mrbudge

You have probably checked this, but is it possibly way overfull of oil?

Do you guys normally tear an engine down that far for a catastrophic failure? Every one of these that I find with the rod bearings laying in the pan the pistons hit the valves, so cost cap tool says replace. We remove the pan and heads only. Prior approval asks for pictures, and I get approval for a complete every time. Maybe things are different in the US?

A FEM is also refered to as a GEM in some publications, even the scan tool may refer to them as a GEM, depending on the application. If they are replacing the FEM, they will need to do a PMI. If they cannot communicate with the old FEM, they would have to use as built, as well as set some parameters after they are done. IDS will certainly do this. If you are using a VCMII you may get a message stating that VCMII has not been tested on this vehicle. I usually don't have a problem carrying on past this warning. In my experience, replacing modules does not fix much, unless it is physicall damaged, or if the smoke has been let out. If there are difficulties programming I would suggest it is related to the original concern. FEMS and GEMS were introduced in the second generation Windstars, and were followed by T-Bird and LS.

Am I missing something here? I don't recall a reductant system failure causing the DPF to plug. Or this this just a typo? They won't regen with a reductant fault.

I really think everyone with a 6.7 should have a winter front. That way when your reductant heater fails in the cold and you go into shutdown from a plugged dpf you pull the winter front off of the truck and wrap yourself in it so you don't freeze to death on the side of the road.

Winter fronts were intended to help prevent snow packing of the air filters on a 6.4. I like them because I feel it help keep some heat under the hood, preventing things like fuel jelling, etc. My old trucker buddies say it will reduce the efficiency of the intercooler, but if the air going into the turbo is -15, how much cooling do you need? I feel that if your thermostats are closed properly, there should be no heat going into the rad, so it should not improve warmup time by installing a winter front. My opinion is that there is such a large volume of oil and water to heat that warmup time will be long, as well as there is so much cold air going through the cylinders, particularly under light load, that warmup will be forever. There is an electric cab heat option available, Ford gives it a pretty name that I can't remember, but if there is two large wires going to the top of your heater case then you have it. It is -22 farenheit here this morning.

Customer drove his 2002 Taurus to Winnipeg from Regina in second gear (six hour drive), with the check engine light on. He takes it to a local shop that does starter and alternator repairs. They retrieve about 20 dtc's from this thing, and call a pcm. It show up on my door step with a used pcm on the seat for a pmi and programming. OK, so I pull codes before starting, and practically every output has a circuit fault. Check the fuse, sure enough it's blown. Oh well, I never question someone elses diag, so I pmi it, program the keys, of course no change. Call the customer, do you want me to see what is really wrong? Nope, I will take it back to them. I love my job.

If Ford says cleaning oil contaminated clutches with brake kleen is ok, I guess performing an oil drain on an scr system is ok too. Hey, maybe wash it out with brake kleen too! Good luck in getting an active regen to complete today, -28 deg.

You haven't said if you have done anything with the egr coolers. Bubbles in the degas and a chronic airlocked heater core means combustion or exhaust leak into the coolant to me, no matter how many parts were changed. New parts are just new, not necessarily good. A small leak will be just enough to fill the heater core, which is nearly the highest point of the cooling system, with gas. If it is not overheating the water pump must be circulating coolant through the rad, so flow should not be a problem.

Here in the Socialist republic of Manitoba, a first level apprentice will make a minimum of 13.84 an hour, increasing to 19.99 an hour for a fourth level apprentice. So now you go and get ten grand worth of tools, save your pennies so you can afford to be without pay as you go to school, because you never get your first pogey check until after you are back to work. Oh yeah, and you also have pay to eat and have a warm place to sleep. I am just old and bitter, but under the circumstances I don't see how you could possibly recruit someone into this trade if that is what we have to offer. The gifted or ambitious techs that we put through to the end always end up leaving, usually the first week they are back after graduating.

