Bruce Amacker

Correct. Mounted under the MC was an aluminum "can" with a pull ring on the top that opened a "rubber cork" valve on the bottom. It was very low tech and prone to suction leakage from the valve. We replaced them with a Napa/Wix 3123 and aluminum header mounted on the rear of the cab. Many guys just bypassed them, but I don't like the idea of that....

Excellent point. Doesn't the diag sheet say below 8.0v cranking will reset KAM? I'm pulling from memory as I am still on vacation (Hi Jim!) on the left coast and don't have my reference stuff with me.

Let's clarify this as to not confuse others. I see you're a Diamond IH tech, but the T444E is a bit different than the 7.3 PSD in this area. The T444E uses a fuel system very similar to the early Gen 1 PSD's. Generation 1, '94-97: A leaking center o-ring usually generates a "huge oil consumption" complaint, because the oil is allowed to travel to the fuel tank from the HP oil galley via the center o-ring and the fuel return hose on the head. This effectively pumps the contents of the oil pan into the fuel tank. These are usually diagnosed by sampling the FF to find black oil, or the oil level going very low to the point of a performance complaint. Gen2, '99-03: These engines lack the fuel return hose from the head to the FP regulator seen on the Gen1 trucks, making this fuel system returnless from the head. (It still does have a return line from the FP regulator on the FF, though) When the center o-ring leaks on these, the complaint is usually cold smoking and misfire. This is because the HP oil overcomes the fuel pressure in the fuel galley and oil now becomes the fuel to one head. Because of the viscosity of 15w40, it does not vaporize in the cylinder when cold and causes a misfire and blue/white smoke complaint. The cust usually complains more about the engine when cold then warm, partially because 15w40 gets thinner when hot, and maybe the center o-ring seals better after then engine warms up. Sometimes the oil will overcome the check valve in the FF to head line and leave black oil in the FF. Good Luck!

E-Van? Ambulance maybe? Battery shutoff that clears codes when the power is killed? I've seen ambulance guys burned by this before. .24 ICPV steady cranking, 1500psi ICP building up while cranking in scan data, no friggin codes! #1: Beware of battery shutoffs #2: Only believe ICPV! Good Luck!

Picture is up!

I got mine yesterday, too. I tried it on my demo motor and it will fit with minor clearancing. The support bosses just interfere a slight bit, but it's on the large part of the fitting and it can be ground away. I shot some pics and will post them later. Heading to the west coast for vacation..... THANKS!

Have you tried this on a head yet? It "should" work, but if you send me one, I'll try it on my demo motor to make sure. There's some funny bosses right next to the port for stabilizing the line that might get in the way. 20743 Sterling Way, Strongsville, Ohio 44149

You're looking for really small leakage, right? How about removing the feeder lines from the secondary FF that go to the heads, and sliding a small piece of clear vinyl line over them. Fill them with fuel and crank the engine (FP disabled). Even the tiniest leakage from the injectors would show up immediately as raising fuel in the hoses or bubbles. If you're lucky it would be blasted all over the hood. This would be a more sensitive version of the balloon test or "bubbles in the FF test". Eh?

If you're tired of doing diag and want to tear into it, pull all 8 injectors out. The leakers will be discolored near the bottom. My guess is, this won't be wasted time. Good Luck!

Yes, but the check valves are worthless, you can blow through them both ways with your mouth even when they're new. Know anybody with an IDS? /forums/images/%%GRAEMLIN_URL%%/smile.gif I wonder if applying shop air to the fuel lines to the heads would prove anything? I think you're on the right track........ PS I talked to WSAFC today and suggested 16 hrs 6.0, 8 hrs 6.4 and 8 hrs IH Multiplexing.

At our Ford training center they had a one page Motorcraft brochure talking about the new DPF friendly additive, but it was mostly glitzy sales info and not hard tech data. I saw it, but did not get a copy or write down the part number.

I would recommend a lubricity additive regardless of which engine or fuel they're running. In the HEUI motors we only needed to worry about the barrels and plungers, in the 6.4 we add a mega dollar HP pump (with one plunger pointing straight down, looking for water). I know the 6.4 needs a different additive because of the DPF, but I don't know the part numbers. Is that the PM22B you're referring to, or is that the Canadian equivalent to our DPF friendly additive?

You're STILL on vacation? My god man!

