I could use some help with finding out what TSB 08-16-13, TSB 08-11-3 and TSB TSB 08-2-7 are as well as PO299 code. Anyone know how to find the info on these?

 

I think the DTC you mentioned is a turbocharger underboost.

As to the TSB's, there is a recall/tsb tab on the top of the website right below the FTE banner, should be able to get those service bulletins there. I think you can anyway.

Edit: never mind, you can search thru TSBs from that tab, but they didn't have the ones that you listed in there so as far as your concerned you can't. Sorry.

 

I only found TSB 08-2-7 hope it helps.

Diesel Engine - Smoke/Low Power/Surge/Stall

TSB 08-2-7
02/04/08
6.0L - COKING DEPOSIT DIAGNOSTICS - SERVICE
TIP

FORD:
2003-2005 Excursion
2003-2007 F-Super Duty
2004-2008 E-350, E-450

This article supersedes TSB 07-22-5 to update the Service Procedure.
ISSUE
Some vehicles equipped with a 6.0L diesel engine may exhibit white smoke, black smoke, lack of power, exhaust odor, surges, or no start as a result of excessive coking deposits (un-combusted or incompletely combusted hydrocarbons). The root cause of the coking must be corrected or the coking may reoccur.

ACTION
This TSB is to be used only if one or more of the components listed below in the Service Procedure have already been identified as having an excessive coking condition. After following normal Powertrain Controls/Emissions Diagnosis (PC/ED) diagnostics, use this TSB to identify the root cause of the excessive coking condition. Just replacing the component with coking deposits will not correct the root cause, and coking will reoccur.

SERVICE TIPS
Coking deposits are generally un-combusted or incompletely combusted hydrocarbons and can form on system components such as the EGR valve EGR cooler, EBP Sensor, EBP tube, intake manifold, turbo charger, catalytic converter and EGR throttle plate. Deposit sample analysis from warranty return parts confirms the source as engine oil or diesel fuel. Visual inspection CAN NOT link the sources of coking deposits as either from engine oil or diesel fuel. Coking deposits can be identified as shiny black grease like sludge, hard flat black solid mass, or thin light brown sticky layer.
Un-combusted deposits can be linked to delayed combustion events. Delayed combustion events can be a function of hard to ignite elements (poor quality fuel, excessive fuel, engine oil or excessive exhaust gas recirculation) in the combustion chamber or a delayed injection event (calibration, wire chafe, injector mechanical issue). Un-combusted fuel is usually evident as fuel scented white exhaust smoke. Un-combusted fuel may create coking which impairs system functionality eventually leading to black exhaust smoke/poorly combusted fuel.
SERVICE PROCEDURE
NOTE VEHICLE PERFORMANCE ISSUES RELATED TO FUEL QUALITY, MAINTENANCE AND AFTERMARKET MODIFICATIONS ARE NOT COVERED BY FORD MOTOR COMPANY WARRANTY.

