Ok so I took Blade35's advice and pulled the turbo for a cleaning. I actually took it to a local specialist to make sure it was clean and in good order after I did it. So all checked out but getting it back in was a b*^ch. So I get it back in and with a edge insight cts a take an extended test drive. A couple of notes on the drive. It seemed to run more or less ok but the power still didn't seem to be what I would expect. Also what is the expected boost pressure. I didn't see more than 8psi the whole drive. I think I was expecting more but perhaps that's correct. Also the truck seemed to be shifting funny. Again keep in mind I've never driven one of these trucks in good working order so I'm not entirely sure what to expect.

Well the bad news is that I'm running about 204 oil temp and 186 coolant temp. From my understanding and I'd love confirmation it looks like it's time for the egr delete/egr cooler replacement more on that later. But also of concern were the new codes that I'm now throwing. P0272, p1000, p2552, and still p132b.

After some research on P0272 I think that's a battle for another day. The P1000 doesn't look like much. The p2552 seems like it could be the culprit in the shifting issue and the recurrence of p132b is really concerning.

First of all could any of these codes cause the difference in temp. The reason I ask is that to me it would be ideal to drive the truck a bit so I can sort out all this stuff before I have to tear off the top half of the motor. As always any suggestions would be great.

Thanks again in advance.

 

It was Definatly down on Power P132b is a Turbo charger DTC 8psi is WAY WAY Low

Normal WOT Boost should be 24-28psi boost and anything over 30 psi is BAD Heads can Lift at this Point

Did it have the P132b before the turbo work????

It sounds like you Fought the turbo getting it back on whats Normal for the first time but it could be leaking

If this trucks an 03 good new is the EGR Cooler is the round one and is basicaly Bullet proof so you can run it alittle bit
Check the ECT and EOT sensors after a 12hour cold soak see if they are the same

 

P132b I can find the Info right now But its a Turbo DTC that has a TON of possibilities. Do to the fact the turbo has been removed recently I would start to check the Exhaust Joints that connect to the turbo start the truck Cold and then while it idels Feel around those joints and see if you can feelm air Escaping

Then Post BARO and MAP at KOEO


<table style="width: 681pt; border-collapse: collapse;" border="0" cellSpacing="0" cellPadding="0" width="908"> <colgroup><col style="width: 77pt; mso-width-source: userset; mso-width-alt: 3730;" width="102"> <col style="width: 86pt; mso-width-source: userset; mso-width-alt: 4205;" width="115"> <col style="width: 237pt; mso-width-source: userset; mso-width-alt: 11556;" width="316"> <col style="width: 281pt; mso-width-source: userset; mso-width-alt: 13714;" width="375"> <tbody><tr style="height: 12.75pt;" height="17"> <td style="border: 0.5pt solid black; width: 77pt; height: 12.75pt; background-color: transparent;" class="xl66" height="17" width="102">P2552</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 86pt; background-color: transparent;" class="xl66" width="115">FICMM</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 237pt; background-color: transparent;" class="xl65" width="316">FICMM Circuit — Throttle/Fuel Inhibit Circuit</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 281pt; background-color: transparent;" class="xl65" width="375">Open/short circuit</td> </tr></tbody></table>
<table style="width: 681pt; border-collapse: collapse;" border="0" cellSpacing="0" cellPadding="0" width="908"> <colgroup><col style="width: 77pt; mso-width-source: userset; mso-width-alt: 3730;" width="102"> <col style="width: 86pt; mso-width-source: userset; mso-width-alt: 4205;" width="115"> <col style="width: 237pt; mso-width-source: userset; mso-width-alt: 11556;" width="316"> <col style="width: 281pt; mso-width-source: userset; mso-width-alt: 13714;" width="375"> <tbody><tr style="height: 12.75pt;" height="17"> <td style="border: 0.5pt solid black; width: 77pt; height: 12.75pt; background-color: transparent;" class="xl66" height="17" width="102">P0272</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 86pt; background-color: transparent;" class="xl66" width="115">INJ</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 237pt; background-color: transparent;" class="xl65" width="316">Cylinder Number 4 Contribution/Balance</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 281pt; background-color: transparent;" class="xl65" width="375">Power cylinder, valve train or injector</td> </tr></tbody></table>
Does the truck feel Like it has a Misfire???^^^
<table style="width: 681pt; border-collapse: collapse;" border="0" cellSpacing="0" cellPadding="0" width="908"> <colgroup><col style="width: 77pt; mso-width-source: userset; mso-width-alt: 3730;" width="102"> <col style="width: 86pt; mso-width-source: userset; mso-width-alt: 4205;" width="115"> <col style="width: 237pt; mso-width-source: userset; mso-width-alt: 11556;" width="316"> <col style="width: 281pt; mso-width-source: userset; mso-width-alt: 13714;" width="375"> <tbody><tr style="height: 12.75pt;" height="17"> <td style="border: 0.5pt solid black; width: 77pt; height: 12.75pt; background-color: transparent;" class="xl66" height="17" width="102">P1000</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 86pt; background-color: transparent;" class="xl66" width="115">PCED</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 237pt; background-color: transparent;" class="xl65" width="316">OBD Systems Readiness Test Not Complete</td> <td style="border-width: 0.5pt 0.5pt 0.5pt 0px; border-style: solid solid solid none; border-color: black black black windowtext; width: 281pt; background-color: transparent;" class="xl65" width="375">OBD monitors/drive cycle incomplete


</td> </tr></tbody></table>

 

As Benny said, P132b code indicates that there are issues with the turbocharger, MAF sensor, MAP sensor/hose, IAT2 sensor, intake leaks, or exhaust leaks, etc

 

The p132b code was there prior to removing turbo thus the reason we removed and cleaned the Turbo. In retrospect I don't think it was the turbo to begin with as it wasn't that dirty when we took it apart. I don't think it's a leak but I can't swear by it. Suggestions on diagnosing all of the above. Also out of curiousity does it make sense to just change the oil cooler given the durability of the egr cooler in these?

