mchan68
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Posts posted by mchan68
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1 hour ago, Keith Browning said:
I really hate that lower harness that wraps around the engine. All they needed to do was wrap the wiring in tape properly (and completely) and we would not see these problems. Funny how more often than not it's the battery sense circuit that chafes.
EXACTLY why I declined to provide a quote to replace that harness. Well that, and the fact that this vehicle was out of warranty. I had replaced that same harness before on another truck awhile back for the main starter cable completely rotted out, but that truck still had warranty and there wasn't any repair kit I was able to source for that heavy of a gauge of wire. The price of the harness wasn't all that unreasonable. It was remembering how horrible that job was, that made me decide to repair that circuit. I tried uploading photos of where I finally found the open, but apparently my files are too large to upload. And of course, as my luck would have it, the open was in a very tight area to access. It was by the plastic wire loom holder, where a 10mm nut secures the transmission fluid cooler lines to the right side of the engine block by the A/C compressor.
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Just thought I would share one I had in this week. A 2016 F-350 6.7L in for a Check Engine and Battery lights on. DTCs retrieved were P0563 and P0625 in the PCM, along with DTCs for "system voltage too high" in every other module on the network. Long story short, circuit SDC14 (RD) was open with green death between C1104A and S137, closer to S137. The alternative to repairing this circuit would have been to replace the main battery, generator and starter cable assembly. Already done that one before for a different concern, NO THANK YOU.
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Diesel Exhaust Fluid tastes worse than diesel fuel or gasoline.
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This particular truck in question, ended up the DLC was faulty. I found this out by fluke when I borrowed a DLC from another customer truck that came in for service. Upon connecting to IDS with the borrowed DLC, I quickly found the cause of the Check Engine light to be a poorly modified relocation of the PM module and sensor to accommodate the upfit of the tow hardware. Of course, the customer declined to pay retail for the repair.
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Well gents,
It looks as though my nightmare 2014 F-250 in the thread title above is in need of it's THIRD SCR system. Just a little quick background. The first SCR system replace was done on November 13, 2015 at 38354 miles. The second failure and subsequent replacement occurred on May 11, 2017 at 57726 miles at which time he was well out of warranty, but somehow or other our manager managed to get it goodwilled. Now, at 75875 miles it appears to be due for its third replacement, according to pinpoint tests RD19 through RD26 test results. Anybody else out there have seen similar situations? It should be noted, this vehicle does not leak or lose coolant. It does not run hot, nor are there any other base engine issues present. The customer has FMPP, so we do his DEF refills and there hasn't been any other customers' vehicles that have come back with this. Perhaps I'm just looking for some suggestions that my manager can pass along to the customer as to why his usage of this vehicle produces excessive NOx emissions, enough to need this many exhaust system replacements. My manager has already asked if we can do an SCR delete for the customer. Vehicle in question has 6209 total hours and 2131 idle hours. BTW, what's your protocol for retail labour when it comes to diagnosing P207F? Surely the base one hour labour can't possibly even come close to sufficing.
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I had a Transit in for a complaint of coolant loss not long ago. The passenger compartment was just FILLED with trash (empty coke bottles and coffee cups along with food Good knows how old etc.). Bringing the vehicle out, I placed TWO plastic seat covers on the driver's seat, while I put on latex gloves and a mask as I brought the vehicle out front. This vehicle likely had a leaky EGR cooler (3.2L diesel), but I declined to be willing to dig into that due to the obvious condition of the vehicle.
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Check the middle FICM connector for a proper positive connection, since those very four cylinders that are associated with that connector.
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On 2018-03-07 at 3:50 PM, batmantech said:
To answer the programing question: The easiest method is to have two know good keys. Cycle one to koeo then cycle the other on and remove then press the start button on the fob.
All the diag is in dealer installed accessory page ,drop down menu under workshop manual. Select installation instructions one buttons are system 100 diag.
THANK YOU. This is exactly what resolved the concern.
Learn something new everyday.
