Replaced the Ficm (thanks Ed) and took her out for a drive. She started right up but still hesitated when I tried to take off. Drove about 20mi monitoring HPOP, manifold boost, FICM power and logic, coolant and oil temps.

HPOP was 3500 at WOT and 8-900 at 65mph
boost was 30 at WOT and 14-15 at 65
FICM was between 13-13.5 logic and 47-48 power
coolant got up to 190
oil temp got up to 196

She sometimes hesitated and stumbled if I floored it and would puff white smoke. If I slowly floored it she came up to speed just fine with no hesitation or smoke.

Got back home and pulled the codes

P0500 SPEED SENSOR
P0113 INTAKE AIR TEMP CIRCUIT HIGH INPUT
P0132b TUBRO BOOST CONTROL A PERFORMANCE

Also did a KOER and got the P0132b code
KOEO no codes

Any ideals whats going on?

 

P0132b and p006a were new codes related to the inferred EBP stratagy on the '03 models. I have a "diesel talk" slide show on it but I can't copy the whole thing for some reason. Here's the meat n taters..

The 132b can be caused by Issues with turbocharger, MAF sensor, MAP sensor/hose, intake leaks, exhaust leaks, etc.
These DTC’s may be generated right after 06E17 Reflash. (SSM 19141)

P132B can be set by 3 methods
MAP (boost) levels. (P132B_STK)

Continuous boost monitor checks boost vs.
VGT_DC. (P132B_CM)

Excessive number of learn cycles
(P132B_VAR)

If you have a P132B code, the PCM will continue to cycle the turbocharger full range(15 to 85%) to try to break it loose.

After reflashing 06E17, the EBP sensor is not used in the vehicle Powertrain anymore. Do not remove or replace the EBP sensor unless:
Vref intermittent connection or Vref short
! Smoke test Exhaust (ensure tube is not plugged)

Reference:
06E17-S1 FSA Bulletin
! SSM#19141 – Inferred EBP Calibration service tips.

 

Sounds like the turbo needs a cleaning along with some sensors

 

This was in my notes on turbo issues, may be worth a shot.

Here is the VGT Relearn I am going to do. I think I got it from Bismic. Not sure though since I've been overloaded with info on the 6.0 these last few weeks.
KAM (keep-alive-memory) reset & VGT (Turbo) learn procedure

1. Drive the truck until the engine and transmission have reached normal
operating temperature. (The VGT learn procedure requires that the oil
and coolant temperatures be at normal operating temperature)
2. Flash truck back to stock (Only need to do this if running a tuner or
module)
3. Turn on the headlights
4. Disconnect both batteries
5. Short out + to - battery cables to each other (Make sure both
batteries are disconnected before doing this).
6. Let truck sit like this for 10-minutes
7. Turn off the headlights.
8. Re-connect batteries
9. Cycle the key to the run position twice. Pause in the “ON” position
each time until the wait to start lamp goes out (minimum 5-seconds) and
pause in the “OFF” position each time for 10-seconds to be sure the PCM
has "gone to sleep".
10. Start the truck and let it idle for a minimum of 5-minutes at normal
operating temperature. This allows the PCM to learn the EGR valve closed
position value. Also you will likely hear the turbo pitch change several
times during this period as the PCM learns the necessary duty cycles for
accurate VGT control.
11. Complete the road test Drive Cycle: 15 miles of mixed driving
(*should* be enough in most cases) to allow the PCM to "re-learn" its
adaptive strategy. Note: Anytime the batteries are disconnected, the PCM
will throw the P1000 code until the “Drive Cycle” is completed. As for
the Tow/Haul mode, the transmission must re-learn your driving style and
loads hauled again as this was cleared when the truck was re-flashed.
Quote

 

That's weird Rusty about the P132b the way I understood it Many Many things could cause that DTC
EDIT I see you have them Listed!!


Whats the Deal with the Letters behind the P132b in those 3 circumstances?? Are the Letters supposed to come up with the DTC??? Iv never heard anyone mention them before But that don't mean anything maybe you would need Ford Software to see the Letters IDK and we just don't see them with out cheap scanners

 

Lets Check the live Data Different theres ALOT of Varibles when driving so
Mark (Bismic gave me some PID value when driving but there at Different speeds then you did them at)

What are you using to see all the DTC and PID Info????


Post these Sensor data @ KOEO--Low Idle--High Idle(2500rpm)ALL IN PARK and EOT @ 185*f+

this^^^ will be a Great start we can do Moving Data Later if nothing stand out

BARO
MAP
MAF Volts (being an 03 your IAT and MAF are 1 sensor so 2 in 1 if that makes sense


V-Ref

 

Benny i have had that code before and the truck was running fine .

 

I am using the AE scanner

KOEO LOW HIGH
BARO 30.56 30.56 30.56
MAP 13.6 13.7 14.10- 14.40
MAF .04 1.4 2.5

 

Are the the three connectors snapped in all the way ?

 

I am pretty sure. I heard all of them lock in

 

What BARO reading in???

I cant remember but it needs conversion

so far they Look OK though

Do you have a EGR Valve????that's working??

 

Baro is in pressure ...reads 150 hz also

EGR KOEO .9v low 1.0v hi 1.5v

 

EGR Position Looks OK


But BARO is ?? I have a Feeling its going to check out OK But that's Not 30psi that's Way to High for ambient Pressure

 

On our first test we did for you, when ECT was above 180, I had some problems with the engine wanting to come up to 2500rpms. I blew some white/blue smoke. I rocked the throdle a few times and she came on up to what ever rpm I wanted. Got out of it and I had to do the same thing ....After that I could open it up with no problem.

 

According to the Ford spec sheet Baro should read in PSI or KPA

IDK what AE is reporting BAro in