lmorris

Just got back from Hybrid training and as usual we got off topic and got into a diesel discussion. A few things to confirm. Yes that is the Land Rover V6 diesel in the F150. Side note, that engine is made by Ford in the 6.7L plant. They are again toying with the idea and is a possibility for 2017, however it may or may not be that specific engine and it looks like it won't be the 3.2L 5 cylinder used in the Transit. They are also redoing the after treatment on the Superduty, which they confessed to be a major screw up on their part. New specs coming down the pipeline for emissions in a couple of years.

Putting a used engine in a 2007 F350. Service manager picked the truck up for $1000.00. It's in pretty decent shape.

Matt...any time I have decided to go see if a bare block is available, there was none available. Same with pistons, none available. I gave up on that and now go straight to short block. I don't even know why it would even be in there.

So what happens if you get a PCM with a tear tag that is different that the original? Also, I was never given the option to enter a VIN. Does this mean the VIN is not stored in the PCM and IDS pulled it from another module...Or did IDS automatically put the VIN into the PCM. After all was done I had no VIN mismatch codes.

We have a truck towed in from an indy shop. Long story short they put in a used PCM.... It won't start and my guess is the VIN mismatch code with the immobilizer module. I told the guy it is most likely not possible to change the VIN in the PCM but he said he would pay me to try. Has anyone successfully set up a used PCM to work? Edit: Success. Had the same tear tag. Was able to perform PATS parameter reset. Started then stalled. Luckily the Tuner was in recovery mode, which is my guess as to what went wrong in the first place, and it let me tune the truck for the delete and is all good.

Once you figure out which bolts hang up on stuff it's not bad at all. Are you taking out the support bolt that goes into the valve cover for the heater supply tube? The tube will then flex enough to squeeze the intake past it.

Plus, due to the fact that they own the channel, you can't leave any comments that dispute their claims because they delete them before they get posted.

Have a good customer of ours coming in for not getting up to operating temp. His tuner gauges read 127F ECT and EOT max. Very little heat from dash too. He had an small diesel shop do his EGR delete for him, had them look at the heat issue and they changed his thermostats twice with no fix. He is now coming to us to look at it. They did use Ford t-stats. I doubt it's from the delete. I talked to the guy on the phone and it sounds like a t-stat issue. Just wondering if anyone has any other suggestions. Would a cavitated front cover cause this?

Put in some GCR's guys. This needs to be fixed IMHO.

You may be right on the PCM aspect because the early build 2011 need both PCM and IC updated to get OCR.

A little off topic..I never understood the use of that camouflage. It doesn't seem to be hiding anything. Just makes the box look bubbly.

Are you sure it was for the 6.4L. First run 6.7L needed the IC update to enable. I can't find anything regarding OCR on a 6.4L.

What cluster do you have? On the LCD it is in with the top selection after the compass. With the base cluster you just scroll through the list. If the IC is not updated I didn't think you could enable it. 4.2 cluster. Job 1 2011. My screen is blank after the compass. Well isn't that interesting...If you get it updated and it works let me know. As I said, I have never updated the LCD cluster and have been able to get the screen on 2011,12 and 14 MY trucks so far.

What cluster do you have? On the LCD it is in with the top selection after the compass. With the base cluster you just scroll through the list. If the IC is not updated I didn't think you could enable it.

Here is Ford's thinking as told to me. Most fleets will buy trucks with the base cluster. Some fleets will be unable to perform a dynamic regeneration due to vehicle location. Thus these trucks will have access to OCR. EVERYONE ELSE buys trucks with the LCD cluster and these trucks have the means to perform a dynamic regeneration. which is how Ford prefers it to be done, less chance of fires due to exhaust temp, because some bozo is going to try it inside if given the opportunity. Why it's displayed on the LCD cluster is a mystery that may never be solved.

The funny thing is that when we got the original TSB for OCR, we had to update the IC in order to access it. There has been no updates to the LCD cluster that I have ever done in conjunction with a PCM update. So here is the big question on my mind. Has the option to view DPF % always been there on all trucks but hidden and never conveyed to us? Were they working on Forced regen from the start and released it when all the kinks were worked out? I wouldn't be surprised if they were trying to get it working on the 08-10 MY's, but never did, It's buggy on the IDS most of the time. I understand the reasoning for limiting it to base clusters, it's designed for fleet trucks mostly. I bet there is a test truck running around with the LCD cluster that will do it. They probably don't want to pay out to release it to all those trucks bought by the general public with the LCD cluster. IMHO...

Yes, because there is nothing there to light up the fuel and keep it burning, should have been more specific, sorry for any confusion. BTW there are some older tuners running around out there that you have to tune the PCM first to unlock the delete option in the tuner, THEN you have to tune it AGAIN with the regen set to off. What a joke. Those one got me a few times and I released a vehicle only to have it come back smoking like a bugger...

All they do is start regen when it hits operating temp and gets over 40 MPH. Never had any reason to check fuel trims.

We see a lot come from the auction that way. They remove the tuner to use on the next vehicle, but leave the delete pipe in because they don't have the DPF to put back in. Partial delete means they either removed just the DPF and left the Cat in there, or they didn't remove the EGR coolers or disable the EGR valve.

That topic has been brought up on the P2P forums and the guy in Oakland, can't remember his name and the site is down for maintenance, is pretty adamant about the fact that Ford is not going with a diesel for the F150.

Well now....Guess I was way off on that one....

I have seen that a few times. The vent has always been full of sand on them when they come in.

My parts guy is pretty sure you will be charged for them. There is usually a check list with the engine that lists what needs to be sent back for full credit. I seem to recall the lifting brackets being on that list, but not %100 sure.

Can't you just pressure it up with shop air and pop it back into shape? Yes, I was actually asked that once.

I have changed 3 tank selector valves on 2 different trucks for this same concern. Labor time for the rail is 5.5hrs, Obviously include time to change the lines from the high pressure pump, but I have had good luck re-using the lines. I just leave the rail loose and snug the lines first. It's worth a shot to try because you can always go back in and change those lines if they leak with no loss of labor.