cbriggs

Back on the topic of esp.... I have an ecoboost torn down to the bare block, Lunch time today was 7 full days waiting for prior approval for an engine due to a broken piston/ scored cylinder wall / metal in oil. (and short blocks aren't available anyway) Luckily we have 2 guys off right now (out of 4) so I have a spare bay. Customer is not too impressed, at this point it is fairly clear that he will not be buying another ford.

Whatever it is it burns hot, the vinyl wrap is all melted above the tailpipe.

I was looking at one of these this morning, as the snow was melting off it in the shop. The water was running out the seam between the 2 cowl panels, and down the drivers side of the upper intake, right onto these bolts. Add in a bit of salt from road spray.....

I have seen that on 3 different vehicles in the past while. An 08 gas SD, the clear piece came out of the end of the pressure line and was stuck in the box, a 2010 dodge half ton, the piece was hanging out of the pressure line and jammed into the valve on the rack, and on an 09 6.4 SD, at the hydro boost bulkhead connection (that is unhooked during cab off.)

Awesome, glad it worked out. I have a flex ptu and an edge ptu that were both replaced for black fluid. I am thinking I may tear them apart, clean them out and inspect them, might be able to sell them in the future.

I'm sure you already looked at this, but a stuck open egr valve will do just this. Could also explain why ether wouldn't keep it going, as there is no oxygen.

Also, if it is only a long crank cold, that usually means the dummy plug orings are leaking.

If it is cranking at 1200 psi, it is not an ICP problem. Can you record a screen shot of an attempted start up with all the no start pids on screen?

I did a 2011 not long ago, 6 - 8 liters of def in tank, drove it to shop. I pulled the upper filter and it was full of def. Quoted a hp system (customer knows the cost, he filled this thing with gas and drove it 400km 2 years ago) and he declined. Wanted the fuel system flushed, tank cleaned, and see what happens from there. Truck has 250,000km on it, so his call. He has driven it 20,000km since, without an issue.

I just had a 2015 with 7000km towed in on Monday, 2 months in service. No crank, multiple warnings on the IC. I had no comm with pcm, pcm and NOX 1-2 failed network test. Network resistance was always 60 ohms. Unplugging nox 1-2 made no change. Load tested all powers and grounds at pcm, all good. After reconnecting pcm "b" connector the truck started and ran, then wouldn't restart after shutting off. Disconnect and reconnect Pcm "b" connector, started right up again. The interesting thing is, there are several modules on HS can 2 network, which is not wired to the dlc, and only accessible to the ids through the pcm. all but 1 of these passed the network test. Based on that I was fairly sure the network was intact to the pcm, so either something was shorted out and pulling the pcm down, or the pcm was junk. I went through the hotline reports on the self help tool and found a lot of these are being repaired with pcm's. Also Edmonton depot had a bunch of pcms, which is strange, usually pcm's are usa stock. I hung a pcm in it this morning, and it survived a test drive and retest. Hopefully that has got it, but I may never know as it was not a local customer.

Our wifi is on a separate internet connection, not even through the server though.

We're not even allowed on the wifi in our building. Our controller comes out an enters the password in the IDS's if required. We had a visit from our FSE a few years ago, and he needed wifi access for some data entry, and they wouldn't even let him know the password.... Yet its free in a Mcdonalds restaurant.

It became a recall, that is why the message is gone.

Your management and mine must have went to the same school Brad!

The second unit he sent up is still running fine. Whatever program he loads in them, mixed with the big hp injectors gives this thing a crazy lope idle. When I had my stock tester ficm installed it didn't do it. I have since put a trans in this thing, and an air dog fuel supply pump and filter, and a sinister regulated fuel return setup, which adds lines to the rear fuel ports on the heads, deletes the factory fuel pressure regulator, uses an adjustable regulator and returns fuel from the rear of the heads, which is supposed to prevent the rear cylinders from being starved for fuel.

Oh really.... I just did one yesterday, the open date on the ro was 3 weeks ago though. Had to order parts and then I went on holidays.

I got a reman chra for a 6.0l last month that had at least half of the pin that moves the unison ring wore off. One side was completely flat.

I am straight flat rate, if I'm not there, I don't get paid. They did complain about me being gone, as I was also on holidays this last week as well. There was some mention about work getting backed up, as I make up 50% of the journeyman techs in out shop. I went on the trip for my own experience, after thinking long and hard about whether I wanted to go or not. I also had to pay for a hotel in Calgary as I am 3 hours drive from the nearest airport and I had to check in at 4:00am sunday morning for my flight. It was a great experience, and well worth the expense in my mind!

They were talking about this when I was at hotline last week, it is caused by carbon buildup on the valves. They say from not enough high load, high egt driving and not allowing regens to complete. (read as: these are not grocery getters)

Could it be coming out of the torque converter?

Filling the tank while driving will set that code as well.

Sounds like an intermitant biased icp sensor, no? Sometimes wiggling the body of a biased one will set it straight, which you may have done by unplugging/ reconnecting it.

I was talking to the head trainer from hotline in Dearborn on Tuesday, she said they are training a bunch of new hires right now (90 ish) and they are looking to hire a tonne more. Don't hold your breath on good hotline responses for a bit. On the bright side, she said we are aloud to request it be looked at by the escalation team, if it is something we feel needs to be moved up immediately.

Make sure to go to the slts tab for the 15 edge and "report a problem". If they get 5 report a problems for the same op they will automatically restudy it. If they get one with enough detail they will restudy it after just one report though.

TA 357 is the "high performance" silicone that was originally for the 3.5 v6 (and some others? )with silicone on timing covers. We have a bunch at work, although it may be expired by now. I have been using the black ta-30 for a lot of things. It exactly resembles permatex "ultra black", which I really like.