Keith Browning

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.

We have seen several 2003 F450/F550 Superduty trucks with 4WABS exhibit sticking brakes. Under moderate to heavy brake applications the brakes may become locked and stay locked even with the driver's foot off the pedal and the vehicle will not move. A light tap on the brake pedal releases the brakes. Replacing the ABS HCU corrected the issue on all of them.

I think that what's funnier is that the fuel stations in NJ that are also service stations won't fix the problem they caused when the "accidentally" put gasoline in a customers diesel truck. "Oops, sorry, you're on your own buddy!" If it happened to me IT would hit the fan right then and there!!! /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif

Okay, I included this forum because we all know that customizing cars and trucks is just cool and those of us who can't resist the temptation for more power, just have to play. We know that modifications to any vehicle can void warranties, cause problems and make our jobs harder at times and it's a "given" that it's a hot topic on other web sites. Let's be honest though, where do we as professionals draw the line or look the other way? Do we draw common sense conclusions when faced with the topic or do we allow ourselves to be bullied by the truck buying public or the manufacturers? I personally think that cooler heads shall prevail. I certainly don't think we can or should avoid the topic(s) because it's our reality. When the aftermarket industry is exploding like it is and the auto shows promote customizing the way they do (seemingly with the manufacturers assistance at times) you almost have to wonder where the problems really exist. I would love to hear opinions from the inside for once on how "we" really deal with real life situations and customers. I for one love what some of my customers are doing with their trucks. I will admit though that I have yet to see any real performance and powertrain mod's in my dealer, probably for the obvious reasons. I have even heard of some dealers selling engine performance items like intake and exhaust systems and even programmers! That takes big round hairy ones to pull that off!

I have an '05 Econoline waiting that has some serious problems with coolant geysering out the de-gas bottle and blowing what looks like oil and coolant out the exhaust. The van has also hydro-locked. I verified the presence of Co2 in the cooling system though it was obvious I have a major combustion leak. I have not seen any head gasket problems as of now but who knows? Maybe this is the first! Thanks for the "heads up" on the heads.

I am actually kind of new with transmissions. I started repairing and overhauling 4R100's and Torqshifts last year which was a good thing otherwise this recall would be much harder on me than it is. Though I actually kinda like doing them and have gained some confidence in my ability but I still can't see how some guys are doing these in the times they say they are. If you have a unit burn itself up a little and spread clutch material and metal particles throughout, it takes time to break down every sub assembly, remove the seals and clean out the nooks and crannies and then put it all together. Of course we always measure our stack clearances and stack height right? Please tell me that I am not the only idiot that does this! Guys? /forums/images/%%GRAEMLIN_URL%%/shrug.gif Besides that, not having any of the additional parts needed that you don't know that you need available really kills any momentum you might have going too!

I am actually kind of new with transmissions. I started repairing and overhauling 4R100's and Torqshifts last year which was a good thing otherwise this recall would be much harder on me than it is. Though I actually kinda like doing them and have gained some confidence in my ability but I still can't see how some guys are doing these in the times they say they are. If you have a unit burn itself up a little and spread clutch material and metal particles throughout, it takes time to break down every sub assembly, remove the seals and clean out the nooks and crannies and then put it all together. Of course we always measure our stack clearances and stack height right? Please tell me that I am not the only idiot that does this! Guys? /forums/images/%%GRAEMLIN_URL%%/shrug.gif Besides that, not having any of the additional parts needed that you don't know that you need available really kills any momentum you might have going too!

So what are you going to do? Are you being overly critical of the idle performance? Just a thought, have you cleared the KAM and driven the vehicle hard for 20 minutes? That is what Ford recommends but my findings are that usually two with a rest period between is better. It definitely improves crank time after an injector repair for sure. Remember that removing injectors introduces air into the oil and fuel system that needs to be worked out and might cause a little roughness. A few customers in the past have told me that it took a few days for their truck to really smooth out... but finally did.

So when you state that you performed all the basics we can assume that you had no DTC's, passed the KOEO Injector Electrical Self Test and did not find any wiring issues? Hmmm, no base engine concerns either and I'll bet the PCED instructed you to replace the injector. I have always been amazed that they never want you to question the IDM. Don't feel bad, this has happened to me and surely many other techs as well. IF you are sure that you have no electrical issues, no other DTC's and no base engine concerns then the Injector Driver Module has to be at fault. It is quite possible for an injector driver to fail and not set a code. Remember that injectors are output devices that are ground side switched by these drivers...drivers are the heat-sunk transistors that complete the injector circuit by providing a ground. This is another one of those times when a test module would come in handy!

