Bruce Amacker

A couple of comments I'll add to the pictures shown; The secondary (variable) turbo is a Borg Warner design very similar to what's used on the late DT466 (EGR) engine produced by IH. It has a completely different SRA motor than the DT, which is probably a good thing due to the problems IH has had with theirs. BW has had some turbo fin sticking problems, but nothing like the Garrett unit on the 6.0, so I see this as a positive step. IH guys, it has the exact same action and "bounce" on return as the DT BW unit, even though the SRA looks different. The primary turbo is a smaller non-variable unit. This engine will replace the VT-365 in IH MD chassis with a MaxxForce 7 label, powering Class 5 through Class 7 trucks with 200-230 hp at 2,600 RPM and 560-620 ft. lbs of torque @ 1,400 RPM. The EGR coolers appear to be stacked up on the right valve cover in the IH configuration. The HP fuel pump is gear driven from the rear, just like the 6.0's HPOP. There is a pressure sensor on the HP fuel rail under the valve cover for PCM input and a Schrader valve has finally returned, seen on the fuel cooler fitting. The fuel cooler has its own little coolant surge tank with a sight glass and radiator cap, but I don’t know how exactly this interfaces with the main cooling system. I neglected to take pictures of the HFCM when in Vegas at Sema, where the complete truck pictures were shot. Pulling the HP fuel pump was no big deal and I can see this being an hour job with the cab off and the turbos left on. The only thing that scares me is the HP fuel pump is a three plunger radial arrangement with one plunger sticking straight down where water could collect, one pointing at 10 O'clock, and one pointing at 2 O'clock. All three plungers drive off a common crankpin with a weird "bearing block"- Think of a crankshaft with a single crank throw, and a big steel block with three sides pressed onto the crankpin riding on twin tapered roller bearings. Each side of the steel block sides drives one of the three plungers. Stroke is small, less than an inch. The fuel in this engine has a distinctly different odor to it- probably really good stuff If I were to guess, not the junk they sell us at the pumps. I believe the fuel banjo lines on the heads are return lines, so they went back to a return style system. The short block looks like a direct copy of the 6.0 with upper pan, lower pan, bedplate, oil pump, CKP, and CMP all very similar. This engine uses a Piezo injector, which is the first use in the US on a diesel engine. I am working on a cutaway injector completed in a couple of months. The hold downs are almost identical except it’s a T45 instead of a T40. There is a big electrical plug (yellow tape thing) on each valve cover feeding electrical signals to the injectors and FP sender harness. Glow plug feeds go through the valve cover, looking similar to the 6.0 in design. The big oil fill tube thing is just an empty housing intended to separate oil fumes and drain them back to the crankcase. There’s a long curved plastic (fuel line style) drain tube that winds down the right side of the engine and into the bedplate. There’s a pyrometer in the right pipe, and a small converter built into the EGR feed pipe. This should eat up carbon and reduce EGR clogging. Due to the added heat from this unit, the twin EGR coolers, and added HP, I heard the radiator has doubled in BTU rating. There is an EBP sensor in the EGR feed tube. The EGRTPC (throttle plate) has returned in a different form. The lower radiator hose has some kind of trick quick disconnect fitting on it, not a hose clamp. If the housing rots where the o-ring rides, it’s front cover time. I didn’t get the lower hose with the engine so I may have to order one or procure one from Ford. I didn’t get any PCM or FICM (?) but I did get full harnesses. The location I picked the motor up from had a bunch of 6.4 trucks running around, but my contact was not there so I couldn’t go for a ride. I am invited to a media event with driving privileges so I hope to have a seat-of-the-pants report within a week or two. Once again, I have to applaud Ford for doing a much better job on the initial engineering of this engine and truck. My initial opinion of this chassis is much more promising than when the 6.0 was released. Cab removal is supposed to be much easier (and much more often) for servicing this engine, so make sure your customers know this as they spec out ladder racks, attics, PTO cables, aftermarket wiring installs, and other BS that will get in the way. I hope the air filter fits better. Have a great T-day!

