Keith Browning

Sounds like you spun yourself into an endless spiral of confusion. Been there myself and thank you for the reminder. You want to tell yourself that "it can't be" but just because it's new doesn't mean it's still working. Debris travels and it usually goes with the flow. You ALWAYS have to keep the bigger picture in mind and remember that components are part of a system and they can affect each other. /forums/images/%%GRAEMLIN_URL%%/frown.gif I wish I could always remember that advice!

Part Number 4C3Z-9J460-A

Yes, I just read that thread on 6LPSD. I won't comment on where it seems to be headed but I think see the relation between that post and this one, correct me if I am wrong. I sense a little frustration with the constant fiddling by owners and attempts to tweak their engines in ineffective and sometimes damaging ways. We all frequent the popular web sites and there are new posts every day by people who don't know what they are doing. The DieselStop is the worst for that and 6LPSD is in my opinion a much better site for advice for the general public. But you still get the back-end engineers and Shadetree Juds. Accept it, live and let live. So to take this off topic for a fleeting moment, I will add, that is the main reason I created this web site and made these Forums exclusive. I screen each registrant and sometimes I exchange several emails before deciding to let certain people to join us or to decline their registration. I sometimes feel bad and I have also been criticized for doing so. Here is a quote: "While your "society" may look cool to some, it is merely a group of condescending, self proclaimed experts ( pricks ) trading FMC intellectual property over the WWW. But if it helps you fix your own messes, I guess it is good for something." That one took a couple days to roll off my shoulders but I am convinced that I am doing something different here and I am committed to sticking with my original concept. One of you here has commented to me that "you seem to be headed in a different direction with this web site, and that is a good thing." I hope you all agree. I always encourage you to speak your mind and freely share knowledge but let us remember to be polite and professional. If we can help each other on dealing with customers, owners or coworkers and I am all for it. Our job's are not just all about nuts and bolts and this web site does not have to be either. Thanks for reading my rant!

Dealer Installed Trailer Brake Control Module Yes it can be done, but only on Superduty's built in the years it was available as a factory installed option. These trucks are already wired for the components. You will need to add the necessary components and reconfigure the HEC module. (instrument cluster) Parts TBC module: 5C3Z-2C006-AA TBC Master Cylinder: With Hydro-Booster 5C3Z-2140-HA -or- With Vacuum Booster 6C3Z-2140-DA Left hand dash mounting bracket bin for TBC: 5C3Z-2513546-BAA Installation Install the appropriate master cylinder and bleed brakes according to the service manual. Be sure to connect all sensors. REMINDER: ABS equipped trucks have special bleeding requirements! Connect and install the TBC Module in the dash with the bin or next to the Upfitter Switches if equipped. Configure the HEC module (instrument cluster) using WDS: Connect WDS and identify the vehicle. Select the following successive menu selections: "Toolbox" - "Module Programming" - "Programmable Parameters" "Personality." There should then be a list of parameters one of which will be Trailer Brake Control Module. Select that parameter and change the option on the right to "Equipped." You are on your own for labor times as this is a customer pay upgrade. Opinions on a fair time are welcome and I will post what my dealer has decided as a fair labor time and parts cost. I hope you find this useful!

Guys, be aware of this! The Standardized Training and Resource System (STARS/STARS2) is announcing a new identification number that will be required for all STARS and FORDSTAR access for obtaining training credit. Effective Monday, March 21, 2005, the new STARS ID will be required for access to STARS, FORDSTAR, Web-Based Training, Automated Testing System (ATS) and the Global Course Management System (GCMS/FMT). Log-on to FMC Dealer for full announcement details.

Looks to me so far that we are of similar thinking which in my opinion is sensible and fair to all involved. Though there are owners that agree with the "you play you pay" thinking it's nice to be able to discuss this topic without all of the crying and hammering that leads to all of the fighting we are used to reading. I guess it's just the nature of the beast and to be expected. There are times at work I would love to be able to tell a customer "that's the way it is - get over it and move on," but in this politically correct World you can't do that without some repercussion from your dealer or Ford. I do think sometimes that all of this ass kissing we have to do just makes our jobs harder... but that another topic altogether! Sorry for the rant.... the young snot-nose is just feeling a little "pesky"..

Oops! Sorry for the delay..and nobody jumped in here. Don't you fleet guys have service manuals or access to on line manuals? I will say that it is hard to find the module configuration instructions if you are unfamiliar with the manual. Anyway FYI - NGS green card/ Service Card latest version as of today is V12.4 or V12.6 Hook- up and select the following successive menu choices: Service Bay Functions ABS Tire Size/Axle Ratio Year and Model 99-02 F-Series / Superduty 03-04 F-Series / Superduty And from there you can select and change your Tire Size / Revs per Mile Tone Ring Size

What scan tool are you using?