As far as the FICM this is a new code. We did the ficm repair and and the current coming out of it is fine. We double checked the connections and they looked good as well.

As far as a misfire it didn't have an apparent miss.

 

As Benny mentioned (to begin with), check Baro, MAP, and EBP at KOEO. They should all be within 0.5 psi of each other. Pull the MAP and EBP sensors, then clean the MAP hose and EBP tube (make sure they are not clogged). Then get some MAF cleaner at the autoparts store and clean the sensor.

 

So I cleaned the map and ebp tubes took it for a drive and the p132b didn't show back up. I think it was the EBP tube. It actually wasn't so much the tube itself as it was the nipple going into the intake was clogged with oil. That's the good news the bad news is I'm still not making any boost. Would the other codes cause that?

 

Also I'm running a bit low on voltage according to the scanner. Looks like the Alternator is going so I'm changing that Friday. Hopefully the increased voltage might help on some of these.

 

Just wondering, but did you do the turbo relearn strategy.It might make a difference in the vane operation.The procedure is listed at in the tech section at the top of 6.0 forum..

 

Flamebuster, thanks for the tip. Sounds like a possible solution and at the very least will clear the p1000 code. I'll do it tomorrow right after I swap out the alternator. Thanks again.

 

Your welcome, just hope it helps, and you get to to enjoy that rig!!!

 

Well I did the turbo relearn to no avail. Still have p0272, p1000 and of course p132b. By the way map pressure koeo is 14 and baro is 14.3. Maybe this helps in some way. Oh and I can still only get max bost of 10psi.

 

Blade, flamebuster anyone help! I'm kind of out of options here on the Turbo issue. I'm going to try the relearn strategy one more time but are there any more suggestions. The one thing that seems odd to me is that I hit 10psi of boost and that's it. It also doesn't want to sustain that. After I hit 10psi it tends to drop off to 9 like something is being triggered.

 

Have you checked that the pigtail that clips into the VGT is fully seated, no broken connection or chaffed wires?

If you do unplug it, does the truck run any differently?

Maybe the solenoid is toast after the 2yr downtime?

For the 2003 the air system is on pages 32 - 39 of the 6.0 Bible.

Index of /ford-manuals

2003.25 - 6.0L Bible

2003.25 - 6.0L Turbocharger Guide

From page 6 of the turbocharger guide linked to above ....


DIAGNOSTICS

When diagnosing a low boost concern, verify that there is no other concern that would cause low
power. Since boost is created by the heat of expansion, anything that can cause low power will
create low boost (ex. injectors, EGR, exhaust leaks, fuel pressure and quality, etc.). Before
replacing a turbo for low boost all other systems must be tested.

Checking VGT operation:

• Raise engine speed to 3500RPM and hold it at that point while monitoring EP and MGP.

• EP should be between 20 and 28 psi and MGP should be between 2 and 6 psi.

• If MGP and EP are both high, disconnect the VGT control valve electrically and rerun the test.

• If MGP and EP change inspect the wiring harness and connections.

• If MGP and EP do not change (lower) when VGTCV is unpluged remove the valve from the turbo, being careful to handle the valve by its solenoid body only, and plug it into the engine harness.

• Then apply pressure to the cam follower (tip of the valve) with your thumb while actuating the valve with the WDS and look for movement. If the valve does not move replace the valve.

• If it does move then remove the snap ring and end cap on the back of the turbocharger vane actuator. Note: oil will run out of the actuator bore.

• Use a magnet to push and pull the actuator piston in and out of the bore. If the piston will not move then replace the turbocharger.

• The VGTCV (base part # 6F089) can be tested electrically, measure the resistance of the actuator coil using a DVOM, the resistance should be between 3.42 & 4.18 ohms @ 73°F EOT. If the engine is hot the resistance should be between 4.4 to 5.3 ohms @ 200°F EOT. Note: Do not raise the engine rpm above 1200 while controlling VGT or turbo/engine damage may occur.

• Using WDS in datalogger mode, highlight the RPM pid and command the engine to approximately 1200 RPM.

• Then highlight the VGT% and increase it to 70% and record the EP (Exhaust Pressure) & MGP (Manifold Gauge Pressure).

• Next command the VGT to 0% and record the EP. At 70% the EP should be between 19 and 27 psi and MGP should be between 0.5 and 3 psi. At 0% the EP should be between 10 and 18 psi and MGP should be between 0 and 2 psi.

• If it is within this range and no compressor wheel to housing contact is present then do not replace turbocharger. If it does not move or is not within this range then go to the next steps.