EDIT: Looking for info on the 7.3 PSDs. I can't afford a new 6.0L

Now RJ, this is on topic because so many people in here tow with a PSD. So, PSD owners, I come to you with questions.

I intend, in the next two months, to ditch the big block gasser Suburban with a PSD powered Excursion, used. 2001 or newer. I'm wondering about a number of things...

1. Is getting it serviced a problem since it's a diesel? As in, will I walk into the Ford dealer only to be told "We don't know anything about those?"

2. Are there known problems that I should be on the lookout for? Note that since this will be an Excursion it *will* be an automatic. I'm particularly interested in possible transmission failures and possible countermeasures (oversize pan, bigger cooler, whatever)

3. Are there any years or models to be avoided or to be sought after?

4. Should I get the thing checked out before I buy it? I know the "right" answer is yes, but diesel Excursions are proving somewhat rare and I may have to travel out of state to get one. Making pre-purchase inspections kind of difficult.

RR/AX PSD folks speak up. TIA....


Modified by krshultz at 10:39 PM 3/1/2004

 

my experience with the PSD is with the old 7.4s. Don't know when they started putting the 6.0 PSD in Trucks/Excursions, but anyway....

in our 1997 F250 we have had zero problems. And this is multiple purpose workhorse that sees snow-plow duty, heavy machinery hauling duties, and towing duties. the most it has ever towed has been my STS integra, and it did so without even breaking a sweat.

the only transmission failures I have personally been privy too are from my cousin @ HyperMax. He has ~5 PSD equipped Trucks, and his current tow vehicle (which tows his 48ft gooseneck Trans-Am rig) is now on it's 5th transmission. Keep in mind this truck is far from stock, to the tune of 1000+ lb/ft of torque with over 30 psi of b00st.

I dont' know exactly what they have done to keep the transmission from grenading itself, but if you 'd like I can email him and ask him.

 

oh BTW, everytime has blown up a transmission in his daily driver Excursion he has pulled all the power parts off and taken it to the dealer and they have replaced it no questions asked, albeit they were raising their eyebrow's by the third time

 

Hey Karl,

I've got a 2002 PSD Excursion. The only problems we've had with it have been frozen fuel filter issues when it gets REALLY cold here. It was more of a "new diesel owner" problem than a problem with the truck.

We've had no problem getting it worked on at the local dealership.

I don't know that anything special that needs to be done to it. Frankly, as effortlessly as it tows my 24' enclosed trailer, I don't think it's working hard enough to require anything to be beefed up.

My CRX is going up for sale this week and, once it and the trailer are gone, we're likely to be selling the Excursion too. I love it but unless I'm towing, it's just too damn big.

 

Thanks to all.

Due to financial considerations involvoing my employer, this is a non-issue until the middle of March.

 

1) Most dealers will have a decent diesel mechanic. If not, move on to the next dealership. If there is a Internationl diesel shop in the area, they should be able to work on the PSD. The PSD is basically the same short block with some Ford goodies on it. In fact, that is the place to get some replacement parts cheaper. eg I carry a CPS (cam position sensor). I got it for ~ half the dealer's price. You can also get the racor fuel filters on-line for about a 1/3 of the dealer price. It is the exact filter without the Ford box.

2) Most tranny problems seem to be temp related. Try to get a late 2001. These had the tranny cooler lines going thru the radiator. These also had the fixed (back to old style) coast clutch mechnism. Watch out for the 'mechanical diode'. This is a 'ratchet' type mechanism used for 2nd gear that seems to break when towing heavy under full acceleration. I recently had my destroyed one replaced with an 'old style' clutch type 2nd gear. Install a sonnax or diablo valve & tricumulator springs. This will increase line pressure giving firmer/faster shifts which will cause less clutch plate wear & keep temps lower. Most PSD owners use synthetic fluid since it can handle higher heat. I use Redline. A lot use Amsoil or Mobile 1.

3) I would get gauges if towing heavy or if you have a lot of wind resistence & hills. Make sure that the owner used the correct radiator fluid. Also make sure that they used the correct additive. If not, the cylinder liners could be pitted. This will eventually cause pinhole leaks long before the 200k miles or more you should be getting from this engine. There has been a recall for sticking front brake calipers - so watch for that.

