Keith Browning

There such things as corporate group discounts. But I am not sure about Ford and how it woeks. I am using Verizon and I get, or was getting, a discount through Toyota because of out affiliation with a Lexus dealer.

Sneaky bolts.

Ohh man! THAT sucks but you really can't blame the truck for that you know.

Bad day at the office?

That is the problem possibly with this concern. If the sensor is biased high, the PCM could be seeing 500+ but in reality the actual pressure could be far less and in theory not enough to inject fuel or enough fuel to start. Most of the engines I came across with biased-high ICP sensors also exhibited a surging idle and or heavy surging while driving. What screws with a lot of tech's heads is that KOEO voltage may read in the proper range therefore there seems to be nothing wrong with it. But once pressure is applied the sensor begins to read incorrectly. Once you have seen this scenario it sticks with you and you will recognize the symptoms when you see them. I agree with Aaron in that "shot-gunning" a part at it is not necessarily the most attractive approach and I too would love for him to be able to duplicate the concern... with that said, I repeat my suggestion that if all other proper diagnosis has been performed TRY a new sensor and harness pigtail. Yes, it is a guess BUT in this instance it should be considered an educated and reasonable guess worthy of attempting.

I found three with that title in the gallery in Bruce's album.

I have had biased ICP sensors cause a no start in the past. Some display odd data that you can see and a few did not nor did they leave a code. Considering the nature of the symptom and the application an ICP IS THE LEAST INTRUSIVE and cheapest thing to try if diagnostics lead you nowhere.

Yes we did, and this has all of the distinction of an investigation of sorts. But, whatg if the diagnostics leading to sensor replacement involve disconnecting the sensor to inspect the connectors and pins and to perform circuit tests.

I beleive I have one if all else fails... I have to look though.

A little Googling only shows a little chatter about Ford's statement about "supplier problems."

Funny you mention that - Hot Line told us to check for u-joints which were in fact new but the converter was definitely the problem. Until now I never thought a driveshaft could do that to the front end of a trans but I guess it can. I would think the rear of the trans would be more likely...

I doubt you will see less plastic being used.

Well if the rumor is true about this thing failing crash testing it likely represents quite a bit of re-engineering, testing and re-tooling especially if they were gearing up for production. Aside from that it has to be embarrassing for them if that happened and it's not like they haven't already been building these things for a long time overseas. Are Europeans driving around in death traps or what? Bruce I would be willing to bet that they are keeping their mouths shut on purpose.

Eh - dude you have so much knowledge in that skull of yours it must be hard to keep track of it at times!

Here's a few I found on Gooooooogle. http://www.instrumentclusters.com/ http://www.fordclusters.com/instrument_cluster_repairs http://circuitboardmedics.com/

I have to say that I find messing with y-pipe bolts to be absolutely aggravating - always have and to the point that it pisses me off. It must be the rust I encounter here in New Jersey. I also find sneaking a wrench under the EGR cooler to be a royal pain in the ass as well. For me, it is just as easy to remove all of the intake manifold bolts and lift it up. You don't remove it or remove the filter housings either. What's the old saying? Six of one, half dozen of the other?

I don't recall the year as I was not working on it but I think you are referring to the noisy converter TSB. I did not mention that this was a Ford reman transmission and converter but it was and the guy was lucky as hell as the warranty on the unit ended within days of the failure.

We just had a 4R100 bolted to a 7.3L come through with the case split in two at the converter housing across the fluid pump area. The engine vibrated badly but the trans still worked and the truck was still drivable. Long story short the torque converter came apart internally. I have never seen that. I could pick it up off of the bench, shake it and feel a heavy thump

Well that was mighty unprofessional of them. I used to frequent the Hot-Line more in the past and there are a couple of really good diesel guys that are even willing to take the time to explain things. I couldn't imagine one of those guys calling someone incompetent. I wonder how long he will last.

ANDY! No offense taken - I just wanted to be sure that you understood the crowd you just joined. I have question for you though. You mentioned that this guy said he had engine cavitation caused by his EGR cooler failure. Not too sure where he got that from but EGR cooler failures do not cause cavitation erosion. BOTH are caused by cooling system issues however. Some might argue that cooled EGR systems contribute to the degradation of the anti corrosion inhibitors... The real cause is poor maintenance. Also, from what I know at this point, there are not really any major issues with cylinder cavitation on 6.0L engines. Failed cylinderr head gaskets on these engines are caused by over-boost conditions due to sticking turbochargers, EBP sensor issues and some aftermarket tuners/calibrations that allow high boost. Since they are laminated steel gaskets they don't actually leak coolant. They only leak combustion pressure once the seal has been breeched.

I don't think "sympathy" is the right way to look at it. Aaron has actually provided help with the best answer. An aftermarket or non-OEM modification does not have an OEM "fix" that can be applied so a custom calibration is needed. As a general rule, the common thinking within this community is that emissions controls are a good thing and that those of us in the industry have a responsibility to preserve them. it is understood that some emissions controls can affect performance, efficiency and even reliability and we recognize the desire for some truck owners to eliminate them. The 6.0L engine is a prime example and the EGR system is problematic. There are some of us that are mod-friendly so don't take this the wrong way, your question is a good one. I am just surprised that an instructor in a public school system is allowing this be taught especially since defeating emissions controls is a violation of federal regulations. By the way, welcome to the DTS! It is good to see that there are still some school sytems that have vocational programs.

You must be exhausted!

Here ya go! These things are rare to find. I think my shop has only seen TWO after all of these years. I have several pics but I don't think I have ever seen another pic anywhere.

From what model year? I replaced one earlier this year in a 1994 pickup we got through our normal Ford radio/cluster repair source.

Yes you need to get into this one. We need to remember that you cannot go by how a 6.4L runs as it can compensate until thdamsge gets bad enough... And now you have seen how relative compression tests on these engines can mess with you.