OK, OK, I agree with you guys on this. I have a slight sidebar I'd like to discuss while we're at it- the captures I have show no increase in temp on EGT 11, 12, and 13 like I think Keith alludes to. The captures I have actually show a decrease from 11 to 12 and 13. I've argued with guys who were still checking cats on gassers like we did in the '70's with an IR gun- if you don't put any trash into the cat, there won't be anything to burn, and hence no temp increase. My thinking is these days that (since EFI came in) cars and the 6.4 runs so clean that there (may) well not be any temp increase 'cause there's no large amount of trash (HC, particulates, etc) in the exhaust mix. Are you guys seeing increased temps from 11 to 12 and 13? Maybe it's just the trucks and situations I was in. My captures are at 0VSS, but I've also got MaxForce 7 (IH 6.4) captures at idle and 70MPH 100% AP that agree. I wunner why the temps are dropping in almost all of the captures I have? Do you think the PCM cares as long as there's no meltdown temps or big PSI restriction happening? Even at 70MPH and 100% AP there's less than 1 psi at the DPF. There's nothing relevant in Mode 6 other than cat efficiency. I would like to see DPF restriction limit high/low cuts there. I sure hope Keith sobers up before he flames me to death....... /forums/images/%%GRAEMLIN_URL%%/flamethrower.gif

Wow, what a cool idea! Just when you think there's not much to learn on an old engine....

It sounds like a scan tool was run over! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Thanks for the feedback, guys. We have the white module for the NGS for Ford CAN. White module? There are only 2 CAN modules for the NGS, the blue Hickok VIM and the red Rotunda VCM. I have both and am not impressed with either one. Putting a VCM in an NGS is like putting a blown Hemi with a 1 BBL carb into a Vega. The incredible horsepower of the VCM cannot even be realized because of the limitations of the NGS interface. The blue VIM is nothing more than an aftermarket add-on that Hickok devised once Ford dropped them as an OE supplier several years ago. They wrote the software for it, which is far from perfect. So far we've been using the Modis for Chrysler CAN and have the CANdi module for the Tech2. We are an aftermarket shop and have been sending trucks to the dealership if reflash is needed, would we ba able to get the latest programs if we had the tool to install them? The IDS updates itself daily and downloads the latest reflashes from the internet daily. That means when you do a reflash, it is the latest calibration up to the minute. Also, it updates the IDS software daily, which means sometimes you open it up and there's a new test (like the 8 step EGR test) that the engineers installed in your PC last night while you were sleeping. No matter how well I build this tool up, it is still better than I make it out to be. Trust me. I have been resisting taking my laptop to work as I don't have a good place to keep it. If it weren't for that the AE scan tool adapter would be a higher choice. My boss bought the Modis about a year ago (BIG BUCKS!!) Big time wasted bucks if you ask me, but you didn't. /forums/images/%%GRAEMLIN_URL%%/smile.gif and I believe that he feels it is under-utilized (probably very true on an investment/pay-off basis). I think that he is stinging a little from it, Stinging a little? You think? although it has been our primary heavy duty scan tool (mostly Cummins powered motorhomes). Another one of it's weak points. How many have you noticed so far? He has some remodel/expansion projects going right now and I don't see him wanting another expense at this moment. I'll open my big mouth and get vocal here. Tell him to dump that POS Modis and the NGS which is in a crash and burn dive, and buy an IDS and a Pico Scope, and still put $2K towards his remodeling project. The bulk of our Ford work is still 7.3 DI but the tool needs to have the same capability for Demand, Buzz, & Cyl Cont tests and PID readout as the NGS to be worth it. All scan tools have those tests, as they are very basic. OBD1 capability would be helpful for IDI and early Dodge transmissions, and we still work on GM 6.5L. You have so many scan tools that talk OBD1 that this is not even an issue. I believe that the Mentor is the same as Genisys, isn't it? Yes. What limitations for a 7.3 did you encounter with that tool? None on the 7.3, as it uses very basic communication architecture. You're using two real boat anchors right now in the NGS and Modis, and until you have an IDS demonstrated to you for a few hours or a week, you will never believe what I'm telling you. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Don't buy the $249 version, it is retail DIY version that is generic OBD2 only. Get the Pro version with all the bells and whistles which will cost you from $700-$1000 plus $50 per year for updates. I worked with Jay developing the 6.0 software and it is very good, but still no bidirectional on Ford CAN vehicles. Jay claims FMC wants $5 million for the CAN code. If you had to have a "one size fits all" scan tool, this would be my choice. Not only do I have it, but many of my fleets also have it, so I use it in class constantly. It comes with CAN standard.