4) Look for oil in the valley of the engine. This could be from the High Pressure Oil Pump -drives the injectors or the turbo pedastal. The factory box just plain sucks. There have been documented cases of dirt getting into the engine. I would advise changing out the airbox to the AIS system. This is a version of the same box as used on the 6.0L engine. It uses a better box & a Donaldson air filter.

check out http://www.thedieselstop.com for way more stuff.

 

What he said. Mike knows a hellova lot more than I do, but I'm catching on pretty quick. Biggest issues seem to be the CPS, oil leaks on top of the motor, and the tranny. Tranny issues seems to come from those rigs that are heavily modified, and/or tow very heavy.

I've had the oil leak in the engine valley and it turned out to be leaking from the intercooler/turbo boots. The crankcase vents into the piping and condensates. If the boots are loose at all, it'll leak there. The dealer replaced my boots with no questions asked.

Most all PSD owners carry a CPS in the glovebox... just in case. Mike was right on regarding the tranny cooler upgrade Ford did in late 2001, and using synthetic ATF in the trans. I still need to get the sonnax/tricumulator shift kit, but I don't tow very heavy. Other than that, they just keep running.

I just changed the oil yesterday, and it took just shy of 4 gallons .... and it drains like a garden hose.

 

I'll second the reference to the dieselstop website. Awesome source of info on ford diesels. Cavitation can be a problem indeeed on the 7.3 motors, so I will reiterate the warning about using the proper additives in the coolant (and using the proper coolant).
Altohugh it is probably not an issue on a new truck, check the fuel line between the injectors to make sure they are not cracked.
the good and bad thing about a diesel is that it will keep running, even if some things are not up to snuff. Any air/fuel leak in the fuel system will have an impact on performance, but it will keep running. I also would recommend an EGT gauge, you can use it to make sure you are not iverheating when towing. Useful with the turbo-Ds.

I loved my old 87 diesel, and I learn A LOT about diesels in the process of fixing it up. Spend some time on dieselstop.com, it is the equivalent of this board for info on Ford's diesel trucks.

hth.

 

karl go to Capital Ford, that's all I got to say.

 

I have a 1995 Ford F250 PSD 7.3 Turbo, I know it isn't as new as what you might be looking for but it is a great truck. I have 355K miles on it, and have no issues with it. Yes I said 355K. The only thing that I have problems with right now are my front ball joints but with the mileage can I really complain? My truck uses no fluid (oil, coolant) and runs like a top. My only complaint is that I haven't put in a EGT to see what the turbo temp is doing, and possibly a tranny temp and a oil pressure. And I would like to get a better down pipe just for easy breathing. I pulled 31 straight hours to Phoenix AZ from Columbus OH in a 350 98 Chevy 3500 350 and will never get a gas engine truck again. I have pulled multiple trips from Charlotte NC to Columbus OH with my truck and love it. I don't think you can go wrong with a PSD. I really have no clue about where to get it worked on though cause I have had no problems. I would probably go to the local Ford Dealer for anything on the body and International for the motor.


Modified by CRX Toad at 4:09 PM 3/2/2004

 

we have a 99 f250 2wd crewcab and pull cars with it constantly... and boats, etc... it has about 160k on it right now and my dad uses it to drive cross country for the business monthly, so miles are getting racked up sooner and sooner.. besides balljoints up fron and a broken spring in the rear, we've never had a single problem with it....oh, we did have a 12 dollar sensor go out in the rear end, took 5 minutes to fix. we've serviced it outselves from day one, and i've regularly stomped the throttle to look for huge plumes of smoke and havent seen out yet. consumes vitually no oil (better than out 2004 chevy duramax w/10k on it). best tow vehicles ever IMO

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by redzcstandardhatch &raquo;</TD></TR><TR><TD CLASS="quote"> i've regularly stomped the throttle to look for huge plumes of smoke and havent seen out yet. </TD></TR></TABLE>

You guys ever see a diesel do a 12 sec. 1/4?

