HGM

When my tester hose sprung a leak, someone recomended(and sold me) a greese gun hose. If you remove the original hose from the pump, you can screw the new hose right in.. Something to look into, no need to duplicate tools..

I assume you are talking about the branch tube. Look on PTS for a detailed description on branch tube replacement.

Personally,I wouldnt have it... I hope customers dont just start changing them out because they are cheaper, but then again, more engine work for the techs.. I can see it for extreme conditions, but not for everyone..The PC's are really good filters and last a good while from what I'm hearing..

I've heard of bio diesel de-laminating some tanks allowing them to rust... Maybe their using bio??

The way it has been explained to me, the injection should(in a perfect world) be contained inside the bowl.. Different loads may contribute to a variation of how intence the patern might be, but as a rule if the star pattern reaches the outer edges of the piston, it is due to a programer changing the PW and timing, and will begin to burn the edge of the piston.. In my opinion, its not clear enough to say "pay me, you added a chip"..

Yes Keith, its very similar otherwise..Its not as far fetched as it seems, to have a 4.5 retrofitted with common rail..... The injection system and weight are what killed the 4.5 for the F-150, a different design with the new carbon technology makes much more sense.. Guess we'll just have to see..

Sorry to ask such an obvious question(I hope). But, have you gone through the test procedures in KA? They can show an intermitant turbo after you get it hot.. Also, when you watch EBP_G(should still be there, you can also plumb a guage into the EBP hole to see for yourself) do you see a change when the concern happens? Maybe the EGR opening? What have you done for testing before decidint to tear it apart?

You know, I'v easked that very same question..... It seems that a sticking turbo, overboosting at the wrong time will effect #3 before the others.. Kind of like #5 and 7 will be dusted first on a 7.3L.. I dont have a good aswer for you, but I've seen several and hotline will likely tell you the same.. I had one that had an engine replaced come back with the same concern, #3 melted after 2,000mi.. After replacing the engine for the second time, we checked boost pressure and got 29psi from a sticking turbo, not all that much, but timing is everything...

If its #3 its probably an overboost.. If you find a loose or leaking injector it can do it as well.. Check history and do your tests..

Quote: On a side note I was surprised to hear that the number five selling car in the US is the Chevy Impala... all of them are made in Canada. [/QB] Wow, that's a surprise to me.. I cant tell you when I saw one last, but maybe its because they are just a plain car and not a head turner.. Where did you see that list? I wonder how some other stuff faired on it..

Personally, I recommend the complete PDS kit for a technician. With that you will save money(in the long run) and basicly be buying a complete NGS kit(PDS is a dirrect replacement for the NGS).. With your own PDS kit($2400 last I looked) you will have the software for 2yrs and that includes the IDS software if you have a laptop that is compatible, then all you need is the extra $200 cable to allow you to personally own the equipment capable of doing 90% of what the WDS currnetly does. The VMM kit is way out of the average tech's price range($5,400),especially for the ammount of time you would use it.. It makes more sense to use the dealers VMM kit for those instances.. Thats just my take on it, I like the PDS for what it is(NGS replacement), and its easy to use. As far as just buying the PDA and using it with the shops VCM, I guess you could, but you would have to have the cables,and bag to put it in, then you would have to give the VCM back whenever they needed it.. Pain in the but to me, so I vote for the kit..

You beat me to it... Thanks /forums/images/%%GRAEMLIN_URL%%/wink.gif

Use the PVT along with the braided trans lines(also w/ WDS)and adapt(might have to go to NAPA) it to the fuel pressure adaptor in the special tool kit for the 6.0L... By far the best way to go. You can also include FP in your recordings when you send them to hotline...

Just a thought...... Have you unplugged the ICP and driven it to attempt to duplicate? What RPM does it happen? If your in the 1800-2400RPM range and unplugging the ICP doesnt help, its probably check valves..Unplug one bank(ICP plugged back in) and drive it again, monitoring ICP, RPM an IPR(zoom in) to see if it still shows really erratic ICP.. If so, the bank thats plugged in is your bad side, if its smoother, the unplugged side is your problem..

Quote: I just bought an inversion table to help stretch my back...it's helping but 40 years of abuse isn't easily fixed... Sorry for the off-topic and whining... [/QB] Between the inversion table, an inflateable flexible excercize ball and my chiropractor, I've been able to get mobile again...Changing jobs, where I drive MUCH more than before and some heavy lifting(moving) I really aggrivated my back a couple years ago.. The doctors, therapists, orthopedics, and etc.. didnt want to do much and operation seemed to be the only out according to those money grubbers... I whent to a chiropractor and he set me up with an excersize program and Cox distraction program and WOW what a difference after a year of treatment and doin g some things different.. It wont go away, but I can live a mostly normal life now..

