lmorris

They don't have to pay us to do a manual regen if the PCM will do it for us. My thought is it always comes down to dollars and cents.

When I get these and the PPT leads to a FICM replacement, I will move the connector for the injector stated in the code, to another injector. DO NOT START THE ENGINE. Re-run injector self test. If the code stays the same, it's a bad FICM, provided you have load tested the harness using a bulb.

2018 F150, 3.5L EcoBoost. 141,870 KM. Bank 1 EXH phaser lock pin blew out the front of the phaser.

Looks like a LEGO set. I'd be careful, it's based in CANADA..... All joking aside though. Being plastic, in this trade, I'd be worried about longevity. My Snap-On plastic socket rails are missing a few pegs.......

Those with the Milwaukee tools, are they the "Fuel" brand? Is there a noticeable difference between the 1.5 and the 2 aH batteries?

Response to this recall by the techs here that had done it is not good. And we recently dropped the BG fluid/additive gig and they took our only good brake flush machine with them(it was provided by them so we could use their products)...

I've had a Snap-on 3/8 cordless ratchet for 2 1/2 years now. Had it rebuilt once and needs a rebuild again. I was thinking of going with a different brand and I am now convinced I will switch to Milwaukee. I also have a 3/8 Snap-on impact that I am very happy with. Still using my Dewalt 1/2 inch air impact though. For $124.00, that thing is a beast, I am very reluctant to give it up. We have work benches with a power strip that runs the length of it. I have access to 5 outlets, so power here is not an issue.

I used to use snow in the winter. Saved me from freezing on the walk back a few times. Next update: IPR did not fix it. We are still searching for block-off tools. Funny thing is, if I let it idle it will run forever. Once it gets hot it will start to lose ICP, I can watch the IPR go up and ICP does not. It never stalls when driving. It has to come down to idle first, then on acceleration it will stall. When it's running there are no mis-fires. Let it sit and it fires right up like nothing is wrong. Base oil pressure is good and never drops. Fuel pressure is good and never drops off. I have never seen a 7.3L with a leak in the heads act this way before, that is why we are focusing on the HPOP. It can't be a supply restriction to the HPOP because it's a gravity feed system.

Disconnecting the ICP did nothing. IPR nut is tight. We were unable to get any of the tools, so we are going to replace the IPR and see what happens.

I have already removed and cleaned out the fuel tank. The metal tube that runs along the frame and connects the two tank vents was rusted out and the tank pick-up filters were plugged with rust and other stuff. Cleaned out the tank and pick-up and built a new vent tube system for the tank. Truck fired right up. Go for a drive and it starves for fuel. I was finally able to get some pieces for our gauge bar and have a pressure gauge before the filter and one finally in the head. When the vehicle wouldn't start I had 55-60 PSI to the filter housing. I am suspecting crap in the filter housing itself. My question is, and it's been too long since digging this far into a 7.3L, can the filter housing be taken apart and cleaned out? Update: After getting some decent fittings for our gauge bar, I was able to get a fuel gauge off the head. When it stalls I still have 60 PSI at the head. Fuel issues are now on the back burner. I was able to get the scanner in it with it not running and ICP is only 383 PSI, IPR duty cycle at 75%. Does anyone remember the tool number for the IPR tester?

Yes, it can be done. The other diesel tech had a few hours into this one, trying to figure out why it kept stalling. Eventually, with hotline's help and a visit from the wandering engineer, he found a small chunk of metal stuck to the CKP sensor. Then he went on holidays. I was the lucky one to replace the flexplate and sensor. Given the history of seized subframe bolts, I decided to not pull it.

Replaced 1 turbo assembly for an over-boost condition. VGT actuator was stuck, would not move. Not a bad job overall.

We purchased 3 Blue Point EEBC100A chargers. They work nice for reprogramming, voltage never goes over 13.5 volts.

What I have found is the one's that have the noise stop with the solenoid unplugged can not be fixed. The other's will have the noise greatly reduced, but it's still there.

When I touch the link it takes me to Facebook. I'll try going straight to the website layer.

2 questions before I take the plunge into the Facebook world. #1: Is it open to Canadian Techs. #2: Is it worth it?

I've done the reprograms. Have a couple still making the noise, exhaust phaser rattle on decel from 1000 RPM after engine is loaded. Unplugging the exhaust VCT solenoid will eliminate the noise. Hotline responses at this point have me testing oil pressure and flow to the suspect phaser, both of which I can't find any issues. I have been able to create the noise on every 2018 F150 5L in bring into the shop, although most people are either not hearing it or are not complaining about it. Anyone else dealing with this?

Run it with the bleed tool on with the hose returning back to the tank and monitor fuel pressure. My thought is it may cause some change in your readings if the transfer pump in the high pressure pump is in fact bleeding pressure back into the low side. Just a thought though because I have never seen this, but it does make sense that that is what's happening.

2014 Raptor with a broken T-case.

We have one in now with oil in the coolant. Only 16,000 KM on it. My guess is the oil cooler.

All done.

Eventually that will come back to haunt them.......I've seen major audits started over small stuff like that. If they are selling more than they are buying......

How many cans of this stuff do you have stacked up on your bench or cupboards? I'm at 7 so far.

CDK/ADP. Like it just fine. I wish our dealership would use it for parts requests though, this dealer uses Multipoint, in conjunction with CDK, for RO tracking, messages and parts requests. I am pretty sure CDK does all that.

For anyone getting kicked into Microsoft Edge when they log into Inford or PTS, this is what you need to change. Open Egde, open drop down menu- three DOTS in top right corner, click settings, click Default Browser, SET Let Internet Explorer open sites in Microsoft Edge to NEVER. This will stop IE from saying PTS is no longer supported in IE and opening Edge. For anyone still having the old login screen and then the new one, just change your homepage or bookmark to either www.fordtechservice.dealerconnection.com or www.atfmcdealer.dealerconnection.com. This will eliminate the old login screen.