forddieseldoctor

Um I don't think it's gonna mess with the speedometer, because the speed is read at the wheel speed sensors. And even if it had the sensor in the diff that reads off of the ring gear which is rotating at the same rpm as wheel speed.

We took another swing at this truck. I did the as-built into the pcm and bcm just like hotline told me to. Then I tried to program the tire size in again. I started up and shut the truck off 4 or 5 times. I drove it 5 or 6 miles. Customer came to get it after it sat for about an hour and walked back in the door and said the light was back on. So for now he's running with the old tire size programmed into the truck. I was poking around on the internet last night and came up with a bunch of people on other general diesel forum sites that are claiming that if you program the gear ratio from 3.31 to 3.55 and then program the tire size it will take and you will not see the code again. Which makes sense because when I was snooping around looking for a donor vin I couldn't find one that had both the 20's and the 3.31 gear ratio. My next concern is what's gonna happen when if I program the wrong gear ratio into the truck?

I had a oss sensor on a 4r100 that I 2 part epoxied a lag bolt into it to get the rest of the sensor out.

A guy I know called me up and asked me to look at the airbag light on his 13 Focus with a salvage title that he had just bought. Said he had it at another dealer and they quoted him $4,000 to attempt to fix it. There was no guarantee that it would fix it. He said that he couldn't get them to give him the codes either. I took a look at it and I had a code for passenger side curtain bag high resistance in the rcm. But I also noticed that in the instrument cluster I had a B1A14:13 RCM warning lamp circuit open and a U0073:88 Control Module Communication Bus "A" Off: Bus Off. Didn't think too much of those codes. Guy dropped it off so that I could see why the one curtain bag had high resistance. I hopped in it and noticed that the warning lamp in the dash wasn't illuminated all the time, but that the message center simply said airbag system fault. Checked to make sure the air bag light proved out. Pulled the corner of the headliner down to find the connector and found that the whole freaking air bag was missing. Guy decides that he doesn't wanna deal with the guy he bought it from and decides he's gonna get a used bag and have me install it. Got the bag from him tonight and pulled the headliner down, discovered that I don't have enough of the fasteners to properly secure the bag. Put it in place with the few bolts I had (I gotta try to find some before I can put the headliner back up), plugged it in and turned the key on. Got the same message as before. Throw my scanner on it and found the code in the rcm is gone and I have no other codes in there. But I have the 2 codes in the instrument cluster yet. I'm not using the IDS as I don't have my own VCM. I am using AE instead. And the other thing I found as odd is that whenever I select the instrument cluster for the base module the instrument cluster crashes and goes dark. The "B" code says to replace the cluster. I can't find any diagnostics for the "U" code I have. I did check my resistances for the network at the data link for all 3 of the networks. I got between 61 and 65 ohms on all 3. I don't have the option to run a network test, but as far as I can tell all of the equipped modules are responding to the scanner. Anyone got any ideas on what this hack monkey could have done to make the airbag light not light when there is an obvious fault present, but yet it will still prove out when the key is turned on? I don't have any other codes in any of the other modules.

Custom hold down on the battery.

Got to finally play with the new fluid evacuator for what I made them buy it for. Worked very nice. Didn't spill a drop. Wasn't quite as fast as I was hoping, but oh well.

Found this on an oil change this week.

Wow. That's cool. Did you get a whole new assembly or did Ford make you patch it back together?

Up to a 550 is considered a Super Duty. I looked up a bunch of vins from a site that has hundreds of F250's listed on it. So far all of the trucks that have the 20's have 3.55 gears. All of the ones I've seen that have the 18's are the 3.31 gears which is what the truck in question has.

That's possible, I did look up the GVW and it's a 9900 lbs ride. The problem with the as-built thing is I don't have access to any vin numbers for near identical trucks. As far as I know it's only the 12 and newer that you can't program.

I kinda gave up on Ford to give me a usable answer at this point. I have a copy of AE and the plan is to program everything back to stock with the as-built and then use my scanner from home to program in the tire size. But I did find this yesterday. According to the workshop manual I SHOULD BE ABLE TO PROGRAM THE FREAKING TIRES TO THE TRUCK!!!!

