cdtruckn,
What kind of problems did you have with the steering box and did they replace it or adjust the nut on it?

Greg

No thy had to steel one off a new truck. (defective) sorry for the delay, the posi rear-end broke at 500 miles. back in the shop. ford is having a engineer check the truck out.

 

Your engine serial number should be on a sticker on the IDM (the computer box attached to the drivers side valve cover). There will also be a date of when the sticker was printed.

 

Joe K,

I found this # at the botton right of the printed sticker is this what you needed?

2L141 N RB 2X 340 001262 11 14 02


Maybe 11-14-02 is the way the line above reads? I'm not sure.
Thank you. David


A friend wrote, we are having some of the same problems and this is what he said maybe it will help someone.

David,
I have the old injectors, thankfully no problems yet. It is a simple change out from what I'm told. They have pulled all the old injectors off the parts shelf. So don't worry about getting more bad ones. The new ones have the wire connection coming in at an angle. I saw a truck on a Ford lift two days ago with rear engine oil seal being replaced. This mechanic I've made friends with told me they had a run of several trucks with no metal ring in the seal and that is why they are failing. To tell you the truth I have never owned a Ford truck that didn't have a leaky rear oil seal (gas engines only, so far). Had the local Ford Service Manager (because Ford Customer Relationship Center told him too after they got my letter) call me yesterday and ask me to bring my truck in after we brought each other up to date on what is going on. He said they have this forum going on between the different dealers for the 6.0 and what they have found is that if you disconnect the battery and let the truck relearn it's atmosphere after the B25.05 update is done your power will come back. So I took my truck in yesterday evening and the tech disconnected it for at least 20 minutes, re-connected it and whalah, more power! The lag in the bottom end is not gone completely but before the motor didn't come on til about 2000 rpm now it's between 1250 and under 1500. Way more noticeable power off the line. Get the B25.05, or newer, update done and make sure they disconnect your batteries, for at least 20 min., afterwards for the computer to relearn its' surroundings. Try it! JT

 

Great info David! I have also been told that the computer has to relearn or like your post said it's new surroundings, after a reflash, but the battery thing is new to me.

 

Ford replaced 5 injectors on my truck (leaking diesel into the oil) the ford # is 3C3Z-9E527-AE NOZ ASSY-FU/INJ for a 5/7/03 6.0 not sure about the engine date.

 

Joe K, My 6.0 PSD was manufactured at the Huntsville Engine Plant.

S/N 0014044
A1Z2AH09
10 NOV 02
DG042A
Can you tell me what Injectors I have C93 C94 C95 and any other Info, that might be helpful. Thanks in advance. David

 

The Diesel Dude

Was this article referring to the 03 6.0 PSD or the 2004 PSD at the Indianapolis Engine Plant where you are? I do hope the 03 6.0s will go 250,000 miles almost everything I have read indicates that is what FMC and the Indianapolis Engine Plant wont's us to believe.

(Sorce)Indianapolis Engine Plant

"The Power Stroke Diesel has a solid reputation and tremendous customer acceptance. In August, we will build our two millionth Power Stroke Diesel," said Fotsch. "98.9 percent of the engines we've sold since 1994 are still on the road. These statistics are a testament to the Power Stroke Diesel. This new Power Stroke Diesel is designed to enhance that reputation and add even greater driver appeal."

International will manufacture the new Power Stroke Diesel engine at its Indianapolis Engine Plant.

 

That article is refering to the 7.3L Power Stroke engine.
The 6.0L Power Stroke engine is being built simultaneously at Indianapolis and Huntsville Alabama (you can't believe everything that comes from the 14th floor).