Yep, sure as sure gets. Ordered Thursday, June 28, delivered to my door Tuesday, July 3, 5 days later. I was amazed! It'll be for Anthony to use in class. $2414 plus $20 shipping with no tax for the IDS kit- VCM, cables, and software disc. Damon Russell ordered one 11 months ago and gave them his CC#, and never got it.....

You state you work on all makes, and have OE scan tools for both GM and Chrysler (pre-CAN), but the glaring deficiency is in CAN Ford products. I don't know which CAN adapter you have (or may have) for the NGS, but even if you do have a VIM or VCM for the NGS, it's abilities are severely limited. My suggestion is to move away from the Nemisys. I've got a Genisys, and am not impressed with it's abilities. I'm a Hickok distributor, and have not sold an NGS for 2+ years. Whenever a customer asks about buying one, I ask them, "Why? It's a dying horse". I know you're looking for a quick tool that's inexpensive for yourself to pull codes and data, but I'm not sure you'll be happy with the Nemisys. Talk to your boss about dumping the NGS and getting an IDS. I can promise he'll never look back once he does. The NGS still has some value (but getting less by the minute) so he can use that towards an IDS. If by slim chance you have the red VCM CAN adapter on your NGS, you're already 90% of the way to an IDS. Ford never released the bidirectional CAN code to the aftermarket, so keep in mind that no aftermarket scan tool does any bidirectional tests on a late Ford vehicle. If you (he) saw the abilities of an IDS, you'd use the NGS for a wheel chock. Rotunda has IDS's in stock for immediate shipment at $2414, as I just bought my second one last week. You'll need a laptop with XP Pro to run it on. ROI: It's 5 minute reflash abiility alone will recoup it's cost in less than 1 year if you reflash just 2 vehicles a month. Good Luck!

Help me out, as I'm not following the logic here. If IPR is 18% cold, it shows the ICP is already too high, since cold IPR is usually 30% or more. If ICP is already too high, the engine should be too loud from over advanced injection timing, not quiet as you state. Did you look at ICP V as well? Maybe the PCM was substituting a known good value in ICP (your 600-800). I'm thinking cold ICP should be above 1000 and cold IPR should be above 30%. I think it's important to look at ICP V because it's actual, when ICP is a calculated figure and will be substituted by the PCM when it sees something wrong. I understand the P1725 and P1726 as the PCM wasn't seeing the RPM increase usually associated with increased ICP and timing during KOER. I'm kind of surprised there were no P2280ish ICP codes, though.

Jim: What 'choo doing on the 'net? I thought you were at the lake on vacation.......?

Due to the air cleaner fit problems on all of the PSD engines, I strongly suggest in class that an annual maintenance takes place of removing not only the filter, but also the rubber ductwork and checking it for dust. During this procedure the turbo inlet impeller should also be inspected for abrasion wear. This is an important step at my shop because we get a lot of hand-me-down broken trucks from other shops with lots of new parts that don't run right. If there is dirt in the inlet and abrasion wear on the impeller, dusting of the engine to some degree is guaranteed. The 6.0 also suffers from the fit problem due to the lack of a third clip on the passenger side, and the high underhood temperatures which allow the MAF housing to warp. It is common to be able to take a business card and slide it into the gap between the filter gasket and the MAF housing, showing there is no contact there. I have good pics of a filthy 6.0 MAF from this problem. I suggest changing the 6.0 filter at 30-35K, even though it shows no restriction at this point. I have had drivers tell me the engine seemed to have better low end torque after a filter change where the restriction indicator showed no problem. Ford's method of checking for a dirty 6.0 filter is to weigh it and compare the difference with a new one. When it reaches 1600 grams (3.5 lbs!) of dirt they say it's time for replacement. I think it's long before that. Tech tip: What's the first complaint when the filter clogs? "My tranny's slipping." Happy Fourth! /forums/images/%%GRAEMLIN_URL%%/cheers.gif

I noticed that! Did you note that his member number is 66? I'm not sure about this guy- I'm glad he's a long way away! (fingers in a cross to ward off devils) /forums/images/%%GRAEMLIN_URL%%/rofl.gif