Get a hot chip or tuner & you can produce all the black smoke you want!! J/K-black smoke usually means too rich.

While not really a hot chip/tuner, I am running the SuperChips Micro Tuner set @ the 90hp program. I love it when some twit thinks they really need to get around me. It is incredible how many people are suprised when the truck & trailer accerate @ the same rate or better than them.

2001 PSD CrewCab w/ 26' Classic Terminator (enclosed) trailer.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by civicrr &raquo;</TD></TR><TR><TD CLASS="quote">
I love it when some twit thinks they really need to get around me. It is incredible how many people are suprised when the truck & trailer accerate @ the same rate or better than them.
</TD></TR></TABLE>

 

Jeff,
Perhaps I didn't state my case clearly or you misinterpret my meaning. I put the info about 'hot chips' & 1/4 times to illustrate the power potential of the diesel trucks. I don't go around racing people with my truck & trailer. I do drive it in a 'normal' fashion. By that I mean I try to move with the flow of traffic while operating within (city) or not too much above (highway) the speed limit. I do compensate for road & weather conditions. (I am aware that towing or when driving a large vehicle you don't typically accelerate as fast. You definitely can't stop as quickly. I am a fireman so I do have some experience driving & operating large vehicles.) People often think that when I encounter a hill or grade, that I will slow drastically. This is usually not the case. Those who have diesel rigs know what I mean. We can up the hills much easier than those in most gas rigs.

Anyway, I don't drive crazy on the street at all. I am too old for that. I get my kicks on the track.

 

Karl, I work for Ford give me a call or shoot me an email. jason@yellowstreakracing.com

 

Anyone have any experience with this issue in the '01 PSD auto transmissions?

from (http://www.intellidog.com/dieselmann/bulletin.htm)
Delayed or no Second Gear:
2001 Trucks built between 7-27-00 and 3-23-01 with the 4R100 automatic may exhibit a delayed or no second gear. Trouble codes P0781, P0755 and P0756 may be present. This would be caused by a failed intermediate one-way clutch. The one-way clutch, intermediate brake drum and intermediate clutch plates will need to be replaced along with any associated parts.
TSB # 01-13-5


I haven't had any issues with mine but it does concern me (46k miles). As I understand, they issued a recall on the gas motors but not the PSDs with the same transmission. From my looking into it, you will usually see a couple hundred rpm slip going into gear accompanied by either a Check Engine light (dependent on the number of instances during x number of key cycles) or the OD light intermittently going on/off. I got an estimate from Ford at 1200-1400 to replace the intermediate one-way (older style), the drum and a few other ancillary parts. Any thoughts or insights?

Oh, in talking to a Ford transmission guy, he said that its not an issue of heat as much as an issue of pressure. Just a poorly designed part from what he was saying.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by civicrr &raquo;</TD></TR><TR><TD CLASS="quote">Jeff,
Perhaps I didn't state my case clearly or you misinterpret my meaning.</TD></TR></TABLE>

It just caused flashbacks to several truck and large SUV owners who have decided to speed up to prevent me from passing or merging over the years. Sorry if I misinterpreted what you were saying.

 

Jeff,
I hear you. I get that here is CA when driving my commuter, a Civic coupe. When driving my truck (no trailer) I seem to get more respect. The worst is when I am towing & people jump in front of me & then slam on the brakes. I have had the antilock pulsing a few times. Drives me crazy! You would think people would realize that you leave some extra room for a reason.

Phatty,
I wonder if that is refering to the what I have heard of as the 'mechanical diode'. 2nd gear isn't a clutch & band item. It is actually a part that looks like a brake drum with teeth on it (top of drum). These teeth engage a ratchet type mechanism. From what I understand, it usually only will rear its head when towing heavy under a hard acceleration. On my truck, towing, under full acceleration (tough merge situation) it let loose. I have roughly a 15-16k GCW. The center sheared away from the rest. There just wasn't a 2nd gear anymore. Computer diagnostic said it was working. There just wasn't a mechanical piece to make it happen. On my tranny, it was replaced with an 'older style' clutch & band part. Now, all the shifts feel the same. Before, the shift to 2nd never felt as firm.

