Bruce Amacker

Nice writeup, I'm sure this will come in handy for the next guy doing one. Too bad FMC doesn't document processes this way, you'd think it would not be hard to do when they're doing their time studies.......

Yes, it did, but in the past I've always been able to complete a regen. I'm more concerned about the DOC temp- pushing 1400F seems too high to me. You guys are probably only regenning trucks that are plugged, most of the time I'm regenning trucks that are not plugged.

Here's a new truck, a 2014 with under 200 miles: Why did it boot out- did the DOC overheat? Why does the DIST REGEN C not read correctly? Why do 6.4s have Regen Request and 6.7s don't? Thanks!

I did a couple of more regens on 6.7s without good luck yesterday. Why did it boot out?

That ain't a wrecked 6.7, son. Now THIS is a wrecked 6.7: That's the truck my 6.7 engine came from that I built a cutaway out of, you could barely read the VIN tag on the dash it was crumpled so bad. The wrecking yard didn't know if the driver made it out or not, they preferred not to think about stuff like that. EMS cut the roof off to get the guy out, there was no blood anywhere (cleaned up- biohazard?) but it was a f'ing mess.

Continued: Slide 26: Slide 27: Slide 28: Slide 29: Any comments are welcome!

Hey Guys: I started a thread like this on 6.4s that did well, let's try it on 6.7s: Slide 1: Slide 2: Slide 3: Slide 4: Slide5: Slide 6: Slide 7: Slide8: Slide 8: Slide 10: Slide 11: Slide 12: Slide 13: Slide 14: Slide 15: Slide 16: Slide 17: Slide 18: Slide 19: Slide 20: Slide 21: Slide 22: Slide23: Slide 24: Slide 25:

I remember those days.......

Right, Right, a good #8 is usually in the 1-3.5% range. Is #8 dead at an idle? Use an IR to confirm. Is the air bled out after the inj change? Did you drive it? BS ideas: Swap a CMP Did you clear adaptive strategy after swapping the inj? Check FP at the port under the turbo and run a fuel sample from it while running looking for air (#6 washer leaking into the rail?) Watch the inj dump ports idling and see if #8 looks different and unplug #8 idling Swap #6 and #8 injectors to make sure you didn't get a bad #8 inj. (I know they're different) Check for oil aeration by taking a sample Check LP oil pressure Obviously the buzz test was good, and you probably inspected the harness connectors and made sure they were tight Fuel drain sample- water in rail running to the rear cyl Crap in the fuel screen feeding the left head Check power and ground v drops at PCM/IDM Is MFDES really high like above 16?- starving for fuel Run the CCT test in drive if it's an auto trans Case ground PID should be zero IPR 9-11% hot idle?

And if you deal with electric company bucket trucks, they have to be dielectric tested every (?) two years, they push some ungodly voltage through them and measure how much amperage can get through the truck (and tires) to ground. I didn't really commit the amount to memory, but 50KV and 15MA seems to come to mind for the allowed flow. The tires are the critical factor on whether the truck passes or fails. A while back I had a student's bucket truck touch a high voltage line. The driver in the truck was not hurt, but there was a guy standing next to the cab talking to the driver. The current jumped from the truck to him, killing him.

Does anyone have pictures of this PTO setup disassembled in any way? It sounds like it's driven off the TCC so the PCM can disengage it if the tranny overheats. Here is a good bulletin explaining SEIC and PTO operation on 6.7s. https://www.fleet.ford.com/TRUCKBBAS/non-html/Q180R4.pdf Thank You!

Hey Guys: This is a 6.7 run stand. Is the PTO plate on the left side of this trans the live PTO option? I have other pics of a trans in a truck that does not have this plate. Thanks!

My vote is for a pump, too, this should have the early pump which I don't have specs on. The later 6.0 pump builds 4700 deadheaded. I might suggest doing a LP test while driving to make sure the HP pump isn't starving, it's easier to tap the EOT than EOP if you do it, and the thread is the same as the FP test port, use an extender to make it easier..... Good Luck!

A comment on a desktop PCM setup: I was trashing a couple of old PC towers and for security I removed the hard drives. Seeing the power supplies I was curious what they put out, guess what, the label shows: 12v@12a, 5v@23a and 3.3v@10a DC. Hey, I wonder if that will drive a PCM? Well, it puts out 11.6vdc actual and the 6.0 PCM I have on my desk is completely happy with that. There's a bunch of wires in the harnesses from the power supply, you have to ground the (only) green wire to the black wire (it seems any of the black wires work) to get the PS to "turn on". From there, the yellow wires are all 12v, the orange wires are 3.3v, and the red wires are 5v. There's several Youtube videos on this if you search, "repurposing a pc power supply". I'm sure you guys will figure out new uses for this power, I was even thinking it might be clean enough for backup while doing a long programming session. (Ford's don't usually take a long time to flash, but some other Mfrs take hours and you have to have a big buck charger). The 5v might be handy for some kind of benchtop sensor testing, too, but who needs 5v@23 frigging amps! Have fun!

The last time I saw Keith, it didn't look like he was using a bathtub very often......

1FDWE3FPXADA37256 is the VIN.

