8WA Sman

The Fuel version is more powerful and use brush less motors.

Milwaukee can have multiple part numbers for what may appear to be the same tool. If you need any part numbers of what I use just let me know. Another reason I like the batteries I listed are for tool balance. I also feel they have the best amp/weight/cost ratio. Sometimes I put in a different battery based on the task.

 I have not found a cordless 1/2 that has the power/weight/low vibration factor to match my Snap-on MG....If anyone has something I am all ears.

All the Milwaukee 12 volt brushless tools have been solid for me. I still have an older Snap On 14.4 drill driver with an adjustable clutch that I do not plan on getting rid of. Not sold on the Milwaukee stuff with electric clutch or any electric clutch that I have researched.

The Milwaukee 2564-20 is a special application tool that is a life saver for sway bar brackets on FWD vehicles. I mostly use the 2.0 and 4.0 batteries. The 6.0 batteries take awhile to charge with normal rate charger and I am not sold on the quick charger.

Sometimes cold water will wake up a IPR.

Did you see if it runs with the ICP disconnected?

What about the IPR nut being tight?

I will probably just continue induce smoke then use shop air to add PSI if needed. If I was to buy one it looks like GM has the best price.

The adapter kit would come in handy, I may just purchase them.

Did you program the IQA and clear the adaptations?

I would probably return to stock before doing the above steps.

What about a RH T-Stat or secondary radiator problem?

Stock truck?

For those who don't already know as per SSM 48619 the WSM has been updated to reflect the CAN Protection Strategy operation

Kieth,

Since I have never used the Orange Coolant Revitalizer do you know if it does anything to restore the PH?

 Most of my testing on the OE coolant has shown the inhibitor at or near 100% but the PH has shifted so I just replace the coolant.

Keith,

I have been meaning to call Acustrip for awhile...So according to them the Ford Yellow is an OAT coolant with Phosphate added, so the 40240 test strips that I have will still work.

Not sure if this doc has any new info but just in case

IDS_W10 Settings.pdf

Your signal looks like a hall affect with no gaps.

I noticed the parts cat lists 2 tone rings based on the build date?

What is the symptom?

That is what I found also.

I didn't find a known good for a 2020 either.

Can you post what you have?

I am guessing the waveform example in the PC/ED is not helpful?

According to the parts info depends if it is a cab chassis or pick up. Cab chassis replaceable filter is GC4Z6A777B

It seems the CCV filter has been updated. I was thinking there would be a parts note or TSB/FSA ???

I tried to find more info from FoMoCo but came up empty

My experience with an '11 Escape was high air/moisture in the refrigerant, the one I did had 19.7%.

I would recommend following every step in TSB 14-0157

Did the VCM show connected in IDS.

Have you recently checked for VCM updates in the manager?

So did you use the other shops VCM only?

Jimmy,

I like these for those type of fittings

Does it help if you cycle the key before starting(Extra prime the fuel pump)?

I have also seen purge valves stick on a 6.2 SD and not set a code.

If I suspect a purge valve sticking I close the vent @ idle and watch the FTP H2O

12 MPG sounds low, does it have AFM. Or PM me the Vin

Make sure your ethanol % pid is not out of wack.

None...I didn't think it worked much better then diesel fuel

 Now ZC 21 Like 10 years ago I bought every can I could find. I still have over 2 cans left...Hopefully it will last me another 10 years

Maybe inspect the throttle body or pids. I don't remember if you can drive a 6.4L with the throttle body disconnected, may have trick the PCM into thinking the throttle valve is still connected.

Maybe monitor the fan clutch or drive with it disconnected???

I find TSB 08-16-02 interesting, I don't know that I ever thought about updating an IC at the same time as the PCM/TCM.