Keith Browning

And now my only team mate is leaving. I did just acquire a new apprentice. 25 years old, served in the military (and acts like an adult) and has a head on his shoulders. THIS one looks like a winner but it's going to take a lot of work and time.

We insist on seeing the vehicle - that also allows for inspection of the frame and determining what needs to be done and what parts are needed.

Soooo what are your thoughts on this newly mounted and balanced tire?

It looks like this applies to FSA's in particular. I know that at my dealership and the dealership my wife is the warranty admin that there have been instances where repairs were needed after the door latch recalls were supposedly performed and the numbers on the latches indicated a "discrepancy." That is a problem. If that is true then there are some real scumbags in our ranks. I wonder where else there are issues... at least this policy allows for identifying the techs who are not doing their jobs properly and taking corrective actions. We can bitch about labor times and screwed up procedures all we want which is different matter entirely. Not following procedures is inexcusable.

Seems like this is fallout from the door latch recalls? I am aware of a lot of problems there... BACKGROUND Recent Dealer Incomplete Recall Repair Process (DIRRP) investigations have discovered that some technicians were not completing repairs as claimed. Ford and Lincoln take the safety of our customers very seriously and submitting a claim for a repair that was not completed can put customers at risk and cause liability for dealerships and Ford Motor Company. As a result, Ford is implementing the Technician Warranty Repair Privilege Suspension Policy. SUMMARY If a technician is found to have a trend of not completing repairs as claimed, the technician will be suspended from completing any Ford and Lincoln paid repairs (Warranty, FSA, ESP, etc.) for a specified period of time. The length of the suspension will be dependent on the number of repairs claimed but confirmed to have not been completed. Note: This policy applies to confirmed incomplete repairs prior to the policy being implemented. Number of Confirmed Incomplete Repairs Warranty Repair Privilege Suspension Period 0-4 Repairs 0 Months 5-9 Repairs 6 Months 10-14 Repairs 12 Months 15-19 Repairs 18 Months 20-24 Repairs 24 Months 25-29 Repairs 30 Months 30+ Repairs 36 Months STARS Suspension.pdf

21B04 S1 October 7, 2021 Customer Satisfaction / Owner Notification Program - 21B04 S1 UPDATE Supplement Announcement Certain 2017 through 2020 Model Year F550 Equipped with Payload Plus Upgrade Package - Frame Rail Crack PROGRAM TERMS This program will be in effect through October 31, 2022. There is no mileage limit for this program. URGENCY / EXPIRATION DATE This Customer Satisfaction Program has an expiration date of October 31, 2022 to encourage dealers and customers to have this service performed as soon as possible. We recommend dealers utilize their FSA VIN Lists name and address to contact customers with affected vehicles. This will help minimize the number of vehicles that may develop a frame rail crack, which requires a more extensive repair. FSA VIN Lists are expected to be available by week of October 25, 2021. AFFECTED VEHICLES Vehicle Model Year Assembly Plant Build Dates F550 2017-2020 Kentucky January 12, 2016 through May 21, 2020 F550 2017-2020 Ohio February 17, 2016 through May 21, 2020 Affected vehicles are identified in OASIS and FSA VIN Lists. This program includes vehicles that are used in specific vocation only, which may be particularly affected by this condition due to duty cycle. These vocations include: • Aerial Bucket • Service Bodies with Hoists • Roll-Off Wreckers • Waste Hauler Roll-Offs REASON FOR THIS PROGRAM In some of the affected vehicles certain second unit body (SUB) upfits could cause stress points on the frame rail. Over time this stress could cause a crack in the frame rail behind the cab. © Copyright 2021 Ford Motor Company SERVICE ACTION Dealers are to install frame rail service kits following Technical Information in Attachment III. This service must be performed on all affected vehicles per direction in Dealer Information Sheet, Attachment V at no charge to the vehicle owner.

I got's 4 blown 6.7L engines, 2 upper oil pans, two transmissions, a power distribution harness, a 2021 F450 with a burned up dash and a Transit with a driveshaft that came apart that destroyed the underside of the floor and transmission case and the shit just keeps coming in including the fucking cracked frame recalls. I am NOT happy.

LMAO!!!

Mode 6 - NOx Catalyst Conversion Efficiency. Those numbers are high. As you mentioned in your first post there is no upstream NOx sensor on a 2011 which makes diagnosis a bit more difficult because you have no idea if the EGR system is doing it's job effectively not can you or the PCM truly determine if the SCR catalyst is simply not efficient. Since you have access to the information and IDS I recommend starting with pinpoint tests RD as per the chart. If there are no OTHER codes you will be going through pinpoint tests RK When I begin diagnosing this code I actually prefer to jump ahead to the SCR Dosing Test because the exhaust is smokin hot from the testing leading up to it. I like knowing the injector is working and delivering the correct amount from the beginning and if it works you also have a quick sample to inspect and perform a quality test - requires a DEF refractometer.