The common perception is that the guys working on the rigs in the oil patch are making nothing but money, so I will just come out and ask-how does your pay compare to someone's pay that is working on the rigs? We all know that it is all about the money. Why enter a trade when there is another option that pays better, does not require a huge upfront investment in tools and training, and allows you to go home at and sleep at night without staying awake all night wondering what toilet will be waiting for me when I get to work and how am I going to get paid to fix it.

We just got approval to install the HP service kit in a 6.7 for def in the fuel. The insurance company took a fuel sample and told us that the fuel was not contaminated. So we asked them what the watery looking stuff was sitting on the bottom of the fuel tank was. They said oh, I guess it is contaminated. Hope they didn't pay for the analysis. The customer was going to just drain the tank and try his luck, but was convinced otherwise.

That is why they put the turbo there, to chop up all the dirt so the engine can digest it easier.

Since the hotline request now forms allow you to view prior reports of similar problems, that is usually all I am after from the hotline. I almost never get involved with a hotline engineer. I can read the WSM as good as the next guy, I don't need them to read it to me. When the Fiesta was introduced, we had a base model that we wanted to add cruise control to. We got the steering wheel, and I contacted hotline for assistance in configuring the vehicle to accept the new wheel. Hotline said that this was not possible on this vehicle, so that was that, I thought. Some time later there was a concern with the cluster on the same vehicle, so I submitted a hotline request for assistance. Their reply was that since we may have tried to install cruise control this may be the concern and they were not able to assist further. No attempts were made to install the cruise once we were told it was not possible. Thanks for your help, boys.

I guess not enough, they drove it out of here this morning....

6.4, has new DPF installed by other repair facility, concern is mil on, and flames were coming from exhaust. Let it idle and oil is leaking from exhaust. How much money do you have?

When I was at NVH classroom course, on the course before mine, the instructor broke the extension housing off of a trans by introducing a driveshaft vibration. He wanted to make is bad enough that the EVA would easily pick it up. For the next class the induced vibration was much less severe.

Not to hijack the thread, but ESP prior approval just called me incompetent (their actual word) for saying that an oil cooler or egr cooler will not cause head gasget failure by themself. Oh well, I guess I can live with that. After two days of arguments they paid the claim anyway.

Yes, re-engineer the whole thing. I am sorry to say that I think the effort it is taking to run an engine on diesel fuel is exceeding it's benefits. In Europe, where diesels are revered, they plug the dpf's in their cars because they can't get out of the congested cities and run them hot enough to do a regen, even with their superior quality fuel. I don't think a DPF delete would be an option for them.

Hey Mutter, I would think bad def fluid would cause the dreaded p207f?

I had a paramedic get SUPER pissed at me when I said I wanted to be an ambulance driver. I said I didn't want to attend to patients, I'd just be the wheelman. Still mad. Not as mad as the dead guy in the back of ambulance that won't drive. Or maybe not, he is dead, after all.

Never mind .3 for doing the recall, imagine you have had a stroke and are being transported in one of these toilets, and it shuts down because some five dollar made in china sensor decides to take a shit. Your condition goes from treatable to dead. My mind reels. I know an ambulance driver, he says when they are transporting a critical patient, they keep the pedal down no matter what. They either get to the hospital or it blows up, then they call another ambulance.

We are currently fighting with ESP over a 6.0 headgasget job. The customer paid for coolers four months ago because they are not covered by his plan, now it needs head gasgets. ESP declined to participate because they said the oil cooler that the customer paid for is the causal, and is not covered by his plan. The only reason they were told about the coolers is the TSB for headgasgets has you test them first, so I said we did and they were good, and they were only a few months old. I knew there was going to be trouble when they asked for documents and pictures ten different times. And how the hell does an oil cooler cause a head gasget failure?

Someone from Manitoba will buy that thing at the insurance auction, bring it back here, fix it up with used parts, sell it to some poor unsuspecting fuck, and it will be on my doorstep for warranty repairs.

Just put in the unplug additive.