JoeR

GM and Ram Pickups are capable of adjusting the desired tire pressures up or down depending on what the customer needs. For instance if you have a 3/4 ton truck but never carry anything in the bed. Having 80PSI in the back tires is not desirable. You can change that to 50 PSI, change the placard on the door, and run 50 PSI instead of 80 PSI with no TPMS light. I've never seen that ability on Ford vehicles. Am i just missing it in the IDS or is it not a function on Fords? Thanks! Joe

It looks like it to me. If I start a session with the key on, like you normally would, it lists the VIN under the vehicle type. Also, if you plug in an Emission Inspection machine it will pull the VIN associated with the PCM and not the truck. Either way, I gave up on this today an ordered a new PCM. I'm not that concerned for the customer's wallet, but I sure did want to see if I could make this work. Joe

I can give that a try if I can. I have never been asked to verify the VIN. I've been waiting for that screen! when I start a new session it just comes up with the info from the used PCM, but I don't believe I've had the option to verify it. It's easy to try again though. Joe

Thanks for the reply, Keith. That is exactly the procedure I used. I did get the option to enter the tear tag/part number/cal ID, but never the VIN. I tried it a couple of times in case I missed something. After entering the number, the IDS shows that the procedure is completed, but offers no option to do anything else on that screen. It just sits there. The old PCM will run the truck but won't communicate with a scanner at all. The used PCM communicates fine. I can even reprogram it to the latest cal, but not change the VIN. I didn't bother trying to relearn PATS to see if it ran. If I can't get the VIN right it can't be emission inspected. I'll just get a new PCM. It should have one anyway. Joe

I've never tried programming a used PCM on a Ford before, but thought it might be possible after watching a couple of youtube videos showing how to do it. (smartass commentary welcome, and well deserved at this point.) :-) In short, the videos show entering the programming procedure with the key off so the IDS can't see it's already been programmed. After failing the attempt to communicate the IDS ask to enter a VIN and it will ignore that the PCM has already been programmed. Unfortunately that's not the way it worked out. The popup asking for the VIN doesn't appear. I'm guessing it has changed as the software was updated. So my question is: Is it possible to reprogram a used PCM to work on a 2000 F150? I don't care deeply if it can't be done. The guy should put a new one in there anyway....but I've already got the part, and if it can be done, I love to know how to do it. 90 minutes of me screwing around with it failed to reveal a way. Thanks for any help, criticism, or abuse you might have to offer. Joe

This customer is a Tech at a county fleet shop. The car was one of the vehicles he services there. He had a Snapon scanner and was looking for this test. He called tech support, then his salesman asking why it wasn't there. Kinda funny. Joe

I finally got more info on this. He's delirious. He wasn't able to produce any service info or anything else that proves this test exists. He had never run an IDS, and just thought it was a test that SHOULD exist. Good grief! Sorry to waste everyone's time with this. Joe

I was contacted by a customer today asking about a catalyst reset on the 3.7L GDI Taurus. He said it was on 2013-Present vehicles, and required any time you had a P0420/P0430. I never heard of anything like that, and I see no reference to it in Mitchell. Has anyone heard of such a thing? Any help appreciated. Joe

1922 requires a reset before you can command a regen. In the test menu you will find one of the following: DOC Reset DPF Reset DOC/DPF Reset To find it, look in Advanced ECM Data/Aftertreatment Maintenance, if you're using Cummins Insite. Whichever one it has, run it. It should have been done when you replaced or cleaned the DPF anyway. Then command the stationary regen. You'll be all set. Joe

Mitchell lists it as 28 mm front and rear. Minimum machining thickness as 28.6 mm

Cummins is big about putting substituted scanner readings on failed sensors. The delayed reading makes me thing that's the problem. Grab a lab scope to check the turbo speed sensor. My bet is that there's no signal. P2580 takes a minute or so to set, but the engine has to be spooled for it to set. The fastest way to do it is to hold it at WOT in park for 60 seconds. The P0106 is almost certainly caused by the bad Turbo Speed Sensor reading. Joe

...and this is why I love it here. I'd have never suspected it could have been removed like that. At least not without some kind of penalty. Joe

Posting just because I'm impressed. This thing pushed the substrate right out the back. The only thing holding it in is the EGT.

