Fordracer

I have a new one here that has a check engine light on. It has code P2407:00-27 in memory and P2407 pending. What the heck is the :00-27 on the end of the code? This truck is missing the reductant injector. The nuts that hold it in are there but the injector is gone.

I had one that was pulling a big fifth wheel and it had the overboost code and it was over 29 psi. The unison ring was stuck on the CHRA. I also have had two trucks come in with new code P012F - Engine Coolant Temperature/ Engine Oil Temperature Correlation. The pinpoint test AJ4 for this is hilarious. Clear all the DTCs. Cold soak the vehicle at ambient temperature for a minimum of 10 hours. Ignition ON, engine OFF. Access the PCM and monitor the ECT and EOT PIDs. Access the PCM and monitor the RPM PID. Access the PCM and monitor the MFDES PID. Record the ECT and EOT sensor temperature values. Drive the vehicle at an engine speed greater than 1,800 RPM and 15 mg/stroke MFDES for at least 15 minutes. Select the appropriate gear to achieve the operating conditions. Does the ECT PID and EOT PID temperature values change by a minimum of 6°C (10°F) from when the ignition ON, engine OFF valves were recorded? WTF!!! I can get the temp to change 10 degrees sitting in my stall. Why do they want you to go through all that to see if the temp changes 10 degrees?

We left a message on his cell phone and he hasn't called back so I guess he must of found out what was wrong with it. I hope he calls eventually and lets me know what it was. Thanks anyway Josh.

I had one a few weeks ago that did the same thing after reaching operating temp. Was getting 25 lbs of boost but the IPR was 84%, ICP 1,000 lbs, and ICP_DES was 3,800. And this truck only had 45,000 miles on it. New HPP and IPR and all is good. I was suprised it could make so much boost with such low ICP.

Thanks for the offer Josh. I'll call him and see were he's at. It will be monday before I can call him because his phone number is at work.

That might be why it dies after it starts. I never thought past the no crank issue but it might have two different problems. It kind of seems like an alarm problem keeping it from cranking and then shutting down the engine when you do get it to crank and start.

I did ask him if it had an alarm light flashing and he said it didn't. It might have and aftermarket system he doesn't know about.

He said they put new batteries in it so I assume they cleaned the cables. But who knows what the other ends of the cables look like.

This is a wierd one. This customer and his family on vacation from Florida, I'm in Kansas, comes in a couple weeks ago needing injectors after a dealer in Marshal Missouri just put the same ones in but didn't fix why they went bad so they went bad again in 200 miles. That's another story all together. Anyway, he calls today for some advice and he's in Wyoming now. He said the truck has been running great since I fixed it but today he was driving down the highway and the truck just shuts off and then wont crank. The nearest Ford dealer can't look at it for 4-5 days, how's that for helping someone from out of town, so he took it to a "jobber shop". He says the guy can unlock the passenger door twice and it will crank and start and then die then it wont crank untill it sits for a little while and unlock the passenger door twice and it will start and die again. I asked him why the guy thought about unlocking the door twice and he said the guy told him he had to do that on some other make of car and it fixed it. He said there are no codes in it. I would like to help this poor guy out but I have never heard of this. Has anyone ever heard of this? I told him to have the guy check for codes in all the modules and see what shows up. If anyone has any ideas I'll call him and let him know. Thanks.

I was talking to Larry the other day about rebuilding turbos and he said you can have a machine shop machine a new slot on the other side of the unison ring.

I'm sorry I misunderstood, the price I gave was for the VCM only not the complete IDS. You can get a good used Dell laptop on ebay for less than $500. I'd use a Dell instead of the Toughbook. It works much faster and has a bigger screen. I've had mine since they came out with the IDS and have had no problems.

That's the price listed in Rotunda on the Ford PTS web sight. I called them and they asked if I was a dealer or an indy shop and asked for our P&A code and gave a price of $1,899 for dealers. I don't know what the price is for an indy shop. You can call 1-800-rotunda option 1 to find out. They are on backorder untill the end of the month.

They are $1900 from Rotunda. They came down in price about 6 months ago. I've bought a few off of ebay to resell them. There are certain things to look for to see if they are not chinese knock offs.

I had one blow out on a low mile truck. It came back a year later with another one on the same bank blown out. Got the okay from Ford to replace all the other glow plugs.

I put 4.10's in my 2001 Bullitt and I didn't want to buy a programer so I found a kit that ties into the speed sensor in the trans and has dip switches and you can program it to different tire sizes and gear ratios and it was around 80 dollars. I can't remember the brand but I can check if your interested.

I think they said that the lights were acting wierd and wouldn't sync up.

Our Quality Care center had two VCMs bite the dust.

Stay away from pensocoladiesel, at least for injectors. Larry can vouch for me there. I had a customer bring a set in from them to put in and one filled the oil pan full of fuel in less than 200 miles. They said I didn't know what I was doing and installed it worng. All the waranty covers is the injector and no labor or related damage. What do you expect for 100 dollars. On a side note about Larry, I noticed he hasn't been around for a while and I called him to order a turbo today and he's still alive. He says he's been super busy with sales lately and he's suprised Keith hasn't emailed him looking for him.

I'd pull the regulator again to see if it stuck again. I had one that I didn't get all the pieces of metal out and it stuck again right away. If it's not stuck open again what went through the regulator probably went through the pump and ruined it.

Low fuel pressure can cause the IPR to max out at 65% to increase the oil pressure to make up for the low fuel pressure. I think that's one of the first things the pinpoint test ask you to check.

Thanks for the info, I'll pass it along. We don't use disc to update we just update on PTS. I do have a IDS 46 disc I'll try.

We updated our IDS's to 66. When we went to use our VDR's it asked to update them and we did, now the VDR's are dead. Ford finally admited that they will work if we go back to version 64 but they wouldn't admit there is a problem with 66. How are we supposed to go back to 64? I have three VDR's of my own and they work with 66 but I didn't update them either. Now the shop is using mine untill they get there's fixed or they will have to buy some of mine. We own a Quality Care center on the other side of town and they said when they updated to 66 two VCM's stopped working. The shop foreman looked on the message board and I guess alot of people are having VCM problems with 66.

We were told in class that the PCM will erase itself if a non OEM program is installed and they will have to tow it to the dealer to get it reprogramed and then I assume that's when the code will show up.

When I was in 6.7 class last week our FSE said that the water in fuel light strategey is causing alot of 6.4 pump failures. He said that if the light comes on and you drain the water the light won't come back on again untill it sees five key cycles with a vss input. If you get a bad batch of fuel with alot of water in it the water trap will fill back up after you drain it and the light won't come on untill it's to late.

Check out this air filter set up. This guy is from Minnesota and he said some shop up there did this for him.