lmorris

Nice write up. Reminds me of when I would pull heads on IDI F-Series without removing the intake manifold or injection pump.

Come to think of it, other than the indy shop doing the oil pan, can you find out more history on this truck. Someone had to mess with the PCM at some point, question is when and why is he now complaining about it. It could be a possibility that the funky programming has absolutely nothing to do with the complaint and more so fuel quality, like 8WA Sman suggests.

I would have to say you have the wrong PCM in this thing.

P0603 : Check power and grounds at PCM, if they are good you need a PCM. P003c is invalid, auto transmission codes for this are P07** and P17**. Given it's a manual transmission truck means you have an issue right there. PCM tuning is dependent on transmission type, there are differences. P0068 is a 6.7L code...the 7.3L never got anywhere even close to even caring about emissions. Something just ain't right with that whole scenario. Find a PCM for it. If you don't have PTS access, throw us the VIN and we can get you the tear tag for the correct PCM. Also the EBP issue will may cause a VREF issue, which usually causes a PCM reset with a stall/restarts condition or will cause a no start. Leave it unplugged till you get the funky codes issue fixed.

Heads up for those that get into PATS functions. The new procedure that uses your FMC/ INFORD access to bypass the 10 minute security wait will use EDGE as the default browser to access PTS. This does not work. You have to go into IE options/programs/internet programs and set IE as the default browser.

The mixer cleaned up real nice, nice long road test, code hasn't come back on. Currently finishing off the leaking oil pan and will drive it again in the morning. Final road test and no issues.

I'm not that versed in welding, but could you get a typical line fitting filled up by welding it? Thus making a plug.

I have been using my "B" version dongle with no issues on my Windows 10 laptop, except for the occasional few days where there is a lot of interference and they won't work, as have the other 4 techs with them. I am interested in the "E" version because they are supposed to be a lot more stable than the "B" due to the use of multiple channels. You must tell us where you got them because I can't find them. We have found a similar dongle DWA 171 which uses 3 channels, but I can't get a hold of our instructor to see if they will work, and at $60 a piece, we are not going to chance it.

2 are for the Lube Techs. The others were moved from our old shop and used mostly by the fleet truck inspection/CVIP guys, and our alignment tech.

Noticed in the PCED there is now DTC list for the Reductant Dosage Control Module. There is no actual stand alone module that I could find, so I assume it is part of the PCM. What I did find is a description for a Reductant Pump Control Module, which is used to control power supply to the DEF pump..obviously, but it's not in the 2016 wiring diagrams anywhere. Must be in line for the 2017. Which may be what our instructor was saying about them rethinking the after treatment system. Sure would be nice to get some kind of advanced warning on this stuff. Decided to have a run through of the F650 F750 new model training course. The DEF pump on them uses the pump control module. They also use some kind of sonar sensor to get the exact tank level and have an actual gauge on the dash.

So...the last week has been very interesting. All the personal laptops in the shop are now auto-updating to Windows 10. If you don't uninstall IDS and return the license first, which they couldn't because they had no warning, there may be communication issues with the VCM. Guess what, none of them worked after the update and everyone had to re-install IDS, problem is the licensing site has been down and no-one can get their software validated. Two of our shop computers updated with out any notice and our owner had to go and turn off auto updates on the rest. Plus, to make matters worse, the Inford site, not so much PTS, but the sales side of things, has been having issues with Windows 7 and 10 as well.

It's pretty sweet. All our fluid tanks are up there along with the pressure washer and air compressor.

These things will actually monitor when fuel in added to the tank and run the engine if you go a certain period with out filling up. This forces you to keep fresh fuel in the tank.

I am currently in the middle of a retail diagnosis. Dosing test was bang on 50 ml. Good fluid. Poked the bore-scope in and found 3 big chunks of crystallized DEF on the mixer. Ran a couple of manual regens, got the filter down to 2%. Long road test and the code never came back. Let the exhaust cool down over night and will have a look at the mixer sometime this morning to see if it cleaned it off.

https://www.google.ca/maps/@53.3334635,-113.5454713,3a,75y,343.82h,66.18t/data= When the map loads, drop the little man on the orange dot to take a walk around our dealership. You can make your way from the show room, through the service then to the shop. My bay is the 2 post with the white truck on it. The empty, no hoist bay beside it is also mine.

