Keith Browning

I was making my rounds to all of the Internet diesel sites that I frequent and I came across another brilliant post by our own Jim Warman to which I dared not chime in considering the unruly bunch at that site. I am getting tired of being jumped all over by ignorant, stubborn people whom I'm just trying to help out. Quote: You don't get to ask.... any flash you get will be to the latest calibration available. What I don't understand.... someone gets a reflash and doesn't like the results... they swear they will never have another flash performed.... notwithstanding that a newer flash might fix what the last flash screwed up..... Am I the only one that sees the lack of logic??? Perhaps on that forum you might be in the minority there but I do agree with you. It seems that it's time to start fixing our customers and get them to understand this too. I guess we have to develop our own "truck side manner" and teach these people that it's not all about what they are losing rather it's what they are gaining in the long run... even if it takes a few tries along the way. I don't always think that the best person to be talking to a diesel owner is the Service Advisor's or even the managers. The diesel truck owner is a unique breed and usually need to be treated uniquely. They want to know more than most people do about their vehicles and their engines. The logical place for them to get that information is the technicians in the service bays. These people are so starved for information they will believe almost anything they are told or read which ultimately makes our job harder in the long run. Personally, I have stopped arguing with people on these Internet sites. The smart ones who want to learn and will listen find me one way or another. Those have been the most intelligent communications that I have had. I am sure that some of you have had similar experiences. I think this should also be a part of our jobs in the service departments as well. I am getting tired of putting out fires caused by someone Else's bad advice or misinformation! How many times have you heard "The Salesman said..." or "my buddy said..." or "I read in the Internet last night ..." and just could not believe your ears?

UPDATE: I finally ordered and received the tool. Nice! I tried it out on a couple PDI's and it works very nicely with the Tow Command and will quickly silence customers with trailer problems that insist it's the truck!

Quote: Hell our PSD tech is in a focus group that meets at the Indy plant every other week and even he want tell me exactly what they are discussing because he is afraid it will get him booted from the group. And you haven't invited him to join us here? /forums/images/%%GRAEMLIN_URL%%/eek.gif We certainly would not ask him to share any secrets /forums/images/%%GRAEMLIN_URL%%/wink.gif but he sounds like a tech that would fit in here. Anyway... Dale, that's a different take on the situation and it actually sounds very logical because it seems that different production runs have different issues. I see evidence if this in the service bay. If what you suggest is true it would likely be more effective than a blanket repair intended to fix all problems and would definitely be much more cost effective for Ford.

Quote: Hell our PSD tech is in a focus group that meets at the Indy plant every other week and even he want tell me exactly what they are discussing because he is afraid it will get him booted from the group. And you haven't invited him to join us here? /forums/images/%%GRAEMLIN_URL%%/eek.gif We certainly would not ask him to share any secrets /forums/images/%%GRAEMLIN_URL%%/wink.gif but he sounds like a tech that would fit in here. Anyway... Dale, that's a different take on the situation and it actually sounds very logical because it seems that different production runs have different issues. I see evidence if this in the service bay. If what you suggest is true it would likely be more effective than a blanket repair intended to fix all problems and would definitely be much more cost effective for Ford.

The catalytic converter finally came in so I performed the open 05B27 recall and replaced the cat at the same time. Plugged solid! It was noticeably heavier than the new one too - I guess it was converted into a carbon canister!!! Sorry fellas, couldn't help myself!

Quote: Thanks for the tip! And thank you even more for sharing it here and not on the Ford site. Yes, Thank you! It took me a minute to figure out what you were describing so I opened my "Bible" (by the way, I hate that name /forums/images/%%GRAEMLIN_URL%%/mad.gif ) and saw on page 20, image 36, of the 2004 version booklet what you were describing. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif Kudos to you! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif Would you guys like a version of those booklets (Bibles) linked right here in the forums for reference? I own both copies. I just figured that it seems everyone else is posting it on their web site, why bother but...

http://www.commtruck.ford.com/ctw/lcf_launch/ This ain't no Isuzu! But Isuzu is currently the leader in sales for medium duty tilt cab trucks. And doesn't GM put their badges on Isuzu built tilt cab models? I don't remember where I heard the F550 chassis info and from looking a t pictures it looks more like a F650. When I go to the training I will ask MANY MANY questions! /forums/images/%%GRAEMLIN_URL%%/poke.gif JOINT VENTURE The LCF is being developed as part of the Blue Diamond joint venture (JV) and will be assembled at the JV’s Escobedo, Mexico facility. The joint venture was formed in February 2001 to build a variety of commercial trucks to be marketed and serviced separately by Ford and its JV partner. In September 2002, Ford debuted its 2004 F-650 and F-750 Super Duty trucks, the first products to result from the joint venture.