Complete all of the following steps. Devices such as the Catalyst, MAP sensor and EBP sensor that fail the PC/ED pinpoint tests, must be replaced and not cleaned. Clean turbocharger using other applicable TSB, intake manifold and EBP tube. EGR valves that fail the IDS-EGR systems test should be replaced.
<TABLE cellSpacing=2 cellPadding=1><TBODY><TR vAlign=top><TD>1.</TD><TD>Follow PC/ED led diagnostics for any specific drivability issues and DTCs.
</TD></TR><TR vAlign=top><TD>2.</TD><TD>Check OASIS for open FSAs and complete before continuing with this TSB.
</TD></TR><TR vAlign=top><TD>3.</TD><TD>Validate clean good fuel.
<TABLE cellSpacing=2 cellPadding=1><TBODY><TR vAlign=top><TD>a.</TD><TD>Use PC/ED, Section 4: Diagnostic Subroutines Performance Diagnostic Procedures/Sufficient Clean Fuel.
</TD></TR><TR vAlign=top><TD>b.</TD><TD>Use "Motorcraft(R) Cetane Booster and Performance Improver" PM-22-A (PM-22-B Canada), or "Motorcraft(R) Anti-Gel and Performance Improver" PM-23-A (PM-23-B Canada) to see if symptoms improve. Motorcraft(R) fuel conditioners will typically reduce white smoke related to fuel quality within 20 miles (32 km) of driving. Continued use of the available Motorcraft(R) fuel conditioners will aid in the removal of fuel quality related coking deposits.
</TD></TR></TBODY></TABLE></TD></TR><TR vAlign=top><TD>4.</TD><TD>Review vehicle maintenance history/records. Refer to the Owner Guide for recommended service intervals and oil grade/viscosity based on vehicle use and ambient temperature. Calculate engine operating hours versus odometer accumulation when selecting appropriate maintenance schedule. (2005 MY and forward are equipped with an hour meter as part of the odometer.) Ensure the proper maintenance schedule and oil viscosity/grade is in use. Oil additives that thicken engine oil and poor maintenance can delay commanded injector response. Several oil changes with driving cycles may be required to "flush" the engine of residual additives and/or degraded oil.
</TD></TR><TR vAlign=top><TD>5.</TD><TD>Check for excessive oil carryover to air inlet system.
<TABLE cellSpacing=2 cellPadding=1><TBODY><TR vAlign=top><TD>a.</TD><TD>Validate proper air intake flow. Check air filter minder by performing PC/ED Section 4: Diagnostic Subroutines / Performance Diagnostic Procedures / Intake Restriction. Excessive inlet restriction may cause oil carryover from crankcase vent.
</TD></TR><TR vAlign=top><TD>b.</TD><TD>Validate crankcase pressure by performing PC/ED Section 4: Diagnostic Subroutines / Performance Diagnostic Procedures / Crankcase Pressure Test. Repair base engine concern if pressures exceed spec.
</TD></TR><TR vAlign=top><TD>c.</TD><TD>Validate no internal turbo oil leak by referring to Workshop Manual, Section 303-04D.
</TD></TR></TBODY></TABLE></TD></TR><TR vAlign=top><TD>6.</TD><TD>Validate fuel pressure is not less than 45 psi, and inlet restriction no more than 6 inches Hg when performing a 0-50 MPH (0-80 Km/h) wide open throttle (WOT) acceleration.
</TD></TR><TR vAlign=top><TD>7.</TD><TD>Ensure proper operation of engine cooling system and visctronic fan clutch. Refer to Workshop Manual, Section 303-03 and Section 5, pinpoint test AH of the PC/ED. Repair as necessary if any concerns are found.
</TD></TR><TR vAlign=top><TD>8.</TD><TD>Ensure IDS calibration level 36.10 or later is installed; these calibrations include the following improvements which will effect component coking:
<TABLE cellSpacing=2 cellPadding=1><TBODY><TR vAlign=top><TD>^</TD><TD>Shut off EGR after 5 minutes of idling. Reduces the amount of hard to combust elements in the combustion chamber.
</TD></TR><TR vAlign=top><TD>^</TD><TD>Injection timing improvements at 1100-1800 RPM (Typical range for PTO operation/Cold Ambient Protection Idle Kicker/Battery Charge Protect Idle Kicker).
</TD></TR><TR vAlign=top><TD>^</TD><TD>Increased exhaust pressure / VGT Duty Cycle for APCM or PTO commanded engine speeds. Maintains heat in the combustion chamber.
</TD></TR><TR vAlign=top><TD>^</TD><TD>Higher engine temperature required for cold ambient idle kicker to switch off. Idle will remain elevated until driver input is observed by powertrain control module (PCM). Maintains heat in the combustion chamber.
</TD></TR><TR vAlign=top><TD>^</TD><TD>Improved EGR throttle plate self test. Better control of hard to combust elements.
</TD></TR></TBODY></TABLE></TD></TR><TR vAlign=top><TD>9.</TD><TD>Validate individual cylinder performance / validate EGR and boost system performance.
</TD></TR></TBODY></TABLE>NOTE COKING DEPOSITS ON THE EGR VALVE ALONE IS NOT REASON FOR REPLACEMENT OF THE PART.