 

David
Well all the good news I told you the other day about my power is out the window. I picked up my new 5th wheel Saturday and got new problems. After getting my hitch work done I hooked up and went for about a 6 mile test run and came back to the trailer dealer. The truck was running rough again at idle! Then a little later I drove from the dealer back to Albuquerque (about 28mi.). As I was pulling this 10,650 lb. trailer I could sense my power going away, and there were hardly any up hill runs but it was still down shifting and winding out to keep my speed up around 65. When I got off the interstate I thought the truck was going to die. The motor was lobbing, like it was running on 3 cylinders! I made it on over to the trailer park and got parked but the motor was running like a dog. I went for a drive yesterday, unloaded, but not much improvement so I put the truck in the shop again this morning. I can't drive it to Oklahoma City like this. The first time I really tax this motor and it is failing me! I am livid to say the least, as soon as I find out what the deal is I'll get back to you. This is my third documented trip to the shop for the same problem. I told the master mech this morning, find me a friggin' 7.3 and drop it in there. Wish it would mate up with the new tranny cuz I know if I end up with another truck from this deal I will go for a 7.3 with a 4 speed auto and I know they have issues with that tranny. At least the 7.3, after 4 years, motor wise, has most of the bugs worked out. At the rate I am going here David, I will bet you before long I get a buy back offer. Will keep you posted. Jim

 

6.0 PowerStroke and TorqShift Bulletins


6.0 Excursion No Crank After PCM Reprogram:
If this occurs, enter Body/Security/PATS and perform a PATS parrameter reset. Do not perform a key code erase. If errors were encountered and no PCM communication results, the original PCM programming an be reloaded using Programmable Module Installation/PCM, providing the session was saved or the WDS was not removed for the vehicle. Broadcast Message 0509.

2003 6.0 PCM/FICM/TCM Reprogramming Errors:
If this occurs, place the session in "complete" status, do not "delete". Connect a battery charger to the vehicle and the A204 cable to WDS. If WDS locks up/does not communicate, reboot WDS by pressing the white and red buttons simultaniously, the the green to restart WDS. Go to previous session and open the original session. Under Toolbox, select Module Programming/Programable Module Intstallation for the PCM only to reload the calibration. Always ensure the WDS has the latest version (check Power Stroke Central on PTS) and both the vehicle battery and WDS are fully charged. Broadcast Message 0525.

2003 6.0 Water In Fuel Lamp Illuminated:
Some trucks may exhibit a water in fuel lamp that continues to illuminate after draining the water separator. This may be due to sedimate build up in the water reservoir. Check the electrical connectins at the fuel pump assebbly. Remove the fuel manifold and clean it and the water reservoir. Inspect the fuel heater for corrosion. If corrosion is found, replace the manifold with part # 3C3Z-9B249-AA. If no corrosion, replace the manifold gasket, part of kit # 3C3Z-9A343-AA, and reinstall the manifold. Broadcast Message 0492.

99-03 Super Duty F-Series Two-Piece Driveshaft Shudder:
Some trucks may exhibit a vibration on moderate to heavy acceleration from a stop. This is usually due to too high of an angle through the center u-joint. The correct angle through the u-joint should be 0.5-3.0 degrees (compare front shaft angle to rear shaft). Check the engineering number of the center bearing bracket to ensure it is the correct application, and replace if necessary. If the bracket is correct, the shudder may be corrected by shimming the bearing down from the bracket using up to three 1/4" shims, part number E0TZ-4A209-A and two grade eight bolts long enough to expose three threads above the nut when tightened to 46 ft/lbs. Loctite is recommended. Broadcast Message 0518.

6.0 Moan/Droan Between 1500-2000 RPM:
Engineering is investigating this condition. The cause is engine firing pulses causing the turbo mounts to vibrate/resonate. No action is recommended at this time. Broadcast Message 0450.

