66glide

Thanks, guys. I'm gonna fix the track bar first and take it from there.

OE.

Thank you so far, folks. There is SLIGHT movement in the track bar ball joint and bushing when rocking the wheel. Factory spec says .040" up and down...this is about .019". In any event, I replaced both in the last F250 that had far more wear and the concern still existed. I'm trying to cover my ass. Likely I will ask the customer if he is willing to replace ball joint and bushing knowing that I will not guarantee them as a definite cause...

I'd like opinions on this 2012 F250 SD. It has an intermittent steering "death wobble". It has 90,000 km and only recently started doing it. It is very random and there is no specific circumstance that will start the wobble. The steering stabilizer is good (pulled it off and stroke tested it). The F/E is ok. The customer recently had it at the dealer and they removed any aftermarket "levelling" kits etc. and did an alignment. The concern happened again on the way home. The front axle shaft U-joints are not seized. Tires and wheels were swapped with no cure.This appears to be a common problem without a definite known cause. This is the second one I've seen...any opinions on where to go from here? It is bad scary when it does it...not just a minor "nibble".

I'm angry by noonish every day!

Excellent. It will be one of the best decisions that you ever made! (As long as you don't cave to the people who think you should work for $30.00 hourly cause you work from home).

Yes. It is fixed!

Mostly IC's with 7.6L Maxxforce power. (The 466 I believe). A few freightliners with either Cat or Mercedes power. Some weird part of me is looking forward to it. So far, mostly oil changes, a starter, an alternator, a fan clutch, a steering shaft u-joint on different units. Likely this kind of stuff is about the "heaviest" work we will do. Any tips/tricks/things to watch for? All input appreciated!

Isn't that your personal toolbox, Dave?

I am quite confident that the problem was the female pins in connector 220B. I disassembled the connector and did a "pin pull" test onto the cluster pin. I "adjusted" the female terminals, re-assembled the connector and released for trial. Just goes to reinforce verifying the basics. I ASSUMED (we all know what that does) that this connector, being in a clean and relatively vibration free environment, and not carrying any heavy electrical load, would not suffer pin fit issues. I will report back and verify a fix in a couple of weeks. Thanks to everyone for the input!

Customer complaint of loud cooling fans...even in this winter weather. All modules are at latest level programming. No codes. All data appears normal on IDS. I can manipulate fan speed with the scan tool. What am I overlooking?

Thanks, Dave. It is not a flex fuel vehicle. I can't say we cut the loom looking for a converter...it might be worth a look. Maybe a non-flex fuel vehicle inadvertently got the converter harness. How big is the converter? Can it be hidden/covered by the loomed harness? We did not notice any bulge or larger area in the harness, but then we were not looking for an AC/DC converter. Then again, looking at the diagram, when we powered the sealed beam through the circuit, we should not have achieved the bulb lighting up through the converter...I don't think...I am not up on the internals of an AC/DC converter.

I agree. OEM is my first recommendation for most tune-up and electrical parts.

Anyone? Opinions?

Bear with me folks. This is a long one. On June 14, 2016 at 495,888 km the customer requested that we replace his fuel pump/module assembly. He had a complaint of stalling and hard starts at times along with an erratic fuel gauge. He requested no diagnosis and we installed a Carter brand pump assy. July 25/2016 at 501,538 km he was back complaining of fuel gauge erratic readings. IDS showed no related codes for the fuel level circuit. The red "park" brake light was always on in the cluster, too. Light "taps" on the cluster would cause the gauge to change position from 30% to 80% or wherever. We installed and programmed a reman cluster from Ford. We could not retrieve data from the old cluster...it would not transfer data to IDS. We had to use "as-built" for the truck to program the new cluster. Now the red "brake" light is out, and everything appears ok. Release to customer. January 13/2017 @ 515,817 km, the complaint is fuel gauge is erratic/intermittently drops to "empty". IDS shows cluster code B1201. On clearing, the code would return instantly. Resistance testing at the cluster showed 158 ohms...about right for a full tank. We replaced the cluster a second time and programmed using data received from the removed cluster. No codes, gauge works, released vehicle. Feb 6/2017 @ 517,908 km same complaint of gauge dropping to zero. Again, B1201 in cluster and P0463 in PCM. Frustrated, we decided to warranty the pump/sender assembly. While apart, we supplied power and ground through the fuel gauge wiring at the tank connector and lit up a sealed beam at the cluster connector to "load" the wiring for circuit integrity and voltage drop testing. We then plugged in the sender and actuated the float through various positions and the cluster responded with the proper readings based on float position. All passed. Since the concern is intermittent, we released the vehicle. Feb 17, 519,240 km same complaint and codes. We installed and programmed another cluster. I drove it 40 miles with the heat on high because the customer insists it only happens with the heat on. No failure, so I released it again. I just got a phone call saying it dropped to empty three times. I really don't know where to go from here. Is it possible there is a bad batch of reman clusters out there? I'm not buying it. I am aware of the sulfur contamination TSB...maybe I need to put an OEM Ford sender in? But two bad new aftermarket ones? I dunno. Should I just get out of the business and open a flower shop? Help!

I have a customer with this tow truck. He says it is governed at 100 km/hr and would like this disabled. I am not familiar with this. Is it programming? Opinions/advice is most appreciated.

You are right. Ford used to sell kit p/n XC3Z-9A818AA to add cruise to these. It used to be relatively cheap, too. Now obsolete. It had a new steering wheel, clockspring, and I dunno what else.

Thanks for the responses. I believe I will have to buy a new horn pad and switch assembly, then?

Has anybody done this? I'm wondering if it uses the same PCM and just needs control switches, clutch switch, brake switch inputs?

This!! .1 is completely ridiculous

So it has the vacuum assist unit on the frame rail? Did you bleed it at the vacuum assist unit?

Maybe you just need to get your ass in gear?...................

Flat rate system!

Modern vehicles don't need the oil changed anywhere near as often as the manufacturer recommends. It's just a money making scam!! (as told to me by an 'educated" customer).