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I was going to chime in earlier on this, and the photos you posted answered one of my questions, namely if this happens to be a cutaway application with a body upfitted with the obvious answer being yes. MANY years ago, when trucks equipped with the 5.4L engines were coming in leaking oil from the high pressure oil feed to the passenger side cylinder heads at the rear from between the head and block, I happened to be the lucky recipient of an E-Series cube van requiring this repair. I remembered very well that the passenger side cylinder head was removed with the exhaust manifold bolted up to it, also with eight out of the ten cylinder head bolts secured with elastic bands (due to doghouse opening clearance issues). Needless to say, removal/installation required a couple of assistants, but the point being it IS possible. Now, a 6.8L V10 is only quite literally a 5.4L V8 with two extra cylinders sharing an extra crankpin, along with a counter-rotating balance shaft added to the driver side cylinder head as we all know. What I don't know personally, is if the extra two cylinders (and consequently the added length of the cylinder head ) makes it impossible to remove in-vehicle with the body bolted to the frame. It is also noteworthy to mention the above mentioned repair also occurred at around the time just before most of the Ford dealership techs committed Mass Exodus against FoMoCo for the crappy labour times being paid for many engine repairs on Ford trucks, and..... cab/body removal was introduced by many techs fed up with the SLTS cuts even though the workshop manual never instructed to do so. As a result, Ford revised the workshop manual procedures on pretty much all the trucks to instruct you to R & R the engine if cylinder head removal was necessary, along with the revised SLTS op codes to claim if this were a warranty repair. Little consolation this was, when by the time this update took place, most of the trucks needing this repair were already done long ago and the well out of warranty. Keith, I thought you even had a couple of articles with pictures of E-Series body removals if I recall correctly.
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18 hours ago, Buddy_M said:
Just a thought as I'm not familiar with the escapes since I left the dealer scene some time ago now. Did the column replacement require relearning of PATS? If it did maybe try to perform an additional key programming and hit the remote fob button as your last key to possibly learn it?
As far as I know, no. I simply programmed the new PSCM using the PMI procedure with IDS as I always have without issue. Nowhere have I ever encountered having to do a PATS parameter reset, except on PCM and IPC replacements as far as I know.
To your point about performing the additional key program, do I simply just enter the PATS menu and select "program additional key" and then instead of inserting a new PATS key into the ignition and turning to the RUN position, I just simply press the remote starter button as if I'm attempting to initiate a remote start? So if I get this right, I should get a "programming successful" message if it goes through?
I've never installed an add-on Ford remote starter before, let alone had to diagnose an issue with one so if my questions seem dumb, sorry.
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3 hours ago, batmantech said:
The FICM 1/2 have been discontinued. (We still have one on hand) the parts numbers have changed. Can still get preprogrammed from ford. HC3Z-12B599-ARM earlier build dates. later get BRM.
Yeah, I just noticed that. It's weird that the part number changes up to a 2017 model year part number prefix.
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11 hours ago, forddieseldoctor said:
Um any idea what the remote start uses to enable the pats system? I seem to remember a remote start system once that had a ring that had to be stuck onto the pats ring to make it think there wasa pats key in the ignition.
Yes, it has that. I checked everything I had apart and nothing that I can see was compromised.
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We have ONE in stock. But I've been told they have been discontinued. Where are you guys sourcing your FICMs from?
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Hi guys, I have a 2009 Escape which I replaced the column to correct a sudden loss of power assist. Since replacement, the customer complaint is the remote starter won't work. When an attempt to initiate a remote start is made with the single button remote, the instrument panel lights do power up as if the ignition is in the RUN position but instead of starting, the PATS light flashes fast and three horn chirps sound off as if an attempt to start the engine is made using an unauthorized PATS key. I've checked and double checked anything I was near during the column replacement. There doesn't appear to any issues there. This is what appears to be a Ford add-on remote starter system (Stamping number 7L2J-19G367-AA). If any of you are in the know, or can provide literature to troubleshooting this would be appreciated.
