wewille

In our small part of Wisconsin things are pretty quiet. I'm no longer at the dealer, as a took a better opportunity a few years ago, but the biggest dealer around closed, and we've been getting hammered with Asplundh trucks. However in general things aren't as good as they were. No layoffs, and still getting ot so so far so good.

I have one in my bay right now that wont clear. I've tried the drive cycle 5 times, with no luck. It had a blown fuse 36 for the NOX Modules. Replaced the fuse and have been unable to clear the fault since. I did notice that the PC/ED Drive Cycle Procedure is different than the Drive Cycle Procedure in 14-0192. There are some minor differences. I will try the TSB version tomorrow. Hopefully it helps. A buddy at a dealer in Silverthorne Colorado states they have been replacing the PCM for this concern? Has anybody heard of that? I typically haven't had an issue performing the drive cycle.

Do you have an update on this one?

Starting with the B1310 was a wise decision!

The circuit was CDC55

I do appreciate the help I received from you guys!

Hey, guys, just an update for everybody I finally figured it out. I spent an hour staring at diagrams and studying the network. Found the B1310 code interesting. I found that the run/start relay is grounded by the bcm and almost every module on the high speed CAN is powered by the relay. So I messed with the relay a bit and found that if I remove the relay almost all the exact same codes would return. Almost. According to the diagram most of the relay wiring is internal to the BJB, so I decided to chase the one that wasn't internal and found the Brown and Violet wire that grounds the relay from the BCM to have a break in the insulation allowing it to become corroded right about where it runs under the radiator. A wiggle test led me to the area and after pealing back 5 miles of tape I found the problem. There were only a few green strands remaining that were holding it together. It was wrapped up well in convoluted tubing, and electrical tape. Everything looked factory. So there's the answer for the next guy.

Thanks for the reply. I did check that area out this morning and found that a large hydraulic return line to the PTO was pinching the TCM sub harness against the frame rail. So I pulled the hose hanger off, and pulled the harness down and found the VDBO5 white wire to have a very tiny chafe through the insulation. Fixed that, sent it down the road, three hours later its dead again. I drove to the job site where the truck was dead and retrieved codes right away, and of course it started when I got there, and I recovered a B10B9 blower control short to ground, and a U0418:00 tccm loss of communication. So i thought i was smart and disconnected the TCCM module and said drive it and see what happens. Well it died again 2 hours later. I'm supposed to be on site again in the morning to get it figured out. Owner is getting frustrated even after explaining the process and that these are very difficult problems to solve. Plus billing and approvals are going through a third party fleet management company. Im sure Ill get paid for 1/4 my actual time. So maybe ill disconnect the blower controller. Maybe something crazy is happening and the hvac module is screwing up the network. Who knows, although the HVAC is working properly all the time according to the driver.

I have a 2013 F550 with knuckle boom crane on it in my bay. The truck is used for replacing and repairing large off road equipment tires. The driver stated that the engine would intermittently stall and not restart, He could disconnect the batteries and reconnect and it would usually restart. Below is the gist of what i have done so far. Needless to say we gave the truck back after running in the parking lot for hours and the first job he takes it to the thing stalls. I thought i had it nailed with the damaged wire. Today i wiggle tested, until i couldn't wiggle anymore and could not duplicate the concern again. Ive quizzed the driver on what he does and i have no reason to believe he is doing anything wrong to cause the concern. However i can never get the thing to act up for me. Which obviously makes it tough to figure out. The truck has roughly 167000 miles, 10,000 idle hours, and lots of time off road. Of course we are also in the rust belt. Arrived onsite to Huston pit. Connected computer test equipment and retrieved diagnostic trouble codes. Recovered codes U0100-20, U0101-20, U0102-20, U0140-20, B1310:14, B10AF:11, B10B9:14, U0140:00, UO121:00, U0151:00, U0121:00, U0418:00, P2531. Checked for any available Ford updates. Found updates available. Re-calibrated the PCM, TCM, and IPC to the latest software version available through Ford. Monitored Regen status and recent history and freeze frame data and found that it was possible that the vehicle had stalled during a regen. Performed a manual regen on site. The engine did not stall and the regen completed successfully. Spoke with driver and determined that it would be best to reschedule and to get the truck to our facility for further testing and repairs. Upon arrival of the truck at our facility, computer testing equipment was hooked up again and the diagnostic trouble codes retrieved again. The exact same codes returned. Referenced a wiring diagram and found that all the modules shared the same high speed can network circuit VDBO5. Began tracing the circuit. Removed door sill plates to inspect harness. No concerns found. Removed the driver side wheel well and began inspecting the harness. Found circuit VDB05 to be damaged at pin 13 of connector C1010. The connector locking lever was also broken from a previous repair. De-pinned the connector and removed the terminal. Replaced the terminal and soldered in a new wire. It appears that the wire would rub against a metal bracket shorting the circuit and shutting down the high speed CAN network. The intermittent rubbing would cause the intermittent stalling concern. After the new wire was soldered in and the wheel well reassembled a network test was performed and found all modules to be online and functioning at this time. Drove the truck to the fuel station and refilled the tank. Returned to the shop and let the truck run with the PTO engaged for several hours. The engine ran well, never stalled and no codes returned. On Tuesday 2/7/17 the truck was started at 730am and ran for 2 hours before driver picked up the vehicle.

