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JoeR

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Everything posted by JoeR

  1. I know it's hard to imagine doing something else, but the automotive industry is gigantic. The jobs are endless. It's also a great time to be job hunting. Employers are starving for good people. Good luck in your next venture. Joe
  2. Interestingly, last week I visited a fleet of ambulances that runs a fleet of units with this engine. They have maybe 200 in all. They see lots of idle time because they are stationed at various points around the County with crews in them. They said they've had about 30 cam/lifter failures just like this one. They had a few of them stacked on a bench. Joe
  3. If you want a PC based one, the Pico is the one to go with. If you're not stuck on that, the Snap-on ones are tough to beat. Find a used Modis Ultra, or any of the Verus units. The scanners are outdated and good deals can be had on them. The scope still works just fine. They have great recoding capabilities and all the tools you need to make it a good automotive scope. If you can find a working Vantage Pro, those even do shunt amps. You can graph and even scope amperage without a low amp probe. I don't know of any other scope that does that. I'll never give mine up just for that feature. My 2 cents, Joe
  4. I wanted to follow up with the final outcome. See the attached lifter pic. It needs a cam and lifter. Cylinder has a bit of a scuff in it, so customer is deciding if they want an engine instead. Joe
  5. Thanks for the reply! That sure is what it sounds like. It's coming apart soon. Thankfully it's not me that's going to do it. Vans are miserable. Ambulances are even more miserable. Joe
  6. I'm 58 years old and attended a wedding this weekend with a bunch of fellow techs. It was funny, but kinda not funny, how all of us had the same problem of not being able to hold a conversation if there was high background noise. Ages ranged from 40 to 60 but we all had the same type of hearing loss. Protect your ears, Gents. If not you'll be the guy sitting in the restaurant wondering what everyone else at the table is talking about. Joe
  7. I've got an E450 with 80k that has an interesting engine noise. If this was an LS engine I'd say it was a frozen lifter roller. It sounds pretty similar to a belt squeak. It's pretty audible with a stethoscope in the right exhaust manifold. Are cam/lifter problems common on these?
  8. A 2016 F350 with canbus codes. No Comm to ABS Module (critter damge) and some hanky-panky going on in the fusebox. Auction vehicles are usually dicey, LOL.
  9. It was definitely an aftermarket lock cylinder and keys. If there's a manual security relearn procedure, I'm not aware of it. That would be cool though. Joe
  10. I don't have one of those, but I might know where to borrow one. We used to say the NGS stood for No Good Scanner, but it did what it was supposed to. Joe
  11. Thanks. If my Snap-on scanner wouldn't do it either, I'm thinking it's a problem with the truck, but it's possible I have trouble both units. The shop ended up fixing the original lock cylinder and reinstalling it. Problem is solved for now. Joe
  12. I had a 1998 Expedition that had a stuck ignition cylinder. The guy had put a lock cylinder in it and just needed the Pats relearned. My Snap-on scanner wouldn't work though. It said "No Communication". Believing it was a scanner issue I grabbed the IDS. Same thing. Both scanners could retrieve PATS codes (B1600), clear them and see PATS data. Neither would perform the Security access though. It would start the timer, and then about a minute in, sometimes less, it would abort and say it lost communication. Anyone seen anything like that before? I'd think it would be a bad PATS module, but I sure don't know any way to confirm it. Any ideas on what I might do next? Joe
  13. The only thing I can think of is that it was like that when it was installed. Joe
  14. Fordracer, thanks for the tip. I bet that info will be helpful before too long. To follow up on this, I'm going to call this one fixed. I ran an overlay harness for the 5V reference that runs under the engine and it is fixed. Interestingly, the wire to the oil pressure sensor was corroded right at the sensor. It fell off in my hand when I touched it. It is unnerving that this truck had a second, unrelated electrical problem in the middle of me working on it, but I'm glad it's gone. I'm also glad it broke before I returned it to the customer. They don't need any more reason to distrust the truck, or the guy repairing it. Joe
  15. Thanks for the replies. Here's a progress report. The circuit giving me my P06A6 was fine from end to end. So were the sensors it connected to. However, there was a different 5V Reference (PCM Pin 44 if memory serves) and THAT one does run under the engine. That circuit was shorting to ground, and it took the other 5V reference with it. Is that a common thing with Fords, to run multiple 5V references from the same voltage source? I don't believe I've ever seen it before. If I had to guess, and I do here, we would have had a bunch more codes for the other 5V circuits, but maybe with it being deleted those codes weren't reported any more. This is why deleted trucks suck to work on sometimes. I'm still not done with it. I fixed one problem and created another. With a bunch of harnesses apart I accidentally touched B+ to the AC sensor ground. It popped the PCM hard. That ground circuit now has 5V on it and the 5V reference now has 12V on it. There's also an oil can displayed on the dash with no codes stored anywhere. I'm thinking it is for the oil temp. Thanks for the help. I can't believe I killed a PCM.... I need a drink. mbhan68: That harness under the engine looks like a real bear to replace. Better you than me. Joe
