Keith Browning

YES! Just for clarity, what were your probe connections? What I got looks nothing like that in fact it looks nothing like a sine wave. Also I am using the old VMM oscilloscope in stand alone mode since IDS wont work with a 2020 but I assume a scope is a scope and I should get the correct results regardless.

I never understood the separation between the US and Canada.

My FSE is involved, I spoke to him this morning and have not heard back in 4 hours. Said he would check his resources...

Not for lack of effort, I cannot find any. I looked in the appropriate pinpoint tests and sections... still looking. It makes sense these examples would be published so if you know exactly where I can find them please let me know. The only depiction I can find is in the PCED section 1, Ignition Systems, Overview but its a drawing, not a scope screen capture or example. Finding a like vehicle for comparison at this moment is proving difficult. I also downloaded the VMM software even though I can't use it, looked in the Reference Recordings session only to find it empty.

Preface: My dealership still won't buy an VCMM package, but that is another topic for another day. I have a tough diagnosis going on with a 2020 F250 with a 6.2L in progress. I haven't needed to scope a crank sensor in quire a while and the last CKP sensors I looked at were 6.0L diesels. Fast forward to today I am looking at a 2020 6.2L using the old VMM - yes you can use the oscilloscope in stand alone mode - a 2020 Super Duty requires FDRS and the VCMM otherwise. Anyway, this engine has a three wire sensor and the signal is different than the older two wire sensors that produce a sine wave pattern. Unless I am mistaken. The examples of "typical CKP sensor signals" given in the IDS/VMM are probably outdated. Does anyone know of published examples that are more current? I am not sure WTF I am looking at!

Not sure how this post goes with this topic. ? Did you intend to start a new discussion? It would make for a good topic.

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You are talking about the replaceable filter element or the entire housing that eliminates the filter? I replaced a filter yesterday that was plugged causing the MAP to clog up with we gooey carbon. I did not notice any change but then, a change might not be noticeable.

Had a guy from another dealer call me about this has the same issue. My truck never returned and never found the cause. After discussing this with the Hot-Line all I did was replace the air filter even though i told them it was clean. Still baffled. Not knowing is one of the worst sometimes! LOL!

Whatever dude. I know what I saw and I know what corrected it. The condition was strange I admit, and the reason for this post. Don't know what to tell ya. I wish it made sense.

My shop has gone through a couple of those cables... have a third that it's days are numbered. It seems the 5 year old's I work with are just brutal with the equipment. They just yank the cable from the DLC... and the outer casing of the cable has now pulled out of the strain relief ribbing and the individual wires are exposed. It's a matter of time. Same VCM, the USB cable is in the same condition at the VCM connector. Pisses me off. My company has yet to upgrade to a VCMM... our IDS lap tops are in sad condition except the one I keep near me in my bay, which has my Cummins and MD Truck applications on it is in good shape. I noticed too many guys coming in and grabbing it... it seems one IDS is out of commission and the other is not preferred... one guy claims it hasn't been updated... so I checked and it is up to date but the keyboard is missing keys. I don't know which is worse... my company or the children in the shop.

I clicked on an ad for that very tool - looks interesting but I have never seen one in use. There have been tools over the years that work in similar fashion but I rarely ever see techs using them. Not sure if that is a good endorsement for their use. I have become pretty good ant locating wiring issues but if this makes it easier... If this works I might be willing to pay out for it... give it a go Mike and give is a full review!

AST 8016 1/2" Oil Cooler Line Remover AST 8024 1/2" Oil Cooler Line Remover

Just to follow up - the low fuel pressure while cranking was corrected with a new fuel pump.

The low side absolutely CAN be very high - usually a bad compressor would be my first thought but in this scenario it was likely nothing more that the high side over pressurizing and condenser not cooling because the refrigerant was not moving AND the fact that the truck was sitting in a hot service bay idling with inadequate airflow though the cooing stack. Trust me I thought it was odd myself but that is the only explanation I could come up with. If my memory serves me right I was quite surprised at how quickly the system pressure built up. and seemed to continue after the PCM shut the compressor off. Once the THX was working the system was functioning correctly. Also, if you check the symptom charts in the WSM you will find two or three conditions where the low side will be high.

I suspect that your description of the fuel line scenario is dead on. The concern is worse during a hot soak or at least it seems that way to me.

Well that is what I have been hearing but I really hate throwing parts without some kind of diagnosis to point me to the pump. BUT TODAY I managed to get a mechanical fuel gauge on BOTH tucks and verified no fuel pressure while cranking for 4 seconds then pressure built up and they started. CALLED the Hot-Line today and went through it and I can't say the engineer was sure there is a check valve or relief in the pump. But we agreed it's pointing to the pump. For the record, I reran the evap test then used DATA LOGGER to open the purge valve fully before cranking and the 6.2L does not flinch at it being open at start up. They did have a slightly high idle though which is expected. Pumps for everybody!

It's difficult to tell if cycling the key is the tell tale because you don't know when and if the long crank is going to occur when you go to start... purge valve is also a consideration.

I have been reading posts about this all around and now I have not one but two in my shop doing this. I don't think it's the same as what we saw some time ago where the TSB had us reprogram the PCM and change the engine oil for cold start strategy concerns. These seem to act up after several hours of hot soak. Turn the key and it cranks for about 5 seconds and sputters a little and then fires up and runs like nothing happened. No codes... passes all testing and inspections. I suspect a fuel concern but our shops fuel line adapter for the pressure tester has gone missing...

Did you ever resolve this one?

According to the Hot-Line, "P0000 is an erroneous code and is of no concern." And then there is this... SSM 46416 - 2017 F-Super Duty/2016-2017 F-650/F-750 - 6.7L - Diagnostic Trouble Code (DTC) P0000 Some 2017 F-Super Duty and 2016-2017 F-650/F-750 vehicles equipped with a 6.7L engine may exhibit a DTC P0000. This DTC is due to a processing error in the powertrain control module (PCM) as a result of on demand self testing with an Integrated Diagnostic System (IDS). P0000 is an invalid DTC that will not illuminate the MIL and should be disregarded.

'06 F250 with 157K - on initial acceleration like when stopped at a traffic light there is a decent puff of white or bluish smoke that is repeatable every time. Engine must be warmed up AND happens ony in gear - will not smoke goosing the throttle in neutral.Engine runs well and sounds good. On the first road test I also had intermittent heavy black smoke which made me think EGR valve. No codes so I went to data logger and started playing with the valve and sure enough, the position sensor was erratic on the initial step and the valve would not open all the way, closed voltage was 0,91 as well. Pulled the valve and sure enough it was caked up, no signs of moisture though and the coolant is full. Scraped some carbon and replaced the EGR valve - black smoke appears to be gone however the puff of white still remains. It lingers unlike coolant will dissipate with a leaking EGR cooler so I have about ruled it out. Pulled the down pipe and looked at the turbo and do not see any oil or wetness but there is one area of built up carbon at the downpipe connection that looks like wet carbon. I am not convinced there either. Thought maybe an injector doing something but there are no misfires. I have never seen diesel base engine do this either as usually something is torn up and they smoke all the time. This may require removing parts and inspecting or replacing things but as usual the customer has no money... I might suggest trying a turbo and peek at the EGR inlet while the turbo is out... Any thoughts?

It's been a while since I needed them, never owned the larger one. Do any of you know the exact size of the spring lock tools needed for a 6.4L DCFM?

On CDK but never had anything else to compare.

Awesome! I have been trying to figure out how to stop Edge from taking over.