Jump to content

mpatron

Members
  • Posts

    51
  • Joined

  • Last visited

Reputation

0 Neutral

Contact Methods

  • Website URL
    http://n/a

Retained

  • Member Title
    Freshman Member

Profile Information

  • First Name
    manuel
  • Last Name
    patron
  • Location
    Los Angeles
  • Dealership Name
    Ford
  • Interests
    n/a
  1. Which leads to the question of why the SRC after the DOC on wide-frame (pick-ups). Apparently, they are required to begin controlling NOx sooner than chassis-cab vehicles. This means the heat from the DOC will help the SCR light off more quickly.
  2. We were so tempted to pull that 6R140 off to see how the PTO is connected, and to see the CKP trigger wheel magnets, but as you may have noticed, the trans was propping up the rear of the engine. The engine stand has that "oil level sensor" sensor on the pan, but the F-350 we used in class did not. I will have to look at some other trucks. Hope you enjoyed the class, even with all the ongoing corrections
  3. OOPS. I went to the site without using the Ford login, and I was able to see the homepage and click on the .pdf file fact sheet about the engine. Of course, this computer may be recognized by the site. I will have to try it from home. Mentioning the coffee table book in Ford forums may help get the word out. Too bad the TRP guys are already back. They could have brought it up while they were in Dearborn. I think they were allowed to look at the truck and the engine while they were there. Didn't PTS used to have a link on the homepage about what the TRP discussed while they were there?
  4. There is also www.ford.media.com. I think that is a public site. I believe you need a password to access more details and photos for articles. The block looks strange because it is so thin around the cylinders and water jackets due the stronger iron allowing them to reduce weight. It looks..."anorexic" I guess is the best word.. Since Navistar is out of the picture, we were going to have to make our own "coffee table book", but budget constraints are making that an uphill battle. Hopefully we will win that one.
  5. That must be a really old drawing, but the basics look right. I was reading that Duramax was going to make a V-6 with the same design. Intake on the outside, exhaust on the inside feeding directly to the turbo. Looking up at the truck from underneath looks weird because the manifolds are not there, so the heads look really tall.
  6. A BMW instructor told me that when their diesel car runs out of "DIESEL EXHAUST FLUID" (no, it's not compatible with Prefamulated Amulite, and it is not a lubricant substitute for muffler bearings), it will NOT RESTART. I was wondering if all manufactures with SCR would have to implement that strategy by law...derating the engine makes a lot more sense. Otherwise, like you said, the customer would just keep driving. The site www.meca.org has some nice information on SCR and other emission controls.
  7. The 6r180 is just a larger version of the 6r60. I'm told it makes the Torqshift look small. I was also told the truck was designed for cab-on repairs. After the hassle of rethinking the 6.4l cab-off procedures as cab-on options for vehicles with add-on equipment that prevents cab removal, and dealers without proper lifts, it seems to make sense.
  8. That was the last I heard. Ford owns the Powerstroke name and has a lot invested in it. The manager apparently prefers to name his projects after animals (like the 4.4L Lion diesel that is on indefinite hold for the F-150). We are currently working on combining 6.0L and 6.4L into one class to get rid of our "aging" 6.0L trucks. It looks like we might be doing the pilot for the 6.7L at the truck plant in order to get a vehicle in time. It would be cool to get a tour of the place.
  9. True. The exhaust engineer was adamant that her design would not tolerate bending of the bellows. They are for heat expansion ONLY, just like the up-pipe bellows. As far as hotline: They are usually either fresh graduates, or former techs. Thay have the computer at their desks to look up procedures, and they have access to TSB's that are in-process, and they may even have access to engineering. They still have to follow diagnostics procedures like anyone else. Like FSE's, they have no "warranty procedure override" authority, or magic wand....in fact, I have a tech in class whose manager always forces him to call in even when basic tests reveal no definite fault. Apparently, the foreman expects hotline to pull answers out their ass. He explained this to hotline and the hotline "engineer" actually told him to go to the tool truck and buy a a magic wand for his foreman. That was great!
  10. Manual Regen is actually requuired to be available by the EPA, but ONLY if the ECM determines that the DPF is plugged to a certain percentage and it has not been able to clean it (probably grocery-getters in the off-season while the husband drives the Focus to and from work). We were originally going to try putting some air pressure to the DPF sensor, but it has a LOW operating thresold.
  11. The last word from engineerirng was that the Intake Throttle Valve is not used for engine speed control, only regneration.
  12. Now I get why the engineer insisted on calling it an Intake Throttle Valve every time we said EGR throttle. It only seems to become active when the DPF Status PID reads "active". Also just found out the "coffe table book" alludes to this. I finally got a recording of Regen in my classroom. EGR closes and EGRTP PID becomes active. Stepping on the brake to put it in Drive brings the RPM back down, but does not stop the Regen. I guess renaming the PID would have been a programming hassle. Just like P2291 is still "ICP low"
  13. I know Brett from the Hotline was asking the IDS guy (forget his name)to open up some of the parameters. Like the rest of us, he is probably going to learn even more about any idiosyncracies this thing's got as time goes on. The OBDII book was still being readied to be posted on Motorcraftservice.com last I looked.
  14. The fuel/turbo actuator coolant pump is only supposed to run if the fuel gets over 77 degrees. I could have sworn there was a PID for it...Also, there are supposed to be "engine derate" strategies for fuel, oil, coolant, exhaust,and turbo actuator over-temperature conditions. It would be nice if you could find those values in print. Fuel over 194F is the only one I have. The glow plug installer prevents you from installing the glow plug into the oil drain hole by mistake.
×
×
  • Create New...