6.0 Rolling/Rough Idle (surge/lope) After Hot Restart:
Engineering is ivestigating a concern of an erratic idle after a hot restart. The condition may clear up on throttle tip-in. Currently there is no fix for this condition. If a truck exhibits these symtoms, unplug the engine oil temp sensor to see if the idle stabilizes. If it does, do not attempt a repair.
Broadcast Message 0425

6.0 Enhanced PCM Calibrations:
Some 6.0 F-Series and Excursions may exhibit a low power, low boost condition which clears when cycling the key off and restarting. This may occur while driving or after start-up. Other symptoms may include false cooling fan code P0528, and/or no or slow throttle response when engaging the TorqShift automatic transmission in gear. These symptoms may or may not become apparant after having the recall 03B06 performed prior to the end of May. The enhanced calibrations are available only with WDS versions 24.11 or later. Trucks that have had 03B06 done will only have PCM and TCM updates. Those which have not had the recall done will get PCM, FICM and TCM updates.
Broadcast Message 0356/SSM #16839.

Fuel Level Less Than Indicated by Fuel Gauge:
Some F-Series and Excursions built between 12-1-02 and 4-14-03 may exhibit an inaccurate fuel level reading after refueling. In most ases this is caused by refueling with the ignition in the on or accessory position. The fuel gauge should eventually reinitialize on its own, but it can also be reinitialized by disconnecting the batteries. If the gauge dose not reinitialize, then the fuel level system should be diagnosed.
Broadcast Message 0926

6.0 Air Cleaner Housing Appears Warped/Misaligned:
The appearance of a misaligned sealing surface between the air cleaner and mass air flow sensor is due to the design of the air induction system and the positioning of the clamps. The air cleaner should be sealed providing the gap is not greater than 16mm (5/8"). If the gap is greater than these measurments, attempt to reseat the air cleaner to the mass air flow sensor. If the gap is still too wide, replace the air filter element only.
Broadcast Message 0925

Variable Geometry Turbo Solenoid Diagnosis:
Some trucks with the 6.0 diesel engine may exhibit a lack of power/no boost concern. The variable geometry turbo (VGT) actuator should be checked for operation: The engine should be at operating temperature. With the engine running and the engine in park/neutral, use WDS to control engine speed to 1200 RPM. While watching exhaust backpressure (EBP) and manifold gauge pressure (MGP), control the VGT actuator (VGT_DC) to 0% and 65%. If the MPG and EBP do not increase as VGT_DC is increased, inspect the wiring to the VGT. If there is no problems found in the wiring, replace the VGT actuator (P/N 3C3Z-6F089-AA) and retest. If there is no change, replace the turbo. SSM 0824.
If the EBP does increase, and you can hear the turbo pitch change, but the MGP reading does not change, this indicates a problem other than the VGT or turbo.

2003 6.0 Driveability/TorqShift Shift or Engagement Concerns:
This is now covered by Customer Satisfaction Program 03B06. It applies to trucks build through 2-23-03. The program will be in affect until 12-31-05. Ford is authorizing a free oil and filter change under this program until 12-31-03.
Some trucks may exhibit a rough surging idle in drive or reverse when cold , poor throttle response when cold, or low power after extended idling cold. Other symptoms may include harsh shift engagements, harsh 2-3 upshift, 5-3 downshifts and cold 3-5 shift flair. There is a revised calibration for the PCM, FICM and TCM--all must be reprogrammed as a set using WDS version 24.6 or higher.

 

ICP Sensor Problems:

This is now covered by Customer Satisfaction Program 03B05. It applies to trucks build through 2-3-03. The program will be in affect until 12-31-05. Ford is authorizing a free oil and filter change under this program until 12-31-03.
Some 6.0 PowerStroke engines may exhibit rough/rolling idle, poor idle return, lack of power, injector fault codes or excessive smoke. This may be caused by the ICP sensor reading incorrectly. The ICP sensor and connector terminals should be inspected for damage (the ICP is at the rear of the engine, under the turbo), and the sensor circuits checked for opens or shorts. With the engine at operating temperature (engne oil above 180 degrees), the ICP sensor signal should be 0.16-0.28 volts (less than 70 PSI) with the key on and engine off. The engine needs to be off for at least two minutes for this test. If the ICP signal is not within this range, replace the sensor with P/N 3C3Z-9F838-EA.