This months new article is about detecting combustion in the cooling system and using this tester. Detecting Combustion * Anyone who has additional information, ideas of facts that you think should be added to this or any article on our main page please feel free to send them in! Use e-mail or PM me. I wish to keep this site progressive and open to free thinking and sharing of ideas and information!

Absolutely not! I am pretty much in agreement with the position you stated as far as whether or not the "add on" equipment directly contributed to any failure. We all know what Ford's position is on this matter and at the dealer we have to abide by their rules. I do feel that a customer has the right to customize their vehicle but common sense does set some limits. If push comes to shove however, I for one am not going to play the role of the whistle blower unless the customer pushes back when we have no choice to make a judgment against them. If a customer did something to their truck that caused a failure we generally hold them responsible... and we have given polite but specific warnings to a few. I'm sure there are dealers that turn a blind eye and there are those that take a hard nosed approach.

Quote: I do wish I had the added connectivity but I shudder when I see what is left behind on the shop computer. If your security worries are directly related to the surfing habits of your coworkers, there are ways to stop it. My company has a firewall and each employee has a log-in that they must use to access ANYTHING. The firewall has filters and the administrator can also customize restrictions for each employee's log-in individually. What's more, you can set up your shop PC with an administrator and separate log-on accounts. From there the administrator of that PC can restrict each and very user's web browser all the way down to allowing access to just one web site like FMCDealer.com. You log once a day and the only site used is the Ford site which will also cut down on a lot of time wasting.

As with the other recall 04B24 I am coming across additional related damage with 05B27 as well. All of the extra damage is related to the reverse piston over extending and causing damage to the return spring assembly. I also had one clutch pack and the pressure plate seize in the case. It's these items that are slowing down the completion of the recalls for me. Any similar experiences?

As with the other recall 04B24 I am coming across additional related damage with 05B27 as well. All of the extra damage is related to the reverse piston over extending and causing damage to the return spring assembly. I also had one clutch pack and the pressure plate seize in the case. It's these items that are slowing down the completion of the recalls for me. Any similar experiences?

Full Bulletin Announcement! Customer Satisfaction Program 05B27: Certain 2005 Model Year F-Super Duty Vehicles Equipped with a 5R110 TorqShift Transmission and Snowplow Package - Transmission Go check it out on FMC Dealer - There are kits involved and labor times are now published. The technical information is 27 pages long, I guess they don't want us to screw up any transmissions! /forums/images/%%GRAEMLIN_URL%%/readthis.gif

Full Bulletin Announcement! Customer Satisfaction Program 05B27: Certain 2005 Model Year F-Super Duty Vehicles Equipped with a 5R110 TorqShift Transmission and Snowplow Package - Transmission Go check it out on FMC Dealer - There are kits involved and labor times are now published. The technical information is 27 pages long, I guess they don't want us to screw up any transmissions! /forums/images/%%GRAEMLIN_URL%%/readthis.gif

SSM #18437 All 2003-2005 6.0L built before 1/17/2005 * ask Earnie or run VIN's* Possible cause for buck/jerk, lacks power, black smoke, rolling idle, surge and MIL on codes P2263 OR P0299. This SSM# does not list the part number. SSM was released on 2/24/2005

I couldn't take the test. I got an error message telling me that I already attempted to take the test too many times! HUH? It was the first time I went to the test. Oh well, I hear there was even some Mazda questions mixed in too.

Yes, it does work both ways. I guess it's a cycle sometimes because I see writers and techs not always looking to do what is right because they are tired of being beat up by customers. Perhaps Jim has an important point, look at life in simple, basic terms and don't spend too much time analyzing things. Good communication, or should I say a lack of good communication looks to be at the root of the problem.

Quote: 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 skipped. After sending recordings, it was decided a wire harness was in order. Now it doesn't even start. No RPM, and sets ICP,IPR,VGT,EGR,and FICM DTCs. The PIDS all look like BS. ICPV = 3.0VDC - KOEO. The ICP looks suspicious, and it looks like a definate electrical problem. I see that you did not replace the PCM? I might have tried that before some of the other items. It could be something really whacky with the PCM and if you did replace the PCM then I would retrace my steps, maybe you pinched the harness during installation? I feel your pain!

