Spdracer

I gave done 3 sets of head gaskets that were already studded with the "black onyx" gaskets. I have always used Ford gaskets with studs. We have a machine shop that does our heads when needed and we have had them resurfaced with the valves in the head.

I've used a stethoscope and while commanding IPR with the IDS you can hear a change if it's not stuck. It's like a high pitched whine when it's working correctly and it has been evident to me so far.....

I have used tear tags from 49 state trucks when the customer wants the EGR removed on a California Emissions Truck.

Couple things here....how many degrees off are you on the "camerorr2" pid? Is it off all the time, part throttle or when? Each tooth is worth approx. 17 degrees of timing on this engine. In other words if the chain jumped 1 tooth you will get approx. 17 degree error. The phasers retard a maximum of 60 degrees on this engine. How I diagnose these codes is start the engine and monitor the VCT pids. Take a jumper wire and ground the PCM side of the affected bank VCT solenoid. It should retard the cam 60 degrees within a few seconds. If it's slow or doesn't move at all, the next step is to verify base oil pressure. It must be 25psi minimum at warm idle. If ok, then could be a phaser, localized oil problem in the VCT solenoid and or manifold assembly. For example, if I have a cam that has a 17 degree error and I ground the VCT solenoid on that bank, I should end up near 77 degrees in the VCT pid. If I do, I know the phaser, base oiling system are good. I know it's out of time 1 tooth for some reason. If I start at approx a 34 degree error and I gound that VCT solenoid and it goes to 94 degrees, then I know I've jumped 2 teeth. If I have an error that is 25 degrees for example, then I know it did not jump time...it could be a stuck phaser. In that case, if I ground the VCT solenoid at the cam goes to near 60 degrees, and as soon as the jumper wire is removed goes back to 25 degrees, I know I have a stuck phaser. Does this make sense? The service manual does a shitty job explaining this and the trouble trees are complete waste of time! I know the scanner says "advance" on all engines in the Ford world but remember this....if I have a signal cam engine, it will always RETARD when it phases. If I have a double cam engine, the intake cam will always ADVANCE if it has a VCT phaser and the exhaust cam with always RETARD if it has a VCT setup. Use the above method with caution. In other words if I have an error that already at 80 degrees for an example, gounding the VCT solenoid may not be a good idea...If it works it will retard another 60 degrees and could cause engine damage. I do not know the point where interference occurs and I don't want to find out the hard way. On any VCT equipped engine you have to make all of your diagnosis before you tear it down. This assumes the engine still runs of course. Once you tear it down and everything lines up and you have a code you can't get rid of, then it makes the job that much tougher. I want to know how much I'm off and if the phaser can move 60 degrees and back within seconds. Vein style phasers move very quickly unlike the old 2.0 Zetec one from 15 years ago. Good luck and I hope this sheds some light on the issue. Chris Hamann Port Clinton Ford Mercury Port Clinton, Ohio

IMO, You cannot always go with ICP pressure in IDS. It could be a subsituted value. I trust the voltage PID more than anything. I assume the engine oil is in decent shape? I think your IPR command is a little high so maybe it compensating for an ICP issue that the PCM thinks is there that isn't. It sure sounds like an ICP sensor/wiring issue.

I had an 03 6.0 once that the truck idled high...around 900rpm all the time and it was the ICP sensor. It showed the correct pressure and the IPR was around 24%. It ran smooth, just idled higher than desired.

True, but on a driveability concern I always try to get a fuel sample and change the filters anyways. I agree you are not checking the standpipe and maybe a checkvalve failure at the cylinder head. I feel that checking it at the HFCM, changing the filters, getting a fuel sample takes care of 95% of the fuel problems that I have personlally seen. If I have to, I'll get the pressure at the correct location.

I've always checked fuel pressure at the fuel pump on the frame. All of the decent fuel pressure test kits have the adaptors to "T" into the quick disconnect line. It's a lot faster and eaiser to do.

Duramax has done IQA's for a few years now. I have seen people mess them up and in my case it did not run any different. The IQA's in a Duramax are stored in the GPCM and the PCM. If you replace the PCM, there is a function in the Tech 2 to copy IQA's from GPCM to PCM.....and vise versa. I see Ford has decided to put a sticker on the engine listing the IQA's so it's my guess if the PCM needs changed you will need to input all 8 IQA's from the sticker.

I have ran into this before...If you disconnect a cam sensor and it runs good, then that bank is OUT OF TIME. Either a jumped chain or VCT related issue. I'd pull the valve cover and check timing.