forddieseldoctor

I got another one at work. Was just bought by one of our fleet customers used from the same company that the other one I posted about originally came from. And yes with the IDS I was able to see both cams getting pulled towards the retarded side. This one was only about -45 degrees of vct error when it acted up. But the oil pressure was at 13 psi instead of 5.

Did you find the gallon cans and the sprayer? I bought that from a friend who ordered it, but decided he couldn't deal with the smell of the stuff and sold it to me.

I did the door seams, hood seams, trunk lids and tailgate of everything I owned last year with fluid film. This fall everything is gonna get coated with fluid film including my gooseneck trailer.

Down right hillarious.

I got a 13 escape with 25000 miles with a trans that got overheated bad enough that it melted the range sensor and won't crank. One of the code's freeze frame data shows 275 degrees f. Customer said he was in a bad part of a local city and didn't wanna get off the freeway when it started to derate. Also came to find out that it had a trans put in it 9 months ago when the previous owner had it.

I've done a handfull of water pumps on the 5.0. My shop did a block heater on a 5.0. And I've replaced one or two lower degas bottle hoses.

Do you think the balancer will be enough to wake them up if I mounted them to the rim with no tire?

What about the big otc esst one?

That's what I thought. There is a build date break in 15 the 15 Explorers. Mine is before it. I even looked up hvbom for it. The new sensor I borrowed from parts tonight is the correct number according to hvbom and the parts catalog.

I bought my wife a 2015 explorer a month or so ago. I ordered a set of oe take off wheels for snow tires. Now I'm trying to be cheap and buy a set of tpms sensors off of Ebay. I got the sensors and I am trying to train them without mounting the wheels since I don't have the snow tires for the wheels yet. I can't get them to train. I also grabbed a brand new sensor from work and I can't get that one to train to it either. I can retrain the ones that are on it to it. Did they change this that the sensors have to have pressure on them before you can train them? I have trained them without being installed on older vehicles.

Is that a bubble flare end?

I got a buddy who may be able to get it. What exactly are you trying to accomplish?

What are we referring to when we are talking about dongle versions? Is it on the sticker somewhere?

Sounds like the windows monster is running loose and you gotta work like hell to try and stop it.

That's my thoughts.

A friend of mine gave me an article about this out of the Farm Show newspaper. I looked it up and did a little research on it. It looks to me like you have to modify the injector because the new cup/sleeve is to narrow to allow a normal injector to fit in the hole. I'm assuming that anytime that injector was removed in the future you would need special o-rings. I have formed an opinion about this repair, however I am going to keep that to myself at this point. I wanna see what the objective minds here have to say about it before I pollute the pool with my thoughts on it. http://www.accuratediesel.com/shop/279.html

I got a 14 Police interceptor utility with torque convertor clutch codes that only set when the guy tries to persue someone at over 100 mph. Right now the trans is laying on the bench in pieces waiting for a new convertor support and convertor. And of course now I'm dealing with the escalated handling team at hotline. I also got an 08 F-350 chassis cab with a 6.4 that sets a p0088 if and when it wants. It's got about 200k on a used motor in it. I'm thinking it needs a high pressure pump for a sticking control valve.

Um... No one's saying it's not. At least not that I picked up on.

I think mine is a Central Tool. It's only the second time I've used it. I got it a couple of years ago after I got my butt kicked by this code on a truck that hotline was telling me what part to throw at it. I think that one got fixed by a maf sensor. And I learned the hard way that the key off for 5 minutes after the resets makes a difference. I did take a couple of pictures of the grate by the dozing nozzle today, but they are still stored in my borescope at work.

When 6.0 jobs go bad: Headgaskets turned into cracked heads. It was a sublet from another shop. Apparently the other shop didn't tell the guy how much heads were in advance. I got to slap it back together enough to get it outside.

Um... I thought all of the plastic tanks were 24 gallons or so. Or at least my regular cab 97 F350 was with the plastic tank.

I got one on a 2012. Got to the point in the pinpoint test that says replace nox sensor. Ordered a sensor for monday. I don't understand why they have you do the drive cycle and work it out of idle only before you do any testing other than the dosing test and visual inspections. This one had the drive to clean exhaust system message in the dash as well as the forced idle message. I drove it and it took about 10 miles for the regen to complete and another 10 miles for the nox monitor to run after which there was no codes stored. The dosing test came out to an even 50 ml and when I tested the def it showed 33% on my refractometer. I did look in with my borescope and the grate looked normal.

Don't forget about the oil rail block off toolsthat allow you to test the oil rails and injectors on each bank seperatly. I just finished a high pressure oil leak on a late 04 that sounded like it was coming from the #7 injector area that ended up being a failed o-ring under the hpop cover. It started off with an air leak through the #1 injector.

Can someone explain to me how a stretched timing chain can affect at which pressure a wastegate will open? Hotline seems to think it will. Comment From: Ford Comment Date: May 04 2016 17:21:33 Zach, It is possible for the chain issue to be the source of both fault codes. It is recommended to perform TSB TSB 15-0044 first and re-evaluate the vehicle. If the P0299 returns, re-perform TSB TSB 16-0013 as test results may have changed with the timing chain replacement. And from TSB 16-0013: SERVICE PROCEDURE Check the engine build date. Refer to Workshop Manual (WSM) 303-01. Was the engine built on or before 2/28/2015? Yes - proceed to Step 2. No - this article does not apply. Refer to Powertrain Control/Emissions Diagnosis (PC/ED) manual for normal diagnostics. Disconnect the hose at the turbocharger wastegate actuator. Connect a cooling system pressure tester with a pressure gauge to the turbocharger wastegate actuator. Slowly apply increasing pressure while monitoring the wastegate actuator rod. The rod should begin to extend at 21-62 kPa (3-9 PSI) and be fully extended at 83-131 kPa (12-19 PSI). The turbocharger wastegate shaft and arm should move smoothly from closed to fully open. Does the turbocharger wastegate actuator and wastegate operate smoothly through the complete range? Yes - this article does not apply. Refer to PC/ED manual for normal diagnostics. No - replace the affected turbocharger. Refer to WSM, Section 303-04.