I saw the bulletin. My first one with the CDF cylinder problem was a 6.7L with multiple codes and multiple shift symptoms. NOT INCLUDED IN THE BULLETIN. Number two is on the bench, 6.2L with the code. I have a third waiting in the lot with no codes because an outside shop apparently erased them 62 miles ago but shifts all fucked up. I wonder what I will find.

We see it in forums, FaceBook groups, training and in your dealerships. The tech shortage. Lack of talented, motivated young-uns, older guys retiring and of course the "mass exodus" has left many dealerships short handed. My dealership is one of many and it seems to be throughout my area and across manufacturers. Back to "me" I find the lack of help increasingly problematic to not being able to complete big jobs due to being pulled off/away many times to just being overwhelmed. Something has to give and I just don't see it happening.

I just love doing those power distribution harnesses.

I think my wife told me you check coverage by using the upper pan basic. It's kinda like ESP wiring repairs, you use the basic part number of the specific harness.

Same here. If your IDS is up to date and you plug it in and check for updates and it is up to date then it's good to go. I would check for DTC's then if all clear write it up and ship it.

I still get parts from Blue Diamond for medium duty trucks I service. I was told not long ago that will be ending soon but no other details were known. Has anyone heard anything about this and where parts are going to be available from? I want to assume from Ford and the normal warehouse distribution but assumptions are not truth!

Have any of you tried any of the Icon tools? If so would you recommend for the price, why or why not? I am looking at a few wrenches and a long 1/2" ratchet - may pull the trigger just to find out as a Harbor Freight just opened up near me. After 35 years in the business I am tired of feeling like I'm being fleeced by the tool truck mongers. Just too many people getting a piece of the profit for my liking. I am willing to pay for a tool if it works as it is supposed to but tool shit has just gotten out of control.

Yes that is in the CDF cylinder. Surprisingly I don't have any damage anywhere just the bushing has moved. I also don't see anything that would have pushed it so I am thinking it is not all that secure. Hot-Line is taking a full day with my replies and questions so at this point it looks like I am just ordering the cylinder an overhaul kit and a bag full of hardware.

The main control was out twice, not the transmission.

Hat tip to the Hot-Line - 2020 F350 with engagement problem and shift errors. Went through the main control as per TSB 21-2049 finding no issues. Concern still present. Pulled it back out and air tested the trans - no air leaks detected but some clutches made no noise. Replaced the main control - concern still present. Pulled the trans and the Hot-Line pointed out the CDF drum bushing. And there it was. See the attached PDF for good and bad examples. the passages are blocked off, some worse than others... CDF Drum Bushing Alignment.pdf

Who knows... the article does say "allegedly" and I don't think I have seen anything from Ford yet either. If you go to Ford.com and build and price one you can get a PSD... but that is 2021.

Why shouldn't silicone be considered a "failed part" - I see it as being no different than a crank seal or a vacuum pump gasket for example. Especially since Ford has replaced many gaskets with silicone on all of their engines. This shouldn't even be an issue. ESP is just fucked up.

The reason for the recall is that the PCM will not set a code or illuminate the CEL if there is a fault with either NOx sensors or if the SCR catalyst efficiency falls below acceptable parameters. I am thinking that any existing faults will quickly become evident once the reprogramming has been completed. P20EE is for SCR catalyst efficiency. Supposedly the previous PCM software either does not properly detect the fault or simply does not flag it. I do see your point however - looking at the pinpoint tests for the code there are other possible causes in the DEF system including the DEF quality and delivery... so what is the difference between P20EE an P207F? I am sure there is a difference which explains the existence of the two different codes but an engineer would have to explain that one as I am sure it has to do with how the loss of NOx reduction occurs.

I am beginning to think complaints tend to come from pick-up owners more than DRW narrow frame applications. Some are butter smooth and others not so much and randomly seem quite harsh. This reminds me of then the Torqshift 6 first emerged.

I have the same problem in that I look at those PIDs so infrequently I have no idea what they should be on a healthy well running engine. I always am more concerned with differences between cylinders that are significant.

Just wandering if you fellas are getting any 10R140 transmission shifting complaints or harsh engagement complaints. I know there are a couple of bulletins... but I have noticed some of these transmissions are a little wonky at times.