Quote: The only things that I noticed that were not right are the noise and engine certification labels which showed 2006. [/QB] Yea, that was right.... /forums/images/%%GRAEMLIN_URL%%/wink.gif It was certified as an '06 because a 6.0L wont pass '07 regulations... /forums/images/%%GRAEMLIN_URL%%/laugh.gif Might be alot of '06's out there..

45PSI is bare minimum under a load, that should be fine, though the air is a possibility too.. Is it RPM related,rather than gear?Have you tried monitoring and unplugging ICP while driving? Does it clear up? If so, its not a check valve.. The code makes me wonder if you have any other issues that come along with it.. Could it be the trigger wheel? Try monitoring FICM sync and Sync in graph form on the WDS to see if either drop out..Just a couple of thoughts.. You may want to try the baloon test too..

Its more theory than practical experience.. I tend to avoid anything without a blue oval on it /forums/images/%%GRAEMLIN_URL%%/laugh.gif

hmmmm, I think the WDS could do it too... On most cars anyhow.. If you go into the main screen and manual vehicle entry, it should pull up any OBDII car.. As for the IDS/PDS, I think the jurry is still out.. I havent tried it, but dont see why it wouldnt since its basicly the same software... About the PDS screen, I keep the plastic cover on the bag to protect the PDA screen.. I also keep a ballpoint in the holder so I dont need to fiddle for the stylus.. The ben(closed) works very well and I always have a pen to write stuff down...

Have you called the Hotline? To my knowledge(unless they quit doing it) the "X" should have been there on any head since ???November??? I think..

No doubt.... When a new computer(of any type comes out) it makes you wonder if the one you have is now junk.... The basic theory behing the PDS and IDS is that it will be capable of morphing into new systems.. The only change will be the PC(pocket or whatever).. The main benefit, though a bit of a pain in the wallet(or ass) for whoever owns one, is that unlike the WDS you wont need a new $10k machine, just a new $500-$2000 machine(?).... So its upgradeable, good thing, I think.. I'm having problems with the PDS, but I contribute them to growing pains, overall its a great tool and I'm glad to see it here, even with some frustration..I have believe that it will get better.. As for the capability, there are some options, but you need to really investigate them before buying because things change real quick.. BTW, I understand a hard case may be coming soon.. Really good idea if you ask me..

hmmmm, not to imply anything, but are they being measured right?? The book is a little missleading.. If I remember right, it should be .004" over the distance of the head or .002" over 6"(might want to double check that).. As much at somee guys hate the hotline, they can help with this too, they've become quite familliar with it.. Do the new heads still have the "X" over the exhaust ports? This was an indicator that they were checked for flatness.. Again, not picking on anyone, just sounds strange...

Yea, heard that rumor.... Ford recently got pretty upset about it too.... The PDS is a replacement for the NGS-period..... Its not scheduled to go away... The rumor apparently comes from the idea that the PDS was neverintended to be a dealer tool(supplied by the dealer).. They looked at the NGS history and found that a large amount of techs(individualy) purchased the NGS, so the idea was that the PDS would be a tech's tool(like the NGS) and the IDS would be the dealers responsibility(like the WDS).. This has lead allot of people to assume that since the dealer isnt required to buy a PDS that is not being supported and will be going away soon.. Simply a rumor from missinformation.. The PDS is a good tool, great NGS replacement, and will likely be arround for quite a while.. It currently has some glitches, but does what it does really well... The $2400 price tag sounds like allot, but in the NGS ballpark.. If you use the tool enough and have tried both, you'll toss the NGS.. Just a little info I have recieved, thought it might be usefull to you guys..

Amen...

Well guys, the latest info I have seen is still prety old... It is coming as an '07(no choice)in January(maybe /forums/images/%%GRAEMLIN_URL%%/smirk.gif .... The problem with a class addressed directly at the techs is that even though Ford tests these things, the customer always tends to do something unexpected and helps to bring out something else never seen before.. If you remember from the 6.0L NMDL class, the BIG thing was to cut the gasket from the covers so you dont break the bed plate seal.. Of course, the word got out and it wasnt really an issue, but allot of the other stuff (for whatever reason) wasnt addressed.. The idea is that no one knew.. How can you train to repair something that has never broken before? Or maybe it only happened once during testing.. So, once they get 300,000 trucks on the road(over the first year) the sample rate is many thousand times larger than testing could have ever been.. The 6.0L has issues.. The 7.3L had issues.. The 6.4L will have issues.. We all know that, all we can do is hope they arent that bad.. But we are in the business to fix broken stuff, so if it doesnt break, we're out of business.. The only recomendation I can give is to take alot of the stuff you hear about the 6.4L with a grain of salt..I have seen several of them, they have all been different in one way or another.. So, the only true info will come after Job 1.. Because of this, training will (hopefully) be about the same time as the launch.. I understand it will be a NMDL class(at 1st) along with some sort of web training(again, hopefully).. There will be an engine and a truck available, you will surely be able to disassemble it like the 6.0L NMDL(most of you guys havent seen because it wasnt manditory).. All we can do is wish for the best..