Cetane

I dont think so, we already have a DPF delete kit in production along with the cal so this guy probably isnt in diesel engineering. I guess he could be testing different manufacturers stuff but a straight pipe is a straight pipe. More than likely he's a guy with more money than brains, there seem to be a lot of those lately.

I agree with Larry, the trans is going to be the first weak link. I rebuilt mine myself but it is not a "performance" rebuild. I would look to Goerend or HTS, they seem to have a good rep. There is also the notorious LP fuel pump failures, and there is some problem with "fifty-something" blocks(an id number stamped on the block). I am a 12V fan so I dont know much about the 24V but there is a ton of good info on the cummins websites.

From the article above: "Fuel economy also blends with power with a new Duratec 1.6-litre Ti-VCT engine that provides 15 PS (14.79 hp) more power than the outgoing engine without boosting fuel usage. Still available in Europe will be the 1.25-litre and 1.4-liter gasoline engines and the 1.4-liter and 1.6-liter diesel engines." In America: Fiesta? Yes Diesel? Read closely....... In any case that quoted fuel economy was in Imperial gallons. It works out to around 52.5 MPG(US). Sorry to rain on the parade....

/forums/images/%%GRAEMLIN_URL%%/banghead.gif Look, I am not on here to make any enemies but WTF! How is it that you "know" that? Maybe in Azuza, CA ,the world capital of vehicle testing, the vehicles didnt make an appearance but I know a hell of a lot more than you do about the development of these trucks. I have been personally involved with this program for more than 5 years and I am sure that I have more test time under my belt than you do. Now, does anyone really think if Ford knew there were problems we would have released the truck? Things happen between time the truck was finalized and production. I am not posting this to say they dont have flaws, they do, but they were created long after the durability was done. I could care less if you say the truck is junk but dont attack the process, you obviously have no idea what goes on behind the scenes.

I am not sure how many of those we built, I know we arent building anymore. I think some of them went to Canada as a test fleet for the government, some of them went to Florida, and a few stayed here in Dearborn. I went for a ride in one a while back, aside from the lack of power the fact that they are hydrogen is pretty transparent. Be careful though, I am pretty sure every one of them is fully monitored with a telematics system that is recording all the time and monitors everything. The info can be accessed by the H2 engineering staff anytime they want.

Doesnt take a lot of water to start tearing stuff up especially with the ULSD.

Evil censors! I think that code is still there just the number has changed. I will have to take a look through the code and see if they really eliminated it. Anyway for the original poster there are some good ideas to try if you are really motivated. As Jim said in the other thread there are legal implications to defeating or turning it off so I wont give out directions on how to do it but I am sure there is a way /forums/images/%%GRAEMLIN_URL%%/smile.gif

I havent used a dealer scan tool in many years but that procedure seems about right. I sure am glad I dont have to go through all that just to program these modules. Based on the comments, I am assuming you do not have a "map" that shows what the as built data means. The trucks dont have to be optioned that close but if you are working blind that would be the best way. I have heard of people making pressure vessels and throwing the sensors into it but I havent seen the hardware so who knows if any of it is true. I am curious to hear if anyone actually tries the as built data method and gets it to work. None of my trucks have TPMS so I cant try it(not that I would do it that way).

Thats the short way of what I was getting to.....Has anyone tried it?

I have been thinking about whether or not to post anything regarding this topic because I cant really tell you how to do anything. If you were to put a new SJB in a truck, are there two different part numbers with respects to with or without TPMS? If there is only one part number how does the module know what the pressures are supposed to be or even if the truck has TPMS? Just a thought.....

Keith, How did the MAF, MAP, and EBP tube look on this truck? All my trucks smoke a bit at the start of level 2 regen, just curious if you found anything wrong.

I ran two manual "regens" today on two different trucks each lasting around 45 minutes. I didnt have any instrumentation in the bed but with the ambient temp around 0C and a thin layer of snow in the bed it took almost 30min to get the bed warm enough to melt the snow. I wouldnt worry too much about it.

