JoeR

I'd still be curious to see what the NOx in/out and NOx adaptations were reading going down the road. If the DEF is good, NOx sensors are correct, and SCR Temps aren't hotter on the outlet, you're probably looking at a bad SCR. I've heard of Cummins replacing them, but haven't ever seen a bad one myself.

Every Cummins with a DEF Fluid Quality Code has been DEF deposited at the injector. I see one a week. Look at the NOx Adaptation PIDS. If either Inlet or Outlet Adaptation is over 100 ppm, yank the injector and look in the hole. This is what you'll find. (See Pic) Clean the decomposition tube with hot water if necessary, and clean the DEF injector with a wet rag. Run the SCR Performance or SCR System Tests to get it out of derate.

Holy CRAP thats a big brace on your Tibia. I'm glad you're healing up. Keep up the good work.

The Snap-on tool dealers are Franchisees. They have paid for, and own a protected territory. It is not so much geographic. It is a list of calls that came with their franchise. If you do business with another franchisee, they could get burned for doing so. If you purchase directly online, and they can connect the sale to your franchisee, they will pay him his commission. If they can't connect the sale to him, then he won't. On a personal note: I've seen this scenario a gazillion times. From the Dealer's point of view, if a customer stops purchasing from them, eventually they're going to stop asking. From the customer point of view, if a Dealer stops coming to see them, it's an insult. Broken fences are tough to mend. If it was me, I'd talk to the guy about it, but I'm wired that way. It's either gonna work out, or it won't, but I hate leaving anything unsaid. I wish I could say that has been a good thing for me, but it's the only way I can sleep at night. So you know, you can still get your stuff warrantied. Call Snap-on customer service and they will UPS you whatever you've broken. Joe

The last one I worked on had CAN Codes in almost all the controllers. Main concern was a No Crank, but other times there was no Instrument Cluster operation. It doesn't apply to your car though. Different ignition switch. A no crank shouldn't be too terrible to figure out on that vehicle. The PCM controls the Crank Relay (underhood fuse box) but if it was in Antitheft mode you'd have codes.

Sorry to hear about your injury. If you have compound tib/fib fractures, let me give you some advice. DO NOT SCREW AROUND ON YOUR RECOVERY! Those bones are slow to heal in a lot of folks. If you push it or do something dopey, and re-break them, you are in for a long haul recovery. I've had 2 friends that spent extended time in wheelchairs on this injury. Listen to your doctor. Do the rehab as it is laid out for you. This is one injury that you don't "cowboy" the recovery. Get better soon! Joe

Interesting post on that link. Thanks for the info. Joe

Thanks for the reply, Keith. They are definitely propane. The engine VIN is the same as a regular V-10, so the scanner auto IDs like it would on any other vehicle. The trans is the same as it would be on a 550 as well. I'll have to grab an IDS and see what it looks like. If the engine VIN is the same as a regular V-10, I can't see the scanner loading any data or tests outside the standard info. If I find anything interesting, I'll be sure to report back. Joe

I've been coming across Ford V-10 Propane engines in school busses. When I scan them with a Pro Link or Snap-on scanner, they display data exactly like a gas engine would. It looks like they have all been Roush conversions to me. With that being the case, I can't imagine there would be any scanner data or tests related specifically to the Propane System, but a Tech at one shop told me the IDS would display data and tests that are unique to these systems, although he couldn't recall any details. Anyone gotten a chance to fool with these yet? Is this guy correct about the IDS? Joe

Because I was thinking it was a newer one. 98s didn't have the problem. At least not that I've ever seen. Later ones had switches that would drop a couple of the power wires at the same time. It would create all kinds problems.