I have no experience with anybody running def through a 6.0 fuel system. However if it is running fine and has been running fine the past two weeks I probably wouldn't worry too much about them. Maybe just give them the option to replace the injectors, but if your doing an egr and oil cooler job you really wouldn't be saving them much labor anyway... I guess I'd just leave it alone.

Hey Matt, i do appreciate the response. At the moment we are hunting down the snapon guy to see if he can swap out my compression guage. In the mean time i do believe im going to move that number three injector. Im doing another headgasket job in the next bay, so once i get those injectors out i may just put one in the other truck. At least save a oring kit! When you had the loose tone wheel I'm assuming the power balance was not consistent at all? Did that one have a slight white haze? This thing has a slight haze that burns your eyes, definitely unburnt fuel. Hopefully not compression. Even at that the worst i can think of would be a bent push rod or something. Cylinders and pistons looked great both times the heads were off, couldn't imagine a bent connecting rod, its not a 6.4.

How consistent will it act up? There is an oil aeration test in the pced

Hey guys, i think i have a good one! Back in December this 2006 f-250 rolled in with a complaint of a tea kettle noise. Tested oil cooler, head gaskets, fan clutch, etc... Anyways replaced head gaskets, sent heads to machine shop they found cracks and replaced the castings. Reinstalled with ARP's, oil cooler etc. Shipped it. About 2 weeks ago and about 5,000 miles since the repair it rolls back in losing coolant out degas bottle. Pulled heads sent to machinist, he found a cracked glow plug tube. He got us another head and my apprentice reassembled the engine. Got it running, just to find the battery light on and no alternator output. Installed a new alternator. Then it started to crank funny all of a sudden. Still ran great no misfires plenty of power. Checked the starting circuitry, and batteries all good. So a starter was installed. Now it cranks great. Fast forward again and the truck is back with a concern of a very light haze of white smoke. No codes, runs great, starts great. Cylinder contribution shows 2 and 4 ever so slightly down, with 3 a bit up. Enhance power balance makes it worse, but not bad. Relative compression test sometimes displays 4 as 6% low, sometimes 2% and sometimes other cylinders will be slightly low, but usually number 4. Manual compression test was started today, but due to some gauge problems i was unable to complete testing until hopefully tomorrow. Anyways my question to you guys is it possible to have injector number 3 slightly over fuel to cause cylinder number 4 to be low on a relative compression test? Obviously that could be the cause of the white smoke. Cancelling number three does not reduce the white smoke which i think is odd, and neither does cancelling 4. I would think if cylinder 4 truly had low compression canceling that injector would eliminate the smoke. Truck Has about 117,000 miles. The last 20,000 of which the customer has a had a sct tuner in it. He does not tow, or offroad, but it is it street toy. I understand the consequences of a tuner, regardless the customer wont permanently take it out. Hopefully I'm not missing any of the story! Thanks in advance! In the relative compression test picture cylinder number two is almost always ok, not sure why i took a picture the only time it was slightly low. I'm also thinking about moving injector number three just to see how it affects relative compression after i finish the manual compression test.

I would agree with your top ten list. Have you guys been seeing anything new over the past year?

Ive got a 4 channel pico and love the thing. I am no where near as proficient as i would like to be, and certainly no where close to those autonerdz guys. Ive been reading as much as i can from them, they have some very bright people. When I was at the dealer hotline never liked the pico traces i would send. Most of those guys did not understand what they were looking at or they wanted me to use that stupid pos vmm. Other than a few special ids integrated features that vmm is just awful especially when compared to the pico.