He did respond to e-mail, and replied: P0706: TRANSMISSION RANGE SENSOR A CIRCUIT RANGE/PERFORMANCE P0707: TRANSMISSION RANGE SENSOR A CIRCUIT LOW P1702 - TRS Circuit Intermittent Malfunction Per the wiring diagram you sent over, yes that is the circuit not receiving/ showing a 12 volt supply voltage. The codes that I get when I check memory codes as follows: P0706, P0707, P1702. I can scan the data and shows no Megahertz reading for the TR switch. Shows the truck is in drive (which I assume is a default reading). When I try to do KOEO test won’t allow it as it says it is not in park or neutral. I do not have any reverse lights either. I rechecked powers and ground Friday after we talked. If my memory is right there are 5 direct input power supplies with key on and 3 direct ground circuits. (Maybe wrong on this have to look at my notes at shop). I can’t give you much more as I am doing this at home from memory. I did put 12 volts to the circuit from a direct battery supply voltage source and all functions are normal. The truck starts, lights work, and test driving the truck shifts normal. I ran both KOEO and KOER test with the external power hookup and both pass. No memory codes either after road test. Unfortunately the code check out procedure for these codes never says anything about checking for power to circuit LE111. I already had replaced the internal NDS and internal wiring harness in the trans before figuring that out. The circuit that I read about that pertains to the fan wiring looks to be isolated from the circuit in question. Not seeing anywhere they tie in together but fan unplugged doesn’t make a difference and the circuit does have 12volts to it at the fan connector with key on. Believe there are two at the fan one 12V constant, a second one goes 12V when key on. (We talked about a shorted fan clutch on the phone) I'm sure he'll give more info and VIN tomorrow. I'm thinking it has to be a missing power/ground at the PCM. Thanks, guys!

Here's the circuit in question highlighted- the tech says there's no power on this circuit but when he jumpers power to it, everything functions normally. It appears to be an output circuit from the PCM powering these sensors: The PCED gives pinout voltages for the PCM engine and body connectors, but strangely I can't find them for the TCM connector. Does anyone know if they are there? A few years ago I did research and recorded all voltages at the PCM connector on an F-350, here's the chart for the TCM plug, I include this in my 6.0 book. I'm "hoping" they are the same on this truck, and yes, it shows 12v on pin 1: I e-mailed him asking about the reverse lights and MLP pid, I'm sure I won't hear back until sometime this week. I'll get the VIN, too. I'm still thinking there's a poor power input to the PCM somewhere. I like the idea of load testing with a headlight bulb, I teach this in my electrical classes, and I'll mention it to him. I appreciate the help you guys are giving me. I try not to do tech support for students because it takes up too much time, I "used" to do this freely until it got to be too much. I have 6000 past students- if they each call only once per year, that's 20-30 calls per day!

OK- I hate doing tech support over the phone for students and I probably made a mistake by helping this guy. Here's what I know: 2010 E Van 6.0 Ambulance No Crank New TR sensor Unplugged fan clutch, no change Subbed known good PCM, no change No voltage on circuit LE111 violet/green, AKA 1929 green/yellow (VREF from PCM), my schematic shows this as pin 1 on C1381T, the tranny connector on the PCM. It should be 12v. (this circuit feed the OSS, turbine speed shaft sensor, and TR.) If he jumpers 12v to this circuit all is good, it starts, runs self test, etc. No continuity to ground on the circuit. I told him to check his powers and grounds going to the PCM, if there's no voltage output on pin 1 he is probably missing a power in or important ground. I told him to look at the fusebox closely for damage, aftermarket BS, bad connection, etc. He has no IDS, he's using a Solus and no BOB. Any other suggestions? Thanks, guys! The shop specializes in fleet truck repair, has 14 techs working 2 shifts. How the fuck do they NOT have an IDS?

I remember working on them in the 80's and thought they were quite a risk for GM/Pontiac to bring out. I'm 6'5" and don't fit in them very well. They do drive like a slot car- super tight to the ground. I have a friend right now with a V6 he's trying to restore, I've seem them modded with a supercharger that would really wake them up..... Sidebar- Trent Reznor of NIN was in my close group of friends in the 80's, he had a Fiero I worked on several times. I took a week's vacation with Trent in '86.......

Have you seen the American Pickers guy with his new Transit and the accompanying advertisement? I'd bet not only did he get it for free but was paid well on top of it for the ad. Great exposure for Ford to get him out of the Sprinter. The episode had him doing "tons of research for days and days" looking at different van options. When FMC gives it to you, how hard is the decision?

I don't have any experience with 6.4s and broken piston skirts, but I have seen them on other engines. Sometimes there's no complaint at all, compression is good, and you stumble on it accidentally doing an LOF or oil pan. Sometimes you'll hear a noise, click, or light knock. Yes, you can have good compression on a cylinder with a broken skirt. I have not seen fuel dumping from a piston skirt. Have you seen this, and can you elaborate? Thanks!

OK, let's talk about this again. I am putting together a "Top Ten List" for why 6.4s regen too frequently. Here's what I have: 1. Driver Abuse- Not allowing a regen to complete once started. 80-90% of the time when there’s a regen complaint all you have to do is run 1-2 stationary regens with IDS (and charge 1-2 hours for it!) 2. Crankcase extremely overfull (more than 2-3 qts) 3. Too much PTO time 4. Very low MPH average (under 15) 5. MAF problem 6. Injector problem (Check STFT PIDS) 7. Engine oil smoking/turbo/mechanical issue with the engine 8. Compression is low and the fuel will not combust properly in the cylinder 9. Low boost- leaking CAC or related issue What do you think? Comments wanted! Thanks!

In Cleveland, a cop gave some guy a lift for some reason last year, the cop was texting while driving 60mph on the highway while the citizen was in the back seat. The guy snapped a photo of it, speedometer needle and all, and sent it to the TV stations. I bet that cop's ass is still hurting..... Another thing that drives me crazy- people who stop dead in their tracks in a busy airport hallway loaded with people to text or use their phone. This is the pedestrian equivalent of parking in the middle lane on the highway. Brother......

Oil analysis might be more exact, Napa/Wix pn 4077. Good Luck!