Keith Browning

All I have used is Simple Green sprayed right from the bottle. Probably not the best but it works. Really heavy gunk usually requires two applications... and I use a garden hose not a pressure washer.

So needless to say this is another fine mess Ford has gotten me into. We found the ring and pinion kit parts breakdown and guess what? They list everything BUT the shims. Call to PACO, no help. "Buy a ring and pinion" they said. C'mon Ford!!! So we researched this. Not too tough. here is a kit available and we chose this supplier - QU20828 Differential Pinion Shim Kit for M300 DRW Rear Axles

I'll post what we ordered based on the R&P parts breakdown. Of course the part is cross-shipped and had to be emergency ordered. Not sure if the holiday will delay them getting to me despite being "overnighted."

We looked up the parts content of the ring and pinion set... hopefully I'll get what I need.

2017+ Super Duty Axle M300. According to the parts list the ONLY way to obtain a pinion shim (for setting depth) is to order a ring and pinion set?!?!? Anyone run into this and find a way around that? I need a shim kit as all I am replacing is the housing. I don't need a ring and pinion.

For the most part I have always assumed the same.

Anyone know the main differences of the three different FICMs for the 6.0L? I know the very early part was physically different with the cover plate and the internal screws. The change in the mounting brackets and bushings does not appear to be the difference though.

It is way easier to remove the nose and the cooling stack and just pull the engine out the front. And you avoid all that undercarriage bolt nonsense.

I am replacing a 3.5L GTDI 6006 long block on a 2015 Transit - Never did one of these. I have the discard parts list but I doubt is has all I need. I don't think it comes with the fuel system seals... I obviously listed the intake seals, the exhaust manifold and turbo gaskets and seals and hardware. Has anyone put together a parts list for one of these? If you do I would love to have it!

Great to hear! THank you for reporting what worked. Makes these threads more valuable when we post "it's fixed"

Anyone with the skills and resources can retrofit a vehicle nicely especially if they have the passion and time to do so. Personally I prefer to see that approach as opposed to the Frankenstein throw it together method. I can see cobbling one of these together at first for determining if it's going to fit/work and how to make it look good. I think I have seen that VW Bug too. I know Bruce is a VW enthusiast maybe he has seen it.

I am beginning to run into more 6.2L trucks with ignition concerns... and some older 6.8L too. A couple had odd codes and symptoms none of which were ignition related. Arcing is arcing and we know what happens there. Failing coils can cause serious RFI which can show up in weird ways. I had a F350 that kept stalling. Only code anywhere was a P0500. I eventually looked at enough PIDS to see that when the stalling occurred the VSS went to 128 MPH just before, and at that time the engine load PID took a nose dive and the engine stalled. Always at idle. Hot-Line suggested stress testing the coils which I did and I found ONE with an odd pattern on the scope. Replacing the coil took care of the concern.

He was quite sure that the truck knew which tire was where without retraining. I politely called bullshit after checking the WSM and making sure. Sometimes things get by me because I don't know the vehicle. I am pretty much all truck all the time and F150's are just under the class of trucks I work on. That is what caught my attention knowing how the system works and the single receiver used. One of the Dodge techs in my shop thinks the newer Ram's do this... I have access to the Chrysler WSMs but they are atrocious.

I just perused the truck manuals and the F150 and also found nothing. I read some guy swears his F150 will relearn his sensors automatically when he rotates his tires.

Do any Ford or Lincoln vehicles Auto sense the position of the TPMS wheel sensors?

Agreed on that advice. The two-wire sensors reading reference voltage indicates an open circuit and with that many sensors showing the same fault then the common circuit is likely open as Leon stated. After inspecting the harness for obvious damage I would disconnect all of the sensors on circuit RE-405 GN-WH: those mentioned and the intake throttle actuator sensor and the CCV connector sensor before testing that circuit. It is recommended to load test and check the voltage drop while doing that... not just test resistance... and you can kill three birds with one stone by performing a wiggle test at the same time. Generally PCM failures are not common as the modules are very robust. BUT if you are confident that you have tested the relevant circuits and pin fit at the PCM is good then the PCM is suspect.

Neat and professional too!

You would use the C151 and C152 to C125 conversion part of the schematic.

Do you think flat rate promotes fraud?

Ford just officially announced the arrival of the new Mustang Mach-E electric SUV. I haven't read much of the information yet but I do like the looks of it and the electric vehicle part of it. But I find it a little odd that Ford decided to attach the Mustang name to it. I am actually puzzled in fact. I consider the Mustang to be a different concept altogether and a very different vehicle. I am of the opinion that a new vehicle like this one should be deserving of it's own identity. https://www.ford.com/suvs/mach-e/2021/

So, for the sake of discussion, what is the end goal of this petition against Ford? Even if it receives 10,000 signatures I doubt that it would have any leverage against a corporation and it's policies. As technicians working at privately owned dealerships we ARE NOT employed by Ford Motor Company. Our pay is directly negotiated with those dealerships owners and management on a one to one basis depending on the skills, experience, certification level and the supply and demand for qualified individuals.

Icon Tool Storage

Wow that is cool!

Let not your heart be troubled my friend! I know a few people found it successful and I thought I read it here at some point. I don't think they would have added it to IDS if it didn't have a need is my thinkin. As far as SCR problems for me it's mostly bad filter assemblies and harness problems a distant second. The diagnostics for several DTC's will now have you run the cleaning routine but I usually begin my diagnostics with the Dosing Measurement test which confirms to me it is dispensing the right amount of DEF with the correct pressure and duty cycle parameters, allows me to observe the spray and look for drops at the end. You also get to start out with a sample of DEF to test and verify it's quality. THEN I begin my pinpoint testing which gets the exhaust hot some times.

I don't think it is THAT new unless Ford changed it. I used it a couple of weeks ago and it seems unchanged. Anyway, I have never seen it fix anything. This last time I used it the injector was leaking and dispensing too much DEF. Still leaked after I "cleaned it"