Having made a post over on the DieselStop forums some time ago concerning re-flashing the 6.0L I was surprised to see another post by one of us asking a similar question. The topics were "PCM Update Enigma" and "Why are many of you so afraid of a re flash?." I thought that the responses were interesting and not at all what I as expecting to hear. I quickly learned that what most owners had to say had as much to do with how they felt the dealer and Ford treated them as it was about the affects the re-flash had on their trucks. This is definitely a topic we should toss around. Many owners of early build trucks with 6.0's did not like the changes in performance and noise that removing pilot injection brought on. Still more had chimed in on how the dealer/technician had changed their truck without their permission. Some comments on the issue were: "It's my truck and I did not give permission to change it." "It's not the same truck that I bought with pilot injection - I want my money back!" "Why can't they change it back?" "They flashed it without my permission." "The parts changers there did not know how to answer my question when I asked what the flash was supposed to do." "Ford knows that the re flash is just a band aid for a defective product. Why don't they just fix it?" "Why does Ford have flash it first mentality?" ...and so on. What I read out of most of this is that we, the techs don't always know what's going on and there seems to be a lack of respect and communication. This is the kind of thing that leads to mistrust. I know it's not all of us or every dealer but I hear it a lot. Diesel owners tend to be more in tune with their trucks. Perhaps as we learn about the new things like the 6.0 that come our way we as professionals also need to learn to show a little more regard for the customer. Am I wrong? Is there a problem out there? REGARD Function: verb Etymology: Middle English, from Middle French regarder to look back at, regard, from Old French, from re- + garder to guard, look at -- more at GUARD transitive senses 1 : to consider and appraise usually from a particular point of view <is highly regarded as a mechanic> 2 : to pay attention to : take into consideration or account 3 a : to show respect or consideration for b : to hold in high esteem 4 4 : to look at 5 archaic : to relate to intransitive senses 1 : to look attentively : GAZE 2 : to pay attention : HEED

Quote: I don't know for sure whether the cab /body off is faster, but my back sure is pleased with the method. Two questions: How long does it take to lift the cab from the frame - and - how do you actually lift the cab? I am thinking you use an above ground lift and raise it straight up out of the way leaving it in position for reassembly? That's pretty interesting and I have heard of guys doing that but have never actually run into someone who has done it. I would love to see a picture of that. I remember somebody has written the procedure and posted it somewhere but I can't remember where. Amen on saving the ol' back!

Quote: Our server is plugged (so they tell me) and I have no Internet access other than the shop computer. Jim, All your MIS people have to do is add a hub that runs from one port on the server and they can even make it wireless! Wireless in the the shop is great because everybody can connect, no cables to mess with and if you have a laptop you can move around with it. If the one computer in your shop has a network connection then all you need is to get a wireless hub and plug it in there. They are cheap now. Fortunately, I have both in the shop. It is a crying shame that you have a PC in your bay and no access to FMC Dealer. EVERYTHING is right there where you need it. I think you need to rough somebody up!

Quote: and never used or heard of a Co2 tester for head gaskets ...is that the same as sniffing the coolant with the 5 gas sniffer?? A Co2 sniffer is a two chamber tube with cups that hold a reactive solution that is blue in color which turns yellow with the presence of Co2. The tool has a squeeze ball and draws air from the bottom which aerates the solution chambers. I am working on several articles to be posted on our front page for March and April, one of which is on "tech tools" and I am actually thinking of making a series out of the topic. Tell ya what, I'll highlight the tool for next month on the main page... photos (which I already have taken) and a write up with tool number and availability. How's that sound? /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

A question for those of you who have done head gaskets on the 6.0L - Did anyone do it in chassis or did we pull the engine as the service manual says? I was just curious as to whether it was really necessary to remove the engine. It sure would be a lot easier on an engine stand I would imagine. And another question - Has anyone used a Co2 tester to diagnose a bad head gasket that was not necessarily spewing coolant but maybe using coolant? I had a leaking EGR cooler on one and I wonder if either concern would show up the same.

Hi Pete, Welcome to our Forums... nice to finally hear from one of our quieter members! An EGT sensor is not a stock item so it would be safe to say that if you leave your 6.0L stock there is no NEED for one. If you plan on doing some heavy towing I could see having an EGT sensor just to keep an eye on the engine is doing in general. I also think they look cool! If you make any mod's to fuel rates I would say it's a must because if things get too hot the only safeguard is your right foot. I kinda wish that it was standard for these trucks to have EGT, engine temp, trans temp, oil press and volt meters that were real time, real data gages. I really do not understand the thinking behind the engineering here.