Why not go higher?

I've been revving them to 4200 fro many, many months now.

This is not your typical diesel engine

 

Yes, but Vic, you're lucky ---- you don't have to fix them if they break
Some "job" you got there

MOST of us will rarely see that type of rpms.... nor should we ....
in normal day to day driving
(with the Passenger Seat Speed Governor activated) I rarely see about 2500...
Now, when the PSSG is deactivated I may, but it's only for short burst to "put the lessor vehicle" in it's place....


Like others, I believe the svc dept is blowing SERIOUS BS your way that YOUR driving style caused this.... it's more like "their" incompetence in fixing it caused this statement to be made

 

The '04 manual says to not exceed 3,600. The governed (by fuel input) max is 4,000 rpm (p.5 of the supplement, under the manual transmission section).

I don't know for a fact, but I'd guess that Ford's max limits are based on engineering statistics data. Sorta like smoking. My grandpa smoked a cigar every day until he was 83 and never got cancer. Why not smoke? (It's good to see that these engines can take lots of abuse, though )

 

JD....I have the passenger side air bag and it never shuts off

You could have made that light.....
Pass him....
Why you waiting?.......

Maybe I have a different model than you have....Wife 1.0

 

Well, I had disconnected my batteries in several occasions, once to wire in my XM Satelite Radio. So, thereore It will show this code, Correct?

 

I figured I would chime in on this subject as I was just told at a club meeting two weeks ago from a Ford Fleet Manager the following.

They had been informed by Ford that International Harvester had switched Insurance carriers, (no one warrants there own products) and that the carrier was done paying out on warranty claims that were questionable.

All Ford dealerships were just told by Ford the new rule for the next couple of months is that any Powerstroke warranty repair over 1500 bucks had to be certified by Ford Field reps and the Insurance carrier.

Yes, its apparenty possibly for the Ford Factory rep to pull a complete history from the computer and as to changes made in the program. A lot of dealers were not even aware that this was possible.

One of the easy tell tail signs a program was changed is the spray pattern on the pistons, A dead give away on reprograms.

Has anyone else heard of this?

 

That same spray pattern can occur with an injector failure.

The injector sticks open and sprays the side of the piston.

A PROPERLY tuned tuner won't do this anyway...
There have been issues with some tuners using too much injector timing.

The injector starts to spray too soon, and combustion tries to force the piston down while it's still on the way up (hammering the main bearings).
(Kind of like too much ignition timing causing knock on a gas engine)

Early 6.0s had injector failures that had spray patterns on the piston that would lead one to believe injector timing was set too far advanced when it was really just a factory hardware failure.

It is extremely important that whatever tuning device you choose has a safe injector timing curve.

 

So Vic, would you say that the Predator or SCMT would fit in this "safe" category? I know there are others, but these two are the most prevelent, and of course, Predator is on the top of my purchase list for my new '05

 

I tuned the Superchips 1704 so I can assure you the injector timing curve is safe. 2005 Coming soon.

If you would like to test the different products, install them on your truck and watch your injector timing with a scan tool (ngs or equivalent).

If you see WAY more timing than stock, there is a problem.

You can also hear excess injector timing. Typically a tuning device that results in noisier engine operation has excessive injector timing.

 

I made a fat finger, early morning error on the number. He said the new trucks rev 1100 RPM higher than the 7.3 (which I believe was 3200?) and are governed before damage may occur so it would not hurt to hit the govenor on occasion. Gotta get more coffee before I go on here

 

OK, noisier and more smoke right? Well, every time Ford has reflashed mine, it has gotten louder and this last flash has caused a bit of fuel smoke (heavy diesel smell, blackish blue) until it is at full oper. temp. The extra noise I don't mind, it's a diesel after all, but the smoke and louder harder hitting rattle do concern me after reading about increased timing. I have read a bit on this in other areas and have gathered that excessive timing advances will cause early detonation and as was said above main bearing damage and possibly rod failure. Is this something I should be seriously concerned about or is the new flash certainly safe. Thanks for any advice and info.

 

When we are talking damaged bearings and broken rods, we are talking SERIOUS timing advance from methanol and stacking power modules. Absolutely no Ford flash tune comes anywhere in the ballpark of such as that...

However, while some smoke should not be terribly concerning, BLUE smoke means the engine is burning oil....most certainly needs to be looked at.

 

I don't think it's oil, it's not really blue, I guess blackish grey would have been more correct. It definitely doesn't smell like oil burning, but more like raw fuel.

 

Bingo! You're getting warm. Very warm.

 

1500 dollars is, and has always been, the approximate cost factor on the V10 and PSD engine and drivetrain... This includes the transmission, of which International is in no way involved with. This representative is trying to lay the blame on a corporation other than Ford Motors...when it is not.



For all of you waiting for my input- here it is. This will probably end up being small novel, so just hang in here with me.

As many of us know, the electronics system of which the 6.0 PSD engine and drivetrain is based upon (The system is composed of the Transmission Control Module, Powertrain Control Module, and Fuel Injection Control Module) is contained within 2 seperate engine-compartment mounted computer modules. This system communicates with a language called High Speed-Controller Area Network, or what we affectionately here call CAN (and another language, of which PSK was beating around the bush at, which I will mention later). This CAN-based system creates a communicable data link within the electronic powertrain control modules and sensors, and is based on two seperate kinds of memory - FEEPROM (Flash Electrically Erasable Programmable Read Only Memory) and KA RAM (Keep Alive Random Access Memory). Both of these memory systems work in conjuction with each other to retain both the factory programming and retained input from driving.