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So, it appears if we get any diesel Transits coming in with DTCs P246C and P2463 setting, we are being instructed to perform a manual regeneration, DPF parameter reset AND reprogram the PCM to an updated calibration level, all for a measly 0.5 did I get this correct?
I don't know about the rest of you guys, but I sure have done my fair share of manual regenerations that took much longer than 0.5, let alone reprogramming the PCM as well.
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I have a very interesting one here. 2017 F-450 Platinum pickup tow truck with 18492 kilometers in for a Check Engine light. I put the vehicle into Accessory mode (push button start) and connect the VCM cable to the data link connector, and the instrument cluster as well as touch screen go completely dead at the same time as the VCM icon on the lower right corner of the IDS screen disappears. Remove cable from the DLC and the cluster as well as the touch screen come back to life. I've tried two IDS's, mine and the shop's with the exact same things happening. So, I've tried disconnecting the batteries and PCM connectors for longer than five minutes. Same thing happens. With the batteries disconnected, pins 6 and 14 as well as 3 and 9 of the DLC both check out at 61 ohms. With the batteries reconnected and the vehicle placed in accessory mode, pins 3 and 6 check measure out at 2.8 volts. Pins 9 and 14 measure out at 2.1 volts (with the black lead probing pin 4 for all of the above checking. My understanding is these are normal expected readings. I've asked the service advisor to call the customer and ask if there are any aftermarket add-ons installed, particularly GPS trackers, anything electronic, to which I receive an almost immediate negative response (I call bullshit but whatever). I don't see anything under the dash that appears to be spliced into the data link connector (not at a quick glance anyways). This vehicle exhibits no starting or driving driveability symptoms whatsoever. The only unusual message that appears when powering up, is "front camera malfunction" but other than the Check Engine light, nothing else. Now at a loss and open to suggestions. Obviously something in the IDS/VCM is pissing off some modules in this truck.
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Doing my first one today. It's like 13S12 all over again, for half the pay. Did I mention I HATE 1.6L engines? THANKS FORD!!!!
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If it's popping through the intake, that leads me to believe the exhaust valves are not opening up on that cylinder. Removing the cab is probably the best approach.
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https://nh.craigslist.org/cto/d/awesome-2000-ford-f350-ramp/6480656663.html
In my years with Ford, I don't think I've ever seen one of these. Did I get this right? A 1997 to 2003 F-150 body with a rollback wrecker equipped with a 4.2L V6, 5 speed and dual rear wheels? I can't tell if those are seven or eight lug wheels in the first picture (I know there was a 1998 to 1999 "F-250" which became the F-150 7700 from 2000 on, to prevent confusion with the newly released at the time Super Duty lineup). WTF???
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Well, it looks like some lawyers are looking to cash in BIG.
Here's the document:
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On 03/01/2018 at 11:53 AM, Alex Bruene said:
Seeing that Transits have a capless fuel filler, you really need to go out of your way to pull that one off!
YUP, It's possible. One of our other "techs" in the shop brought one in a couple mornings ago to do an FMPP on one. This particular one was a high roof extended wheelbase version loaded pretty heavily with equipment in the back. To start, he set the rear legs of the lift on the rear quarter panel outer lips and buckled them in pretty good as he was raising his lift. If it's not bad enough the advisor had to be apologetic to the customer for this little boo boo, let's add insult to injury. As I was walking by, I thought I'd saw that he was pouring DEF into a filler that was higher than I remembered it being on Transits so I paused. Sure enough, he was pouring it into the fuel filler!!! So now, we have body work to eat on this, as well as my time to clean up the DEF mess up. It's amazing what only about a litre of DEF will do to a full tank of diesel.
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I just repaired a 2016 E-450 last week that someone had dieseled up. I too, asked how it was possible for the person doing the fueling to physically fit the diesel nozzle into a filler intended for unleaded?
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P207F
in 6.7L Power Stroke® Diesel Engines
Posted
Please DO clarify with pictures.