Aaron

Them things really don't have much of a conscience at all..

VREF shorts usually react in a PCM reset... like someone shuts the key off... Usually they don't run like shit, do they?

I'm physically unable to do a head cab on, so cabs come off. In the instance that the cab can't come off, it goes down the hall to my big brother Mike, who is the other heavy-line guy. Me being the other heavy line guy, that's a cripple. <Sigh>

Yeah, and is it a primary code or a misfire code? If it looks lean in that hole... is the injector working? Is it getting fuel? I can give you a hand with some of that junk next time I'm over there, if you can convince the powers that be to let you drive it home over the weekend

Yeah, or jam a Noid light in it. It seems to me I dinged one for a PCM, then it turned into Emissions warranty or something, and went back to the Chevy store, and they put a PCM in it, all was good. It was for a misfire, the coil pack wasn't being fired by the PCM... I don't recall the codes, sorry Larry

I have one at work, if I get time away from my FICM rebuild, and catastrophic LIMOUSINE air conditioning compressor failure, I'll go see what the deal is.

How many miles on it, and what's it used for? Ambulance, delivery van, etc? Maintenance history OK? Fuel in the oil? Maybe some crappy injector o-rings?

Does the ICP ramp up slow after it quits? Why is it long cranking, I mean. What isn't there when you're trying to start it? ICP, Fuel, ETC.?

Unison ring assembly. Anyone priced one out lately? Under $100 now! That's more like it!

^^^ Have had quite a few of them at work, as of late. "The internet said..." Or you get the truck in with a lot of shiny stuff under the hood, for the same concern the entire time.... and it just needs a reflash. Not to say that SOME of the replaced components weren't defective, but hard to believe it needed a turbocharger to cure a hard start concern...

I like the Airdog fuel preperator. Kind of a neat unit. Filters like crazy, takes water, aeration, and contaminants out of the fuel, has two of its own filters, in addition to the factory two filters. It also houses its own pump, and has provisions for a low pressure warning. It's even in the (albeit, overpriced) Ford Accessories catalog. I think it prices out around $750 or so through there, most aftermarket places run it about $499-$599, if I recall rightly.

Hey guys Need to get rid of this thing, so if you guys know anyone that might be able to use it, here she is: For sale: TH400, built by JW. Has bolt-on ultra bell, deep aluminum pan, rollerized, extra clutches in 2nd. Reverse manual valvebody. Bellhousing is a small/big Chevrolet bolt pattern. Includes 3400 stall 10" Pro Comp converter (also built by JW) Trans alone prices out from JW at over $1200. $1200/offers. Need this thing gone. Cash/Certified Check/Money Order/Paypal Located near Windsor, Ontario, Canada. Prefer local pickup, but will ship at buyer's expense. 30221-R TH400 Trans Comp Rev Pattern Vlv Body Int Pwr Pk 1,009.46 1,121.62 92078 Drag Free Option 189.80 210.89 30660 TH400 Aluminum Deep Pan W/bolt kit 150.37 167.08 30500 TH400 Intermediate Sprag, Heavy Duty 101.85 113.17 30459 TH400 Intermediate Power Pack 40.88 45.42 20443 TH350 10" Converter 3400 496.41 551.57 92451 "Ultra-Bell" TH400/350 to Chevrolet / BPO 248.19 275.77 At J2 pricing (Which I could assume to be Jobber) this totals out to: $2236.96 At Racer's Net, it totals out to: $2485.52 Before any applicable taxes and shipping. All reasonable offers considered. Thanks for looking. Contact here by PM or e-mail big_angry_hillbilly at yahoo dot ca. That's CA for Canada, not dot COM. Thanks again guys.

He said it's an 01, Keith. They didn't have injector rotators in 01. You needed to do a manual injector rotation, every 32084 miles, precisely. The O-pipe could be plugged too.