Runs Rough, Lack of Power, Oil Level Overfull/Fuel in Oil:
This may be due to fuel leaking through or around one or more fuel injectors. There is a comprehensive TSB that has step-by-step diagnostic procedures to isolate the problem to determine in which bank the leak is occuring and to identify which injector and whether it is an o-ring or an injector failure. Note: Trucks built before 4-15-03 require turbocharger replacement if more than four quarts of fuel is present in the oil.
TSB #03-7-8 (F-250/550) & 03-13-1 (F-650/750).

Diagnostic Communication Error:
A failed PCM message may occur when diagnosing 6.0 PowerStroke engines. Insure the WDS software level is B23.0.7 or higher. Wait at least four seconds after turning on the ignition before initiating any tests. If the message re-occurs when repeating the test, check the ground at the DLC, perform PPT "AE", and check voltage at the DLC pins 6 and 14 with the key on/engine off--it should be 2.5 volts +/- 0.5 volt.

Rough/Surging Idle, Excessive Smoke, Lacks Power, Poor Throttle Responce:
This may be accompanied by DTC P2263. Inspect all intercooler hoses and pipes and exhaust system before the turbo for leaks. Ensure the oil level is correct there are no oil leaks and all electrical connectors are secure. Check the ICP sensor as in the following bulletin. If no problems are found, make no attemp to repair the condition. Engineering is investigating. Broadcast Message 0225, 0471. SSM 16488.

Diesel Engine Power Module-Fuel Injector Control Module Monitor Circuit Shorted:
Some trucks may have DEPM DTC P0148 (fuel error/engine speed higher than expected) and/or P2552 in the event the FICMM is shorted or open. DTC P2614 (cam position sensor failure) and P2617 (crank position sensor) may also be set. If these sensor codes are set with the P0148, do not attempt to diagnose the CMP or CKP sensor circuits. Broadcast Message 0059.

PCM Update:
Some 6.0 PowerStroke engines may exhibit a surge or unstable idle after cold start-up. There is a computer update program for this concern, as well as enhancements to the Cold Ambient Protection (cold high idle) strategy. Affected calibrations are HBF7, JEL7, MAT7, BKG7, FFM7, KMA7, NFW7 and PBD7. Broadcast Message 0417.

TorqShift 3-4 Shift Flair:
Some trucks built before 12-16-02 may exhibit a shift flair when upshifting from third gear. There is a computer update for this concern. Affected calibrations are BKG6, FFM6, KMA6, NFW6, and PBD6. Braodcast Message 0232.

Lack of Power, Hard/No-Start, Runs Rough on Delivery:
Air in the HP oil and fuel systems may cause the above symptoms. The vehicle should be driven 30 miles to purge the air from the passages. If this does not resolve the concern, use WDS to command the variable geometry turbo actuator to cycle. If the concern is still present, continue diagnosis. Broadcast Message 0211.

TorqShift Transmission--Incorrect Dipstick:
If the transmission fluid appears to be low on a TorqShift transmission, the dipstick may be wrong. The correct part number is 3C3Z-7A020-BB. If the fluid is in fact low, the correct fluid to use is conventional Mercon (Dextron). Broadcast Message 0397.

Lacks or Loses Power in Cold Temperatures:
This may be due to fuel gelling or moisture freezing and reducing fuel flow. It is recommended to use a fuel conditioner, such as Stanadyne Performance Formula, to prevent this condition. Do not use conditioners that contain alcohol. Broadcast Message 0436.

Fuel Rail Plug Leak:
Some engines may have a fuel leak at the rear of the cylinder head(s). This may be due to a misaligned fuel passage plug seal. Replace the plug and seal with P/N 3C3Z-9K042-AA. Broadcast Message 0523.

