Jump to content

Alex Bruene

Members
  • Posts

    1,586
  • Joined

  • Last visited

Posts posted by Alex Bruene

  1. Old topic, but I'll add some insight, as this has become one of my favorite jobs...  Don't forget to remove the cooling fan when you're dropping the front crossmember...  As for the clamp, I take the old one of with an air hammer...  When installing the new one...  All with the same hand in one fell swoop, I slip an elastic band around my hand, I feed the clamp in to place, put the stud through the opening, then slide the elastic band over the 2 ends of the clamp, which will hold it together so you can put the nut on, without having to remove the heatshield.

    • Like 2
  2. Hello gentlemen (and ladies?  I haven't been here in a while, so I'm not sure what's changed)…

    Here's my head scratcher.

    I replaced a fuel injector on a 6.7 the other day for a misfire.  I also had to remove all the injectors on the right bank to have some broken hold down bolts extracted.  Ever since, there is a loud buzzing coming from the secondary filter - running, or KOEO.  The noise was not there before doing the repair.  I replaced the filters to see if they were the cause of the buzz, but it didn't change anything.  If I key on and off several times, the buzz stops.  Once I start the engine, it returns.  It will continue until I key on and of several times again.  Can I be sucking air somewhere while the engine is running causing this - in a way that wouldn't lead to an external leak?  Thanks!

  3. On ‎1‎/‎17‎/‎2018 at 4:02 PM, mchan68 said:

     Sure enough, he was pouring it into the fuel filler!!! So now, we have body work to eat on this, as well as my time to clean up the DEF mess up. It's amazing what only about a litre of DEF will do to a full tank of diesel.

    I have 3 hoists.  They are the only 3 hoists in the shop that are capable of properly lifting a full size Transit (with the exception of the alignment rack).  A few months ago, somebody came in and insisted on waiting for a brake inspection.  I was too busy, and one of the other guys said that wasn't the case, and any hoist can lift a transit.  He brought it in, lifted it by the pinch welds and buckled both rear quarters.  All I could do was laugh.

    Thankfully, anything with a diesel engine is only serviced by myself or my backup, so we will never have issues with people going out of their way to pour DEF in to a fuel tank.

     

  4. On ‎11‎/‎25‎/‎2017 at 8:10 AM, Keith Browning said:

     

    By filling the engine with the PROPER SPECIFIED OIL, you my friend are doing your job correctly. Someone else however is not and my opinion is that you should approach this problem in that way instead of wracking your brain trying to find a work around for someone else incompetence, lack of knowledge or laziness in trying to determine the problem and finding a way to resolve it.   JMHO

    I've run into issues with this a few times over the years on 6.7s.  Even though the Scheduled Maintenance Tool form listed 5W40 - which I thought was accurate, as they usually show to use 10W30; we ended up getting charged back for the additional expense, as Ford says it is our responsibility to find out if the customer had purchased the synthetic oil package instead of the conventional oil package; regardless of what the SMT says.

  5. I got a pretty good answer from hotline on my issue. 

     

    Alex,

    During the Injector Cleaner routine, the PCM is looking for an appropriate response between NOx11 and NOx12 sensors. It is looking to see that the NOx gasses are being reduced by a calculated amount. If it does not see this reduction, it fails the cleaner routine thinking that the reductant injector is not dosing the correct amount of DEF. However, since the Dosing Test, Leak Test, Concentration Test, and Contamination Tests all prove that the reductant system is operating correctly; it is likely that the SCR is not reducing the amount of NOx gasses properly. Thus tricking the PCM into failing the Reductant Injector Cleaner routine.

    • Like 1
  6. Here goes... I have an ongoing P207F (I think the F stands for "fuck me")...  This is my second go at this one.  To skip to my issue, this truck always fails the DEF injector cleaning.  It has a known good injector, the dosing measurement and spray patterns are fine, and the pressure remains above 72 psi during the test.  When following PPT RK, step 7 says to run the injector cleaner, and if it fails, replace the injector and rerun the test.  What it doesn't tell you is where to go if he injector cleaner fails with a good injector.  When I remove the injector, install it on another vehicle and run the cleaner, it passes with no issues.  The last time this truck was in, hotline told me to disregard the failed injector cleaner and continue on with PPT RD.  That eventually lead me to replace NOx12.  So I replaced both NOx sensors.  Now, the truck is back with the same issues.  Still fails the injector cleaning.  When I skip past the failed test, it eventually leads me to replace the DPF, which is fine, as I've replaced DPFs for P207F issues before.  Now, what I don't know is how the IDS determines the state of the DEF injector, and could an issue with the SCR catalyst give me an erroneous fail on the injector cleaning?  This is a retail job, so I don't want to call a DPF until I'm more certain about the diagnosis.  Thoughts?

  7. I had a bit of an interesting experience last week that I thought I'd post about...  My fixed ops manager called me into his office to talk about a denied claim for a crankcase oil separator one of my guys did a few weeks ago.  The claim was sent back with the comments "complete assembly was not replaced as required".  I explained to him that we have figured out how to replace just the sensor, and sometimes do it when in a pinch for time...  I asked if the claim came back from WPEC...  He said no, as the claim hadn't been paid yet, so the part would not have been sent back.  I then asked how they would know whether or not we did that if they hadn't called the part back.  We proceeded to call the Ford warranty hotline and ask how they could have made that determination without inspecting the part (which we verified was still in our parts department).  The guy we spoke to at Ford said the claim was not reviewed by them.  That decision came from OVERSEAS, and we should just appeal it... BACK THE TRUCK UP ...  OVERSEAS?  Is Ford outsourcing this shit now?  Has anybody heard of this before?

  8. I posted this on the Ford message board, but thought I'd ask here, because the information that comes from you guys is way superior.  :notworthy:...  So, the SLTS directed repair video mentions the advancement of battery electric tools making us more productive... yada, yada, yada...  I don't own any battery electric tools, and don't have much intention to buy any, as I don't have much intention of wrenching for more than a few more years.  I also just spent a good chunk of change on a 34mm deep 12 point socket that I will never use again in my career once 17S15 is finished...  So, especially in regards to the battery electric tools, is there anything that lists what Ford expects us to have in our tool sets? 

  9. To be honest, after the first one, all I've been doing is removing the clip, and pulling down on the second driveshaft section and it's pushing the cup out of the shaft.  I've been reusing the joint in the new driveshaft rather than putting all the needle bearings back in the new joint.  And, by doing it that way, all you have to do is unbolt the flex coupling, loop and hanger and it leaves enough clearance to remove and reinstall the front section without doing anything else. 

  10. Anyway, the new universal joints were the same. I sucked it up and spent 18 seconds putting them back together. Actually not a bad paying recall, seeing you can take the u joint apart without dropping the shaft. I know it won't be that easy on the rusted ones when we start to do them. I was actually hoping the "Berardi'd" time would be so terrible that I could stir up some shit... But it wasn't.

  11. So, I really hate being "that guy", but I've kind of taken a bit of an eff-you stance on these directed repairs.  I currently have 3 17S15 permanent repairs on 148" WB Transits.   All of them have had the needle bearings come out of the u-joint caps during parts shipping.  I sent them all back to SSC stating the directed repair doesn't tell me what to do, how to do it and how to charge to put the u-joint caps together.  I'll let you know how it turns out!  :hitfan:

    • Like 1
×
×
  • Create New...