Keith Browning

And risk a repair that will cost a couple thousand.

Which is just silly.

Are you sure? The WIF sensors on F-series are easily serviceable. The LCF DFCMs are similar. Havent looked at one closely lately though,

These are posted on the landing page for FMC Dealer and I suspect on INFORD however I am not in Canada sooooo....

Mike, its an EFC or "Electronic Field Communications" bulletin. The numerical part is the bulletin number...

There was this little notice posted on FMC Dealer today. It's not anything really new but I always think something is up when I see such things. In particular the last part of the communication is interesting in and of itself. What do you make of this? Why was it posted? Full message attached.

It is there.Click on the Windows (Start) button and in the search box type "VCI Manager" and windows should bring up the shortcut for you. Also, IDS installs in a default folder on your hard drive unless it was deliberately installed in an optional location. The typical folder and file name is: "C:Program Files (x86)BoschVTX-VCIVCI Software (Ford-VCM-II)VCI Managervci-manager.exe"

Well, I am short of coming up with anything known from here but it does sound as though you are on the right track with the base engine oil system issue. I am also thinking that it might not necessarily be aeration as it could be something pulling down base engine oil pressure but you would think that might be more consistent and present some other evidence... thinking out loud here.

Thanx! I was hoping to find that in PDF form.

I guess this is new? This was posted on FMC Dealer so I thought I would post it here for discussion. WarrantyOpsTimes_1Qtr_Digital.pdf

A lot easer? It couldn't get any easier as afar as accessibility is concerned. Its more a matter of patience and procedure. LOL! 7.3L days. I watched a few get resealed a second time.

So what is with the buzz on the composite pans being replaced for leaks and such? I have yet to see one leaking. I DID just have a customer in that had his replaced at an outside shop, I think because they screwed up the drain plug. I comes back to my dealer because the new metal one they installed is dripping. Well, lets be accurate here. The SEALNT failed to adhere to the upper pan. No warranty on a workmanship concern. I let these things sit overnight with the pan removed to drip out the oil until it stops dripping. THEN prepare the sealing surface, apply new sealant and reinstall. You also need to allow the sealant to partially cure or "skin over" solidly before refilling the crankcase with oil. The sealant instructs you to wait at least one hour but I give it more if I can. This one got 5 hours. I do not know why this is such a difficult concept to grasp.

Wish I saw this sooner... The two topics pinned to the top of this forum contain such goodies as this... including the connector kit. Glad someone had it for you!

Holy cow I didn't even realize the EGR valve mixer was gone!

I was going to suggest the same thing but with different words... couldn't find the right words so I did not post. :haha2:I thought "set in on fire" was a little irresponsible so I bailed.

Not bad as long as the port from the cooler is clear. I do want to point out that that manifold looks like it has a crack at the EGR valve bore. Is it me or does that look like a crack? Probably wont hurt anything.

Just pulled another NINE broken studs out of one V-10 in a F450. Viva Beydler!

I assemble the gaskets and valve onto the assembly and tighten the bolts in a criss cross pattern.

Hence the topic title "Cummins Network Diagnosis." Yes, Cummins has its own J1939 network which is tied to the ATA connector but also has another diagnostic connector on the engine and is separate. These Ford trucks actually have 4 networks, J1939 (CAN) HS-CAN, ISO and ATA. All of the other modules on the truck use the other networks. The Cummins ECU gets external data from the Instrument cluster on the HS-CAN. The confusion is that Ford does not call the "truck" J1939 network "J1939" as it is referred to as HS-CAN. Ford calls the Private J1939 network "CAN." Confusing? You bet. Especially when you have to use both the Ford and Cummins wiring diagrams to chase down and identify circuits and connectors.

I will have to admit that early on I did wonder if this was possible.

Corrosion of the glow plug connector bore is what prevents the o-ring from sliding out thus locking the connector / plug from coming out. I also recommend soaking in penetrating oil, doing this on a hot engine AND exercise patience. Try to "work" the plug out of the head instead of applying brute force and breaking the connector or the wiring straight off. When they break on me, I chip away at the plastic until I can pick out the o-ring, then the connector comes out. In the past, I have removed the valve cover and the oil rail to push a broken connector out from the inside. I have not had to in a very long time though.

Normally ambulances have a main power switch / module disconnect that turns off all power to the body and all equipment. All of the new models are electronic now. As Bruce said though, there may be some vehicles with equipment that requires constant power. You need to determine this first. Then approach parasitic drains as you would any other Ford vehicle; <50 milliamps after 40 minute shutdown time. Good luck.

Well what does this socket claim to do that is special?

Cummins Insite / Inline-6 for the engine Ford IDS / VCM2 for the Cluster MD Truck-Wabco software and the COM4 connector for the Merritor Wabco braking system. Allison transmission, I have no clue.

As mentioned, moving the heater hose allows room and visibility to get your hand back there with a ratcheting wrench and my arms are not small by any means. With the PCM harness bracket out of the way you can easily put a small pair of pliers on the sound insulation retainers and spin them out. If they refuse then a swift whack with a pry bar will knock them off if you have to resort to that