mchan68

You know, I just had an E-Series ex-ambulance rolling in on my doorstep a couple days prior to Jeff's posts in this thread. It was a '98 or something close to, with about 390,000 kms. on the ticker. This guy from another garage brought it to me, informing me that he had replaced the ICP sensor to repair what I vaguely recall was also a P1211 or P1212 unsuccessfully. He had asked me to scan the truck for him too, but unfortunately our VCM was broken at the time. Apparently the symptom was the truck would run and drive fine, but then would intermittently stall, but restart immediately with black smoke re-appearing momentarily. Upon looking under the truck, was when I noticed the oil pan was slightly crushed, at least enough that it was up against the oil pick-up. Jeff, is this the same symptom your truck has? And thanks by the way Bruce, for making me remember this truck with your suggestion to have Jeff look "downstairs" for his concern.

Brad, I couldn't agree more with the above statements, and I thank you IMMENSELY for starting this thread. You know, I never did actually think too much of the OTIS that these 2011 trucks are equipped with, seeing as how I haven't had the pleasure (or should I make that DISpleasure?) of "getting inside" one of these beasts, and hopefully never have to. But regarding the need to prime the fuel system prior to intial startup on these 6.4/6.7 engines, may I make a suggestion? Snip off a two-wire pigtail for the fuel pump and join an alligator clip on the other end that you can connect to any battery. This is the way I prime the fuel system after changing a set of filters on a 6.4L. I also use it to pump fuel out of gassed up trucks (rather than using IDS to active command the pump ON). Yes, I know I consider myself to be far from perfect or even GOOD at what I do, but I can damn well tell you that I'm not a hack or bonehead either. There was one incident a couple years back, when a fellow tech was attempting to hammer a seized lower ball joint out of an Expedition in the bay across. Well, after hearing too many unsuccessful BANGS, another "technician" came to assist (this is the same "tech" that thinks I'm a !?@#%! for lifting cabs on trucks for engine repairs). He comes along with the flame wrench to heat up the area around the ball joint (because the head of it had already mushroomed from repeated hits), which is also something I am uncomfortable with on front end parts. He's doing this, unbeknowest in the bay directly beside was a fuel tank taken down while one of our tune-down techs was in the proccess of replacing a fuel pump on a Windstar. Use your imagination to figure out what happened next.

Alex, is this going to make you re-evaluate your decision to remain at this dealer?

Jeff, does yours have any driveability symptoms? Or does it just set the code like the vehicle in this original thread did?

I've already installed 100s of studs on these beasts, so far with a 100% success rate if that means anything. I also prefer the installation procedure of studs versus the factory head bolts (no back breaking 90 degree final tighten steps). Hope this answers some of your questions.

They never did bring it back. If I remember correctly, I recommended an IPR valve first, and if that didn't fix it, then try a high pressure pump. If this is the big huge bus we're talking about, I vaguely recall seeing IPR duty cycle ramp up to 65% under some acceleration. I'm a little rusty with 7.3s, but isn't 65% IPR duty cycle the maxed out command as 85% would be on a 6.0L?

Funny you should mention that Keith. On the very last truck I replaced the horizontal cooler and water pump on, I noticed the venturi tee was incorrectly installed. It's pretty scary when the tee is very clearly labeled as to its proper orientation and still being installed incorrectly.

A lot of what you mentioned in the above quoted paragraph, sounds scaringly similar to my situation at my store. The only difference is, this week is my SM's last week after 10 years at this store. You talk about tranny's and not the direction you want to take, ours is going on holiday for two weeks. My next "project", a '12 Mustang GT convertible with all of 1400 kms. for a front pump replacement ........

How does "breaking even" and/or "making times" even belong in the same sentence as w-a-r-r-a-n-t-y?

Aw c'mon now Alex, what happened to your "eyeometer"?

Gee, it sure makes me want to consider moving out there. I guess if nothing else, we have VERY strict gun laws in Canada that keeps things under control SOMEWHAT. I think if if living in any community, where keeping a weapon handy at all times was deemed necessary for one's own protection and survival, it would be more prudent not to be living in said community to begin with. It just sucks that we are taxed to death on just about EVERYTHING, just to keep all those severely overpaid and underworked civil servants happy, but that's a whole 'nother thread altogether.

And what exactly is new about this? Isn't this the same game played by everyone on the management level, promise the world and deliver on NOTHING? I get that a lot at my store. I just let it go in one ear, and out the other. Personally, I'd rather NOT be promised anything to begin with, if the the person doing the promising either has no intention, or is not capable of delivering it. As far as the warranty clerk situation goes, I just walk away whenever I hear her voice, because if I stick around for the conversation, some choice words might just come out of my mouth that I may regret later on.

Try coming to work at MY dealership. 'Nuff said!!!!

THANK YOU for the clarification. I always love learning something new. KNOWLEDGE is the one thing that NOBODY can ever take away from you.

One.

Because we likely are. If you didn't read already, the last one I did, I ended up replacing the NOx module for the final "successful fix" despite following all those steps listed after the reflash. I even asked if the online PC/ED for pinpoint test RD was going to be updated to reflect the success of this repair.

Ditto on that one here too, including having only to replace THREE glow plugs on a 6.0L. I use a 13mm socket to knock the harness out from the underside of the rocker arm carrier too.

Funny you mention that. There was just such a truck in last week that poo-pooed his 4R100 tranny. This unit had about 400 and change thousand on the ticker, and the guy opted to have the tranny replaced with an aftermarket rebuilt unit too, along with an aftermarket rebuilt IDM. This truck too, had a rotted oil pan, not to mention a dead miss from at least one, if not two cylinders after the said repair. I'm only so glad I wasn't involved in that repair in any way.

And I know the dealership you're talking about. That offer has already been presented to a couple of my ex-coworkers from other dealers who also already turned it down. That said, there HAS to be a reason for it.

Got an E-450 in for an engine harness and fan clutch. Another E-Series in next Monday for a turbo replacement, and another '05 F-Series waits in line for diag and replace of injector(s) if needed. CHA-CHING!!!

The FSE just stopped by today, to pick up the NOx module I replaced (and repaired successfully) on mine, to deliver it straight back to Dearborn. Don't know what's to come of it. He then goes on to inform me that the TSB is being re-written as of this post, to include replacement of the NOx sensor with the 'G' suffix (which cannot be obtained at present).

Do you know how long I have been thinking that very same thing too?