Thanks Tony! Joe

Any idea what this is? It was holding the pressure relief valve open on the low pressure oil pump. I drained the oil and didn't find any more pieces. It runs good, but I'm worried about going too far in it. Joe

Glad they got it figured out!

The best deal for the money in Snap-on is the Ethos Edge. Same scanner functionality as their best scanner. Updates are only around $400.00, as opposed to double or triple that for the others. There's no Troubleshooting help with it, but there isn't with competitive scanners either. No aftermarket scanner does everything an OEM one does. If you need every function and every module, buy OEM.

I had a good time at NACAT. It's been a while since I presented for them. Sorry I missed you. I get out your way a couple of times a year. I'll try tracking you down next time. I'll buy lunch. I believe the truck is a 2005. Cool think about the bigger engines is that you can separate the engine from the pump and air test them separately, and it's easy to do! Joe

I got involved with a delivery truck last week. It had low ICP when hot. Cold started great. Ran out of power in about 10 minutes and started really hard once it died. When the shop first got it they diagnosed it as a bad HP pump. That didn't fix it. After a string of catastrophes while trying to diagnose it, they ended up replacing the engine with a Jasper unit. Everything new from oil pan to valve cover. They transferred the new HP oil pump to the new engine and it STILL behaved the same. I drive it to verify the symptom. Recorded the following video of the scan data. ICP is still too low when the oil is hot. I air pressure tested it and after a short bit it started leaking back through the pump like crazy. I had them order a second new pump. I didn't care if it was the IPR. They both came new when they got the pump. We'll see if I was right next week, or if it continues to be a pain in the butt. Joe

I'm 53. Don't wrench full time any more, but still do on weekends, and any time I'm not travelling. 17 or 18 years ago I cut my right index finger off. Dropped a transmission pump on it. That aluminum is sharp! Had it reattached. The infection in the bone gave me arthritis in all the neighboring joints. The finger works, and there is some feeling back in it, but it was a lasting injury. I also had an air chisel bit shatter. I had one metal sliver travel clean through the webbing between my thumb and index finger. One embedded into the bone in the same finger I severed. Had 5 pieces in my chest, but not deep. I could pluck them out. The Doc had to dig out the one in my finger. That sucked. Add some hearing loss and varicose veins in my legs and that's what I can attribute to my trade. It still pales in comparison to what farmers and plenty of others do to themselves. I've done worse things to myself on motorcycles to bitch too much about work anyway. Joe

It depends on what you need it to do. Cummins Insite is badass, but you need a yearly subscription to keep it working. You've gotta be fixing more than one truck to make it worth the price. You'll also need a scan module, like Nexiq's USB Link. Do NOT get the Chinese copy of that tool unless you like breaking stuff on occasion. Being a Snap-on guy, I favor our own tool. The Pro Link Ultra. You can get it with however much, or little software you want. Just want Cummins? Just buy that. Need more? Get more. Software doesn't expire. Your Snap-on Dealer may have a loaner for you to try. Joe

The Cummins Code is 1921. You can follow that on Quickserv. You're gonna need to watch the DPF Backpressure PID. On the Governor it should be less that 1"Hg, or .5 PSI. Check to see if it is close to 0 PSI KOEO. If it is, the sensor is most likely OK. It is WAY more likely you have regen troubles and a plugged DPF. You're going to need a better scanner to diagnose this. At some point you're going to have to command a regen and watch the data to see what's going on. Regen History will tell you what's going on. Having HD Standard Datsa is not going to cut it, unless you get lucky...which happens to all of us sometimes, thankfully! Joe

You're looking at the code on J1939 HD Standard with your scanner. Quickerv is showing you the Cummins Codes, which you don't have access to. Joe

3251-16 is DPF Backpressure Sensor above Normal, Moderately Severe. It's gonna derate if the backpressure gets any higher. So it looks like this truck is still having regen troubles. Any chance you csan get your hands on a scanner that can show Regen History? It would be helpful to know what's going on with it. If I had to guess, and I do, I'd bet the data is an error in the scanner. There's no code for it, and there's no way that sensor would ever have a range that wide anyway. So unless I was chasing a code for it, I'd ignore that PID. Joe

71913005.BMP Today was "Bad EGT Day". 1st one on a Cummins ISL and second one on this 2017. Add an easy fix on a Suburban with LIN Bus Codes and I was ready to buy a lottery ticket. :-)