mchan68

If you have access to a borescope, I would see if you could get a good look at cylinder #8 piston with the glow plug and/or injector removed. If there's any visible piston damage, well you know you're going deeper.

I had one truck a few years back with cylinder #8 piston damaged, and put a nice gouge on the cylinder wall. The connecting rod was 'S' shaped. Amazingly enough, this engine ran relatively well all things considered. I believe it was Keith who mentioned awhile back how amazing it is, the PCM is capable of masking serious internal issues with these engines.

I just did an oil change on one a couple weeks back with a couple of needle bearings stuck to the drain plug magnet.

You mean like this?

I've tried it on my own truck just for S's and G's while switching out my summer wheels and tires (20's) to my winters (18's on steel rims) and programming in the appropriate tire size under the Programmable Parameters menu. It seems to go successfully, and then lead me to going around in circles, if you know what I mean. So it never goes through. It's not that I feel any need to go faster than 95 mph in my 4+ ton truck (I can hardly go faster than 20 mph when I'm stuck in traffic on my way to and from, let alone highway speeds). But I was just curious, since that option is available on these particular trucks. On other vehicles, that option doesn't even exist altogether.

Just curious. Has anyone ever successfully programmed that parameter on these trucks?

I ran into this exact same problem about two weeks ago. I did everything you did, including uninstalling IDS. When I received the pop-up prompt for version 107.06 update, it installed successfully and apparently repaired the issue.

What have you guys been using for engine oil, when doing oil changes on these Transits with the 3.2L Diesel? The oil cap spec calls for 5W30/5W40. I don't know of any such engine oil weight 5W30 that exists for diesel engines, let alone any from the Motorcraft line of lubricants. Up until discontinuation, I've been using the Mobil Delvac 5W40 synthetic oil. If you click on the mileage icon in the MPS menu, it lists all the appropriate part numbers along with the labour times allotted. The part number for the engine oil is listed as DEL-5W40-4LSD for 11.4. However, that oil no longer exists, and has now been changed up to DEL-0W40-4LAS. So, I've been using this oil on all Transits coming in for oil changes since then. Our warranty clerk has been giving me grief, telling me Ford won't pay for synthetic oil on vehicles with FMPP. On just one Transit that came in yesterday, I see the previous maintenances with CXO-5W30-LSP12 (gas engine oil) on the parts list of the previous maintenances on OASIS. When I asked my warranty clerk about this, I was told to use the synthetic oil, but Ford will only pay for the regular oil, while our parts department takes the hit in the difference in cost!!! What gives? Anybody else heard of this?

On another note, this particular service was also due for a fuel filter change. In MPS, it lists FG-1162 as the part number for the fuel filter. For those of you not in the know, FG-1162 is the whole fuel filter and water separator housing assembly!!! WTF??? The correct number for the filter only, I found out is FD-4621. 

Please forgive me if this sounds like a dumb question, but as the thread title states, does anyone know how to attach IDS CFR recordings to a Hotline request contact? This is actually the very first time I've needed to use my CFR. One of our sister dealers' tow truck driver has an '05 6.0 with 300,000 on the ticker complaining of an intermittent stall and/or no-start. After wasting my time with him, looking at some live data unable to see anything out of spec, it was suggested he take the CFR with him to take some recordings of the events, when he can duplicate the concern.

9 hours ago, Keith Browning said:

I think you know the answer to that Mike. $$$  as it is most likely most cost effective to mass produce these systems as an assembly than separate parts that require additional machining, attaching hardware and labor/time to assemble. And I am sure the cost savings far outweighs the projected warranty cost for replacing them when you plug in all of the numbers. But I agree that if they were separate life might be easier for us in the service bays.

Not just easier for us in the service bays, but more or less keeping the out-of-warranty repair costs reasonable for the consumer. Let's face it, most of these trucks are workhorses for their owners, who for the most part are willing to pay the price of repair to keep them roadworthy for many years. But c'mon, having to pay the outrageous price to replace the exhaust torpedo because the DPF can no longer complete regens to clean it, or as in this thread's topic to complete repair to P207F setting, is a bit much don't you think? Yeah, I agree with it being cost effective to the manufacturer, but at the expense of being cost prohibitive to the end consumer when out-of-warranty replacement is required. No wonder there are so many guys out there doing deletes.