Using a multiplexing based operation, both of these memory modules readily communicate between each other, and during basic engine-run operations, can "share responsibilities" by one being capable of partially taking over the functions of the other.

As many of the computer-oriented members here already know, the "flashes" issued by Ford, and both the DiabloSport Predator and Superchips 1704 Microtuner performance flash tuners operate by loading in a new operating program via the DLC (Data Link Connector- known by some as the OBDII port under the dash). What most have thought in the past (and is somewhat true) is that when a tune is changed, be it by an aftermarket flash tune or official FMC-written flash, that the computer memory (FEEPROM) is rewritten, and the Keep alive random access memory is erased during the tuning process. For the most part this is true- however there is a third, more hidden factor in this process known as Standard Corporate Protocol (SCP): This communication language protocol is used EXCLUSIVELY by Ford Motor Corporation, and according to all information I have ever known, the only programming equipment presently possessed for this protocol is possessed by FMC (Vic can help me out here by either confirming or denying this).

What exactly this SCP is used for is not totally clear- however I do know this-a record of each calibration seen by the FEEPROM is semi-permanently (hence the SEMI) stored within the vehicle memory; whether or not the PROM or RAM is cleared by any conventional means (IE, battery disconnection, removal of your aftermarket tune, ect). The records are stored safely even before, during, and after a reflash, by sequentially moving the data to and from each memory bank (PROM and RAM) as each is being rewritten. To the best of my knowledge, the following is a layman's step guide to the method of which is used to do this...I'll pretend that a truck has the original flash, has been loaded with an aftermarket flash tuner, and has been restored to stock. (Please keep in mind I am just making this example out of my head for demonstration purposes, it may or may not be out of order in steps)

1. Original tune loaded at factory, flash record entry #1 established
2. User loads Diablo Predator, flash record entry #2 established
3. User reloads stock tune, flash record entry #3 established
During each tune process, we will assume that the RAM is initially cleared before and after the tune (once again, I do not know the exact series of steps during a tune, Vic can help us out). The flash record tables are stored in the RAM, written in Ford's SCP language. Before the RAM erasure, using the multiplexing provided by the CAN protocol, the data is securely transferred into the FEEPROM portion of the vehicle memory. After the RAM erasure, and before the PROM is rewritten in the main step of the flash, the data is transferred BACK into the random access portion of the memory. After the PROM rewrite, the data is transferred within the CAN back to the PROM to prevent erasure during the second reset of the RAM.

Upon starting the truck, on the first KA-RAM duty cycle, the data is transferred back out of the FEEPROM and into the RAM where it originated. During the entire rewrite cycle, the data is sequentially moved about through the memory to avoid erasure. This is possible by Ford's implemenation of the multi-plex capable memory network- enabling the system to give priority to its own SCP over the traditional CAN, while both are functioning, in order to preserve the data in which they wish to retain. ONCE AGAIN, I could be inaccurate in the order of steps which take place; however I believe everyone should get the idea.

As far as I know, this form of memory preservation is only utilized on trucks equipped with the RC5 flash or later- it is rumored that this flash ( implemented on 8/18/03) is what initially began the recording of flash data memory, operated off of Ford's SCP software. Obviously, for this to be true, the hardware must have already been in place on the trucks long before this, for it to be possible...however, keep in mind that this is a rumor, and I cannot confirm it one way or another. According to Ford, one of the purposes of this flash was "CAN communication protocol upgrades to improve compatibility with some aftermarket scan tools". This in itself comes across as suspicious to me personally- as Ford will absolutely go out of thier way to help prevent exactly what they listed as one of thier "purposes" for the RC5 upgrade flash.

Now for the part many of you are probably hoping for by this point- the fact that this method used by Ford to 'catch you in the act' is nowhere near bulletproof- as a matter of fact, the best way to kill it is far simpler than many of the conspiracy theorists here will enjoy

When you remove your tuner from your truck (resetting it back to stock) you simply need to do this- remove the tune, reload it, and remove it a second time, without restarting the truck. What that will effectively do is cause the flash data memory to be lost in its own transfer process, and erased the second flash. Thanks to the fact that the data is only transferred back to its original position in the RAM (this is because the final data transfer is not initiated until the truck has seen a full SYSTEM duty cycle, not just a PCM duty cycle, meaning it has to be started and cut off before the transfer will take place- a full system duty cycle includes starting of the engine; a fact I was not aware of until a short time ago), the information will be 'hung' and erased the second time around.

Ford will not see this as suspicious, because of the fact that it can most certainly be done without the operator (or technician) even realizing it, if more than one computer modification is carried out consequtively. Even if viewed with suspicion, this leaves FMC with absolutely no evidence against you either way- leaving them at your mercy, instead of the traditional vice-versa.

I find it amusing how such a complex system of data preservation, meant to prevent "abuse" from people like us (and prevent FMC from being liable for any damage they feel is caused by it) is so simple to override, given a decent theoretical understanding of its operation.

This is my input on this subject- you will only see it here once. Take it for a grain of salt, or take it as prophecy; pick it apart piece by peice and destroy it as you see fit, or feel free to provide supporting evidence for it. I have no problem with it either way

Just my $1.02