If your fuel trims are good, and the rear O2s are switching, then it sure sounds like bad cats to me. That's kind of an early age to die though. It makes me wonder what murdered them. Joe

If there's good spark, I can't see it being a crank sensor or ignition module. It's not impossible, because the crank and cam sensors communicate with the ignition module, then the ignition module sends crank/cam sensor signals to the PCM. So while it's possible to have spark but no crank signal to the PCM, it's unlikely. Those modules just didn't fail like that. I wish there was a common thing to point you to, but without some diagnostic equipment you are dead in the water. My first suspect for a crank/no start on a 3800 would be a bad ignition switch, but without a scanner, that's not a fast diagnosis. BTW, it can't be an 08 Regal. There were no Regals that year. Joe

7.5 hrs for R&R and Overhaul. No breakdown for teardown and diagnosis. There are a couple of add-ons for different drive shafts and skid plates. Joe

That was my process exactly. When I logged into my account it said I had no active subscriptions. I had just paid for it! After I uninstalled the program and reinstalled it, all was better. Joe

I did get a receipt for it. The activation code didn't work though. I was able to get it fixed though. I uninstalled everything and reinstalled the latest download. It worked just like it should have. Thanks for the reply! Joe

I've got a VCM 2 that was purchased last year. My license expired a couple of weeks ago. I went online and obtained a new one and everything went smoothly. Today I went to fire it up and it says my License has Expired. I pushed the button to obtain a new one. Pushed the next button to put my License Activation Code in again, and it says the code is invalid. At Motorcraft.com is shows no purchase history., but I've obtained 2 licenses in the past...the last one only a couple of weeks ago. I've got no problem calling Tech Support on Monday, but if anyone has any suggestions for me, it sure would be nice to diagnose this transfer case motor this weekend. Anything I should try to get it going again? I'll gladly supply any additional info that is needed. Joe

Separating the components would also allow cleaning DEF deposits near the Injector. That'd be my next move if i was working on a big truck. It's not possible on a 6.7 ford though. You might be interested to know I have a friend that puts these exhaust systems in a band saw to separate the parts, cleans them, and TIGs them back together. Joe

That's a pretty low percentage to worry about. I'd add some ashless 2 stroke oil if I had some, and run it without a second thought about it. Joe

I'd be worried about the liability of performing a repair that Ford doesn't endorse. The bulletin states they only recommend repairing it the was it was originally made. If you repair it differently, you are taking responsibility for it. I can't think of a single scenario where I would expose myself to that kind of liability. Joe

I've never seen one there, that's for sure! Under the truck, behind the seat, but never buried like that. Unfortunately there's no standardization when it comes to hanging modules in the Erector Set Trucks. Joe

Duramaxes are the only engine I know that have IQAs stored in more than one place. They are in the PCM and Glow Plug Control Module. You can copy/paste them from one module to another.

In my opinion, if you can work on Ford Diesels, you can work on anything. Fear not! I also think there is a LOT less tribal knowledge necessary to be good on them. Their owners are just as fanatical as Powerstroke guys. My 2 cents. (actual street value) Joe

Holy crap! Thanks! I really appreciate that. No sooty tailpipe. DPF was brand new. Lots of idle time, I'm sure. It's a fleet truck that mostly idles at job sites. I did not clear any codes or adaptives. I didn't want to mess it up for the Techs at the dealer. It is back there again today. Thanks for the help! Joe

That is pretty screwy. Good thing to know though. If you want to check it, the VIN is 1FD8W3FT7GEA16368. Joe

I visited a fleet shop today that had around 50 2016 F350 trucks with 6.7s, and 35,000 to 50,000 miles on them. Half a dozen of them had P2002 codes. No other codes. One had multiple repair attempts, including an entirely new exhaust system. As I understand it, the P2002 code looks for no/low DPF backpressure, indicating a missing DPF. The backpressure data looked good to me. We road tested it, and commanded a stationary regen, and nothing looked bad to me. I checked service bulletins in Shopkey, and it appears there is one for this code, and it recommends a reflash. I can't imagine that t Dealer would put an new exhaust system on it and not check for a reflash..but you never know. Any advice? If I list the VIN, can anyone tel me if it has updated software? Any help or abuse appreciated. Joe