I agree with you a hundred percent. I have had a lot of these thoughts recently... Modules failing, for no apparent reason. Guy beside me had THREE modules fail on the same car, at the same time... ACM, RCM, and another one I can't remember offhand. I've changed a bunch of TBC's so far this year, a couple ABS modules, a PCM or two. Another guy in my shop had a PCM fail on a 6.4 truck, only concern was A/C inop. Makes ya wonder when you start seeing runs of module failures, if there isn't some extreme static activity in your immediate area or something, causing them to go for a shit... Very interesting situation indeed.

OK Mikey... What was the repair?

Have you smoke checked it? Try moving the injector, plug, and coil all to different cylinders, noting which one you moved each part to... and then if the miss returns, you can eliminate one, two, or three of the items. What do your fuel trims look like? LT/ST? This is an OBDII vehicle, right, seeing as it's a 96? What's a quickie compression test tell you? (If you roll the motor over in clear flood mode, does it roll over evenly, or have a "fast cranking" spot in it?) I'd at least check the squeeze on #2 and #1 and compare 'em, if your smoke check / fuel trims pan out ok. To eliminate EGR, take a pop can, cut a "gasket" out of it, and put it between the EGR valve and the intake manifold, just to see if EGR IS your problem. I'm not much on gas engine driveability, but that's what I can come up with for right now. Maybe one of the more experienced guys will chime in here somewhere.

Piston return springs are probably getting worn out.

2339 - 2008-2010 6.4L - ENHANCED SHORT BLOCK AND REPAIR ROBUSTNESS PROCEDURE AN "ENHANCED" RE-MANUFACTURED SHORT BLOCK ENGINE (6009) IS NOW AVAILABLE. THE NEW SHORT BLOCK IS BEING BUILT-UP TO A HIGHER LEVEL THAN THE PRIOR VERSION, AND CONTAINS A PACKAGE THAT INCLUDES THE MAJORITY OF THE FASTENERS AND GASKETS REQUIRED TO PROPERLY COMPLETE THE REPAIR. ALONG WITH THE ENGINE, THERE IS A INSTRUCTION SHEET THAT CONTAINS DIRECTIONS ON HOW TO PROPERLY ASSEMBLE THE RE-MANUFACTURED ENGINE. THIS INSTRUCTION SHEET ALSO INCLUDES REPAIR ROBUSTNESS ACTIONS THAT NEED TO BE FOLLOWED WHEN INSTALLING THE ENHANCED SHORT BLOCK. WARRANTY ANALYSIS INDICATES A HIGH INCIDENCE OF REPEAT REPAIRS ON VEHICLES THAT HAVE PREVIOUSLY HAD THE SHORT BLOCK REPLACED. ANALYSIS OF THE REPEAT FAILURES INDICATES THAT PERFORMING THE REPAIR ROBUSTNESS ACTIONS WILL SIGNIFICANTLY REDUCE THE POTENTIAL FOR REPEAT ENGINE FAILURES. Is there going to be a copy of said instructions out floating around somewhere? I would like a copy, if anyone's doing a shortblock right now. Thanks fellows! (And I'm sure Bruce would like a copy, too -- but he's probably got one already )

Haven't eben changing any of THOSE specific modules, but I have changed more modules in the past year than in the past 4 years... and it's all been the root cause... failed module. Pins immaculate, clean power, good load tested network/powers/grounds... And yeah, they aren't fun to get at.

Whats the fuel pressure?

Turning it with a pair of pliers to make the 'ears' sit over the intake might make it come out easier, too. Use a hook-style alignment bar to bunt it out. Be careful not to get too aggressive with it, you'll bend the ears.

Good idea... Not cover one of the likely causes of low fuel pressure, and shit-canning injectors. Thumbs up, Ford!

E or F series? What is EBP at WOT? Codes after EBP replacement?

What about when the front subframe rots out and/or the strut/radius rod pulls out of the frame? Oh shit, shoulda kept my mouth shut...

There's these two fellers... Standin on a bridge... Goin to t'batrhoom... One feller says that the water's cold... Other feller says the water's deep... Mmmhmm. I believe the one feller come from Arkansas... Git it?