I do hope I was clear in that if you replace an entire set of injectors you will need approval, most likely by your rep. The engineering stand on the issue is that all 8 don't just go bad, and I agree. If they are all "bad" the reason is not the injectors themselves but quite likely fuel contamination (water) or poor quality oil (sludged). In those cases the claim WILL be denied unless you can pull some strings. If you have 2 or 3 bad.. okay, but you do need to clearly document the reason for doing so. This will help your manager if it ever comes down to a debate with the rep. I replaced an entire bank of injectors when I found that one with the missing copper ring allowing combustion gasses into the fuel rail. I cited contamination on the bank and the claim sailed right through. /forums/images/%%GRAEMLIN_URL%%/smile.gif

The Balloon Test - Article from the main page. http://www.forddoctorsdts.com/articles/article-05-03.htm Makes other people look at you funny when they walk by and see you playing with balloons doesen't it? But then they ask and you somehow come off looking like a genious - ha ha! Hats off to the guy that thought of that one.

Boy, you really run the risk of exposing the combustion chambers to a lot of contamination by doing that in chassis. Replacing those sleeves not only adds coolant to what ever fuel and oil that drained out when the injectors are removed but debris from removing and installing the sleeves too. You create shavings with the removal tool and cleaning the cylinder head and preparing it for new sleeves makes a mess! You also want to avoid contaminating the fuel and oil rails and might want to flush them out. Can't do that in chassis. You are a braver man than me if you attempt it... not saying it can't be done but too risky for me.

Funny things are we humans; creatures of habit and we are uncomfortable with change! Aww c'mon guys, the old look was way too crowded and cluttered in my opinion. I may not be completely happy with it yet but I do think it is an improvement in that it is a lot neater with the menu's that drop and expand. I had little problem finding what I needed at first but now I am becoming more familiar with it. Besides, they left PTS and Powerstroke Central alone which is where you spend most of your time in anyway, right? That's me opinion and I am stickin with it! LOL

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Quote: 5R110 Transmission Update (04B24 and 05B27) Date: Friday, February 4, 2005 Time: 2:00 – 3:30pm (ET) Channel: 101 Host: 11 Description: This broadcast will provide the latest repair information on two current 5R110 transmission issues – planetary pin walk out and low/reverse snap ring replacement. Despite our malfunctioning Fordstar system at the dealer I was able to see much of the broadcast between rebooting the earth server every 10 minutes. If you caught it you were able to ask questions to the panel that looked like a herd of deer caught in our headlights. There were a few direct questions asked about labor operations, units out of the build dates failing and how to actually repair those units. I must admit that this was my first viewing of a broadcast in a very long time and I was not impressed with the handling of some of the questions. I guess I can understand that all of this is happening amid all of the 6.0 Liter turmoil and the first transmission recall being issued and now a second! Did you know that we have a parts availability issue? One good thing I can say was the clarification on the snap ring issue on which vehicles were affected what snap ring to use per application and the proper installation procedure. In areas where the panel had prepared information to share I thought it was done well but to be honest, I don't think that it covered anything that has not already been presented to us on the PTS web site. The interactivity makes the broadcast without question. I will be tuning in more frequently for sure.

Quote: ...the hotline would only authorize the 1 inj The HotLine has no authority as to what you can and can't replace. That is totally a warranty issue for Ford and your rep to help you with. I say, replace as many injectors as it NEEDS! Case and point, I just finished an '03 that knocked, shaked when cold and lacked power. #7 injector was down 60% until fully warmed up. After I replaced #7, I still had a miss under light load but the cold start issue was corrected. Another look at power balance showed #2 missing under the light throttle load. Why didn't it show up the first time? The PCM was compensating for #7 which makes perfect sense because #2 is right after #7 in the firing order. Pardon me but screw the HotLine, replace what is bad and fix it! Of course, if you throw all 8 at it you will have some explaining to do.

I'm confused about these fuel samples. "Looks like pond water" reminds me of some of the trucks I have seen with water in the tank. Looked like water with organic crud in it like tiny wood chips. Does a good job clogging fuel filters. A fuel sample that is very dark in color especially if taken at the filter might indicate oil contamination. If that's the case you should suspect a failed o-ring on an injector. The oil pressure is much higher than the fuel pressure causing it to enter the fuel system. I have heard stories of "black fuel" but have never actually seen it.