I bet no one can beat this....thanks verizon

Thank you. That file combo is an interesting mix, must not be too many cluster updates out there. Does IDS tell you what file you are installing? Do you have the ability to see what file is currently installed(any module)?

Those are the physical IC part numbers. There should be a folder called C: program files/ford motor company/calibration files or something close to that. It is the same folder the as built data from PTS tells you to save some text file to(dont know what the reason is for that). In that folder there should be some 8C3T-14C026-XX files. Probably AD and BD suffixes but there may be some C* and D* as well. Thanks

I tried that method but these are all pre-production trucks, they dont show up as valid vin numbers in any system. I was hoping somebody could look through the calibration file folder for IDS and tell me the suffixes that they have for the trucks(8C3T-14C026-??). I appreciate the response though. I have been pretty transparent on the boards for a few reasons. I moved to another new position which is keeping me really busy. Also I am still a little weary about posting too much because my employer has infiltrated this site and they are still looking to get rid of people. That said if there were questions I could help with I would still post as much as I could.

Do you guys know what part number(14C026) you are installing when you update the cluster on a J1 '08 SD? I have a fleet of trucks built early Nov '06 and it is time to update the IC/PCM/TCM. The PCM/TCM updates are updating fine but the only update I can find for the IC will install but then the message center gives me a "No configuration" message and a bunch of codes so I have to backdate it to the original level. I dont have access to an IDS to see what the updated cal # is. Thanks

As of job 3 it is standard equipment in the northern states. Should be fun dealing with the soccer moms that leave it on all year.

Its hard to say what they are going to have you replace if the PCM is not the cause. The report isnt too descriptive but it mentioned most of the stuff you said with some other things I wont repeat. It sounds like you may be getting some help next week if the PCM doesnt fix it. I look forward to hearing the result though.

I took a look at the hotline report and the two other guys you talked to were ITEC employees. Looks like they may be suspecting an HP system contamination.

The key to that statement is nearly all. It reminds me of the old trick when EEC-IV first came out. People would put in really cold thermostats or fool the ECT and cause cylinders to eventually wash out due to an extended rich condition. It wouldnt happen in a few miles and I guess that is my point. Most of the fuel is expended but some sticks to the cylinder walls and makes its way to the pan. Eventually you would see the effect but it would take a long time. That is why I think this is either an untrue story or at least not the underlying cause. As for the specifics on the regen, I wont say anymore but maybe you should record an injector current trace and watch what happens as the regen progresses. I think you will be surprised.

I am going to tread a dangerous line for me on this one but here is my take on that story. Hypothetically the ECM knows exactly how much fuel is injected during regen(assuming a mechanically sound fuel system), with this info it is plausible there could be some kind of calculation in which the ECM would "know" the amount of oil dilution based on a predetermined model. Therefore it is possible that the computer could then limit the amount of total time the truck is in regen to avoid such circumstances. If I were to assume the above statements were correct I would have to call BS on this one if the storyteller totally attributed the engine failure to regen. That being said there are alot of variables(electronic and mechanical) that could allow that to happen, I havent seen it, but I have learned to never say never. As for the amount of fuel dumped during a regen, you might be surprised at the quantity allowed, obviously it depends on speed/load and the exhaust temps but the amount can climb pretty high in relation to the "normal" injection events.

If this rumor is true, I wonder what will happen if Ford sells off LR?

I ended up tracking down the vehicles and they were modified by an upfitter so maybe thats how it was done. I have the part #'s and instructions, I was just curious if those options were available and they just hadnt made it into the order guides. I checked the available VSO options and nothing was listed there but as you said anything is possible with the right number of orders.

I have been monitoring the site but I have been very reluctant to post. I probably still shouldnt be.....Some markets will get different emissions equipment, I just wasnt sure if there was a fleet only package or something I didnt hear about.