<TABLE cellSpacing=2 cellPadding=1><TBODY><TR vAlign=top><TD>a.</TD><TD>Perform IDS Power Balance Test after overnight cold soak.
<TABLE cellSpacing=2 cellPadding=1><TBODY><TR vAlign=top><TD>(1)</TD><TD>Verify engine coolant temperature (ECT) is no lower than 20°F (-7°C), or greater than 50°F (10°C). Accurate test readings can not be achieved when engine ECT is below 20°F (-7°C). The block heater may be used to increase coolant temperature if ECT is lower than 20°F (-7°C). ECT above 50°F (10°C) may limit concern severity and diagnosis time.
</TD></TR><TR vAlign=top><TD>(2)</TD><TD>Using IDS, KOEO, set up to start the Power Balance Test.
</TD></TR><TR vAlign=top><TD>(3)</TD><TD>Turn the key off (reset ignition switch to trigger glow plug cycle).
</TD></TR><TR vAlign=top><TD>(4)</TD><TD>Key On Engine Running (KOER) - Start the Power Balance Test (monitor only 5-8 seconds before proceeding to Step 5) and record low contributing cylinders (anything below -15).
</TD></TR><TR vAlign=top><TD>(5)</TD><TD>While still running the Power Balance Test with the idle compensation strategy disabled (# sign pressed), increase the engine speed to between 800-900 RPM (monitor only 5-8 seconds before proceeding to Step 6) record low contributing cylinders (below -15). Repair as necessary.
</TD></TR><TR vAlign=top><TD>(6)</TD><TD>Use the results from Steps 4 and 5 to repair the vehicle as necessary.
</TD></TR></TBODY></TABLE></TD></TR><TR vAlign=top><TD>b.</TD><TD>Perform PC/ED pinpoint test KA.
</TD></TR><TR vAlign=top><TD>c.</TD><TD>Perform IDS Power Balance Test at engine operating temperature repeating steps A4 through A6 above. Refer to PC/ED Section 3 for diagnostics related to failed IDS Power Balance Tests.
</TD></TR><TR vAlign=top><TD>d.</TD><TD>Review and perform PC/ED pinpoint test X.
</TD></TR></TBODY></TABLE><TABLE cellSpacing=2 cellPadding=1><TBODY><TR vAlign=top><TD>10.</TD><TD>Inspect for possible wire chafe(s) in the under hood sensor harness and Fuel Injector Control Module (FICM) harness. With the Key On Engine Running (KOER) - push wires towards ground and wiggle test connectors. Shifted signals and commands caused by wiring issues may cause increased exhaust pressure resulting in increased exhaust gas recirculation flow rate, which will affect combustion.
</TD></TR></TBODY></TABLE>
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Parts Block
OTHER APPLICABLE ARTICLES: 07-16-1
WARRANTY STATUS: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage
IMPORTANT : Warranty coverage limits/policies are not altered by a TSB. Warranty coverage limits are determined by the identified causal part.


OPERATION DESCRIPTION TIMEMT080207 Use SLTS Operations If Actual Available; Claim Additional Time Diagnosis Or Labor Performed As Actual Time</PRE>
DEALER CODING

CONDITIONBASIC PART NO. CODE9F452 49</PRE>
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Thanks for all the info guys. I do not know for sure if there were problems with the installion of the head studs and I do not believe there was, but I do know that the dealer pulled the motor and they checked the surface plain of the heads and said all looked good before going back together with the motor. This last time the truck puked was the first time it has happened since the studs were installed, also the first time I have taken a long trip with the tow tunes installed. I have had problems with excessive smoking recently when running Spartan tow tunes. After going back to Ford settings the problem still persistant. So I had the same dealer (who I have been dealing with over the last 15 year with no real problems) who installed the studs look at it. I could not get help from Matt. They told me there was an update needed to the PCU that would correct the problem. This helped while running the Ford tunes, but came back with the Spartan agg tow tune. I had to take it to a out of town dealer when it pucked the last time, (on vacation at the time). They told me the head gaskets were ok and checked for hydro-carbons in the oil whick came back negative. They also find that the truck was six updates behind for the cooling system from Ford. After the updates were installed, I continued on my way with no more problems. Of coures I was running the stock Ford tune for the remainder of my trip which was around 600 miles. So with all this said I would like to try someone else's tunes or go to the Banks 6 guns tuner. Since I have already purchased a SCT from Spartan it would be nice to contuine using it. Hate the thought of spending $500.00 on a new tuner!!

 

Thanks FTX...I'll post a request on the main board for the other two TSB's.

 

There's a little known, little acknowledged "problem" with the 6.0 that might be worth examination if you've got unexplainable puking problems.

It seems that Ford didn't think it necessary to put a spring inside the lower radiator hose, to keep it from collapsing under heavy loads (unlike every other engine known to man, it seems).

When the hose is new, it's stiff enough (barely) to resist collapse, but as it ages, it softens, and can no longer hold it's shape. When the thermostat opens up fully and the water pump is going full-blast, it can create enough suction (even at an operating pressure of 13-15 psi) to suck the radiator hose shut, and thus cut off coolant flow. This drastic reduction in coolant flow can cause boiling in the EGR cooler when everything else is working properly, and can explain why the problem only occurs when there's a heavy load on the vehicle. (This "problem" was apparently discovered by Navistar.)

In discussions last year around here at FTE, we came to the conclusion that if you routinely pulled heavy loads, it might be worth the effort and expense to include the lower radiator hose in the preventative maintenance schedule, replacing it every two years as a matter of course. While there was some noise about either getting a hard pipe made (my noise) or installing a spring into the hose (someone else's noise), the easiest method of overcoming this problem was just to replace the hose regularly until it's common knowledge that a true fix has been implemented at some level by Ford or the aftermarket hose suppliers.

-blaine

 

Frankenbiker
That sounds about right. GMC Jimmys had the same problem on the rubber return trans line, over time it would collapse causing over heat.

 

Truck is back at the Ford dealer for a good check up. Found evidence of anti-freeze around the exhaust port and exhaust soot around the exhaust manifold ports. Sure am tired of the problems with the truck.