Bruce Amacker

Duh, I forget that most of you guys are dealer techs. Most of my students do not have access to upper level scan tools with bidirectional controls. Thanks for the reminder!

We pump the tank out using the HFCM- jumper power to the inertial switch in the right kick panel. Disconnect the feed line going to the bowl up front and let it pump the contents of the tank into a barrel. When it foams up and runs out, put a few gallons of diesel in the tank to flush it, and let that pump through. Reconnect everything, put fuel in the tank, and put some Stanadyne Performance Formula fuel lubricity additive in the tank (and filter) to help lube the injector plungers. It’s also available from Ford under a different PN. New filters are a good idea as it's possible that the gasoline attacks the adhesive. Cross your fingers and tell the cust to pray that he didn’t trash the injectors. /forums/images/%%GRAEMLIN_URL%%/smile.gif Put the barrel in the back of his truck for him to dispose of ‘cause now it’s hazardous waste. /forums/images/%%GRAEMLIN_URL%%/smile.gif /forums/images/%%GRAEMLIN_URL%%/smile.gif Good Luck!

I've tried to hook my PDS and IDS to other cars, and without the VCM communicating, the program will not even open. The VCM clocks out trying to establish communications with the PCM and an error message pops up. No generic OBD2 or communications at all.

I don't know what your definition of "reasonable" is, but they're on Ebay for about $500. Good Luck!

Hey Guys: Has anyone seen the plug on the left side of the HPOP blow out? I just helped a guy with one that lost low pressure oil and ICP pressure going down the highway. Towed in, no low oil, no ICP. The LP pump and relief valve looked fine, so I had him pull the cooler and check it for debris. He said the HP oil reservoir would drain out on it's own. Pulling the pump cover showed the plug on the left side between the two mounting bolts missing and gushing oil. This is on the inlet side of the HP pump but subjected to low oil pressure. I hadn't heard of this until now. Anybody else see this? Recently purchased '03, 312K, no history.

Hey Guys: I had a student turn me on to this and it might be of value. The guy is a dyno operator at reman facility and when he has a 6.0 HP leak, he pulls the glow plug harnesses out to see where it is. If it's puking from the HP rail/injector area, it leaks oil profusely on that side from the glow plug holes while cranking. I know the bus bars aren't easy to pull on the early trucks, but it might save some time on diagnostics.... Comments?

YES! Finally got it up and running. I count about 15.5 hours between tech support, going over to my local Ford training facility to try my VCM on their IDS, swapping parts with my buddy's IDS to make sure it's not a cable or hardware issue. The amount of time wasted updating software is unreal, but it works and now I'm happy! PS: I was really smoking mad after spending several hours with tech support- first the low level guy, then the mid level guy, and when he couldn't figure out my problem, he went to the upper level guy. The upper level guy comes back and says- guess what- because I am not a Ford employee, they will provide zero tech support over the phone! They referred me to the Motorcraft website for DIY tech support- not even e-mail. I was so mad I was bright red. The upper level guy sent out an email to all tech support people and basically shut off the aftermarket guys from tech support on the IDS/VCM communication problems. I think there is a law against this and I may look into it....... UGH! Now to go on and enjoy my IDS.....

I assume it was replaced due to failure? What was the symptom? I see very few 6.0 DMF's around here. They're either heavier chassis or automatics.

For $425 list/$325 net you can buy MD from SPX/OTC, if your dealership will part with that kind of change... P.S. My time spent trying to get IDS working is up to 12 hours total so far with tech support, and my IDS still won't recognize the VCM. I'm too PO'd right now to type the story out but will let you know when it is up and running.

I'm not sure if you're asking me or HGM, but I'm using my own laptop- a new Compaq/HP NC6230 I had built with 2 HD totalling 160GB, 2 GB Ram, XP Pro, and a 2.13 processor. I chose that model because it has a serial port, and those are hard to come by these days. My last laptop had 80GB and I was forever moving stuff to an external drive because it was full. If it had only 10gb open on the HD, it would do weird things like not open programs. I wish PC's would tell you when they are too full to run right, but they don't. I'd think that 10gb was enough breathing room, but there I go thinking agin. I need to train myself not to do that.....

Yes, the entire time the VCM was linked to a vehicle and the lights were flashing, sometimes 5 greens, sometimes a sequence of red, yellow, and orange. The VCM shows up in device manager as a USB adapter but the IDS software will not recognize it. I had all of my firewalls, NAV, etc. turned off, and even had my PC repair guy try to get it to work (hence the 6 hours I mentioned in the first post). I have a call into IDS support (who actually answers the phone at 877-722-8336!) This was at 4:30 Friday and it was at the end of the day, and the only guy there was perhaps a mid-level guy, and did not know what to tell me. I did not have a Ford handy to hook to anyway. I'm teaching Monday but they're open until 6:30PM EST so I hope to talk to a guy live then with the PC/VCM all booted up and trying. I have a case file open. I did get it to connect for a few seconds one time, and it was trying to download new software into the VCM, but after it tried for about 20 minutes, I pulled the plug. It should only take about a minute to update the VCM code. Anxiously waiting....

Anybody else have an opinion? Good or bad? [/QB] I've had a VCM for a couple of years now and have graduated from NGS+ to PDS and finally to IDS. I have spent about 6+ hours trying to get the VCM to communicate with my laptop to no avail. It's some kind of software issue as my VCM/cable kit works fine with my buddy's IDS. I've been drooling over getting this up and running to see it in action. I'll let you know when it works....

