Bruce Amacker

Another example of when God turns to Darwin and says "I thought you were going to fix this $hit". "You keep using that word. I do not think it means what you think it means." "I have a hammer! I can put things together! I can knock things apart! I can alter my environment at will and make an incredible din all the while! Ah, it's great to be male!" -Calvin

I've seen triple digits 5 weeks straight now, Texas, Sacramento, DC twice, and 99 at home in Cleveland. Texas again next week. 102 yesterday in VA. I like heat but this is frigging ridiculous......

I believe you are correct, and there are several reasons for terminating resistors: From an IH tech paper by Joe Bell: Terminating Resistor Another difference between J1708 and J1939 is the necessity to terminate each end of the J1939 backbone with a resistor. Each terminating resistor has a value of 120 Ohms. This is a “real” resistance, which can be measured using an Ohmmeter unlike the imaginary characteristic impedance mentioned earlier. One end of the backbone is located inside the cab near the fuseblock. The terminating resistor inside the cab is located in a connector cap and sealed with heat-shrink. This resistor is the same as that used on previous models of International medium and heavy vehicles equipped with J1939. The other end of the backbone is located near the engine controller on manual transmission vehicles or near the transmission controller on automatic transmission vehicles. The terminating resistor outside of the cab is contained in a cylinder shaped connector cap on vehicles equipped with shielded J1939/11 cable. This connector cap is directly attached to the J1939 Y-splice near the engine controller (with manual transmissions) or near the automatic transmission controller on vehicles with automatic transmissions. On vehicles with non-shielded J1939/15 cable, the terminating resistor outside the cab is identical to that used inside the cab and is located near the engine controller (with manual transmissions) or near the automatic transmission controller. Terminating resistors are used on J1939 to minimize a phenomenon called standing waves. Standing waves can be thought of as reflections or echoes. These reflections can cause major problems on a communications system. Like an echo, a standing wave occurs in time after the original transmission. Trying to communicate on a system with standing waves present is similar to being at an outdoor event with several loud speakers spaced far apart such as those at a racetrack. It is sometimes difficult to understand the announcer because what is currently being broadcast from the speaker closest to you is mixed with the delayed sound waves from loud speakers farther away. What ends up at your ears is a garbled, unintelligible mess of sounds. If standing waves are present on the data link, devices can’t tell what is a reflection and what is the next piece of information. Terminating resistors cause the signal energy to be absorbed leaving no energy for reflections. To a high frequency source, each 120-Ohm terminating resistor looks like an infinitely long data link cable with a characteristic impedance of 120 Ohms. In addition to minimizing standing waves, the terminating resistors also provide a relatively low resistance path for current to flow between CAN_H and CAN_L. This permits capacitance in the system to discharge rapidly. The length of time for a capacitor to discharge is directly proportional to the amount of resistance the capacitor is discharging through. The higher the level of resistance the capacitor is discharging through, the longer it takes for a capacitor to discharge. If the system capacitance cannot rapidly discharge when a device is trying to transmit a low level, the voltage differential between CAN_H and CAN_L will remain at a high level. This false high level may be interpreted by the device that is currently transmitting as a “stop transmitting, I’ve got something more important to say” command from another controller. This process is called arbitration and is covered in more detail in a later section. Experience has shown that if only one J1939 terminating resistor is missing, the vehicle will likely not exhibit any observable symptoms. The shape of the waveform changes slightly due to longer capacitance discharge times and increased signal reflections. However, if both terminating resistors are missing, no communication is possible. Figure 5 shows what the waveform for one logic-high bit on J1939 looks like with both termination resistors present. Figure 6 shows the same J1939 data link with both termination resistors missing. When both termination resistors are missing, the length of time for the differential voltage between the conductors to decay interferes with the arbitration process, which causes all communications on the J1939 data link to cease. If anyone wants the whole paper it's 140 pages of interesting reading on how an IH multiplexing system works from one of the engineers who designed the system. I can e-mail it to you.

And that ain't no bullshit, either. I had two vehicles catch fire after I worked on them (neither related to our repairs) and the FIRST thing out of the insurance adjuster's mouth in both cases was, "Did you have any repair work done lately?". Rather than innocent until proven guilty it was the opposite. One of the fires was an F350 we had put an exhaust manifold on. At 5am the owner's wife got up to pee and noticed the truck was on fire in the driveway! The ins. co. tried to pin it on me with no luck. I proved that the battery cable for the electric dump body had rotted off, fallen, hit ground, turned red and started the fire. It was located behind the cab, not even close to where we were working. You're right, Gramps, document everything. Otherwise you're paying for it regardless whether it was your fault or not. I still have a shitload of photos of bad brakes, loose balljoints, etc that were declined by the owner. No f'ing way is someone going to hang me for their stupidity.

To load the circuit and pull the voltage from 5v to zero. There is not enough time for nature to do this since pulses may be as short as 100 microseconds (1/10,000 of a second). They are not needed in a J1708 bus because it runs at a much slower speed.

http://www.navistar.com/Navistar/News/Newsroom# Nav goes to SCR/DEF fluid starting next year. I kind of figured they would.....

Opportunity is missed by most people because it is dressed in overalls and looks like work. - Thomas A. Edison

Update: The fix was a new TCC solenoid. For some reason the TCC was locking too early and for an unknown reason the tranny decided to shift 1-2-3 almost immediately when this happened. I don't really understand why, but that's because I'm not a tranny guy.