I've had fleets with this problem in California, Oregon, and Illinois. The fleet in Oregon replaced every tank in a fleet of Evan Meds that ran regular fuel, no bio. Ford won't stand behind this, but IH does in similar circumstances. Good Luck!

I have to give Ford credit where credit is due. I contacted their Media division, and they are accommodating my requests like I never thought I would see. They invited me to a 6.4 media event in Detroit next week, which I can't attend because of a conflict, but I feel our schedules will coordinate very soon. When I asked for a blown 6.4 engine, they responded almost immediately they could supply me with a core at no cost. I almost fell over! I just returned from Detroit with a complete top-to-bottom, full trim 6.4 engine on a skid missing nothing except the starter and generator. I have no knowledge of what is or isn't wrong with this engine, but in my position, and at that price, I'm not asking questions. I plan to disassemble this and make a cutaway of it like I have done several others. (What a shame, right?) I have not felt as welcome from an OE for a long time and have to applaud them for going out of their way for me. Perhaps they realize they have some lost ground to make up for and are doing their best to make the release of this engine as smooth as possible for everybody involved. I plan to support the DTS forum and all who ask here with as much info as I can on this engine. It's unfortunate that I have to be out of town all next week and weekend or I'd be ripping that baby down right now. Have a great weekend!

No, I haven't tried it, but it was discussed in class the other day. As far as reference leaks, developing a baseline of what's a normal noise wouldn't be too hard if you had one apart. Do you have a tank of gas that could be used? I'm even thinking Argon mix from a Mig would work, but probably more expensive. O2 would work, also, but could be a fire hazard if not blown out of the crankcase with shop air.

Just thinking out loud here- has anyone considered using a high pressure inert gas to identify leaks easier? It might save a lot of time if 2500psi was used instead of 150. Any comments?

In looking back, I think my problem was some kind of software glitch in my VCM and had nothing to do with my laptop. I've talked to a lot of people running IDS on a variety of brands of laptops with no problems. Like anything, you can always have problems, but I wouldn't get overy concerned about running a non-supported laptop. Make sure you have XP Pro, of course. Good Luck!

7.3 IPR should be 9-11% at a hot idle, and 12-16% at a cold idle. A low number like that may be a stuck IPR, but I've seen it to more often be crap in the edge filter inside the pump blocking the exit passageway to the front cover. Anybody have this thing apart lately and do a sloppy job? It's blowing a P1209-10-11, right?

http://www.partsvoice.com/ is a free parts locator that uses a different database than Ford uses. I've used it for years on all makes with terrific results. Your PN shows 5 dealers stocking, with the last showing 29 in stock?: 2 $$ O'BRIEN PARTS LEOMINSTER,MA 888-683-8880 27-SEP-06 541 miles 3 MINUTEMAN TRUCKS INC WALPOLE,MA 800-225-4808 28-SEP-06 564 miles 4 PARTS INTERNATIONAL FARMERS BRANCH,TX 888-727-0418 27-SEP-06 986 miles 1 $ BERGE FORD MESA,AZ 800-442-3743 28-SEP-06 1680 miles 29 COLLECTORS AUTO SUPPLY.COM OROVILLE,WA It's free to sign up, I'd suggest it. I can't count how many times a dealer has told me, "National Backorder, nobody shows it" and PV had several stocking dealers. A phone call and a credit card, and it's in my hands the next day. /forums/images/%%GRAEMLIN_URL%%/wink.gif Good Luck!

YES! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif

I bought another NC6230 off Ebay that's a twin to my main laptop (I like to have a live spare with software loaded in case of a crash) and loaded IDS. It connected to the PCM without a hitch. Go Figger.

In addition to this, I've seen stuck IPR's on 7.3s that wouldn't set a P1212, and open IPR circuits that wouldn't set a code. This is a bastard to diagnose when the IPR connector is damaged. I unplugged the CMP on a 7.3 and it wouldn't set a code cranking. It seems the more you know about these beasts, the more you inaccuracies you find. The calculated ICP pressure really fools a lot of guys, you gotta look at voltage. When it's cranking, the ICP pressure will climb to 1200+ just like a normal truck.....