Threads like this make me wonder why Ford can't make the DOC, SCR and DPF as separately serviceable components like they are on the 2016 and up F-650/F-750 models.

Just curious as to how many of you have had trucks coming in where someone has evidently replaced the passenger mirror with one intended for '08 to '10 model year Super Duties? I've had three in this last month alone. The last two, I managed to sell new mirrors for believe it or not. And yeah it's pretty damn pricey for non-heated, non-power mirrors. You'd whomever replaced these mirrors would have clued in to the wire attached.

I've had one such truck with an engine hour count, equivalent to double the actual driven mileage needing two DPF/SCRs to repair P207F if that helps much. The first go around under warranty, and the second one was good willed because his FMPP is still a long way from expiring. Not that it helps much, but I really don't understand why the exhaust after treatment system doesn't have the same coverage as the diesel engine system components. Oh, and on that particular truck my manager actually asked me if there was way to delete that system. You can imagine how that conversation went.

Service it with the outfit that did the original 4x4 conversion???

I once had a truck with a right side headlight not working. Turned out the installer of the plow lights shorted out the right side low beam circuit, which fried the BCM (so the repair ended up being customer pay).

Install and program the new BCM to restore function to the right side low beam circuit, and now the power windows don't work. Pull my hair out trying to figure out what I could have possibly done wrong during the BCM install. Submit a Hotline request, only to receive a very prompt response instructing me to uninstall the current version of IDS, and reinstall another version, four versions earlier. Did as instructed, and redid the PMI on the new BCM, and what do you know? The power windows work again.

I had this exact same concern on 2012 6.7L truck awhile back back as well. Like yours, replacing both batteries repaired mine. On mine, the passenger side battery failed a load by a mile but the driver side battery just barely passed if I recall correctly.

Things are not good here: http://jalopnik.com/striking-mechanics-say-dealership-left-their-tools-out-1797548330

 

I am unsure of Jalopnik's credibility but a co-worker from that area and the story is true according to him.

http://jalopnik.com/why-2-000-chicago-mechanics-are-at-war-with-car-dealers-1797980272

So much for freedom of speech.....

I wasn't even aware of that video until someone mentioned it in this thread. I watched it. My opinion on it? Well, what is the point to expressing it? If I post on our message board, one or two things will happen. Either it will be deleted, and/or our DSM will be calling me into the SM's office for a closed door "strong arming" conversation about terminating my employment and possibly banning me from ever setting foot into another dealer.

I see a mass Exodus coming....

I've done quite a few Police Explorer 3.7L water pumps now. Yes, a little slack is normal. As long it's not excessive. The biggest issue, is ensuring proper crank pulley bolt torque when completing the repair, so as not to cause damage to the woodruff key. I believe there's an SSM about it.

Assuming all F-550 trucks are equipped with that big huge open diff (no locker) is there any slight chance of the diff side gears binding up?

Where it's Retail, that's how I quote them. Even if there is a repeat of this issue in another 140K miles, how long will it take to get there?

A quick Google Search reveals this:

http://dqcode.blog.fc2.com/blog-entry-98.html

:haha2: :haha2: :haha2:

....and put the empty bottle in trash can beside your favorite co-worker's toolbox.

Could not find a inertia looking pid but I think you are might be on to something.  Could not get it to stall today so I tried triggering the inertia switch and found it stall out right away and does no leave any codes. I hope I can get it to stall out again, then I will try by passing that switch to verify that its fixed.

I've seen that same inertia switch tripped on 6.4L trucks that will leave every DTC flagged, along with a no-crank/no-start symptom.

Couldn't a circuit or control valve fault be proven with a DSO and amp clamp without any exploratory surgery?

Pinpoint test step ME4 resistance check between at external connector.

http://www.studylifestyle.com/2017/FIXD/13/?cid=14&utm_term=msn-can&sxid=7tevcd8gyj8x

.....goes along very well with "Well my mechanic says...."

.....or "but I read on the internet that...."

Brad, you should call driver abuse on your '16 Explorer since it's obviously a police cruiser. That way it'll be retail.