Well look at it this way, at least YOU are tearing them up instead of them self destructing. I'm sure most of us are well aware that when one of these Torqshifts lets loose and burns up as well, it's a considerably larger job. And look at all of the transmission experience you are gaining! I'm not being funny. Some of mine have had additional problems that I could not have verified until the recall/repair was made. I have replaced quite a few additional solenoids after the fact despite being thorough in cleaning the solenoid body. Unfortunately you simply can't clean the solenoids themselves. I hope you don't mind me finding a positive perspective to these recalls - this might be because I am relatively new to transmissions and I actually enjoy working on them at the moment. At least it's a switch from doing diesel after diesel... /forums/images/%%GRAEMLIN_URL%%/sleep.gif

Well look at it this way, at least YOU are tearing them up instead of them self destructing. I'm sure most of us are well aware that when one of these Torqshifts lets loose and burns up as well, it's a considerably larger job. And look at all of the transmission experience you are gaining! I'm not being funny. Some of mine have had additional problems that I could not have verified until the recall/repair was made. I have replaced quite a few additional solenoids after the fact despite being thorough in cleaning the solenoid body. Unfortunately you simply can't clean the solenoids themselves. I hope you don't mind me finding a positive perspective to these recalls - this might be because I am relatively new to transmissions and I actually enjoy working on them at the moment. At least it's a switch from doing diesel after diesel... /forums/images/%%GRAEMLIN_URL%%/sleep.gif

I think I read a few threads on the "other" web sites that sound exactly like this. This definitely sounds like one of those little problems that can only pop up after the vehicle is in service for a while. It really sounds like a pressure sensor going bad and the PCM is simply reacting to what it sees. Did the Hot Line engineer mention what they believe the root cause is? Did they have any further instructions or data they wanted you to collect? Normal? I think we have all come to understand that the abnormal is normal for the six point oh! Perhaps a poor choice of words, I think "typical" or "common" is what they meant.

Warranty Hot Line? ...and they don't get annoyed when a tech calls? I guess I have to look that number up and use it the next time my warranty administrator or myself have no clue - hey, it happens! /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

I have run into a few questions on warranty coverage lately on a couple of items. This would be the 5/100 warranty after the 3/36 runs out for the 6.0L. One item was the EGR valve. I replaced an EGR valve on a 2004 F-Series with around 50K miles on it. I was questioned as to if it was covered which I "thought" it was though my warranty administrator could not find it on the chart. I suggested emissions warranty. I never heard about it again. The second item is the fuel manifold on the HFCM that gets rusted up, sludged up and the water drain plugs get stripped. I cant find the basic part number (9A343) for that either in the chart on-line on FMC Dealer. Any clues?

My sales department received a Fax on Friday from Ford that all medium duty dealers with LCF's on order need to complete the required training BEFORE they will send their trucks! The prerequisite Fordstar class airs Monday April 17 from 1:30pm to 4:00pm(?) and then you must attend a one day class - probably a new model course.

So the new PCM got rid of the P0603 problem allowing me to retrieve continuous codes from the system. This was good because the truck was still stalling. Long story short, it appears we installed a defective CMP sensor. Nooooooooooooo, those sensors are not a problem at all. Should I have used our CMP sensor tester Ford sent every dealer? I'll bet it passes the sensor! When this truck got hot it would randomly stall or skip. There is no way that silly tester is going to pick that up and most of the failing CMP sensors I have come across were intermittent concerns. To me it's another dust collector and a example of Ford and their better ideas. /forums/images/%%GRAEMLIN_URL%%/puke.gif

Well I finally got one in today that seems to be expelling coolant more than what I have seen as typical. Knowing what I have been hearing and reading i decided to call the Tech Hot Line. They suggested that I first check the EGR cooler before directing my attention to the cylinder heads. Guess what I was told to look for? Aftermarket tuners like the "Edge Juice" I found in the customer's truck... all disconnected of course but still there. So I topped it off and cleaned all of the staining from the de-gas bottle and took it for a ride with me right foot on the floor. It spits. We are waiting for the customer to return from vacation to open a new "dialog" with him about the issue.

You must photograph this injector for me!!! It would be perfect for the photographs page. If you don't have a digital, a normal picture scanned is good enough or try to borrow a digital if you can. PLEASE!!!!!!! I beg of you. Nice usage of smileys and no, I have not seen this one.

Next Victim is a 2005 F350 6.0L in for lack of power and check engine light on and black smoke. I was leaning toward a stuck VG Turbo but the PP tests, visual inspection and the "Magnet Test" indicated that it was good. Along with a severely coked-up EGR valve and EBP sensor and tube the Catalytic converter is clogged causing many sensor issues. The truck has 802 miles on it with 654 hours on the engine hour meter which calculates to approximately 21,600 miles driven. All this truck does is idle from 8 in the evening to 7 the next morning every day as a security vehicle at a Honda dealer. I think they bought the wrong vehicle!