Our local newspaper stated that Ford has a European sourced 4.4 diesel in the works for F150, Explorer, Expedition, and Navigators. Anyone hear similar rumors? I think it's a damn shame the 4.5 V6 was cut from these chassis.....

Other notebooks will work but may not be supported by tech support. I have IDS loaded on a HP NC6230 and went through some tough times getting it to communicate with the VCM. It works fine, now. Don't forget XP Pro. Good Luck!

There was a problem at IH in March '02 (I think) where the supplier of NGV fuel tanks supposedly left a bunch out in the weather and they rusted internally. This resulted in repeat injector failures on those trucks, with most getting new tanks. Keep an eye out for injector problems... Good Luck!

They are NOT interchangeable. You only want one edge filter in a system. If you put an edge filter IPR in a pump equipped with an edge filter, it will not run. Good Luck!

Being that these trucks are built by IH, they are probably IH senders, which have been a problem for the last several years. Does Ford warranty electrical on a MD more than a year? I'd bet you could buy it cheaper at IH if you walked it in there.... Good Luck!

Wix released this a couple of years ago to combat the high price of replacement PowerCore filters. I agree, the PowerCore is a better filter, but only if the MAF housing fits correctly. I've seen several with warped MAF housings where the PC does not seat correctly on the passenger side and leaks dirty air. I'm kind of surprised we haven't seen more dusted engines. That OE housing could really have used one more clip to retain the filter.... When this was released, it was selling for $55, housing and all. I think it's about $125 to a walk in and $95 on the good price list, the last time I checked. It's engineered nicely with a strong housing and lots of plastic reinforcement. They supplied me a freebie that I use in class. Napa has them on the shelf, too.

FYI: Part number for the engine adapter has been updated, Bracket: D83T-6000-B is now a 303-D043 $879.81 Adapters: 303-D043-01 and -02 ($68 and $55) Availability: July 18. Thanks for the nice picture!

How about fuel pressure and quality? It seems odd to have a turbo problem and no codes. IH's fix for sticky turbo problems on the VT 365 isn't replacement, it's disassembly, cleaning and inspection, reinstalling, and a 20 mile road test. Good Luck!

Keith: Did you try cleaning the MAF by chance? (Do dealer techs ever clean MAF's?) I'm guessing probably not, as the road test time to reset the code would not be paid.... Thanks!

I agree completely with Keith, we've done many of them. It's quicker and less likely to be a problem pulling the motor. One thing is for sure- if you do one in the chassis, it will be the last one you do in the chassis. Good Luck!

Like Keith says, make sure it has an OE air filter housing on it. I had one with an aftermarket performance air cleaner setting EGR codes as a result of turbulence on the MAF. Reinstalling the OE housing fixed it. MAF reading is critical to the PCM for determining EGR flow. Tecanic: Has it had the 06E17 recall? I wonder how this affects this diag.... Good Luck!

The VCM is the same for NGS, PDS, and IDS. I have used the same VCM for all three and it works well. The software has to be updated obviously, but the hardware is the same, and I've had my VCM for 2-3 years now. snw blue by you: Yes, the PDS does want to lock up and need to be rebooted or have the VCM unplugged once in a while, but I don't find it to be a huge inconvenience. It falls under the S* happens category. Good Luck!

Hey Guys: I see a lot more 6.0 F-models than I see Econoline vans and I could use more pictures of van repairs for my training program. Injector R&R, upper engine repair, head gasket, pretty much anything I could be interested in. Trading and/or compensation is a possibility. E-mail me anything you have in a compressed state to bamacker@aol.com and I’ll take a look. If you get a van in, shoot some extra pictures while it’s in the shop. Thanks!

Have you guys ever seen an oil fill cap on a 6.0 severely eroded? I have an '04 with one that looks like it has rusted through. I know it's plastic, but that's how it looks. Just wondering if anyone else has seen this and what causes it. Thanks!