Cetane

This is the website we use to get Verizon discounts. Just put in your work email. If you are eligible for a discount, this website will let you know. http://www.verizonwireless.com/b2c/employee/emaildomainauthentication.jsp

What everyone is describing is exactly the way it was intended to operate. Part of the reason is to protect the engine in the case of a DPFP sensor failure. The system knows the backpressure when the DPF is clean. If the pressure is significantly lower than that base value the supervisor assumes there is an issue with the sensor and goes into regen in order to keep the filter from filling up. It is assumed the operator would notice the MIL and get it fixed. Admittedly not the best control strategy but for the majority it works ok. In any case there are changes coming soon to the supervisor and hardware thanks to new gov't requirements. EEPOD sells a manual regen tool that your fleet customers can purchase. OCR can be enabled on 2011 trucks with the base cluster and any 2012+ truck but I am not sure if you guys have the ability to do so. http://www.eepod.com/page3.html

This should answer that question. http://www.autoblog.com/2012/12/14/would-you-like-your-ford-transit-in-large-xl-or-xxl/

You should able to go into PTS and pick 2012 Transit as the vehicle to get an idea of what your getting into. Obviously it isnt the exact same but the general idea is there.

Confirmed........... http://www.autoblog.com/2012/12/10/ford-confirms-3-2l-diesel-five-cylinder-for-us-spec-2014-transit/

http://jalopnik.com/5941177/the-new-ford-transit-will-probably-come-with-a-32+liter-i5-diesel

First off I think the statement the guy from "Ford" can be a little misleading. If you purely look at oil dilution then you could say that at 8.2%(not sure where the 7.79% came from) the oil change required message will pop up. The ECU looks at a number of variables including but not exclusively, oil dilution. Some of the items are estimated but are calculated using variables that are fairly well known so the calculation should be close enough. So to answer Keith's question, the cluster is giving both a service reminder and a dilution warning although contrary to Jim's comment I do not see any reference to a specific cluster message calling out a dilution issue. As for why you guys are the last to know this information, your guess is as good as mine.

This is the first I 've heard of filters/screens in return lines but I can't say I 've ever had a reason to look into it. Give me the part numbers for the lines you are talking about and I will look them up. I looked at the drawings for lines connected to the fuel tank and there isnt any indication of anything other than open lines.

There is no 5L diesel. I dont know where that rumor came from, this is the first I' ve heard of it. The Pickuptrucks.com article referenced above is the best story I've seen with engine "speculation".

Behold the Transit SportVan. It is no Ferrari but it looks a lot better than the picture they had. In any case, the picture above and the one on PUTC are of the current Transit not the one we are going to get. Why do you dislike the Transit Connect? It is unfortunate that it has to make due with an old powertrain but makes it a little cheaper/easier to fix.

This article gives a better idea of what will be under the hood. http://news.pickuptrucks.com/2012/03/ford-transit-to-get-diesel-for-us-.html

I dont think so. The 6.7 is way too big to fit in that engine compartment. Get ready to learn something new

I cant speak for the trans but the only change in the ECU is in the fan subsystem.

I know you are looking for something specific but this is all I found in the public domain. It may answer some questions, it will probably just raise more. http://www.bosch-engineering.de/pool/de/pdf/Calibration_Tier2_Bin5_Demo_Vehicle.pdf

If you google "coated DPF" you might find some articles describing the main reason for having the coating. There are some secondary benefits as well that I can't/won't describe. This is really the reason I don't participate in the forums much anymore. I cant say a whole lot more than you already know. Sorry. It is probably more frustrating to me than to you that you guys are left in the dark about a lot of the inner working of the systems you are expected to fix, but that is a topic for another thread.

The 2011 DPF is a catalyst, meeting Greg's definition. Unfortunately thats about all I can say.

There is probably something I am forgetting, but I vote for 5.

Where did you read that it supports anything other than add-on EGT's? Last I knew EGT sensors were the only external non-factory inputs supported. If it does support pressure transducers now, it might be worth it. If not it seems like it's overpriced if all your going to do with it is monitor functions through the OBD port. Scangauge II does that for $170. It doesnt look as pretty but it does give you the ability to code in sensors that arent normally supported through generic OBDII.

I have been using this as a standalone application for at least a couple years. Seems to work fine for what I use it for. The standalone app does cost something for dealership employees. Cant say what it costs through PTS. It is the only parts system I use so I dont think it needs or uses any other software.

Sorry for the late response, I havent been to the forum in a while. I hear what you are saying, not sure how to reply though. I flashed my entire fleet with the update a while back and none of them have had problems. I heard there may be issues with IDS and the flashing process but I dont use it to flash so I cant comment first hand. The cal isnt new to us and to my knowledge there are no new issues created by the latest release. There is a colossal effort to make sure every issue is worked out quickly and correctly. All I can say is if you have an issue like that make sure the appropriate channels know about it. Please let us know what you find as well, if you find something I can help with, I will.

Are you saying that you tested the truck once and it failed, then you tested the same truck again and it passed without problem? If so, and you hang a new turbo on it, how do you know it's fixed? I suspect there is more going on here than they have you monitoring. Are there standard conditions before the test will run(i.e. coolant, exhaust, inlet temps)? Can you monitor injection quantity? I havent actually tried to run this test but the procedure as you described it seems a little too simplistic to replace a high ticket item like a turbo. While it may not fix your problem, the updated cal is more robust to P132B so you guys shouldnt see this code near as often. And yes, the oil pressure warning should be taken care of too.

I cant speak for how service numbers their sensors but here's my guess. I am assuming you know the location of the SCR and DPF are swapped when comparing a dyno cert to a chassis cert. The description you provided is probably correct because of the way we describe the sensors(which is linked to the way the service tools get their info). The sensors are labeled based on component not a generic tag like EGT1X. So for example, you call a sensor EGT14, we call it Exhaust - Temperature Particulate Filter Downstream. If the location of the DPF changes it stands to reason the location of the sensor would change. Edited -- I guess I was too slow, Keith beat me to the answer.

I cant believe everyone has read this and nobody has mentioned "happy endings". This group sure has matured......

http://www.transferflow.com/ford_fuel_tank_systems.html These people have a pretty good reputation but they arent cheap. What about a bed mount tank with a transfer pump? Thats what we use.

Make sure you twist the dipsticks when reinserting them as well. They can bind up and read incorrectly.