BrunoWilimek

Sounds almost like those bit-mapped SRS codes that narrow down the fault for easier diagnosis. Try looking in PID's to see if there is a PID for that code.

The first one we put on the road had this concern also. It got the new "improved" sensor with the same part # as the original. So far it has been OK. The second one we sold went as far as Cambridge Ontario(about 3 hours from here I think)before it quit and was towed to a dealer. The crankshaft is turning, but not the camshaft. Not a good start for a new engine. I hope they get the bugs worked out before the 6.7 gets a bad reputation like its 2 pre-decessors. On the plus side, fuel economy is much better than the 6.4, so at least there is something positive to comment on.

Must be an indy shop. Only one was ever cut at our shop-the very first one. As others have posted, it used to be in the manual, and was mentioned in the 6.0 Fordstar(satellite)course broadcast to Ford techs when the 6.0 was introduced. After cutting that one, the tech noticed it really wasn't required and the techs here have never cut another one.

+1

I suspect the PTO bundle is absent in the Excursion, as I inspected the wiring diagrams and terminal pinouts for both the F-series and the diesel Excursion, and there were very significant differences, with no PTO wires listed at all for the Excursion. This surprises me considering the Excursion is based on the F-series. I suspect an aftermarket kit will have to be used if it is available. I also viewed the Truck BBA Service(see link below left if you are not familiar with this website)website and no mention is made of the Excursion and idle kickers.

If memory serves correctly, after pulling tranny, you need to jack engine up as high as it will go, which involves unbolting shroud from rad to allow it to float with fan. I can't remember if anything else has to be removed topside for clearance. Use your judgement there. When the engine was jacked up, I used custom sized wood blocks wedged in the gap at the motor mounts to hold it up, then removed the jack. Drop the pan(involves prying/hammering to break the seal to the block). Drop the pickup into the pan after unbolting it from the pump, then slide the pan out. There may be other steps required to remove obstructions as necessary, but it has been a long time since I did it this way.

That's too bad. I will miss his classes.

Likely needs a high pressure pump.

Ohm testing is not always reliable. As long as one strand of wire is intact, it will read OK. Load testing the circuit, or voltage drop testing is more reliable to detect problems. I use an old backup alarm as an audible circuit tester. Other techs use a headlamp bulb or foglamp bulb as it draws a significant amount of current and if the bulb won't light or only glows dimly, you know you have found the problem circuit. Also note(disregard this if you already know it)that you should never force probes in the end of connectors as this may spread the terminals, actually causing more problems than you started with. Always backprobe the wires. Snap-On sells a set of 3 pin-style tips to backprobe wires without damaging terminals or puncturing insulation. Note: hotline is not always correct, it still sounds like a possible PCM to me, especially with the other things you mentioned.

https://www.fleet.ford.com/truckbbas/topics/phonenos.html Gives a list of phone/fax numbers that may be helpful.

As of when, Aaron? I took it the last three days in April at Mississauga and he was the instructor. I like his classes because he knows his stuff.

+1. I had one experience with that brand of air filter with one of my bonehead customers who I told not to remove/replace/chip his brand new 2008 F250 6.4. The AFE filter kept causing the truck to set a code that listed a cause as aftermarket modifications. I Googled the code and found numerous references to that brand of air filter causing that particular problem and recommending the original equipment filter as the best for that application. After removing the AFE, the code never returned. Go figure.

I did once upon a time, make up a list of what was required to upgrade our VCM to IDS specs. The cost was not within our shop's budget at that time(and I got the response listed above)as we were still waiting to replace our aging and worn out tire machine and it finally got replaced last winter, after only 3 years of waiting, so maybe I can approach management again now. Sometimes I just give up. Life is too short and if you have done without something for long, you forget you actually needed it. We had a customer with a possible transmission shift concern once and the recordings we got back showed her driving very erratically just to try to make it do it, yet she claimed it did it all the time. I drove it for a week and it never acted up once. We eventually put a tranny in it, yet she claimed it still had the same concern. As far as the 2011 truck, the "new and improved" sensor is in, yet it is still the same part number as the old one, and another tech has posted they had the same concern at another dealership, so, now we wait. If Ford was willing to foot the bill for unlimited diagnosis, it would help, but when they tell you to do no more as they know the fix and to release the vehicle to the customer, well, your hands are sort of tied.

Oh yeah, the few times I let a customer take the VDR out, I either got it back with no explanation about the recordings or no recordings as the problem never occurred when it was hooked up.

I know how useful it is. Tell it to the management. I spent several hours with the previous SM going over what we needed when the IDS was first available to be ordered. John Cannataro was involved and helped me to list the components required. We already had a VCM from the NGS+ that was no longer being used, so we were supposed to be getting a palm pilot to use with that. When the IDS showed up, no palm pilot etc. Our "extra" VCM with an expired subscription still has not been used for anything. I gave up trying to get any tools for the shop. Everything we needed was declined due to lack of funds. Meanwhile the DP spent $100,000+ having a $15,000 California 6 cylinder Mustang turned into a vintage Shelby GT350R replica to run in the vintage class. He is also having a 1966 real GT 350(like the one pictured to the left)restored. I could go on, but you are preaching to the choir, so don't blame me.

Firstly, the scan tool was used only to clear the code and allow resumption of travel by a non-technician. Secondly, we do not have a VDR for our IDS. We have one for the WDS and since we used it very little and most customers did not make usable recordings with it, management decided not to get one for the IDS, so not an option. The new NOX sensor has now arrived. It remains to be seen if it is really the cause of the concern as engineeering seems to think. I will keep you posted.