This is what is great about these forums, you brought up something I never gave any thought to so I did a little reading and I ended up referring to the "Features Descriptions Unique Service Procedures and General Diagnostics" booklet... (a.k.a. the Six liter Bible) I keep them all in my bathroom for quality time reading. /forums/images/%%GRAEMLIN_URL%%/laugh.gif Here's what I found: There is no constant rate of fuel return to the tank because it is actually regulated in the HFCM by the Diesel Thermo Recirculation Module which is a component within the HFCM. And I quote... Quote: Fuel returning from the pressure regulator on the engine mounted fuel filter comes into the HFCM and a DTRM either allows the fuel to return to the tank or returns it to the unfiltered side of the fuel filter in the HFCM. The DTRM starts to open (recirculating fuel back into the pump) at 80 degrees F. (27 degrees C.) and is fully open at 50 degrees F. (10 Degrees C.). I think the short reply is that during any temperature under 50 degrees F. all of the heated fuel returning from the engine is recirculated back to the engine and not returned to the tank at all. As for the gelling, we have had this happening a lot in NJ too. My co workers and I recommend Stanadyne performance formula all weather fuel conditioner which works just dandy in our climate. In the real cold places, for the money, Stanadyne "Winter 1000" would probably be more effective because it is only a pour point reducer, not an additive package with a pour point reducer.

Quote: You should also be sure to get all your diag. times and any M-time for relative compression, power balance and active commands you performed as testing to pinpoint the injector(s) as failed. Yup. Those ops are there and I am sure you did a bit of diagnosis so be sure to get paid for it. And don't forget to clean the oil from the CAC tubes while you have them off to replace the injectors. Pays 0.1 but hey, every tenth counts!

Use your best judgement. If the IPR PID shows nothing and looks like it's where it sould be I would lean toward a FICM. I say use your judgement because most of us have to learn the temperment of this engine on our own. Gut feeling, try a FICM. This is one of those times that a spare "test module" would come in handy. I have run across this only once and a FICM was the cause. There is even a SSM on FICM's for random misfires and lack of power. Right or wrong, you will have learned something. Let us know how you make out, we all will learn a little more! I would be interested in some other opinions too.

Okay, I have read in a few different un-official places that there is a replacement for the 6.0 coming say around 2006/07? Mentioned displacemnts of 6.4L and 6.7L and twin turbo's? Anybody hear of this and what do you know? I've got to remember to ask the next time I call the Hot Line.

There are actually two problems with the Torqshift transmission as of now. One is the recall 04B24 which is the low/reverse planetary failure. I posted a new article on the mainpage, please read it to familiarize yourself with the recall. The article is not so much for us as it is for our visitors. I think I did an okay job of explaining what happens. If anyone has anything to add I would love to hear your comments or even edit the article. The second issue with these Torqshifts is the forward clutch snap ring pops out of it's groove. Many are only partially coming out and causing the clutch pressure plate to cock causing uneven loading on the case. That's what is causing holes in the case. I took pictures of one I just took apart. I have not decided yet to write another article or just post the pictures. There is a Special Service Message on this snap ring. I have ordered an new case and the snap ring.

There are actually two problems with the Torqshift transmission as of now. One is the recall 04B24 which is the low/reverse planetary failure. I posted a new article on the mainpage, please read it to familiarize yourself with the recall. The article is not so much for us as it is for our visitors. I think I did an okay job of explaining what happens. If anyone has anything to add I would love to hear your comments or even edit the article. The second issue with these Torqshifts is the forward clutch snap ring pops out of it's groove. Many are only partially coming out and causing the clutch pressure plate to cock causing uneven loading on the case. That's what is causing holes in the case. I took pictures of one I just took apart. I have not decided yet to write another article or just post the pictures. There is a Special Service Message on this snap ring. I have ordered an new case and the snap ring.

Quote: This is just my opinion, I could be wrong, but I doubt it. I sense some hostility! LOL - You are not alone and I for one don't think that you are wrong either. The harness problems have gone on from the beginning and though there have been some minor attempts to make changes, there continue to be problems with internal harness shorts. I am still waiting for the customer of that F550 to make an appointment for his harness. The engineer keeps calling. I always ask these guys questions when I call for "whatever." They and Ford know the harnesses are crap. I think it's Navistar that is dragging their feet. I wonder if their trucks are having the same problems? Checking the harness has become a ritual when a driveability concern comes in. I have a two foot long 1/2" dowel that I poke and prod the harness with and have found a couple shorts that way. Now the Hot Line wants us to check the harness with a pair of pliers! Supposedly squeezing the harness helps find those internal shorts. I do have to admit though, that I have for the last few months seen almost no wiring related issues. A few EGR valves, a missing injector seal and two engines ought to make up for it though!

/forums/images/%%GRAEMLIN_URL%%/banghead.gif Well I think I screwed (jinxed) myself by making this post. After an experience with injectors on the drivers side (see the "Balloon Test" article on the mainpage) I now have a 2005 Econoline 6.0L that has to come out. Combustion out the coolant bottle, coolant and oil out the exhaust. Here's the best part, the customer just dropped it off and said the heat didn't work. Care to add anything to that sir? /forums/images/%%GRAEMLIN_URL%%/poke.gif WTF!