We installed a set of OE 20" wheels and tires on a customer's 2012 F-250 yesterday. He had the 18's on it previously. Programed the tpms and then programmed the tire size with the IDS. No big deal, ran it outside and parked it. Customer comes to pick it up and comes inside and says his check engine light is on. Immediately I grab the IDS and go out thinking that all I had to do was the bcm relearn like we had to do on the 11's. Can't find it anywhere on the IDS. Code stored in pcm is a P1635 Tire/axle out of acceptable range. When I looked in the workshop manual it says to perform pmi on the pcm. So I did that, code wouldn't clear. Then I tried the bcm cause that's where the workshop manual shows tire size gets adjusted. Tried going back to the original size all with no luck. Finally I sent the guy on his way for now and sent a request into hotline. They got back to me this morning and the pretty much told me to go suck an egg and that it's not a programmable parameter anymore and that I am going to have to program as-built data into the bcm and pcm to clear the code and then they told me that the customer was going to have to look into an aftermarket option to change his wheel size.

Ain't that the truth, I did a bunch of research before getting him. He loves to chew stuff. Find him a Nylabone. My 1 1/2 year old lab/german shepherd mix will chew up those rope toys in a matter of days, but we got him one of the large bones and he's had if for almost a year and hasn't destroyed it yet. And a Kong is another good choice for a chew toy that will last.

Picked up a 99 F-250. It's got 221,000 miles on it. Interior is trashed. Body is trashed. It runs and drives if anyone's looking for any motor or driveline parts. I was planning on keeping the coils and the MAF for myself, wheels and tires are sold. But anything else is up for grabs.

I have an Auto Enginuity scanner I use at home. Only used it a handful of times and I'm kinda new to it yet. But there are a few pids that I've noticed aren't there and a few extras that I've never seen on IDS. I was using it on an 03 6.0 with a lack of power concern and it didn't have the pid for ebp inferred. I did not try to use the pids I have never seen before cause they weren't labeled as anything that I found relevant to what I was doing. I have used an OTC scanner at an independent shop and when I was in tech school they had a Snap-on scanner. I don't remember much about either one on the Ford's that I used them on.

You got your own laptop? See if your shop has any extra licenses or will buy you one and then you can just steal one of the other vcm's and use it. That's what I was doing when I started at this shop back in 09. Now we each have our own laptops and the shop provided each of us with a vcm to use and not have to share. But there's only 3 of us there.

You ever worked with an asset student?

Got a buddy's 03 F-250 with a poorly maintained and heavily bastardized. His problems all started when his dad decided to borrow it and was too cheap to buy diesel for it and decided to pour unfiltered used fry oil in the tank. Truck made it about 15 miles down the road with 7000 lbs behind it and shut off, they replaced the fuel filters managed to flat tow it over by me idling away and missing like crazy. I found a stuck wide open injector pumping air into the fuel rail. Put the one bad injector in it, and then 2 months later I put the other 3 in on that bank. Drained the fuel tank and changed the filters again when I put the first injector in it. This last winter it started missing some and left him stranded again. I never saw the truck after this happened, but it has been driven around with #3 and 5 injectors missing since then and of course towing heavy the whole freaking time. (Anywhere from 7000 to 27,000 lbs) Now I got it after I told him this last spring that he was gonna tear it up towing with a misfire. Verified the misfires, I can't even accelerate empty without it falling on it's face. It sounds normal when it cranks over, but it shakes like hell cranking. I did the bubble test and didn't find anything abnormal. Went to run manual compression on it yesterday and I couldn't get the #1 glow plug out of the hole. It turned hard with the ratchet and felt really weird. This was on a half warm motor. I did finally get it out by throwing an impact on it and spinning it until it freed up and then cranking the truck over to blow it out. The glow plug looks normal and it went back in normal. Compression showed up 100 psi low on that cylinder. Did I just have carbon buildup on the side of the plug? I had the glow plug out 2 years ago when I did the bubble test to find the bad injector.

Pure curiosity... What was the reason for having this unit out?

Other way around here. When I got something big I wanna download I do it at work.

I loaded 92.01 yesterday morning and was using the vcm2 wireless and wired yesterday and it was fine. We got 3 vcm2's and ever the last 6 months or so I have had to manually reset 2 of them for communication issues. One was a wireless issue and the other was a wired issue.

Wow that is one really special pinpoint test.

I've never had to worry about flagging my own labor ops. But at my previous dealer I should have. They had an office person who didn't know jack about cars doing warranty claims. I got called into the office on lots of occasions to help them pick out appropriate labor ops.

Voltage drop NEEDS to be done on a loaded circuit. Otherwise you aren't really measuring anything. I'll have to look at the pinpoint test later. You can load test with a fog lamp bulb on heavier circuits or a 194 bulb on lighter circuits and measure voltage drop on the circuit under load that way.

Not pcm controlled. Take and back probe into the a akt at the alternator plug and install a jumper wire to the positive terminal of the battery, start it up and see what happens. Did you monitor your voltage drops with it running or just key off?