2003 Ford F-350 6.0 VXAP2N2 REV. 20

Treestand72 · Post by **Treestand72** » Sat Mar 08, 2008 12:38 pm

How long does it take to any feedback from you all? I have had a issue with the rev. 20 since day one and have not been able to use the U7165 since it was knew over a year ago. What's the deal a couple weeks ago Cole started tring to help me with post and then I have not heard anything back? Just read the other post that I have going on now for awhile. The U7160 was the best every time there was an update it always worked great but this U7165 has not worked yet for my truck. All I need to know are you all going to fix this tool to work for my truck or not? YES OR NO

iwantmorepower · Post by **iwantmorepower** » Sun Mar 09, 2008 10:02 am

BIGROC · Post by **BIGROC** » Sun Mar 09, 2008 3:35 pm

TREESTAND 72,AREYOU STILL HAVING SURGING ISSUES WITH YOUR TRUCK WHEN YOU INSTALL THE 65HP AND 100HP TUNES? I HAVE HAD SEVERAL TRUCKS 03-04 FORDS DOING THE SAME THING AND IT WAS THE VANES STICKING INSIDE THE TURBO.FORD WILL CLEAN THEM IF IT IS UNDER 5YR-100,000 AND A COUPLE OF THE TRUCKS THEY INSTALLED UPGRADED TURBOS AND IT SOLVED THE PRBLEM.

Treestand72 · Post by **Treestand72** » Thu Apr 03, 2008 6:15 pm

Had the turbo cleaned and the truck still does the small thing about 2600 rpms. On factory tune there is no missing at all and that is a total weight of truck and camper at 28,000 lbs. and there was more than one time pulling my fifth wheel from NC to NE 1,100 miles I hit 3,300 rpms. Cole said two months ago that there were other trucks with same problems and you thought you all had a fix. Is there one for my truck?

kmacicek · Post by **kmacicek** » Tue Apr 08, 2008 10:40 pm

hey there, I just got myself banned because I am no longer a diablosport customer and I am misbehaving posting nonsense that is of no help to diablosport customers.

kmac1224 · Post by **kmac1224** » Tue May 06, 2008 8:48 pm

Hey there,kmaciceksounds like one of the smart ones in here

Post by **mikel** » Wed May 07, 2008 11:44 am

kmacicek wrote:hey there, I just got myself banned because I am no longer a diablosport customer and I am misbehaving posting nonsense that is of no help to diablosport customers.

If you are banned, how are you posting?

We have not banned anyone, not sure where you guys are coming up with this stuff.

If for some reason you cannot access your account, let us know and we will help, dont come in here and spew BS, as that will get you banned.

Thank You.

Smith · Post by **Smith** » Thu May 08, 2008 9:52 am

Hey mikel,

Nice to see you reply to the BS and NOT the ISSUE in this post. Why is that?

DS

Post by **mikel** » Thu May 08, 2008 11:02 am

We have never stopped updating this tool, and that will not change.
Have you tried the newer revisions like 9r01, 9r02 and 9r03 yet?
All of these were created to fix issues with 8r20.

Thanks

PSDPlayer · Post by **PSDPlayer** » Thu May 08, 2008 11:23 am

The problem with these two new calibrations (VXAP1N6 and VXAP2N2) for the 2003 and early 2004 trucks is that it no longer relies on using the drive pressure sensor in the drivers side exhaust manifold. Ford has written the calibration to ask for a certain ammount of drive pressure which is achieved by altering the angle of the VGT in the turbine housing, but they have removed the portion of using the EBP to find out if the desired ammount has been achieved and has also set the error limit to not care. The PCM stores inferred data after going through a learning mode at idle that actuates the vgt in the turbo while looking at the flow through the MAF and looking at the pressure change in the manifold provided by the MAP. If the vehicle has an aftermarket intake then this learning mode will never complete.

I had also looked at your other post mentioning that you had head gaskets replaced on your engine. When that engine comes apart and the turbo is removed, the oil feed line to the turbo is disturbed. The original feed line has a flexible section in it to aid in the removal of the turbo. The internal rubber in this tube can become dislogged and will then be pumped into the vgt solenoid screen. There is an updated oil feed tube that was installed on all Job 2 2006 and present 6.0L diesels. The tube is also the replacement part for the older version. If the VGT solenoid is contaminated with debris, it can cause surging and strange shifting.

The VGT solenoid should not be cleaned, it should be replaced with the updated 2005+ version with the improved inlet screen. And the oil feed tube should be replaced.

As far as the idle turbo hunting... I'll see what I can do.

PSDPlayer · Post by **PSDPlayer** » Thu May 08, 2008 11:38 am

Also. You mentioned a misfire type feeling. When you changed your oil last did you notice any leaking oil coming down the drivers side of the transmission housing? What would be great is if you did a bit of datalogging. A key on engine off look at injection control pressure voltage would be nice to have. The range should be .18 to .24 volts. A warm truck that has been road tested and shut off should be close to .22 volts. If you are below .18 you should look into getting the icp sensor replaced and have the connector rewired. 3C3Z-9F838-EA is for the ICP sensor. 5C3Z-12224-A is for the connector repair kit. The sensors are prone to blowing out and potentially pump oil into the harness through the connector. If the sensor is voltage biased then it may be attempting to get a higher pressure than the pump can handle.

iwantmorepower · Post by **iwantmorepower** » Wed May 14, 2008 9:17 am

Wow this guy posts better replies than Mikel and Cole and they work for DS !

cole · Post by **cole** » Fri May 16, 2008 4:09 pm

iwantmorepower wrote:Wow this guy posts better replies than Mikel and Cole and they work for DS !

He has very good info.

2003 Ford F-350 6.0 VXAP2N2 REV. 20

2003 Ford F-350 6.0 VXAP2N2 REV. 20

RE: 2003 Ford F-350 6.0 VXAP2N2 REV. 20