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Jeff_E

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    6.0 egr cooler bypass kit

    in 6.0L Power Stroke® Diesel Engines

    Posted

    AMEN TO THAT BRUCE /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

     

    I've seen so many problems caused by aftermarket performance devices that I just categorically despise them. Anytime I see evidence of power improvement modifications, I immediately inform my service manager and push the issue until they call in our field service engineer to void the warranty.

     

    THERE'S A NEW SHERIFF IN TOWN /forums/images/%%GRAEMLIN_URL%%/fouet3.gif

    This cant be just our shop seeing this

    in 6.0L Power Stroke® Diesel Engines

    Posted

    Hey Dave,

    I dunno, If it were a water in fuel issue wouldn't it affect

    BOTH banks? As I contemplate all of the things that cylinders 1,3,5,7 have in common regarding the fuel system... the banjo fitting in the front of the RT cylinder head comes to mind. There should be a check valve in there that prevents fuel pressure spikes from going back through the line to the filter housing. If that banjo fitting check valve were restricted or not working properly it would affect all 4 of those cyls. As you know these injectors are VERY sensitive and can easily fail from low fuel pressure. 45 PSI is a bare bones minimum. A restriction from that check valve would show normal fuel pressure when tested at the filter housing which is upstream, but in actuality you could have low pressure to that bank and not even know it. Just a thought

    engine cranes

    in Tools, Computers and the Internet

    Posted

    6.9/7.3L ENGINE LIFT BRACKET

    ROT#S:

    014-00312

     

    Features:

    6.9/7.3L diesel engine lifting bracket for Econoline-needed for lifting the 6.9L/7.3L diesel and 7.3L DI turbo engine out of the Econoline chassis. For use with 014-00071 floor crane. All mounting hardware needed is included with adapter set.

     

    Price:

    $647.00

     

    Posted Image

    6.0 runaway fatalities

    in 6.0L Power Stroke® Diesel Engines

    Posted

    Hey Greg, Did you write this brilliant work?????? /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

     

    "Here is a copy of a post to another board - I had a little more time to write this one.. Here goes with my 6.0 runaway story. Started out as a normal day. Impacts running, wrenches clattering, techs chatting amongst themselves. I'm assigned a 2003 f-250 that runs poorly all the time. I pull it in, and start doing my diagnosis. During one step I am watching the ICP and IPR during various modes of operation in the stall. At one point I revved it up to about 2500 rpm and then let off the throttle. Unfortunately, the problem with this truck was a leaking injector o-ring that was filling the crankcase with fuel. When the crankshaft started to spin that fast, it whipped the oil and fuel mix into a foam that started to rise in the engine. In just a moment, the foam started coming out of the crankcase breather and drafting into the intake stream. You see, oil burns in diesel engines just fine, especially if it is diluted with fuel. Well, when I came off the throttle, the engine didn't slow down. The rpm continued to rise, 3000, 3500, 4000. Turning the key off had no effect, of course, since the engine is no longer running on fuel provided by the injectors. (switching over to third person, since it is more dramatic that way.) The whole shop starts to fill with smoke and the sound of a screaming turbo. Technicians all stop what they are doing to see what the commotion is about. The engine rpm climbs higher - 4500, 5000. The technicians start to run for the doors, trying to escape the deafening sound of an engine straining to hold itself together. The ground starts to shake under everyone's feet, and the waves of sound exiting the shop feel like the hand of God pressing on your chest. The building sheet metal starts to rattle and vibrate as the rpm continues to climb - 5500, 6000, 6500, 7000. The turbocharger has surpassed the level of human hearing. The pitch is so high that the sound just dissapears. A crash comes from the vehicle as the belt fails and whips the power steering pump off the engine. The smoke coming from the tailpipe darkens the shop so much that the automatic headlights come on. Still the engine rpm climbs - 7500, 8000, 8500, 9000. The smoke is so thick now that we can no longer see the tailights. All the tecnicians know what is coming, and are protecting their bodies by cowering behind poles, other vehciles, anything available. The RPM reaches 9500, 10000, 10500, 11000. And all at once, a sound rolls across the witnesses. A sound that can only be described as a combination of a nearby lightning strike and the sound of every toolbox in the shop overturning at once and scattering their tools. The shock wave is felt physically by shirts and hair being blown. The sound is so loud that the echo from Home Depot 1/2 mile away was still shockingly loud. And then the silence. The smoke is forbidding, hiding the havoc that a little bit of extra fuel has provided. We venture into the fog towards the truck. When it seems we've walked too far, we see it - like a ship resolving in the midnight fog. The tailights are out. The truck is sitting at an unusual angle - down in the front. One technician starts coughing from the smoke. We take a few more steps, and feel a splash when we put our feet down. A rapidly expanding puddle is coming from the front of the truck. But wait, where is the front of the truck? It looks fine up to the front doors, but then it just dissapears. Upon closer inspection, we discover that the entire front cap is destroyed, blown apart by engine pieces flung out at high rates of speed. Both front tires are flattened. Engine parts have damaged vehicles as far as 5 stalls away. You can look at where the right hand cylinder head was and see the floor all the way through the block. Ironically, the grill, even the headlights are still intact. And my first thought was "well, I don't have to work on this one anymore." My second thought "Damn, that was freakin' awesome!" And that, my friends, is a 6.0L runaway. Next week, the story of the tech who experienced a runaway on a test drive! The torque shift transmission will still hold gear without any tcm commands... and the truck will go from 35 to well beyond what the speedo will read in shockingly few seconds!"