I just got back from Sacramento, it was 103 on the car thermometer for several hours there Wednesday.....

Welcome to DTS! Ouch, you got stuck with a fun one. I'd be suspicious of base engine on an old dog like that but checking FP under load is obviously an important part of the diag. I'd try another CMP just in case there's an issue there. I might also try filling the fuel filter with lubricity additive on the possibility that the other 6 have stick barrels and plungers which is common on this engine. It's late and I'll try to think more thoroughly tomorrow....

IIRC the standpipe melts at 350ish. I think 15 spread is too tight as I've seen 12-13 with two new coolers freshly installed. I use the old 25 degree spread. Good Luck!

OK, this goes back a while but I'll repeat what I remember. When the VT365 was having trouble with injectors leaking IH released a calibration that watched oil pressure rise upon starting and used it to determine fuel dilution in the oil. If the oil pressure did not reach X within X seconds it was determined that the injectors were leaking fuel into the oil and set a fault code for X. Of course, I can't find any TSI or IKnow letter right now so I can't get the details correct, maybe Blown99 will chime in. Maybe Ford is using a similar algorithm to determine oil dilution. I'm tight on time and on my way to the airport.

This was on IATN today, I sent Pat an e-mail and she is responded that she is sending me a disc today via UPS. " Better get the DVD while it's free, got mine UPS overnighted for free. end of May, online info was supposed to be available so discs wouldn't be sent out anymore. Contact info Pat Romero. PRomero@mazdausa.com [mailto] email her explaining you need software and it isn't available online. Send her your address and contact info. email is best, she's hard to get live on the phone. Make sure you use this on a DIFFERENT laptop than the one with your IDS software subscription to Ford. The VCM should switch back and forth no problem. I was told what I tried didn't work because my old VCM DVD was too far out of date. only way to work was a complete uninstall with the Ford file remover and start over." Mazda was too slow to react to splitting with Ford, and they don't have software available online yet. To avoid issues with Nastf and such, they are shipping free V-79 Mazda IDS DVDs that include calibrations. I am at V79 Mazda right now. HTH"

Here's what my buddy responded today: Gear ratio and trans ratio look proper. TSS OSS pids look proper. Trans Rat reads all ratios and is goofy at rest as noted: Still original PCM. All updates complete. 1 2 3 shift before 10 MPH or so. All fault pids OK 4WD module "not responding" (it's a 2wd truck) Today it stalled twice going from N to D so maybe it's inside time..... Thanks, Duane

Yes you can, but it's $700/yr. http://www.motorcraftservice.com/vdirs/r...mp;menuIndex1=9 Good Luck!

www.car-part.com should have tons of them.

I've received a request for help from a good friend/shop owner: Patient: 06 expedition 2wd 5.4 vin# 1fmpu175x6la20334. Miles;153,159 symptom 1,2,3 shift before 5mph or about 3 seconds. shift manually and it drives fine, highway speed step on it, it downshifts fine. No trans codes, vss on scanner seems fine, tps checked with known good unit, any ideas? He has an IDS so I'm sure it's at the latest flash level and DTC info is correct. Thanks, guys, and Happy Father's Day!

My buddy says they're using the same process on late Mustang V8 blocks- something about plasma sprayed aluminum the last couple of years. Anybody know the details?

Ford put on a small show at a dealer touting their updated parts to promote parts sales. Does anyone know about slotted spools on 6.0 injectors to stop stiction problems, or plasma sprayed cylinder walls on their (done by Cat) reman engines? Supposedly these are brand new revisions to their parts.

No codes? Is the regulator pigtail perfect? I've seen those replaced before to fix problems.

www.car-part.com shows '95-'03 as the same head, oddly enough. Good Luck!

Did you check to see if head gaskets are the same or not?

Common. 1. Use a brand new 10mm six point socket, but you know that's already too late. 2. Use a "turbo" socket for rounded bolts if you have one. If it's the bolt with the fat spacer, use a turbo socket that fits the spacer. 3. If all else fails, put a 4' piece of pipe or prybar in the turbo outlet, pry up and to the driver's side. This will snap the bolthead off, not harming the stand, and the threaded stub will twist out with your fingers. I suggest against torches to burn the bolthead off. I "think" the early trucks have a rear crossover in the manifold that will not allow access to the HPOP. I'm sure someone here will correct me if wrong. There's an updated HPOP cover if you have the money for it, to prevent the discharge tube from rubbing on the cover. IIRC Mike Chan posted on this recently. Be careful putting the cover on so you don't tear the o-ring on the discharge tube that engages into the cover. Lube it. Shit happens. Good Luck!

The IH guys on the board might enjoy these: HPOP: Pressure relief valve, set at about 4100PSI usually: Inlet check valve (to pump): Inlet check valve parts: Brass "lifter" (?) that doubles as the inlet check valve to the plunger assy: Cam/Lifter parts: Outlet check valve: IPR: Fuel pump: Injector stuff: The injector is just like a 6.0 with 30% of size added. The "crankcase" area of the HPOP is pressurized by the LPOP and the best I can figure out, the brass things act as inlet check valves by closing off the groove in the cam lobe as the plunger is pressurized. The IH books really don't cover anything inside the pump so these parts are never seen or covered. Comments are welcome.