It is a Univec unit, bought at a local Canadian Tire store, but may be available elsewhere.

Yup. If it isn't in the shop manual, you generally have to lie and say you did it the way the shop manual or SLTS says you are to do it. Same as the 6.0 cab lift, which is not a "required" operation to do head gaskets, yet every one I do gets the cab lifted, yet I have never claimed for it.

The other diesel tech(Chris) here has been chasing this code down on a dealer-owned race car trialer tow vehicle. The code came up during a trip to the USA and with it a limit of top speed to 80kph(50mph). The driver aborted his trip and limped it home. Chris has been in contact with hotline and higher up in tracking down the cause of this code. Firstly, there is no pinpoint test in the PCED for this code, which is supposedly a big no-no. Ford is set to announce a TSB or recall based on many occurrences of this code(contaminated DEF)to replace a suspected faulty NOX sensor. Chris is apparently the first tech who has encountered this code who has pushed the issue beyond what hotline has recommended. He did an A-B-A swap of the "defective" sensor and both trucks Seemed OK. Al testing of the injector and other related items showed no faults. He drained and replaced the DEF(he did the PDI and originally filled the tank at that time). The hotline engineer Chris was talking to had recommended waiting until the first week of June for the new sensor, but after Chris had done more testing agreed with Chris that the sensor may not be at fault. At that point, at FOMOCO and someone higher up the food chain over-ruled hotline and said to release the truck to the customer and wait for the release of the new and improved sensor. Chris called hotline back and was told it was out of their hands now as the higher ups had more say at this point. The truck went back to the USA to pick up a new 40 foot enclosed race car hauler. The same code returned twice, but Chris sent his code reader along to clear the code and allow resumption of the trip. Now we wait to see what happens next. Oh, yeah, this is all supposed to be on the QT as Ford wants the release of the 6.7 to be as uneventful as possible after the 6.0 and to a lesser extent the 6.4 fiascos. So, don't tell anyone about it.

I did get one off once because the line nut had the corners rounded off it. It was on my own 87 Ranger(long gone now). I had a new nut from another job, so I carefully, so as not to damage the line, cut the nut with a hacksaw in 2 places until I could break it off the line. I was then able to insert the line in the new nut-already screwed into the pump with a ratchet and socket, so as not to round the nut off again. This is to be considered a last-ditch effort, as damage to the line is possible if you are not careful enough. Quick disconnect?-not, but removeable yes.

Sorry to hear about your union woes. I firmly believe that unions had their place back in the dark ages for labour when people had to work long hours under brutal conditions for little pay and few if any benefits. Fortunately(or unfortunately-depending on your viewpoint)that is no longer the case. My wife works for a government office that is unionized and there seem to be very few benefits for those like her who do their jobs well and carry most of the load, while her co-workers e-mail, text message, online shop, plan vacation trips online etc., all on company time, getting the same pay and benefits as her. My brother-in-law also works for the local government in a union shop that went on a protracted strike 2 years ago during the winter months. Their union included the people who plow and sand the roads, the arena workers and many other vital positions in the community. It was a very snowy winter and most sideroads were seldom plowed or sanded until independant operators were allowed to clear roads(read farmers with large tractors with snow-blowers attached). A garage on my road went up in flames because 2 firetrucks went in the ditch trying to get up a slight grade in view of the fire. The arenas were closed during the latter half of the hockey season, causing many people to grumble and despise the strikers. At the end of the strike, not much was resolved, the lost pay will never be made up and there are still lasting hard feelings between the workers and management. Thus I have little respect for unions. Maybe they would be a good idea in a place like China where all the above listed reasons for forming unions in the first place still exist, but in a Canadian dealership, no way.

The air chisel seems to work well around here, especially since housing replacement is no longer allowed by the IH warranty Nazi's. That is correct, IH. Since Ford and IH got into a psssing match about who was responsible for the high cost of warranty on the 6.0 and 6.4, culminating with Ford building their own diesel engine, which in turn meant IH had to close at least 2 engine plants that were no longer required to build engines for FOMOCO, IH has been losing money bigtime, so that is why the Nazis are denying many previously allowed repairs. This info came from a source "in the know".

Do you know the connector number? I can't seem to find the Parking brake control in the wiring diagrams, however, If you knew the connector number, you could try looking in a newer online wiring diagram, then this type of information is available if you go to view the connector face. This is a parking brake switch on a 2009 Navigator used as an example only. Good luck. Connector: C2015 Description PARKING BRAKE SWITCH Color BK Harness 14A005 Base Part # 15A851 Service Pigtail F5VB-14489-EA The reason for going to a newer year is twofold, 1.This info is not available on older diagrams and 2.The new switch is likely a change-up part as used in later models and they have superceded the old part with the later part to save costs, requiring you to come up with an adapter or revised connector. This has happened in the past, if you remember the revised wiper motor coming out on early 1990's F150's that bolted on but required an adapter harness to mate to the wiring harness. Another example is the cruise de-activation switch recall with the jumper harness to mate with a revised switch if the terminal connector was damaged with brake fluid.

Yeah, too bad they didn't give us the diesel engine option that has long been available in this car in Europe. I was told at the 6.7 course that diesel cars are perceived by the manuafacturers to be a hard sell in North America. Volkswagen seems to one of the few companies with any interest in selling the public what it wants, if that is a diesel, also Mercedes, but to a much lesser extent, considering the percentage of their European cars that are diesels.

Great idea Keith. I use my cellphone camera to record anything worth noting, even body damage that I didn't do but could be blamed for later.(it has happened before. I don't trust anybody anymore)