Cetane

I am surprised that you guys can enable it at all. Why would somebody pay $XXX to have it from the factory if they can get it for free(?) from the dealer. FWIW, the guy on ford-trucks.com posted the correct screenshots so there must be a way for you to enable OCR on the TFT cluster. http://www.ford-trucks.com/forums/1192468-how-to-finish-dpf-regeneration-while-parked-4.html https://www.flickr.com/photos/127308178@N05/with/23753357051/ (hopefully links are allowed)

I wouldn't say you are necessarily getting conflicting information. It is possible to enable the DPF screen without the OCR. Maybe that is the way service engineering decided to approach it. I haven't checked to see exactly what the IDS is doing. I don't mind venting, if I was in a position to make that suggestion I would. Unfortunately, I only get one suggestion per year and this year my suggestion is for them to give me a raise. I wish I had a good explanation why you haven't heard anything official. My guess is that this was put into the IDS options on accident and they would rather no one enabled it. It doesn't make much sense to suddenly give you guys the option to enable this when it has been available since day one.

I don't. Its been possible since 2011. If you meet the conditions then it should give you the option at the bottom of the DPF load cluster screen(assuming IDS has enabled it).

I did a bit of research today and there are a few instances where dealers ran into that same code. Hotline always said that code wasn't possible and in every case the truck got an injector(s). It doesn't really clear up how that code is coming through but I think if it was a production cal problem, they would have said so.

Was that code pulled with IDS or something else? It is also possible that whatever pulled the code incorrectly reported the result. It is certainly possible the production cal has an error but it is more likely something else is going on. Is this vehicle updated to the latest level?

Keith, As for part 1, you are correct in that someone decides what information you will be able to monitor and programs that into the IDS. I can't speak for the 6.0L but on the 6.7, there are tens of thousands of parameters in the ECU that I can see without calibration access. Since tools like Scangauge and the Torque app are designed to work with every vehicle, they use SAE J1979(Generic OBD). This is a protocol that has to be supported at some level on all vehicles currently sold in the US. There is documentation all over the internet on this spec. It is pretty basic information and probably wouldn't be a whole lot of help in diagnosing a real concern. Aftermarket scan tools also give you J1979 data but in most cases either include or allow you to buy "enhanced" PIDS which should be more or less what you can see with IDS. I am sure there is someone behind the scenes determining what is "enhanced" and what is off limits as well. Incidentally, if you had the right information you could access everything IDS can(and more) with something as basic as Scangauge. Part 2 doesn't make a lot of sense to me. We determine what codes are set by what conditions. Either the truck had an aftermarket cal that somebody screwed up on or there was an error in the production cal that allowed that DTC to be set. That DTC is a valid one but not one I see as available for that vehicle. DTC's can be retrieved a couple different ways. Tools that have to work on all vehicles do it the "generic" way and tools like IDS do it the "enhanced" way. There should never be an instance where IDS doesn't pull a code that a generic tool does but there are plenty of times a generic tool won't pull everything IDS does.

Having DSI does reduce the dilution problems caused by non-torque forming injections but it is mainly due to the relatively low-tech fuel system. I am sure you all remember the pilot injection fiasco on the 6.0L. Cheaper injectors generally mean less injection events possible per cycle. Apparently somebody learned their lesson and didn't try to overtax them.

The order guide shows it as optional for all Transits available with a diesel. I don't have much experience with the Transit but if the OCR on it is as limited as it is on the Super Duties, I don't know why they even bothered. Can you add OCR after purchase on a Super Duty? I added it to mine but I didn't think they gave you guys that option.

The simple reason is cost. I ran a quick comparison between a Brazilian Focus and ours. Somewhat comparably equipped, our Focus runs about 59% of their version once the exchange rate is taken into account. A Ranger regular cab 3.2L would be about $25k with the same stipulations. That is a little steep for that class truck and it is assuming we could bring the truck or more specifically the powertrain over for that cost, which we could not. It isn't exactly an apples to apples comparison but it helps to illustrate the problem. The simple fact is we don't have a product to sell here that we could make money on. We aren't going to sell a product that will cannibalize the much more profitable F-Series. The market for small/midsize trucks is still pretty small, if that changes then you might see an entry into that class but until then, it doesn't make sense.