     

     

    Posted on FMC Dealer June 16 by Greg Holekamp:

    THUMBS UP ON WIRELESS VCM

    in Tools, Computers and the Internet

    Posted

    Mine works too finally /forums/images/%%GRAEMLIN_URL%%/cheers.gif I did find out the hard way however that you need to set it up using an actual FORD IDS VCM to pc cable. I had been using a custom usb ethernet adapter I got from some computer guru off Ebay for the last couple years, and it does NOT work to set up the transition to wireless...actually it doesn't work at all anymore now that the vcm has the new wireless software. Oh well, now for my next trick, VISTA WIRELESS IDS /forums/images/%%GRAEMLIN_URL%%/flamethrower.gif

    Bruce, do you have your security features turned off ie: firewall, antivirus/spyware ect? What happens when you try it? Does it make it all the way through the configuration and just not work, or does it have a problem configuring?

    The Other-Other 6.4 Oil Leak

    in 6.4L Power Stroke® Diesel Engines

    Posted

    I thought you guys may be interested in this. This customer was complaining of an oil leak. With the help of an inspection mirror and a light, I traced it to the drain tube o-ring for the HP turbo. Never having seen this problem before, I thought I'd share. The replacement o-ring is black rather than green so hopefully that means they improved it.

     

    64oilleak1mx9.jpg

     

    64oilleak2sl1.jpg

     

    64oilleak3vq8.jpg

     

     

    HP Pump Gaskets...Whats the difference????

    in 7.3L Power Stroke® Diesel Engines

    Posted

    Well, I've never run across this before in my travels. I'm replacing a Hp pump in an 03 7.3 F350 and I apparently have 2 possible pump to cover gaskets to choose from. The one on the left is the one that came with the reman pump, and the one on the right is identical to the one I just removed from the truck. Does anyone know why there is a difference, and what will happen if i choose wrong?????

     

    [url=http://img170.imageshack.us/my.php?image=73hppumpgasketsha4.jpg[/url]

     

    OMG-600.gif

    6.9L Hard Start after sitting

    in General Diesel Engines

    Posted

    Also the lift pump and the check valve in the filter header (located in the 90 degree fitting) can be problems. I would start by installing a clear hose between the #1 injector return line and the filter header, and a clear hose between the frame rail line and the lift pump. Good luck, and let us know what you find.

    P.S. watch out for Larry /forums/images/%%GRAEMLIN_URL%%/drinkingdude.gif

    Ford's EcoBoost Engine

    in The Water Cooler

    Posted

    Speaking of woodys and Gasoline Direct Injection... /forums/images/%%GRAEMLIN_URL%%/thumbup.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif

     

    Ford Boss V8

    Manufacturer Ford Motor Company

    Also called: Ford Hurricane V8

    Production: 2008–

    Predecessor: 385 V8

    Modular V8

    The Boss engine is a forthcoming all new large-displacement V8 engine project at Ford Motor Company. The engine project was reportedly canceled in 2005 as the company focused on its existing Modular V8 and V10, but was reportedly revived in early 2006 by Mark Fields. [1] The large engine will compete with DaimlerChrysler's 6.1 L and larger Hemi and General Motors' 6.2 L Vortec engines. The Boss V8 will be built at Cleveland Engine in Cleveland, Ohio and the first application will be Ford's new 2009 (likely a late availability 2009 or 2010 model year option) F-Series pickup trucks produced at Dearborn Truck.

     

    The Boss engine will reportedly displace 6.2 L (6207 cc/379 in³) and produce roughly hp (317 kW) and ft·lbf ( N·m) upon introduction. The engine architecture will offer the ability to exceed 7.0 L in future applications. Insider reports indicate the Boss will retain several design similarities with the Modular V8 such as deep skirt block with cross bolted main caps, crankshaft driven gerotor oil pump, and overhead camshaft valve train arrangement. The Boss' single most significant departure from the Modular V8 will be the seen in the significantly wider 4.53 in (115 mm) bore centerline (The Modular V8 is 3.94 in (100 mm) by comparison). The 6.2 L will reportedly employ a 4.015 in (102 mm) bore diameter and a 3.74 in (95 mm) stroke to achieve it's 6.2 L of displacement. The initial versions of the Boss will have single overhead camshafts, two valves per cylinder, two spark plugs per cylinder and employ a form of cylinder deactivation for increased fuel economy. Initial information on valve sizes of the 6.2 L puts the intake valve at 2.10 in and the exhaust valve at 1.65 in. [2] Later high-performance versions will be equipped with DOHC 4-valve heads and Gasoline direct injection (GDI). A "TwinForce" 6.2 L DOHC 4-valve, twin-turbo, GDI version of the Boss is currently being developed and has reportedly produced over ft·lbf ( N·m) in initial testing.

     

    Roush Racing is currently field testing an experimental, large displacement version of the Boss engine code named "777", which stands for 7.0 L, 700 hp @ 7,000 rpm, at National Mustang Racers Association (NMRA) events around the United States. The 777 Boss is naturally aspirated and runs on E85 biofuel.

     

    The engine was initially called the "Hurricane", but this was changed in mid 2006 to the storied Boss name in the wake of Hurricane Katrina.

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