faulty computer, FICM, what else???
#11
06-30-2012, 05:33 PM
I was out of town for a week but managed to get the truck to another mechanic before I left. The new mechanic can't get the truck to have issues but said it seems unlikely its the FICM because it has no start issues, no smoke and runs perfect for him. He did check the voltage of the FICM and said he gets 48 consistently (other mechanic said it was 27). He thinks it is either the turbo or the injectors since it only does it after its been working for a long time (over 100 miles pulling a trailer with a horse). Said he's never had a truck with this problem before. Unless it will do it for him, he can only start replacing what would most likely be the cause. He isn't recommending that. He said what we are describing is a power loss and now an added shimmy we can feel in the steering wheel. The shimmy is what concerns him the most. His concern is if its dumping raw fuel we will damage the engine if we use it. Very frustrating problem.
After reading one posters success with a similar sounding issue and resolution replacing a peeling piece of hose, I did ask about a vacuum test. He said its a self-contained system with no hoses. I will ask about a fuel suction test and pressure test. Also about the temps between the EOT and ECT. Can you tell me why these could be important?
This is what the receipt from the new mechanic says... "Diesel Diagnostics... At times stumbles, vibration and engine miss. With Ford IDS diagnostic system, isolate PCM, check all software levels, ok current calibrations are loaded. Retrieve active fault codes, both VGT Control, Boost and TPS (AP) codes stored, road test 1 hour with no trailer, no problem found. With owner and trailer for 30 minutes min road test nothing owner informed of, the following problems as probabilities...Turbo, VGT Regulator ***'y, throttle position sensor (AP ***'y) FICM module and Possible injector hydraulic failure.
Receipt from the mechanic that replaced the PCM (not ECM as written)... "Diagnostic Time - Follow Trouble shooting manual- Verify bad ECM... NOTE: Fuel injector Control Module Harness repair made, may have to replace complete harness if repair does not hold up in the future."
---AutoMerged DoublePost---
I'm pulling up to Phoenix with horse and trailer Monday morning so will see what happens. I looked up Bullet Proof Diesel and they are in Mesa near Phoenix so will keep them in min if the truck starts acting up again.
We did add Lucas after hearing how another poster had success after adding Lucas and Sea Foam. My current mechanic doesn't think they are really helpful but not harmful.
After reading one posters success with a similar sounding issue and resolution replacing a peeling piece of hose, I did ask about a vacuum test. He said its a self-contained system with no hoses. I will ask about a fuel suction test and pressure test. Also about the temps between the EOT and ECT. Can you tell me why these could be important?
This is what the receipt from the new mechanic says... "Diesel Diagnostics... At times stumbles, vibration and engine miss. With Ford IDS diagnostic system, isolate PCM, check all software levels, ok current calibrations are loaded. Retrieve active fault codes, both VGT Control, Boost and TPS (AP) codes stored, road test 1 hour with no trailer, no problem found. With owner and trailer for 30 minutes min road test nothing owner informed of, the following problems as probabilities...Turbo, VGT Regulator ***'y, throttle position sensor (AP ***'y) FICM module and Possible injector hydraulic failure.
Receipt from the mechanic that replaced the PCM (not ECM as written)... "Diagnostic Time - Follow Trouble shooting manual- Verify bad ECM... NOTE: Fuel injector Control Module Harness repair made, may have to replace complete harness if repair does not hold up in the future."
---AutoMerged DoublePost---
I'm pulling up to Phoenix with horse and trailer Monday morning so will see what happens. I looked up Bullet Proof Diesel and they are in Mesa near Phoenix so will keep them in min if the truck starts acting up again.
We did add Lucas after hearing how another poster had success after adding Lucas and Sea Foam. My current mechanic doesn't think they are really helpful but not harmful.
