Matt Saunoras

I remember being able to choose revs/mile on older IDS calibrations a few years back. Then all the sudden you had a list of available tire sizes to choose from. Now you don't get anything. Is it really that big of a problem?

I replaced a 6.7 starter not long ago for a slow cranking concern and the new one was able to produce 195 RPM on a cold engine with good juiced up batteries. I agree that the 6.4s seem to be the fastest cranking of the bunch, hence trying the starter to see just how fast a 6.0 can spin over.

Well my cranking RPM is up to 220-240 where as the weak starter I replaced was kicking out about 120-130. Most 6.0s I see don't push much past 180-190 if I remember correctly. I was chasing an intermittent hard start cold and the only thing I was able to find was my RPM not reading until a half second after the engine was cranking. It was definitely cranking too slow and drawing too much load. I even found my ICP was a full 500 psi before RPM even registered. I know the 6.0 and 6.4 starters appear nearly identical on the exterior (the bendix is different but the 6.4 also has less room for starter removal) I've been wondering why the differences for some time now so I figured I'll give it a shot. I definitely have the fastest cranking 6.0 I've ever heard. Whether good or bad I'll find out. It lights off like a rocket now

I'm just talking about the 6.7 ones I've scrapped. Too much carbon or something. The 6.0s and 6.4s do have a core charge now.

Nope, my scrap guy won't give me anything for them either, says they lose money paying stainless.

Got my eBay VT365 ring in and it is mint, doesn't look like it was ever in a running turbo. Also I found a guy that got me the International part number, 1884220C1. There are still quite a few out there even though Ford shows it as being obsolete.

I had to go in today and put a flexplate in my truck. If you ever decide to put a 6.4 starter into a 6.0 think about checking the current condition of the existing flexplate before proceeding.

When I put 285/70R17s on my 06 F-250 that wasn't an option listed for tire sizes so I just picked the one that was closest to revs/mile. Now that I have a programmer I can put in the correct revs/mile listed by the tire manufacturer into the PCM. ABS module remains whatever it was programmed with IDS.

With that many miles think about replacing the cab mounts too.

A solid aluminum radiator isn't going to do any good in a 6.4. The Mishimotos are leaking left and right. Alradco is going to suffer the same fate.

I just did another one too. Hotline is aware the TSB doesn't work with 100% certainty and is working with engineering on the fix. What ever you do make damn sure when you relocate G400 that it's the ONLY concern. I have had multiple vehicles with a poor G400 in addition to other wiring issues caused by the body builder.

Crack for sure. Hard to tell but the leak is up higher in the bore than the cup.Like Mark said look for the crack on the exhaust side of the bore also. What I do to get the foamy soap in the right spot is to cut a 3/4" wide strip off a scotch-brite pad and use that as an applicator.

trim.JdCYb0.MOV #3 cylinder in an 07 F-550 I'm working on Not sure if the video will work or not

Yeah I tapped the rad and used 2 part epoxy to secure it a little better.

Did this one a few years ago. The degas hose is 3/8" so any barb fitting you use should match the side of the hose.

We haven't been too busy lately but I had a 14 F-550 6.7 giving me fits with reductant codes and being stuck in idle only mode. You don't think a brand new dump truck is going to have wiring problems but I learned that lesson. The first time it came in stuck in idle mode it had a few codes and I correctly grounded G400 and let it go with a new PCM. Now the TSB is out and I'm thinking thank God I don't have to go through this again. Wrong. I fixed 9 f-ing wires in a body harness near the rear of the cab that someone smashed the hell out of, piss poor soldered a few spots and wrapped the other damaged wires in electrical tape without even making a repair attempt. They managed to re-tape the harness well enough I didn't notice it right away. So I fix all that and on to TSB 14-0142. This TSB is supposed to make it possible to remove a 14 from idle only mode. Wrong again, it clearly doesn't work after attempting it at least 6 times amongst going back and forth with hotline. They had me blank path the PCM which also didn't work on the new one or the old one I replaced in the beginning of August. Both PCMs are now door stops. So a truck with 2000 miles on it now is on it's third PCM. I brought it home with me tonight so I can leave my 6.0 sit another night and see if it long cranks tomorrow.

I know I was just mentioning my own problem since it's similar. I am going to leave my truck at work a few days and get the IDS on it for a cold start.

I had an 05 6.0L one time that was throwing throttle plate codes. Yes I pulled them out with IDS too. No idea what the deal with that was or what ever happened to that truck.

I found a good used one on eBay for $48. Looks like it's in near mint condition. Seller bought it for his 6.0 only to find out it doesn't fit Also my parts guy neglected to mention there is one dealer on the locator that shows 3 in stock. Sunbury Motors I believe. I should buy all 3.

Have you ever had any 05+ pumps do this? My 06 has developed a hard start only after it sits for a few days. I was going to check the updated STC to see if maybe it loosened up after being in there for 60k+ miles

Over half the ones I've seen were #5 cylinder.

The 11-14 dual boost turbo is actually a very small turbo for the size engine it's used on. I imagine it was basically maxed out the way it was. There was really no room to crank up the output of the engine without the risk of overspeeding the turbo. The ball bearing design is probably a little more efficient(faster spool up) but believe it or not the brass journal bearings are a little tougher. It comes down to less moving parts = less wear. A lot of 6.7 guys in the performance crowd were spinning apart the turbo. We shall see how the new turbo plays out. It's definitely larger and more comparable to the size turbo that is used on the 6.0L. Obviously cost is a factor too, journal bearings are always going to be cheaper than ball bearings. Another thing to think about is pickup trucks most likely won't see the heat that cab and chassis trucks do so if they experience less turbo failures then we'll know heat(from the adjacent exhaust manifolds) is a primary factor

Go into STARS and make sure your course completion status was transmitted. If you go into "My Information" and "Training History" you'll see if it's the last course you completed. Even though I did this course in August tonight I was still showing new requirements for Diesel Engine Performance. If it happens that your in the same boat as me re-launch the web course and it will show if you already completed it. Hit the button that says retransmit record to STARS.

The 02-04 VT turbo I suspect is different and is basically a downsized 03 6.0L turbo. The turbine blade count, mounting bolt location and vane profile are all more similar to the 03 6.0 turbos. I think what Keith found in his other thread is a early VT vane amongst 03 6.0L vanes. Thanks for the unison ring offer but it would be hard to know if they're exactly the same being a pre-production turbo.

I wish I had my own IDS I could maintain and use exclusively. It's nearly a lost cause when you have 4 guys to share with. It took me over 2 hours today to do a Gen 1 sync update on my mother's Mountaineer. Not a thing works as it should on either IDS.