Sorry for the late reply- Been really busy. No, IH is not having anywhere near the problems with the VT-365 that the 6.0PSD is having. I feel this has a lot to do with several things- first of all, there are 20 times more 6.0's on the roads than VT's. Second, the VT is only available in a couple of chassis, which are much more likely to be driven as a truck is supposed to be driven- with a load and for a longer time, not stopping at the store for milk and other short runs. They are having some air management problems and have come out with a letter to disassemble the turbo and clean the carbon out of it, along with a new EBP and EGR. HP oil leaks are rare, which is probably a programming thing- Ford must have the ICP turned up to get more HP out of the motor. Looking at ICP on the two doesn't really show much difference, but in fairness I have not compared WOT recordings side-by-side. The higher torque/lower redline is surely easier on the HP oil (and other) system, too. IH has released some calibration updates, but not on the level of the 6.0. I think it's pretty clear that Ford is still struggling with the programming end of it by their recent changes. It's too bad they didn't put the VGT position sensor in the turbo that Garrett offers- that would have solved a lot of diagnostic dilemmas by giving us a definitive code for a stuck turbo.

The Chevy Duramax uses this same turbo. You know that plug on top near the oil line? It's for a rack position sensor. What a perfect way of determining if the unison ring is doing what it is supposed to.... *sigh*

Hmmm. I was under the impression that in strategy the MAF was only present for verifying EGR flow.

FYI: Through my other connections I hear that Franklin Power Products will be remanufacturing the 6.0 injectors soon. They said when this problem occurs in the near future the fix will be to replace the injector "control", meaning the top part where the spool valve is. Two bolts, a new control with o-ring, and down the road.

Yes, Jason, I'm referring to the o-ring at the top of the injector where the high pressure oil feeds that commonly fails. I am getting conflicting information from various sources about the availability of replacement parts. Some Ford guys say they are changing the o-rings, some are telling me they change the injector, IH does list PN's and I have ordered them to see what they look like. My IH dealer says 1838014C1 is the o-ring, 1838010C1 is the "ferrell", and 1840060C1 is the snapring. Update: IH tech support called back and says they are not serviceable and the injector must be replaced. IH also called back and said the numbers are no longer available. It looks like injector time..... /forums/images/%%GRAEMLIN_URL%%/frown.gif

Hey Guys: These o-rings seem to be a trouble spot and I'm having a hard time getting a part number for replacing them. There are two versions, I think, early, and late, but I don't the cutoff date, or if top o-ring kits are available for both styles. Can anyone help with info or part numbers? Thanks!

I have never put the blue sensor in a PSD, but IH has a TSI letter about putting the black PSD (T444E) sensor in a DT466E when production tolerance stackup causes retarded timing and blue smoke/lack of power. After doing some real world testing with a timing light, a friend of mine determined the black PSD sensors advanced the timing 4-5 degrees over the blue DT sensor in a DT466E. In this case, putting the blue DT sensor in a PSD should retard the timing 4-5 degrees. Why you guys like it better that way I'm not sure.... P.S The blue sensor fails just as bad in a DT as the PSD sensors do.

Where was that TSB letter originally posted? I can't find it on their website.

I promote biodiesel heavily in my classes. Aside from the political ramifications, the lubricity added with the oils is very beneficial to the injector barrel and plungers. Even though Ford says B5 max, IH says B20 is OK as long as it doesn't hurt the fuel system. Many government agencies are required to run biodiesel year 'round. I have an IH school bus fleet with 2 million miles on biodiesel in Michigan. It's kind of hard to find unless you're in the corn belt, if you go to biodiesel.org there's a map showing locations around the nation, with most being centered around Kansas. There were some issues years ago with the components separating in the tank, but these are all gone. Biodiesel is a very good cleaner, if you run it in an old truck you might expect to change filters a couple of times in the first few months. Many owners claim a distinct improvement in the way their trucks run when biodiesel is in the tank. I wonder if their barrels and plungers are already galled and the bio is making things slide better. /forums/images/%%GRAEMLIN_URL%%/wink.gif

I have a 6.0 IPR repair pigtail in my notes listed as ZTSE 4437-5, also part of Electrical Repair Kit ZTSE 4436. These are SPX/OTC numbers, and I'd bet they're breakout harness pigtails. Call 800-533-6127 for pricing and availability. Beware that SPX/OTC is really bizarre to deal with. If they tell you they can't sell you that PN because you're not an OTC dealer, tell them to check their notes. It says in all ZTSE part numbers that they can sell to anyone with a credit card. They are the most disorganized comapany I've ever dealt with. Good Luck!

Good Job, Keith! When I saw this on a CF I had the exact same thought, but did not follow through on it because the truck was not mine and on a lot. The drain has been SO much of a pain.....

Kinda like mixing water and oil, no? That's for sure, the IH guys won't have a clue about these. I'm sure it'll be quite a learning curve for them to do internal repairs. At this time there have been no CF failures at my local dealer, because they've only received a few of the trucks. I think the only one on the road is their parts dept. delivery truck (new CF). I did some recordings the other day and was surprised to see the twin turbo only deliver 21psi of boost. To me it drives just like an Isuzu NPR or a Mitsu Fuso- little short WB cabover with that "cabover ride". It has more power than an NPR or Fuso, though.

You would think, but it ain't true. The first one (gold cover) has no part number on it anywhere and cannot be ordered. The second one has a PN but I've tried every avenue I could think of to order them with a deadend every time. It always comes back with "not available without taking the class". They are printed by IH but cannot be ordered from IH. It's a shame- IH has really similar books for their VT-365 -same engine) and they can be ordered very easily for about $4!