Last edited by tmk; 06-30-2012 at 05:33 PM. Reason: Automerged Doublepost
#12
07-02-2012, 09:01 AM
Answers are in RED
I was out of town for a week but managed to get the truck to another mechanic before I left. The new mechanic can't get the truck to have issues but said it seems unlikely its the FICM because it has no start issues, no smoke and runs perfect for him. He did check the voltage of the FICM and said he gets 48 consistently (other mechanic said it was 27). He thinks it is either the turbo or the injectors since it only does it after its been working for a long time (over 100 miles pulling a trailer with a horse). Said he's never had a truck with this problem before. Unless it will do it for him, he can only start replacing what would most likely be the cause. He isn't recommending that. He said what we are describing is a power loss and now an added shimmy we can feel in the steering wheel. The shimmy is what concerns him the most. His concern is if its dumping raw fuel we will damage the engine if we use it. Very frustrating problem.
At least this guy doesn't want to throw parts at it. A "studder" at highway speeds under load conditions (low RPM in a tall gear) is often a sticky injector.
After reading one posters success with a similar sounding issue and resolution replacing a peeling piece of hose, I did ask about a vacuum test. He said its a self-contained system with no hoses. I will ask about a fuel suction test and pressure test. Also about the temps between the EOT and ECT. Can you tell me why these could be important?
There is only one hose that would possibly cause run issues, and typically they're much more noticeable issues than what you see. Diesels basically have no vacuum at low speeds, which is why we have a vacuum pump and a vacuum reservoir (black plastic tank behind the battery in the passenger fender well).
The oil cooler regulates the temperature between the oil and the coolant. As it becomes clogged, coolant flow is slowed tremendously, this leads to air bubbles, and flash boiling of coolant in the EGR cooler and in the heads. This will cause blown EGR coolers and blown headgaskets, if not addressed. So, we say the oil cooler should be able to keep the temp of the oil and the coolant within 15* of each other. If it goes higher, it's a sign the oil cooler is clogging and needs replacing. Make sense?
This is what the receipt from the new mechanic says... "Diesel Diagnostics... At times stumbles, vibration and engine miss. With Ford IDS diagnostic system, isolate PCM, check all software levels, ok current calibrations are loaded. Retrieve active fault codes, both VGT Control, Boost and TPS (AP) codes stored, road test 1 hour with no trailer, no problem found. With owner and trailer for 30 minutes min road test nothing owner informed of, the following problems as probabilities...Turbo, VGT Regulator ***'y, throttle position sensor (AP ***'y) FICM module and Possible injector hydraulic failure.
I don't believe this to be a turbo issue at all. A "hydraulic failure" on the injector sounds most likely. They can just "stick" sometimes.
Receipt from the mechanic that replaced the PCM (not ECM as written)... "Diagnostic Time - Follow Trouble shooting manual- Verify bad ECM... NOTE: Fuel injector Control Module Harness repair made, may have to replace complete harness if repair does not hold up in the future."
Now that's interesting, I would be replacing the harness regardless at this point.
I'm pulling up to Phoenix with horse and trailer Monday morning so will see what happens. I looked up Bullet Proof Diesel and they are in Mesa near Phoenix so will keep them in min if the truck starts acting up again.
They won't do you wrong, great guys and know the 6.0 in and out.
We did add Lucas after hearing how another poster had success after adding Lucas and Sea Foam. My current mechanic doesn't think they are really helpful but not harmful.
I agree with this mechanic. Those will do nothing for you. If you want to try and additive that actually works, get two bottles of Rev-X, put it in the oil, and try again. I bet the truck starts easier, idles quieter and drives smoother.
At least this guy doesn't want to throw parts at it. A "studder" at highway speeds under load conditions (low RPM in a tall gear) is often a sticky injector.
After reading one posters success with a similar sounding issue and resolution replacing a peeling piece of hose, I did ask about a vacuum test. He said its a self-contained system with no hoses. I will ask about a fuel suction test and pressure test. Also about the temps between the EOT and ECT. Can you tell me why these could be important?
There is only one hose that would possibly cause run issues, and typically they're much more noticeable issues than what you see. Diesels basically have no vacuum at low speeds, which is why we have a vacuum pump and a vacuum reservoir (black plastic tank behind the battery in the passenger fender well).
