Keith Browning

All good suggestions. FYI I am not personally working with this and some details I just don't have.

A restricted exhaust might do it but wouldn't you think there might be elevated EBP or DPF pressure codes? I said might. A biased sensor could be a possibility but I usually see MAF/MAP codes when something is off. Melted intake tubes also come to mind.

Anyone see this before? What did you find? Heavy towing and has a history with a failed CAC.

Stumbled on this today... but it makes no mention of the elevated EGTs, turbo spooling and change in the sound of combustion.

Are those bolts stainless? They are not magnetic but they don't look stainless. Aside from that, being stainless has done nothing beneficial other than preventing them from rotting in my opinion. hey just suck. I have had many break in the exhaust manifold and recently had my first in an EGR valve. As you can see by the pictures I have gotten good at drilling and rethreading... with ir without a drill guide. The repair shown was free hand and I left the intakes on to do it. They key is a right hand drill and a new 1/8" bit to drill the pilot.

"Now" - it goes live March 8th it says. I heard about this several months ago from the Hot-Line and my FSE reiterated. Now this is in the USA so I am not sure what you guys north of the border are in for and when. You might want to log in to FMC Dealer and look. On our landing page the announcement and link are top front and center. I just hope they addressed the overall performance problems and the list of issues we have been having. It's really NOT funny!

Any of you reseal and upper oil pan under ESP and how was it coded and did it fly? Failed part the pan itself? Since there is no gasket there is no "part number" other than the silicone. I asked my warranty administrator wife and she thinks it would be coded to the pan... but her service department has not done one under ESP either. They WILL start showing up. I guarantee it.

Anyone catch the name change on PTS yet? No longer the Professional Technician Society - is now the Professional Technician System and it is part of the Next Gen FMC Dealer. The name is not the only thing changing as the entire system is new. I saw the preview and it looks lighter, more streamline and visually resembles the FDRS interface. Mobile friendly too. They claim it is more stable and reliable which I certainly hope was the main goal and I do hope it is FULLY compatible with modern web browsers and we can finally shed Internet Explorer for good. It is going live March 8th!

Good luck with the business and congratulations on making a career choice! Don't be a stranger - you are always welcome here.

A 2018 needing an EGR valve and of course I get this. For some things that pipe can be left alone but when replacing the valve in chassis it is in the way. I really want to know what these bolts are made of.

We can't get PSE&G to change their engine oil. My dealer alone has charged them over $150K for engines: 6.7L PSD and 6.7L Cummins and a few Transit engines and V10's. Doing one right now on a 2019 with the factory filter still on it and... Change engine oil now message displaying on the dash. By engine hours it should be on it's 4th or 5th oil change. I don't fucking understand.

Seems like I am getting a couple wet BCMs every month now. 17-18 Super duties. Often there are some really strange symptoms too!

I had been involved with an ambulance that "after idling more than three hours the engine starts shaking." Initially I performed an inspection and checked for codes. None. So I started the truck and let it idle for several hours. Nothing. Then realizing this is an ambulance the "module" power would normally be turned on which I then did and let the truck idle several hours more however the module software demanded the idle be up around 1800 RPM. Not unusual. I then verified that the engine sounded muffled and indeed it was shaking like it was misfiring. Still no codes. I wanted to check power balance and monitor some PIDs however the ambulance "module" was using the DLC so I couldn't do anything with a scan tool when it was acting up. I gave it one more try with IDS connected, module disconnected and idling for hours. Then it happened. Suddenly the turbo spooled up and the RPM's raised to 1000. I was monitoring the EGT sensors and DPF_REGEN_STAT among other things and began to notice the EGT's climbed to around 800*f and remained there for 20-30 minutes. The regen status PID never changed but it sure looked like a regen event to me - soot can be burned off at temperatures of 600*f + which is more like a "passive regen" and EGT temperatures one might see while driving the truck. But it never said it was in regen despite this event clearly being controlled. Contacted the hotline about the scenario and it was stated that the ambulance module was causing the idle concern. Okay. I agree with that but how? I pressed three times about the apparent regen and avoided the question completely. At this point I am convinced there is something in the calibration that burns the exhaust but not a full blown regen. As for the customer's concern I am thinking this regen event that wants to set the RPMs to 100, raise back pressure and adjust fueling is not happy with the 1800 RPMs the ambulance module is commanding. Thought I would share this and see if anyone has come across something like this.

I don't think I have ever seen documentation regarding what it actually does/contains. To see if it has any effect on Ph you would have to get that coolant recirculating and mix the added product completely and re-test. I suppose if I had one as a personal vehicle that would provide the opportunity to re-test but not on a customer's truck.

That is my assumption but seeing something in print would be nice... I still have yet to see an additive which I assume would be the same or similar to the Orange Coolant Revitalizer but again, nothing as of yet.

Has anyone located information on testing the new Yellow coolant anti-corrosion inhibitor - how/what to use and is there an additive available?

It's a 6.7L install kit for a medium duty truck - with the long block gaskets/seals, fuel system parts and necessary hardware. Been waiting a month on back order due to component shortage so ordering individual pieces willbe pointless. 112 kits were released last week but of course I did not get one. I had to replace the short block due to the CCV burning up cylinder #8 and the assembled engine sits on the engine stand waiting. I also need a lower oil pan which is on back order as well. If it comes down to it the pan WILL be reused. Mandatory replacement of them is ridiculous in my opinion.

STILL waiting for a new tensioner... was told maybe February. By the way, the truck was bought back and Ford wants to pick it up. They can have it in it's disassembled condition for all I care at this point.

FC3Z-6079-C Anybody got one in stock and willing to sell it?

Mike did you figure this out yet?

I think guys are doing a partial cab lift that will give enough height to jack the engine up far enough to drop and remove the upper pan. With what needs to be disconnected to do that it would be quicker than pulling the trans. Cant say first hand though.

Pulled the front cover off a 2020 7.3L to find the oil pump drive chain tensioner flopping around - broken spring. I guess they don't need much tension if that is all the tensioner has. Makes a lot of noise but it kept pumping oil!

Holy crap! That kit is $500! https://www.promaxxtool.com/diesel-tools/p/nico

Links have been corrected.

surge/rolling idle build date 8/2/20