Keith Browning

NO! What a fucking stupid ass recall for a less than 1% failure rate... on top of the odds that the vehicle is involved in a collision.

Being a Senior Master Technician I don't get to go to classroom training often. In fact the last time I went was for electric vehicles when I got to meet Motorcraft Mike at the Yonkers training center which has since closed. So now we are back to New Jersey (thank you) and in the UTI facility in Bloomfield. Wow, wow and wow! First, this is a beautiful facility, clean, well equipped and organized like I have never seen before. It is a UTI school that also has Ford FACT program running and now the Ford STST training. PERFECT place for us to land. I stuck my nose in some windows and checked out the heavy truck shops that has full tractors, rear sections, front and rear axles on well made rolling stands, air brake set-ups... nice stuff. I am there for the new "Advanced Engine Performance" class. So far, nothing really ground breaking but the work station exercises reflect the current engines in production so it makes sense for the course update and mandatory completion. The instructor Steve Armstrong, a young guy is sharp and knowledgeable and he has a different approach to his training - he follows the curriculum but he teaches you to think in a more critical manner. Nothing I didn't already know but some of it I have never seen done in a Ford classroom. Bravo to whomever it was that saw something in him!

P0603 is a KAM error but the P0605 is PCM-ROM Failure - clear all codes and re-run your self tests and if the code returns the PCM should be replaced however if it were me I would eliminate all electrical concerns before condemning either module. But the IDM shock makes me suspect an issue with the injector harness shielding which grounds through the module... which has only one ground itself. The harness shield should be pin #18 at the IDM connector and the IDM ground is pin #26 at the IDM. The PCM grounds are pins #51 #77 #103 at the PCM connector. Both the IDM and the PCM share ground G101 which should be located near the Power Distribution Box on the fender. I would load test all of the grounds from both the PCM and the IDM and inspect the harness and the ground connection. You might also want to check for injector circuits shorting to the injector harness shield as well.

In my experience I have noticed rancid smelling coolant was contaminated with fuel or more commonly had previous repairs where the system was flushed with VC9 iron cleaner and not properly and completely flushed. I had a couple of coworkers that never took the time to fully flush cooling systems. leaving any of that cleaner behind quickly degrades the coolant and will contribute to damage that we are trying to eliminate.

No MIke, my question is are there any KNOWN ways to improve the ride quality. (without going too crazy) I am putting a new set of Motorcraft shocks in this one and when I am done it is what it is. To expand, are aftermarket shocks like Bilstiens any better?

Everything on the truck is stock and in good working order. The truck: 2015 350 4X4 6.2L, 10,000 GVW package, Plow Package and trailer tow package. I wonder why it rides like a dump truck.

Have any of you felt that gas powered Super Duty pick ups tend to have a bouncy ride? Mostly 2011-16. I find it particularly uncomfortable and some trucks actually make be feel a little sick to my stomach. Are there known ways to improve this like tires and shocks for example? I have a used 2015 that a guy just bought and says it shakes at 20 MPH... I drove it and you feel every bump in the road. smooth pavement is smooth. Stock Crew Cab 4X4

6.0L INTERCEPTOR

Thanx for the heads up!

I don't think the word "fakes" is most accurate. It is supposed to simulate a trailer braking system. The problem with the Tekonsha is likely that it does not simulate the load well and with the lighting now being module controlled, likely with load sensing, I am thinking that the lighting circuits now need to be properly/appropriately loaded as well. I suppose with enough motivation a guy could make a tester with real parts from a trailer brake system and some lighting. I will admit though, I like having a nice tool to do the job though.

Joe have you verified that it works on the newer model years with trailer modules?

Oh look! My dealer just upgraded the alignment rack and now we can align F550's and buses. Yayyyy.

I just had a tough time diagnosing a "Trailer Disconnected" and several trailer lighting fault messages on the cluster of a 2018 F350. Part of the difficulty I had was due to the use of my long time trusty Tekonsha Trailer Emulator which I have not needed for some time to diagnose trailer connection issues. It seems that this tool no longer works with 2017 MY Super Duty trucks due to the the addition of the Trailer Tow Module used in tandem with the Trailer Brake module. I am also reading that F150's have the same issue - I am not sure what model years are affected though. It seems to still properly show lighting and brake operation by the LED's on the tool but it WILL cause error messages when using the brakes and the lights. I have verified this on three different trucks so it is confirmed. So what do you use now to diagnose those concerns while towing? I don't think many dealers have any trailers laying around for testing purposes and we asked the customer if he could make one of his trailers available for testing his truck/concern which did not go over well.

I haven't had any glitches while using IDS 114 but EVERY time I install a new version my IDS seems to have trouble starting the first few times I use it. It will load and just display the blue background and I have to use Windows Task Manager to shut it down... sometimes I have to restart my laptop to get IDS to properly start after that. It has always done that and its annoying. But I have been reading that 114 was released with glitches in several venues.

Not sure about the alternator idea... basically the rear sensor signal is dropping out or becomes too weak. The obvious would be the sensor which has already been eliminated for you but just make sure the mounting area is not rusted up jacking the sensor away from the tone ting in the rear. It would be in your best interest to measure the resistance in the circuits from the ABS module and wiggle test the harness. Also look closely at the harness for signs that someone else has poked holes in the wires trying to diagnose something which may lead to corrosion and a failing circuit. I cant tell you how many times I have seen that over the years. .

Ohhhh that is such a fun test to run sometimes.

The common findings on this are DEF contamination and restrictions in the return or an injector with an internal high pressure leak.

First ? is: was this concern present before you touched it, or did you create it? Assuming this truck is not losing brake fluid, it's hubs and bearings are all tight, caliper and brake pad guides are free I might look at my fluid actuating and ABS components. I don't think I have ever seen an intermittent master cylinder malfunction but never rule it out. I have seen a couple ABS HCU's do weird intermittent things like excessive pedal travel and even locking up rear brakes. It is possible to have a bad dump valve leaking or sticking. Things to consider.

Did you ever resolve this one?

I had an 04 Excursion do that to me once after replacing the valve. I was given the wrong part. The truck was built very close to the date the valve was changed/updated so sometimes the production change dates are not totally accurate. It does not help that the engine build dates can skew from the truck build dates and I think that is how we eventually figured it out. Technically you should always have the engine build date handy, especially with Navistar engines.

I have replaced a handfull of MAP sensors mostly for concerns just like this. EGR codes, boost concerns... and only one sensor showed bias when comparing PIDS. They don't have to be plugged with carbon either but they are more often than not when there is an issue. Thought I had a post on this... ahhh yessss!

I replaced the tank/sender and performed the refill activation the removed most of the fluid. It is reading lower than when it first came in indicating more with an empty tank. Yes, the level sensing is immediate but the percentage value that is calculated and done slowly acting as anti-slosh. Holy shit you aint kidding that it happens slowly! We continue to road test and as soon as we see the 250 mile warning I will consider it fixed.

It's a 2017 and the tank empties but the gauge stays a little over 1/8 tank and the 500 miles to empty warning stays on the message center and never changes. Anyone see this? There really are no diagnostics for this symptom. There are no relevant codes to the DEF quality sensor or for the CAN-2 network. PID monitor shows just under 3 liters in the tank. I pulled the pump out and the tank is bone dry. I am putting a tank in it... (the sensor is not serviceable)

Some informative videos for beginners. I haven't watched them all yet but definitely worth watching if you are a new tech or weak with electrical testing.

What are the conditions when the code sets in freeze frame data?