  16. I've got an interesting one. 2012 F450, 6.7. This truck is deleted, I'm the 3rd guy looking at this, and the guy is $5k lighter with the same problem. The truck has the following codes: P06A6, 5V reference low P0335, 5V Ref to crank sensor low. P0193, Fuel Rail Pressure Sensor P0532, AC Pressure Sensor 5V Ref low. P2138, Throttle D/E correlation I confirm that when those codes appear, the 5V reference on Pin 21 of the center PCM connector reads .5V. Also, APP 1 voltage reads 0V on the scanner. I didn't confirm it at the sensor. When it does run, it runs poorly, then shuts off hard. When it's running poorly, the 5V reference at pin 21 looks like the first pic. Previous repairs include a new PCM and an complete engine wiring harness. From the looks of it, they did a nice job. Here's where it gets interesting. I wiggle the B+ battery cable where it heads down hill. This is the harness that runs under the engine. If I touch that harness I can kill the truck or bring it back to life. When it dies that one 5V reference drops to .5V and it's dead. Touch it again and the 5V comes back, and it runs. As far as I can see, that harness has NOTHING to do with me losing that 5V signal. That wire goes to the crank sensor, fuel rail pressure sensor and the crank sensor. All of that was replaced with the new harness, so there's just no way it can be grounding out. Unplugging all the sensors doesn't change anything. Only touching that harness does. I opened that harness up, like you do when you have alternator problems, and I see nothing wrong, however, now the truck won't die. I know I'm close to seeing the problem, but after what this guy has been through, I really want to find a problem. Any chance that high amp fuse setup near the right battery could cause trouble? the center fuse has corrosion on it, but it passes a wiggle test.
  17. LOL to the crazy fixes. As a tech you can usually sniff out the things that are totally coincidental, and unrelated to the problem, but with that needle lift sensor there's no shortage of reported unrelated fixes.
  18. The #1 most likely cause is a bad injector, but all kinds of things can cause that code. Your next move is to check the resistance of the injector, plug and harness. You can get to it from the PCM or a breakout harness connector. Check the resistance while moving the harness and tapping the injector lightly with something metallic. If that checks out OK, then you might want to find someone that knows TDIs before you toss a PCM at it. All kinds of goofy stuff happens on these cars, like replacing the MAF and the needle lift code disappearing. If you plan to keep the car, join tdiclub.com. Good group of folks there and there is NO END to the technical info available there. Joe
  19. I fixed mine with a pair of NOx sensors. The front one was bad and the source of the code. The rear one just wouldn't go low enough for me on decel fuel cutout, so it put that one in at the same time.
  20. Looks like it is a failed front NOx sensor. After wasting too much time convincing myself of it, I ordered a new one. Here's a screenshot of a road test with the DEF injector unplugged. the NOx tester agrees with the outlet sensor, and there's definitely no reduction going on, so the front one is just low. Joe
  21. I've got a scanner reading that is a first for me, and I know you guys see a lot more of these than I do, so maybe it's just me. I have a 2018 F450 with a P20EE. Certainly not the first time I've seen this code, but it's the first time I have seen a NOx sensor fail by reading too low. I've seen them get stuck high plenty of times, but never low. Mode 6 data attached and data screenshot as well. I collected a lot of driving data on this, and this is a good representation of how it acts. Note that NOx1 reads 107ppm and the NOx2 reads 434ppm. With Mode 6 data being this far out of bounds, and readings like that I'd first suspect a totally failed SCR. However the NOx tailpipe tester agrees with NOx2, so that reading is correct. There's no ammonia in it and it isn't sticking high. So if the outlet is reading 300ppm higher than the inlet, and the analyzer agrees with the outlet, then there's just no way for the front NOx sensor to be that low. So my question is: Have you seen Ford NOx sensors fail by reading too low? I've never seen it on any other manufacturer. Feel free to blast me if this is common, and I've just been slow to catch on. Joe
  22. This problem is eternal and it won't go away until there is some reform in compensation. Flat rate times are often ridiculous. Low pay and huge tool investments drive away an awful lot of good techs. It seems as soon as anyone is presented with a viable option to wrenching, they take it. Joe
  23. Last spring a member here, Bill Bledsoe, started this thread : Bill and I got talking and I wondered if using tailpipe analysis could help with SCR Diagnostics. I've been playing with it for the last year. It works. The problem it solves is that the NOx sensors in the truck can't tell the difference between NOx and Ammonia (NH3). So when the catalyst starts to fail, both unreacted NOx and unreacted NH3 go out the back. The rear NOx sensor sees it and counts it as NOx. A partially failed SCR can look exactly like no DEF injection to the NOx sensors on the truck. Please take a look at the youtube video I have explaining how it works. Let me know if it is good at explaining the process. I'll post some actual case studies next. This info is not dependent on any brand of equipment. I'm showing Snap-on stuff because that's that I have. Thanks, Joe
  24. Thanks for the reply. I told him to get a new PCM for it and we can start there. Joe
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