The oil cooler regulates the temperature between the oil and the coolant. As it becomes clogged, coolant flow is slowed tremendously, this leads to air bubbles, and flash boiling of coolant in the EGR cooler and in the heads. This will cause blown EGR coolers and blown headgaskets, if not addressed. So, we say the oil cooler should be able to keep the temp of the oil and the coolant within 15* of each other. If it goes higher, it's a sign the oil cooler is clogging and needs replacing. Make sense?
This is what the receipt from the new mechanic says... "Diesel Diagnostics... At times stumbles, vibration and engine miss. With Ford IDS diagnostic system, isolate PCM, check all software levels, ok current calibrations are loaded. Retrieve active fault codes, both VGT Control, Boost and TPS (AP) codes stored, road test 1 hour with no trailer, no problem found. With owner and trailer for 30 minutes min road test nothing owner informed of, the following problems as probabilities...Turbo, VGT Regulator ***'y, throttle position sensor (AP ***'y) FICM module and Possible injector hydraulic failure.
I don't believe this to be a turbo issue at all. A "hydraulic failure" on the injector sounds most likely. They can just "stick" sometimes.
Receipt from the mechanic that replaced the PCM (not ECM as written)... "Diagnostic Time - Follow Trouble shooting manual- Verify bad ECM... NOTE: Fuel injector Control Module Harness repair made, may have to replace complete harness if repair does not hold up in the future."
Now that's interesting, I would be replacing the harness regardless at this point.
I'm pulling up to Phoenix with horse and trailer Monday morning so will see what happens. I looked up Bullet Proof Diesel and they are in Mesa near Phoenix so will keep them in min if the truck starts acting up again.
They won't do you wrong, great guys and know the 6.0 in and out.
We did add Lucas after hearing how another poster had success after adding Lucas and Sea Foam. My current mechanic doesn't think they are really helpful but not harmful.
I agree with this mechanic. Those will do nothing for you. If you want to try and additive that actually works, get two bottles of Rev-X, put it in the oil, and try again. I bet the truck starts easier, idles quieter and drives smoother.
#13
07-02-2012, 04:23 PM
I bought Rotella T6 5W-40 and a MC Fl 2016 filter and had the oil changed. The mechanic also added coolant and transmission fluid. We added transmission fluid two weeks ago because it was a tad low.
Drove to Phoenix today with horse trailer and a 1200# horse and truck didn't miss a beat except as we were getting closer to home on return trip when the a/c quit working and the trailer brake failed. I don't see how the trailer brake can be related but can the transmission fluid being low within two weeks of being filled be a problem?
---AutoMerged DoublePost---
And yes, Mdub707, your explanation makes sense. Thx for all your help.
Drove to Phoenix today with horse trailer and a 1200# horse and truck didn't miss a beat except as we were getting closer to home on return trip when the a/c quit working and the trailer brake failed. I don't see how the trailer brake can be related but can the transmission fluid being low within two weeks of being filled be a problem?
---AutoMerged DoublePost---
And yes, Mdub707, your explanation makes sense. Thx for all your help.
Last edited by tmk; 07-02-2012 at 04:23 PM. Reason: Automerged Doublepost
#14
07-19-2012, 12:20 PM
Update - We found what seems to be a reliable, really good diesel mechanic in Tucson, AZ Affordable Diesel on Broadway. I found them through Bullet Proof in Mesa, AZ. Since my original post it had a rough start and had started blowing smoke. They have a Ford computer system to read codes and identified two bad injectors, a problem with the EGR and the oil cooler. We're having the injectors and oil cooler replaced and deleting the EGR. The cost seems really reasonable. Fingers are crossed this is it. Thanks for the help.
#15
07-19-2012, 01:02 PM
That sounds a lot more like a reasonable diagnosis for a poor running 6.0. Good on them for catching a plugged oil cooler BEFORE headgaskets need to be done. Sounds like you're in good hands finally. I would trust anyone that Bulletproof sent you to. Bulletproof are basically pioneers in 6.0 reliability.
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