No Crank/No Start; Vehicles with TorqShift Transmission:
If this condition is occurs it may be due to a problem in the cooling fan electric clutch. This may be accompanied by transmission range sensor codes P1705 (TR not indicating neutral on self test), P0706 (TR-P sensor frequency fault) and P0707 (TR-P sensor circuit duty cycle low input). Check the voltage at the TR sensor pin 21, circuit 371, it soould read 12 volts. If the voltage is low (3-4 volts), unplug the cooling fan electrical connector and retest. If the voltage is now 12 volts, try starting the engine. If it starts, clear codes and test drive to see if the TR sensor codes return. If they do not, diagnose the cooling fan electric clutch. Broadcast Message 0520.

Loose Radiator Hose Clamp:
A coolant leak at the radiator hose may indicate a broken or weak hose clamp. If a leak is present, allow the engine to cool down. Check to make sure the hose is fully seated on the hose fitting. Install service hose clamp 3C3Z-8287-EA up against the exsisting clamp (no need to remove hose) and torque to 31 in/lbs. Warm up the engine and check for leaks. Broadcast Message 0495.
The hose clamps can also be replaced by using a heat gun to soften the glue retaining the clamp to the hose. Remove the clamp and replace with P/N W710044-S900 for 2" hose ID or W710043-S900 for 1.75" hose ID. Broadcast Message 0529.

 

The Diesel Dude, Do you think the fuel rail is causing our Rolling rough idle? The 2004 rail is two or three times bigger! Truck still missing not a fix i can see in the near future! David

 

6.0L Powerstroke Diesel Injectors Are Ticking Bombs
07 July 2003
Robert Lane
Updated 11 July 03

At the launch of the 2003 Ford PowerStroke 6.0L's engine, Ford used a fuel injector design that has proved fatal to the engine. The fuel injectors were stamped with numbers "3C3Z-9E527-AA" and later "3C3Z-9E527-ABRM". Within months, Ford recalled all of those fuel injectors in dealer inventory and by 17 April 2003 began to use a new design, part# 3C3Z-9E527-AE. Ford, however may have continued to build new 6.0 engines with the old fuel injector until 03 May 03. After that date, Ford used the new fuel injectors in all new engines and service applications.

The below Ford Motor Company diagram details the defective injectors on the left while the improved design is on the right. According to Ford Motor Company and Ford Master Technicians at FlatRateTech, the injector's plunger suffers from side loading which then causes raw fuel to flood and enter the engine's oil crankcase or hydro-lock the engine. Both occurrences are so disastrous to an engine that a total replacement engine is often required.

http://www.blueovalnews.com/2003/pow..._injectors.htm
Image and text: Ford Motor Company

The Warning Signs
Ford Motor Company and Ford techs both cite a rough running engine as a possible sign that the injectors may be failing. Other potential signs that your engine may be included in Ford's 6.0 Powerstroke fatality index are a rise in the engine oil's dipstick level or a high than usual smell of diesel fumes/emissions.

Even though Ford Motor Company is aware of Powerstroke 6.0L engine failures caused directly by failed fuel injectors, they have refused to issue a recall. This is troubling to those who quickly rack up miles on their engines leaving them without a warranty to cover the damage or the cost of an engine replacement.

If you want your fuel injectors replaced under warranty before your engine meets the God of recycled metal heaven, call or write Ford Motor Company executive Steve DeAngelis (sdeangel@ford.com) 313-323-8897 and demand he replace your fuel injectors. It's your money - demand a better product.

Updates at BlueOvalNews.com

 

Those part numbers are Ford part numbers that the Ford parts man will use -- they DO NOT appear on the injector. The number that appears on the injector is an International number -- 1843418C94 or 1843418C95 followed by an 8 digit injector serial number. The suffix (C94 or C95) is what you are looking for, C95 being the latest upgrade.

 

The Diesel Dude
Moderator


Registered: Jan 2000
Location: Indianapolis
Posts: 1407
View User's Gallery Those part numbers are Ford part numbers that the Ford parts man will use -- they DO NOT appear on the injector. The number that appears on the injector is an International number -- 1843418C94 or 1843418C95 followed by an 8 digit injector serial number. The suffix (C94 or C95) is what you are looking for, C95 being the latest upgrade.



The Diesel Dude, Thanks for the numbers. David