JoeR

That's good info. I thought the Cummins could still be had in the 650 and up chassis. You learn something new every day... Joe

Does it come back if you clear it? MAP should be very close to atmospheric at full throttle. If it is, then I'd try a MAF calibration, then maybe a new MAF. Also, you might want to edit your post. You show it as a P2048 even though your title line is correct. Also also, being that is is a F750, it has a powerstroke and not a cummins, right? Joe

Great pics, Bill. I may have hosed you on the EGT numbers. Where is the DEF located on this exhaust? Is it closer to the front or rear of the torpedo? The reason I ask is that your pics look like the front of the DPF, and not the front of the SCR Cat. If the DEF injector is located further back on the torpedo, the EGT numbers I gave you are correct. If the DEF injector is closer to the front of the exhaust, then you need to be watching EGTs 2 and 3 instead. Here's the reason you're doing this. When NOx is reduced back into N2 and H2O it makes an awful lot of heat. As soon as that SCR catalyst activates the EGT in back of it will show it getting hot. So it's easy to watch the DEF injector start to spray, and then you see a temp rise across the SCR cat. The 6.7 Powerstroke has 2 different locations for the SCR Cat depending on whether it is a wide frame or narrow frame truck. It's easy to see which one you have by looking at the DEF injector location. Joe

Hi Bill, What were the temps of EGT 3 and EGT 4 while it was injecting DEF? If it is making really high NOx (say 1400 ppm) and then reducing it to 400-600 ppm like you were seeing, then you'd have probably 300 degree temp rise from EGT 3 to EGT 4. It would prove the theory of high NOx out of the engine. If it doesn't then you are getting poor NOx reduction out of the SCR. My next checks would be DEF Injector Spray Pattern. It it wasn't perfect, I't throw another one at it, or swap it from your other truck. After that I'd be running my bore scope down my EGT holes to see if I have DEF crystal deposits in the SCR or decomposition section of the torpedo. From there I'd condemn the exhaust. Are you using a lot of oil in that engine, or using a fuel additive that might be poisoning it? Joe

Regarding the high NOX because of EGR, are you sure on that Keith? While I'm no expert on the Ford 6.7, any other diesel I've come across stops adding EGR once the SCR system is active. While I believe it's possible, I'd be really surprised if Ford continued to use EGR once it wad injecting DEF. I'm definitely going to record the data on the next one I'm in though. You've got me curious now. Joe

I'd try Yukon Gear or another axle supplier for a minimum install kit. Joe

If you're going to use a VideoScope to do cylinder inspections, make sure recover the 90 degree mirror if you mistakenly drop it in there. Starting it is NOT a good way to get it out of there. There's now one less BMW engine on the planet. Joe

You are correct. The higher the RSSI, the stronger the signal. If everything is working as designed, then the closest sensors will have the strongest signals. For a while there were some aftermarket sensors that had lower signal strength, and even lower rates of signal bursts. That could fool one of these systems into assigning incorrect sensor locations. I don't believe there are any of those around today though. Joe

Here's a good example on how that system works. You're seeing a graph from an engineering tool. One of the things it can do is measure transmission rates and signal strength. Each color line is a different TPMS sensor. The height of the dots is a show of signal strength. The higher the dot, the stronger the signal. Notice that each one has a different average signal strength. Remember that the wheel is rolling when the sensor transmits. The sensor position might be closest to the antenna, or it might be on the opposite side of the wheel, so the signal strength varies when you're driving. Ignore the chart on the right that names the sensor position. It's not correct.. The antenna for the tool is on the driver's side dash. Maroon is Left Front. Green is Right Front. Blue is Left Rear. Red is Right Rear.

There's some Mopars out there that guess at the correct positions by using signal strength. They relearn the positions every time you drive the vehicle. If you stick with OEM wheels and sensors it works OK. Joe

Any chance he just means he doesn't get a light or error when he rotates the tires? Joe

came across a cool truck today. Not a Diesel, but a 2011 F250. P0455 Gross EVAP Leak Code. Already had a new purge valve on it, but it would make a slight tank vacuum as soon as the engine started. Purge Valve stuck open again. Tapped the valve on the counter. Canister obviously popped. Haven't seen that in a while. With the pile of little fragments I'm betting they keep overfilling it.

Some more Volvo DPF Pics. This was at a fleet of identical trucks. Only a handful were doing this. Ash was Calcium Sulfate. It was from the drivers putting an additive in the fuel. They never admitted to what they were putting in there, but it was likely something they were getting their hands on at the shop. It's unlikely they were spending their own funds on an additive. My guess was they were adding ATF. Calcium is probably in there as a lubricant. It poisoned the DOC as well, so they got new exhaust systems.

Nice find!

Thanks for that. When it comes to SCR troubles I see WAY more of it with Cummins. Most problems are related to DEF crystals. Like this:

I thought it came out a year or so ago, no? If not, then I guess I was late figuring it out. I used it on the IDS but now that it is available on ours I'll add it to my training classes. Crummy to hear that it didn't work for you. I was hoping I was in the minority. Joie

A short while back the new DEF Injector Cleaning Test was added to the IDS. Has anyone ever used this test to successfully recover an injector that had low volume or a bad spray pattern? I've only used it once and it didn't change a thing. That test just got added to the Snap-on scanners, and I was hoping someone had better experiences with it than I did. Joe

For anyone wondering, a 4th Power Steering Pump is what finally fixed this. When we put a clear return line on it, you could see that the pump flow would rapidly stop and start, making the noise. There was never any aeration of the fluid, but something was definitely failing in them. It's crazy to have had 3 bad ones. Truck has been out there for 2 weeks now, so we are confident it's finally fixed. Joe

A shop around the corner from my house has an 08 F250/6.4L. It came in with a broke belt tensioner and the serpentine belt wrapped and shredded around everything. The belt got behind the power steering pulley and destroyed the pump seal. He ordered a new seal, blew the fuzzies from around the shaft, including what looks like a lube hole for the seal. Reassembled it and road tested. 5 miles into the road test there is an intermittent loss of power steering and brake assist. 5 more miles later and the pump starts screaming like it is cavitating, but there are no air bubbles in the fluid. Bring it back. New Motorcraft pump. New ATF (what it calls for). Same thing happens. Vacuum bled according to the repair procedure. When you apply vacuum to the system the pump stops screaming, but there is no assist at that time. Relieve the vacuum, makes noise, get assist back. So it gets a second Motorcraft pump. Disconnected the lines. Spin the pump with an air motor to bleed before installing the pulley. It looks good. Reinstall the lines. Vacuum bleed. Good for another 10 miles, then it boomerangs. The pump is screaming again. There is so sign of air bubbles in the fluid. Just a very noisy pump. We are at a total loss. Problem started with a broken belt tensioner. Any advice welcome. Joe

Yup. That's the best reason for getting it. It fakes the trailer load so the module wakes up and does what it is supposed to. Also, the reason there is a Version A Model is because it didn't work on the 2017 Silverado, and they modified the board so it would. So it is definitely for vehicles with Trailer Modules. Joe

I use this. It shows brake force when you drive it too. Amazon.com: Innovative Products Of America 9107A Circuit Tester: Automotive

It could even become a special add-on for Chicago residents! :-)

I was testing software at a local shop yesterday. They had a Honda with an SIR light on. Code for the RF Impact Sensor. Sensor had what appeared to be a bullet hole and lead splatter inside. Sure enough there was a hole in the fender. The kid's father showed up to pick it up. He wasn't entertained.

Do you mean for known good data values? Maybe, but not that I've ever seen. Joe

Excellent. Thanks for the info. I appreciate it. Joe