Keith Browning

Well I have been using this tool more and more and I am finding some leaks along with proving out the air management systems and exhaust systems which is equally as important as finding leaks. And I have started taking pictures and making some videos too. Here is a 2016 F350 with chronic DPF plugging issues that another tech has been fighting. The video shows a NEW aftertreatment filter leak at the inlet flange. Notice the uneven tightening of the flange and I can report the bolts were also under torqued. Straightening and retightening did not seal the leak however. I had o separate the connection and clean the downpipe with sand paper which was also ineffective. I took a hammer to the flange on both sides then straightened the flange. THEN it sealed. The video shows the leak tested with 5 PSI test pressure with a 50% loss on the system gauge and flow meter.  

I think it was 17. You can get in there with a crows foot but I couldn't break it loose 

I have replaced two of those and both set a code and turned on the CK Engine light.  I also discovered the right socket to use after cutting the sensor wires off with no disassembly and removal of that heat shield. 

Mike you are probably right on that - PROFIT if the number one factor in all of these decisions. If the engine option was selling well we would  likely not be having this discussion. 

I haven't even driven one.  With all of the people that were clamoring for Ford to put a diesel into the F150 you would think they would have sold a lot more.  

Yeah I have dealt with some of them doing PDIs.  You know how Ford is paranoid about stuff falling apart these days. I am surprised there's no loc-tite and they are not one-time use!  

I am sure you have... asked your parts person? Looked at your window sticker? FWIW the WSM shows the same info... which I am sure you saw.  At least the Owner's guide gives you more information.  I recall there being fuel tank configuration data in the cluster which might tell you straight out. 

I hope so too. It was just really weird that we had at least six or seven with issues in about a two month period.

I thought torque sticks were frowned upon now? Too many variables on the power tools or something like that. 

Does it just abruptly cut out or choke or clack its way to a stall? 

Cool! We were visited by a 4 door last month, I did not care for it. I do like the 2 door much better.

Did you pull that off for a repair or was it leaking? I notice in my shop different techs have different approaches to sealing surface preparation. I tend to follow the rules... other than using a wire wheel and a razor blade to cut that mass of silicone off the chamfer. The only time I had a repeat leak was when I decided to be a wise ass and tried using the gray diesel silicone on a 6.7L oil pan. 

I am reaching for this tool more and more. Now I have other guys in the shop asking me to bring it on over... finding non-obvious exhaust leaks on Dodge gas engines, CAC leaks on Ecoboost Transits and just today a leak in a new 2021 Explorer catalytic converter under the heat shield. 

I am working on an issue with the exhaust bladder that affects  cab and chassis 6.7L diesels... it seems the last bend in the exhaust pipe makes the bladder catch the upstream heat diffuser.... I have a modification in the works. 

From my experience once you are at the point you are and you are not getting in it's over.  You can't reprogram modules without identifying the vehicle otherwise you would do a PMI using As-Built data. Hopefully someone knows a workaround. 

Here in NJ we are easing restrictions with the numbers falling since a  lot of people being vaccinated. Masks can come off in general with some exceptions like medical facilities and government buildings. Unvaccinated people are urged to remain using masks. At work, there are people who were new hires within the year - many of whom I have never seen their faces and it's like meeting them for the first time. Some need to put the mask back on!  

"You better get those extra parts off the repair order or that warranty claim will kick faster than a donkey at an ass slapping contest" 

I didn't even realize that happened... but I torque the flexplate and the crank pulley at the same time while I have the crank held and have often wondered why despite being the exact same bolts there was a different torque spec for them.  I wonder how many ugga duggas that is. 

Who in your dealership fills out and submits WEPA forms in your dealership?

Believe it or not I have not had to diagnose any drivability concerns with Transits - with that said, your concern would probably be best approached going after the surging and in my experience air management problems are usually the cause. Like EGR or the turbo but if I was in your shoes with this one I would start with a road test and make some recordings looking at your pressure sensors and the EGR and VGT actuators to see what may be changing with the surge.  Also, when you tested for intake and exhaust leaks what did you use?

Borrowed... frightening isn't it?

Make your brakes last forever!

Well pay or no pay, my last repair was customer pay and I was not going to release the truck with a DPF at 158% and not making sure the filter was clean and the sensors were operating correctly. I do share the cautiousness  regarding overheating and damaging the catalysts. When I get one of these will run it until the EGTs approach 500 degrees  - smoking like crazy and shut it down... repeat until the smoke clears up.  THEN run a manual regen. This truck took three cycles before it cleared. 

NICE! Thanx for updating with the diagnosis and repair verification  -that makes every thread more valuable when we do.  

Correct me if I am wrong but wasn't running a few regens recommended by the Hot-Line after repairs like this common? I wonder what the change is about. I have a theory that there are a lot of DPFs being damaged by overheating from oil due to leaks and fuel loading from excessive idling. We now have recalls to reprogram the PCM to address the latter (20E08) and extended coverage for DPF failures with DTC P2002 (20M06) So what will prevent similar damage when the PCM decides to perform a regen normally? I don't see the reasoning.

What code(s) are you diagnosing? The circuit codes and the contribution codes ALL take you to PPT P which it looks like you are performing. Your injector resistance is in spec, did you perform the tests for shorts in the same circuits? Does it pass a Buzz Test? If this is just a P0306 i might lean toward an injector, if this is a circuit code then the FICM is suspect. Where did your testing lead you? 

I know, I have more questions than answers but this is usually pretty simple. This is where having a known good test FICM comes in handy to try before committing to a repair.