Here's a thought for the day: Observation: a damaged transmission requires complete disassembly for cleaning and inspection, a new oil to air cooler must be installed, the lines and radiator cooler must be flushed and then we must install a new remote filter element AND add an in-line filter in the return cooler line... all for the sake of removing and filtering debris caused by the reverse planet pinion failure. Realization: isn't there a still a lot of debris in the torque converter which the recall instructions never mentions flushing or replacing? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

Here's a thought for the day: Observation: a damaged transmission requires complete disassembly for cleaning and inspection, a new oil to air cooler must be installed, the lines and radiator cooler must be flushed and then we must install a new remote filter element AND add an in-line filter in the return cooler line... all for the sake of removing and filtering debris caused by the reverse planet pinion failure. Realization: isn't there a still a lot of debris in the torque converter which the recall instructions never mentions flushing or replacing? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

I heard today that there is a recall coming for the 6.0L most likely at or around the the end of this month (April) and that Ford is waiting to finish building up parts stocks to provide ample supply for all dealers. The only detail I got was that it is supposed to be able to be completed in less than one day. This apparently come from a dealer/managers meeting of some sort. My source and I will be pushing for more details. Coincidentally, our FSE was at my dealer today so I asked him about it. His lips sealed up tighter than a frog's ass! He then tried to play it down so I just let it go. Figures. We will probably have to hear about it on the evening news like everyone else. /forums/images/%%GRAEMLIN_URL%%/mad.gif If the part about this taking less than one day is true then that would probably rule out head gaskets... but then again that would be based on Ford's labor times.

I heard today that there is a recall coming for the 6.0L most likely at or around the the end of this month (April) and that Ford is waiting to finish building up parts stocks to provide ample supply for all dealers. The only detail I got was that it is supposed to be able to be completed in less than one day. This apparently come from a dealer/managers meeting of some sort. My source and I will be pushing for more details. Coincidentally, our FSE was at my dealer today so I asked him about it. His lips sealed up tighter than a frog's ass! He then tried to play it down so I just let it go. Figures. We will probably have to hear about it on the evening news like everyone else. /forums/images/%%GRAEMLIN_URL%%/mad.gif If the part about this taking less than one day is true then that would probably rule out head gaskets... but then again that would be based on Ford's labor times.

Update: Installation kits now available... To install a trailer Brake Controller on a 2005 F-Super Duty that was not originally equipped from the factory, order kit 5C3Z-19H332-AA for all gas engine with single rear wheel applications... OR order kit 5C3Z-19H332-AA for all diesel engine applications (single rear wheel or dually) and gas engine applications with dual rear wheels. Instructions are included in the kits.

Jim, I got duped on this one alright. I know all about the PP Tests on P0603 and that chips can cause this code as well. Apparently this truck was traded in and we then sold it without any knowledge of the chip being in the truck. As a matter of fact, the installer managed to get the mounting bracket/cover back on the PCM without modifying it. When I discovered the chip I was in the process of removing the PCM to get the part number off of it. Needless to say I am pissed because of the runaround this truck has caused and now the customer expects the truck returned to him running the same. This is one of those times you just have to do what you are told to do or... /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif

Personally, I say none. The EGR system obviously requires flow in order for it to work. Aside the normally occurring pressure created by combustion there have been a few things done to aid EGR flow like VGT strategy, the EGR throttle plate and now in 2005 the scoop in the r/s up pipe. It is my opinion that most if not all of the necessary pressure or back pressure (however you want to look at it) is created by combustion and by the turbo. Anything past the restriction of the turbo would probably be insignificant... but I'm not an engineer! I can tell you that I have (at least) three customers with larger exhaust systems from the turbo back and not one has had an EGR related problem that I am aware of. Perhaps someone else here has something to add?!?! (been a little quiet 'round here)

Silly me! One of my techs replaced a water pump a few weeks ago on a 2000 SD 7.3L. Customer called back a few days later saying it's stalling and cutting out. Another tech looks at it, no codes except a P0603 (KAM failure) which sometimes clears but always returns either immediately or after driving. Manual leads to PCM - take a look and low and behold, a "Superchips" performance module stuck in the back of the PCM. Removed the chip and started all over again...now chasing a P0344 AND P0603, still stalling. Replaced CMP sensor and still stalling, replaced the CMP connector and 18 inches of wiring to eliminate the possibility that our water pump repair damaged anything. Ordered a PCM. /forums/images/%%GRAEMLIN_URL%%/mad.gif Is it possible for these chips to cause damage? I have little experience with them. The story gets better but I'll wait until this thing is fixed. I am not so sure this loopy PCM is all thats wrong here but it seems that it is developing Alzheimer's! I also don't like the dirt and fuzz inside the PCM allowed in by the programing seal being open for the chip.