Gee..thanks...

5 minutes I will never get back... Advisor: I have a customer with a 2010 that recently had the engine replaced somewhere, not here. It also has 2 new turbos, not sure who's turbos, and it has a Bank's system on it. He is complaining of lots of black smoke and a loud hissing noise on acceleration. Me: ...... ...... ....... .....I can most likely get rid of the black smoke but the noise is there to stay. 20 minutes later..... Advisor: It's (insert name here because I don't know who the guy is but it's supposed to be a good customer...what ever..) truck..remember him? Me: Ahhhh...no. Advisor: He thinks it needs injectors....But the truck isn't here yet. Me: Well when it gets here we should do a proper diagnosis first then.

We were told the same thing back in 2011/12 with the SCR parameter reset, then there was a calibration update to fix it.

Not sure why, speculate change in manufacturer. They are starting to trickle out. Edmonton warehouse shows 36. We have 2. Also stocking a few jobber ones, just in case... .

Comment From: Ford Comment Date: May 26 2016 18:30:21 Leon, Thank you for the additional information. It has been seen that DTC P2073 will return following replacement of the EGR valve and/or the MAF sensor in some instances if the EGR valve position is not relearned or if the PCM codes not accept the MAF adaptives reset on the first attempt. It is very important that the EGR valve position be relearned using the procedure outlined in the EGR valve installation procedure found in section 303-08 in the online workshop manual AND the MAF adaptives are reset any time either of these components are replaced. It is also very important that the MAF adaptives be reset 10 times back to back to ensure that the PCM accepts the reset. If this is not done, the potential for DTC P2073 returning dramatically increases.

Just doing a set now. Ford pads, same clips, ones that came off are on the outboard pad at the bottom.

So. P2073 along with soot accumulation. Replaced the EGR valve per J9, reset all tables, just for fun I re-ran J9, MAF readings went up, but were still in the high end of the spec for replacing the valve, roadtest over 15 km's, and it goes into regen, filter overloaded, got down to 55% then started climbing back up. Head back to the shop and run a manual regen, cleans out fine, check for codes, none. Released the truck. They get it back to their shop and the light comes back on. P2073 is back, run J9 again and the readings are lower than when it left, and still with in the spec for replacing the valve. KOER no codes. Reset the MAF again, going to roadtest and see what happens. Stay tuned for updates...Oh and its a work site paramedic truck that has to head out ASAP..fun. No codes after roadtest. MAF readings are still in the range for EGR valve replacement, but no codes, no repairs. One more roadtest with some idling I think. Second road test, no MIL no codes. PPT J9 would still direct me to replacing the EGR valve. One last edit. After leaving work I received one more piece of crucial information, it's like they purposefully hold this stuff back. Coming from a company that prides itself on technician training and FRFT scores, they do like to wait till the last minute to reveal this stuff. They told me, and this is the first time hearing about this since the SCR issues we had 2 years ago, that it is "imperative" to reset the MAF adaptives TEN TIMES back to back, then the 3 minutes key off, to ENSURE that the PCM takes the procedure correctly. Lucky for me they never picked up the truck last night so I just went out and did it.

I recall an older F150 doing something very similar that had a cheap aftermarket air filter. Turns out the center cone on the filter came loose and had gotten up close and personal wit the MAF. Under heavy loads it would bog until you let off the throttle, then would cruise fine, until you got back on the throttle. The guy took it away with out us putting a factory filter in it.

Does any body know why there are two styles of EGR tube to manifold gaskets in this kit? Different part number stampings and different meterials, one is shiny, the other is not.

Have you checked the lower intake? There have been a couple of posts in other threads about build up causing EGR codes and NOX codes. Have a fleet customer that has had to clean out a few of their's that have been doing this.