Any ideas how the takeout cluster got a bad config? Was it a used unit that didn't get updated?

412 is an internal designation we use for chassis cert engines, 416 is for dyno cert. I am not sure why you guys are seeing those now, but that is all they mean.

As-Built shows the correct configuration for that vehicle so assuming IDS pulled the info from the database and not the old cluster, it is correct.

I know that people do this on occasion but it is a bad idea. There is a good reason we cap the soot load at a certain level. If you are able to execute a regen on a DPF that far overloaded there is a good chance it will runaway on you and melt the substrate. I don't know if blowing/washing it out is a very good idea either but it is better than forcing a regen on a severely overloaded filter.

PCED. My first driveability teacher called it an "H" manual and the term has stuck with me ever since, Wasn't/isn't that a common name for it?

Bruce, I can't believe I missed this whole thread. I always enjoy seeing unique solutions to field issues. I have used a very similar setup for years while breadboarding a variety of modules. I enclosed the power supply and wiring into a medium sized project box with an Amp connector, the J1962, a few DB9's for CAN, an "ignition" switch and a variety of banana jacks for different signal/power/ground combinations. The Amp connector allows me to make harnesses for a variety of vehicles/modules and use the same project box. I have flashed tons of different modules on the bench and obviously never started anything but I don't use IDS. I can't think of any situation where it is required for the module to take the flash but if you are using IDS it might be a software requirement of that program.

There is also an acronyms listing in the H manual. Click on Introduction and it is one of the sub-headings.

They did a decent job on the photoshops except for the rear view. Keith, go back and read the last paragraph.

I can't speak for the 6L's but the 6.7's completely shutdown EGR once the temp gets much below freezing so if you are seeing temps at that threshold or lower, EGR won't flow so it won't run the tests. I suspect the same is true for the 6L's.

Is it only happening during regen? Is there any solid trigger(temp, rain, snow...etc)? This one doesn't make a lot of sense. If the bus is completely going down then it shouldn't shift correctly either. What do you mean when you say the cluster goes stupid? Is it just one gauge or all of them? All the telltales or just a couple? When this happens does the affected parts of the cluster cycle quickly between working and not or does it completely stop working for some extended period of time?

Any chance the turbo actuator/wiring is shorting CAN? If the underhood temps are really high due to regen it might wreak havoc on the electronics inside the actuator. It would be nice if IDS had a bus monitor so you could see exactly what is going on. I can't remember if '08-'10 trucks are the same as '11+ but on 6.7L's it is in regen before the cluster tells you it is so the underhood temps could be climbing before he realizes it is in regen.

You guys might have seen it already but the Transit order guide hit FMCDealer the other day. It has power ratings but not fuel economy. No mention of the diesel being late availability which surprises me. The '15 Super Duty guide is up too.

Bruce, It is definitely not J1939. We don't use that protocol for anything but the heavy stuff. You can power the ECU by itself but communication can be shaky without the right termination resistance. If the high side of the bus is shorted to power or ground it won't matter any way unless you can use a jumper harness. Checking voltage and resistance is a reasonable next step but the fact that there is no communication with anything on the HSCAN bus already tells you there is a problem there. I don't know where the other termination resistor is in the network but it wont be in any optional modules so your best bet is to start unplugging those first. Just my humble opinion.

I was being purposefully nondescriptive because I don't know why IDS won't reconfigure the options correctly. I ended up emulating that vehicle with IDS. It looks like the option exists and it will let you select the change but apparently it doesn't properly execute the command. It might be on purpose or maybe the program has some bugs. As built in the way you are traditionally used to using it doesn't really apply in this case. It is more like flashing a new cal. Once/If IDS starts doing it correctly it will probably be transparent to the average user but it is much more complex(in this case). You probably won't be able to grab a VIN from a similar vehicle and use that "as built" data like some of you have been doing. I don't know what you are referring to with the Mustangs but as far as I know, the correct data is being generated for Canadian bound vehicles. The problem only appears when you try to change one of those options after the fact with IDS.

The as built on these cars doesn't have the ability to change the DRL setting. It is possible through other methods but it looks like IDS doesn't have the ability to enable it. Maybe it is a feature that is coming.......

Be careful programming it with the as built from another vehicle. If the option content isn't exactly the same you could run into problems. PM me the VIN and I will look into it tomorrow.