference between Ford's power upgrade and say Gale Bank's power upgrade. This is the paradox we have to deal with at the dealerships. I do credit diesel owners in being more informed as a group therefore the explanation (if someone were to make it publicly) might prevent the IDS from being labeled "Ford's Tuner." Perhaps this will never become an issue.

Seriously, the fans screwed onto the front of these engines can move serious amounts of air. I have never heard or felt an electric fan come close. I have heard of F-Series owners ADDING electric fans to supplement the main fan to help improve air conditioning performance at low speeds.

100% correct. Some time ago my service manager came around with a newspaper clip of a lawsuit on this very topic and declared that "2 tires" always go on the rear. He also had some supporting documents about mixing new tires with old tires and panic stops.

Yes, but Jim does have a very good point.

I just finished a week off... did a lot of yard work by re-doing all of my gardens including hand spreading 5 yards of mulch and completely cleaning up the property. The second half of the week took us back to camp Jellystone with my girls and my brother's and my sister's my sister's family's. It was nice to have all of the cousins together on a trip for the first time many of whom caught their first fish. Here is my 4-year-old with a Sunny caught with a pink Princess fishing pole! It matches her dress nicely, don't you think?

Maybe my side of the coin is the one that was facing UP in the wishing well - all covered in algae and goldfish droppings. I need to apply the same consideration to the 6.0L when it was new as I do for the 6.4L and the 6.7L. We don't need to opine on this as looking back from here, the 6.0L was a piece of crap out of the box in comparison. I don't see how you could deny that having lived through that period of time as a technician. It is a safe bet that all three engines faced similar testing. We had 6.0L trucks practically just off the carrier that were surging, stalling, smoking and severely hesitating not to mention the dozen or so trucks that had crankcases full of fuel. Forget about calibrations for a moment, how could you tell if updates were creating new issues with progressively new hardware problems? First we had funky ICP sensors, then it was EBP sensors, then it was engine and FICM harnesses, then it was EGR valves, then it was sticking turbos and failed head bolts/head gaskets, now it is EGR coolers and oil coolers, HPOP's and seals, back to sticking turbos and ICP sensors... Don't forgit the rusty fuel tanks and MORE injectors! Yeah, I know, that is not the engine's fault but I had to add it for good measure. All of that aside, take a 2003 6.0L with all the known problems addressed I will take today's calibration over the original calibration any day. I am absolutely convinced that they have never started and run better. What? What? It's too loud? IT'S A DIESEL TRUCK DOUCHE-BAG! You been watchin PowerStrokeHelp.com Jim?

As cool as that was, this was in the menu when it was done...

SOMETIMES. Once upon a time they never did. Nowadays I also assumed that all FICM's came plug-and-play but a good number of the ones I have put in have not been programmed. Seems to be hot or miss for some reason. Perhaps it is my source. I think that they should be plug-and-play for the simple reason that you or I or anyone without an IDS shouldn't be stuck with a blank at a time or in a place where a non-running truck is a problem. After all, we want the thing to start right?

The derogatory references to the "dealership" or "stealership" in the public forums really fucking piss me off though. I have managed to maintain self control lately, I don't know how, but I have. When I mentioned giving me 250 words this is what I wanted a response to... I guess I misunderstood the original post. I am still grappling with the right words to address this attitude and publish something... maybe that is ill-conceived and should be forgotten.

No you are not and at least you have a head on your shoulders. My front part counter guys sometimes ask me questions for local guys having "difficulties" and apparently there are a few local garages that just throw parts at these things. There are also some that know which end of the truck is the one with the engine. Now, we have a couple shops that have given up and have begun sending their work to us, but what gets me is that the shop is the customer... they send the truck to us rather than referring the customer to us. Not sure what to think about that one. This topic started out with the foul taste of disrespect that gets thrown at the "dealerships" and dealer techs. Like the indies, dealers have their degrees of quality and competence however we never seem to get much slack in the public forums. Jim made this excellent statement in another topic: "To a very great degree... Ford isn't our enemy.... we are our own enemy and prove it day after day" Insert whatever you like in place of "Ford" here: dealerships, indies, the customers or the trucks. It all starts with us, whomever we may be.

I know this is old news but it seems to be missing from our forum. I have never had the pleasure of installing one of these, nor did I recall it only fits MY 1999-2003? I guess people with the older trucks have to deal with the stock oval filter housing... SKU: FA-1759 Manufacturer: Motorcraft Ford number: 2U2Z-9K635-AA Part Type: Air Filter Fits Year(s): 1999-2003 Engine Type: 7.3 Liter Make: Ford Model(s): F250-550,Excursion