mpatron

Since the Tech Review Panel has seen the engine, I guess it is safe to say that the top one is a fuel cooler. As far as the dual-stage turbo...I was in North Carolina and Borg-warner has a display in the Asheville airport with a cutaway dual-stage variable turbo. Since the LCF has a Borg-Warner, then the 6.4 could have this setup. Does Borg-Warner have a site with turbo technical information...?

The problem with the bio-diesel is supposed to be that is causes "STICKTION" (Ford's new word, add it to your spellchecker) in the spool valve since it only moves .017". As a comparison. I tried taking the o-rings off a VGT solenoid to simulate a stuck turbo concern, but the truck ran fine because of the tight tolerances.

Last week we were in sunny Dearborn reworking the 6.0 class to include the stuff learned over the years and remove the old 7.3 stuff. The discussions I was hearing seem to point to the fact that Ford learned their lesson from the 6.0 nmdl non-mandatory class. Of course, the trick is going to be getting engines and vehicles to experiment with to produce a relatively good,informative course. As far as long term concerns..... Regarding cab-off procedures: it seems everyone agrees it is just less strain. I am sure Ford will either pay to take it out or remove the cab (if it gets approved by NVH engineering). I am sure it just depends which is considered faster (as in lower warranty cost).

Regarding the LCF tools. I notice that the fuel restriction tool fits into our F-series HFCM. Your article on the fuel drain brought it to mind. The tool kit also has the 2005 block-off tools.

I was talking to a tech who had one driving him nuts. The EGR would go to zero percent after about 20 minutes of driving (and I believe he got a P0401). He finally removed the Air Raid to install a stock air cleaner and found...a Tornado. He fixed that by applying a BFH to it.

No nomas porque la fabrica esta en Mexico quiere decir que la culpa es de los Mexicanos. Los INGENIEROS DE FORD en los Estados Unidos Americanos son los que disenan la alambrica de los vehiculos... /forums/images/%%GRAEMLIN_URL%%/readthis.gif JUST FUCKIN' WITHYA'

They are supposed to go into production next year. This one was being used for preliminary time studies. They are running a few more on the line now for testing purposes. One guy said 700+ torque, but then someone else said high 600's torque and about 350 H.P. so I guess that's not finalized. I figure production ones HAVE to be cleaner than the one I saw. I could not even see the back of the engine in there. I just hope they make up their minds about removing bodies for service under warranty.

WOW! That 6.4L is a tight fit! This was not a production unit, but man, talk about a new learning curve concerning servicing! It looks like everything we were hearing is about right. The series turbo (I don't like "twin turbo") setup with the small one feeding into the large one. LOTS of plumbing, but that might get cleaned up some. We were told it's basically the same block. It's just a question of when the 2007's get released next year. I will have ask if I can get some H.P./Torque specs.

That makes about as much sense as just using MAP and BARO and AP to control boost instead of that *&$# EP sensor. What blasphemy! Next thing, you will think a VGT position sensor like GM uses is the way to go. /forums/images/%%GRAEMLIN_URL%%/banghead.gif

That's why it is advised to pay more attention to ICP voltage. It is telling what the sensor sees, especially if you are looking for a standpipe check valve failure with PID data.I believe diconnecting it is also part of no-start diagnostics.

The guys from Detroit told us that the 6.4 should have the "series" (that's what I call it since the small one just feeds into the large one)turbo on it and that the base engine should be very similar...oh yeah, Econoline still has a diesel option for '07. The LCF vehicles were beginning delivery in June, if your shop had an LCF tech when deliveries were scheduled. I believe the next round of sign-ups for sellig LCF begins in October.

Yeah, IVLS is the first one I remember from the 80's. The CTP booklets were also used back then, but that just let you win stuff by sending in the quizzes. We just donated our old machine to a high school a few years back. I'm gonna' ask one of the instructors who's been with Ford for 30 years, he might remember something else.

I would keep checking FMCDealer for service announcements and Powerstroke Central on PTS. If Ford puts out anything about the 6.0L for techs to know, it should show up there first. /forums/images/%%GRAEMLIN_URL%%/wink.gif

I would keep checking FMCDealer for service announcements and Powerstroke Central on PTS. If Ford puts out anything about the 6.0L for techs to know, it should show up there first. /forums/images/%%GRAEMLIN_URL%%/wink.gif

Almost forgot. Navistar reminds us that just because the cetane is good, does not mean the fuel is good. If you really suspect fuel issues, they suggest draining the fuel(of course, it never seems to fail that the customer just filled the tank)and using fuel out of a stock unit with factory fuel.

Who has used either of these? I was just involved with a 2004 F-350 with 60K miles. Came from North Carloina and since 52K miles it keeps plugging EGR's. At 57K the tech replaced the intake manifold and the EGR. After that,it came back with a nice chunk of carbon stuck in the valve. It would have been nice to be able to check the fuel, in case the owner is filling up with 100+ gallons (60 gallon in-bed tank)outside California.

When I was doing 6.0L training in Argentina, they had a 4-cyl., 2.8L Powerstroke in the four-door Rangers. They were equipped with a common-rail injection system like the 6.9l. They were also equipped with the VGT. Those engines probably would not pass emissions regulations here.