How does a faulty IAC cause you to limp a truck back?

 

Fried COPs isn't a 6.8l oddity. It does come w/ miles. Despite what you claim v10s do break down.

 

Usually the COP causes a misfire and needs replaced. Burning up both the COP and spring leads me to believe there was resistance somewhere or possibly a worn or faulty plug overloaded and overheated the coil. Regardless 75k miles is premature for COP failure.

You got me, especially with such low mileage.(80k)

 

Premature? Sure, but odd. I've heard of it quit a lot and not just on 6.8l. My wifes 04 f150 w/ 5.4 had 2 to burn out 5k miles apart. 1st one around 87,000.
The grain elevator's work truck I a 97 f150 with a 4.6l and in 13 yrs its gone thru 3 COPs.
I'm not knocking the engines. I'm just saying a fire COP isn't odd and these engine break down. There is some known issues with some of the years. I'm not suggesting its anything like the 6.0's first years by any means. They're just not completely bullet proof. To the degree one shouldn't be surprised when something go hay wire with one. Just to show my love for the modular engines since 96 I've bought 4 mustangs all w/ the 4.6l and 96 was a cobra w/ the DOHC SC 4.6l, 3 150s all of which had a 5.4l and now 1 SD w/ a 6.2l. On paper I bought another f150. I bought my wifes 04. They are some damn good engines. Ford had finally put some power innthe small blocks. I never thought they would pull as good as the OHV motors they turned out to pull better imo. I swear I was pulling as good as 3/4 ton trucks with FE/FF moters with my 5.4l. My 05 w/ a 3v heads shut you couldn't tell me nothing.

 

Self security issues about what?

And I can assure you I haven't claimed my truck can do anything better than any truck here. I have never owned either a V10 or a PSD, and found this thread only while searching for information.

While there is certainly some "unjustified confidence" on both sides, I have found that the amount exhibited by certain PSD owners to be exceeded only by that of certain Cummins owners.

Most V10 owners readily admit that most diesels make more low end torque, and, with typical gearing, can put more to the ground from a stop. The diesel will get a heavy load moving a little quicker. However, far fewer (percentage wise) diesel owners will admit that the V10's hp is comparable to or exceeds that of all but the newest diesels, and that the V10 can maintain speeds with heavy loads and/or on steep grades as well as or better than diesels.

If I believed everything I've read in this thread, I'd think the V10 gets at best 5-10 mpg, cost as much or more than a PSD to own and maintain, has no resale value, won't last past 100k, will probably have split at least a half a dozen plugs by then (unless you change them every 30k or less at a claimed cost of $600), and doesn't have enough power to spin the tires when trying to get through a ditch. Sure, there are some exaggerated claims about the V10, too, but, IMO, no where near to this level.

I came to this thread unbiased, looking for info. I was very surprised at the attitudes and lack of knowledge displayed by certain people--mostly diesel supporters. But, notice that in this post and the last, I stated what I did about "certain" diesel owners only. The more knowledgeable diesel (and gas) people seem to readily admit the strengths of both engines.

 

That's exactly right. You've shown that there's nothing wrong with your reading comprehension skills.

 

I don't see how if your unbias you can say any of that. Bill asked a very good question. He got some very good answers. Then steps in the v10 communty and trys to prove "on paper" where the v10 was more powerful. 1st was the atempt to sell that HP is all that matters. The v10 despite the lack of tq makes more hp. The reason for this is because its tq yield is higher in the rpm range. Then came the need to sell the idea of using transmission gearing to lay down more tq. The problem w/ this is in the SD any gear advantage you give to 1 engine you can also give to another. True that there has been some sarcastic remarks made by some psd owners. Myself included. There's been a lot made by v10 owners also. You still don't ackknowldge the v10s arrogance. Yea I'm a arrogant psd owner. Not because I own a psd but because I own a ford SD and I know what I can do with it. I just choose to call bs on the bs. There has been a lot of unknowlegdeable statements made. I'm no exception. I was told my truck couldn't rev past 3300 I had to show it could. Some people thought all psds was stuck to low 3k redlines. The thing of the matter is this has been 1 great learning experance. All one has to do is open their minds up and learn. I've learned a great deal from it. The great information in this thread is the only reason its still open. So how about we get over the arrogance and get busy talking about the v10 and psd.

 

I have had to tow a trailer on 9 cylinders before due to a failed cop.
Yea it had a miss but its not like it leaves you limping or stranded.

 

Apparently they can. Not sure the whyfors etc but codrivers 05 F150 with a 5.4 had a miss on rare occasions when it decided to fail the ECM shut the motor down supposedly to protect it from doing any other damage adn it would NOT start until that COP was replaced. He had to be towed into the dealership.

Yes I know that isn't the V10 but same programing and same setup. So there are some instances in the programing that WILL shut it down for a COP failure. (they replaced the 1 COP and it started right up and runs fine now)

 

I never said they don't. You must have me confused with someone else.

However, don't tell me diesels never break down. Usually catastrophically.

I'm calling BS on this one. The ONLY way a single COP can keep an entire engine from running is if it grounds the +12V (and it doesn't have an integral ground), or has a direct short between the PCM input and +12V. And it would blow the fuse.

No way the engine wouldn't run whatsoever, and JUST replacing the COP fixed it.

 

So what you guys are telling me is that when something goes wrong, just keep on motoring? I try to be polite and all but that's just stupid. What the heck. One cylinder down, I've still got 9 more. Damn the torpedos!

No thanks. I'm of the opinion that when you are hundreds or thousands of miles from home and something breaks, fix it. Especially when getting back to a relative safe haven, in this cas campgrounds, is still practical. I'd much rather drop my camper there then have it stuck along side the highway in bum f**k nowhere.

For the other gentleman, the IAC sent me back to disney because it wouldnt let the idle drop below 1500 rpm. Makes stopping something of a chore, and over a thousand mile trip fairly hard on the brakes dontcha think?

 

That is flat untrue! I won't throw an exact percentage # on it, but most all breakdowns are not catastrophic, more so on the 6.0Ls, but still no where near most.

I can argue about this all day, but I work on these diesels all the time, so I have a pretty good idea of whether or not it is "usually catastrophic"

 

I don't have you confused. You know I hit the nail on the head.
I wish I could say psds don't breakdown. Some catastrophically some not. Most if not 97% catastrphically failed 6.0s could have been avoided.
I wasn't attacking you, it just needed to be said. Its off my chest.

 

Crap, I should have said "sometimes" not "usually" - my bad. Seriously, I meant "sometimes".

 

No biggie but I had to jump all over that "usually"