 

Mike, that's exactly what it looks like - a big drum with a ratcheting gear atop it with maybe 20 or so angled depressions (so it can only grab one way not the other). He took one he had there to show me what goes wrong with them. IIRC, the test Ford did (leading to the recall) was with 50 gas powered vehicles all reved to 4800 and shifted and they all broke (thus the recall) - he said they didn't test the PSDs ... cause they don't rev that high ???? (obviously they make more tq so I don't get it).

Apparently, what you have now (the older style) is what Ford put in the pre 2001 vehicles and after this, the post 2001 vehicles - just folks like me w/ build dates between 7-2000 and 3-2001 have these in there w/ no recall on PSDs.

I guess I really need to be easy and watchful when towing if its a load dependent thing. Its a bit worrisome as I am towing a 24' enclosed now. This kinda sucks!

 

Or, you could just get it replaced before it gives up the ghost. I got lucky on mine. It broke in two big pieces. In other words, it didn't shatter causing damage to all the other parts. I got it repaired for well under $1k. Part of that was replacing all the Redline I put in &lt;2k miles before.

If you don't have the sonnax valve & triculator springs get it all done at once. Trust me, if you haven't done this mod yet, you will wonder why you waited so long! The difference is similar to the newer Chevy's with the tow/haul mode.

 

This brings up a question I've had lately. With all the problems that Ford autoo trannies have had (and potentially GM/Dodge too), is the manual a more viable option? Daily drivability wouldn't be a concern for me, but I can imagine being stuck on a hill and trying to start moving would be a nightmare when you're towing.

 

To get going with a manual tran & a diesel, you just ease the clutch out. You don't need the accelerator typically. This is even with a 48' goose loaded to the gills.
I can't image that you would have a problem getting going.

Seems most of the problems have been because the tran are build to use with the lower torque gas motors. The Dodge boys have had the same if not more problems with their tran. Even the Allison in the GM was having both hardware & software problems. Those were more a teething problem - I believe those problems have been worked out.

Tranny choice is up to you. You will have better control with a stick. Truck manual tran shift like poop compared to cars.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by civicrr &raquo;</TD></TR><TR><TD CLASS="quote">The worst is when I am towing & people jump in front of me & then slam on the brakes. I have had the antilock pulsing a few times. Drives me crazy! You would think people would realize that you leave some extra room for a reason.</TD></TR></TABLE>

Gawd, I hate that! When I started to tow the RX-7, I quickly got a new found respect for truckers. Urban busy highway driving with a trailer is a total PITA.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by civicrr &raquo;</TD></TR><TR><TD CLASS="quote">To get going with a manual tran & a diesel, you just ease the clutch out. You don't need the accelerator typically. This is even with a 48' goose loaded to the gills. I can't image that you would have a problem getting going.</TD></TR></TABLE>

Even up a hill? I can't imagine any engine not stalling without giving it some gas.


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">Tranny choice is up to you. You will have better control with a stick. Truck manual tran shift like poop compared to cars. </TD></TR></TABLE>

I've driven one around the block a few times, and I agree on the poo-shiftery. Still, if it's not a daily driver I wouldn't mind that part. I just find myself having to manually downshift my auto trans Tundra when in traffic so it will just stay in 2nd, and it gets old after a while.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Shaun K &raquo;</TD></TR><TR><TD CLASS="quote">
Even up a hill? I can't imagine any engine not stalling without giving it some gas.
</TD></TR></TABLE>

I'd believe it. The thing about a manual trans diesel is you hardly ever use 1st or 2nd gear. Just throw it in 3rd from a stop and you're off. I imagine if you stick it in 1st on a hill, slip the clutch a little, you'd be okay (depending on the hill & load of course). With my loaded trailer behind me, I can even idle at a pretty good clip (I have the auto trans).

NW area Ford Diesel owners had a dyno day this past weekend. I went to dyno the car, not the truck. All I can say is, there's some crazy power to be made with these things.