cbriggs

I just factory ordered a 2018 f-150, but i wasn't brave enough to be a Guinea pig for this engine.

I just did my first one the other day. Not as bad without having to deal with the glue on oil catcher! Pretty sure after a few They could be done in under 2 hours.

Yeah i tried to clean one in a pinch one day. If you contact the electronics at the bottom of the hole it shorts out internally and renders it useless. I had to rob one off of a new truck instead to bale out my stranded customer.

It is an ultrasonic sensor, sends a soundwave up through the def from the bottom and measures the return time of the signal to calculate the level of the fluid. They do not work if the fluid is frozen. We had a customer complaining of erratic def level readings after buying a new truck in December of last year. After a whole bunch of wasted time hotline gave us the operation description and told us not to replace anything as they were investigating the concern. In the mean time the customer was so worried about running out of def, he managed to get so much def in it that the filler pipe cracked when it froze. I cant seem to find it in the pced, i'll see if i can still access the hotline request.

I have been screwed so many times by those t-in gps units, i disconnect them and plug straight into the oem dlc right from the start. Don't ever try to program a pats key with one of those on the network.

Don't stick a drill bit or seal pick in them to attempt to clean them. Ask me how i know....

I've had this exact truck with an epc driver internally shorted in the pcm. Had several transmissions changed elsewhere for a very harsh shift, and a trans harness replaced. Eventually it got to me and a pcm fixed it.

Did he remove the DEF tank by accident? lol.

I have seen a few incomplete starts (too short of crank time to fire) all caused be batteries in these as well. One was on a 2017.

Its funny how you get used to plugging in a scan tool, and when you cant you feel a bit lost for a minute or two.

My timing light lives at home. Just takes up space in my toolbox at work, but i use it regularily at home. I'm not much older than you, but feel i am possibly part of the last generation of techs that learned about carburetors in trade school. I regularly work on hot rods, boats etc. at home.

Vacuum pump possibly? Most all trucks that I have seen lose bottom ends also lose a vacuum pump.

You could build one. The orfice hole size would be the only critical measurement. I (Or someone that has one handy?) could measure the hole size for you.

I used to work for a guy that had around 12 tow trucks, from 1 ton up to 50 ton. Whenever we put new drive tires on the 3 and 5 ton stuff it did that. The deck trucks were especially bad empty,less noticeable when loaded. After 3 to 5 k is put on the tires it seemed to go away. He ran mostly Hankook stuff, the odd Hercules or double coin. My theory always was the "square" edges needed to wear off all the tread blocks. I don't think it was the carcasses as we had a few sets of ours re-capped and they did it as well. The more aggressive the tread the worse it is.

How is the airflow from the vents? Lack of airflow accross the evap core can make high side go very high. Possibly a dirt or desbris plugged evaporator core?

13 f-550 finning service truck on my hoist, cab is off engine torn down to heads. Overheated it as the toolbox heater lines broke and ran it out of coolant at high load / high temp. heads are warped and cylinder walls scored. Waiting for approval to put an engine in it. So now I have the cab off a 13 f-150 ecoboost on another hoist for timing chain and vct rattle on start and leaking rh exh manifold. Just finished a retail trans on a 13 escape awd for the final drive all piled up. Man are those no fun...Nice to finally have some work other than 6.7l cel's and fmpp services.

Does it store any ff data when it sets the code? If you are getting air I would start on the suction side of the lp pump. I have seen a few sending units with a hairline crack in the fuel line nipple.

Chevy gas half tons have a problem with tank to core seperation. They have actually recalled some. They blame it on excessive thermal cycling due to a faulty thermostat. I would be curious to put temp probes into the end tanks of a 6.4 truck and see what is up. I have changed way more rads on pavement pounders than bush units by far. I don't buy the flex theory.

If you could supply a pic of the overall connector and the pin itself I can look. I have alot of used harnesses and especially pcm connectors. I'm not too far from you... In the same end of the same country anyways.

I have seen loose tone wheels on the crank start out as intermitant long crank/ hard start. You should be able to pick it up in the sync / ficm sync pids though.

Leon, I have recently done a gear set on a 16 f-150 for a decel vibration most noticeable around 70km/hr. It had .008" backlash variation as well as a strange wipe pattern on the coast side. There is also a bunch of hotline reports of gear sets repairing vibration concerns on these.

Usually with a low pressure oil system concern, the engine will fire, then stall in a few seconds, then become a long crank. Unless the hp reservoir is draining out, but I don't remember if it can drain back through the low side?

I think that sensor is for the secondary cooling system right?

Guess what I had the joy of doing today? 2017 f-350, 365km on the odometer, 3 days in service. Leaking at the drivers side tank to core seal. On the bright side these are pretty easy to put rads in.

I would say through canmore, banff, lake louise, golden (thats were I am!) (If time permits detour down to radium), then revelstoke, sicamous, salmon arm. Once you make it west to kamloops you can decide if you want to go coquihalla or fraser canyon. The fraser canyon being the more scenic but slower choice.