lmorris

Can't count how many times we get one in that has had only one side replaced by another shop.

I think they ran into the same scenario as the ones that got stuck in idle only mode. It took them awhile to figure out how to clear them too without replacing the PCM.

Let the fun begin. We all know by now Ford admitted there is an issue on some of the trucks. Here is the latest response after not being able to clear the message. In many cases it is found that the Regeneration Cycle only needs to be driven through. This can usually only be completed by driving the vehicle at sustained speeds for a period of time over 40 minutes. During this time the EGTs should be reaching temperatures that will allow the Regeneration Cycle to complete. If after the SCR and DPF Parameters have been reset and the vehicle is driven the Drive-To-Clean Message does not clear, it would be recommended to replace the PCM. Do not import the old session or data from the original PCM. Refer to the Module Programming and Reprogramming Job Aid located in the online PTS Service Tips Tab. - Start a normal session with the IDS. - Select NO when the IDS prompts to verify the VIN and vehicle information. - Enter the Tear Tag information located in the As-Built Tab of PTS into the IDS to correctly identify the vehicle. - When the session is started, Module Programming should automatically begin. If it does not, select Programmable Module Installation (PMI) from the IDS menu and select PCM. - Road test to verify repair after the PCM programming is completed. If the concern is no longer present no further repairs are necessary.

We are going from -17c with a -28c wind chill to above 0(32F) today. The major temp changes really mess up my sinuses, I hate it.

My comment about the trainer's comment, not how techs decide to learn how things work.

That, IMHO, is a total douche statement. Let me tell you why. In this trade there are 2 ways to learn things, reading and doing. It doesn't matter if you "wasted time" figuring out that it works or if you spent an hour on the internet reading about how it works, either way, you now have a new bit of useful information.

Amen to that. I have a couple of sets of the red plastic covers that used to come with remans.

Love the intake port block offs.

I honestly don't mind the cold when it stays cold. Over a 20 hour period we had snow then rain then more snow with a temperature change of 30 degrees. 86 for you down south.

If this were true, we would be replacing FICMs with every truck that comes in with a HP leak. It seems all our customers think "If I crank it for just 30 more seconds it will start, ok not this time, ok lets try 30 more seconds, oh crap, now the battery is dead, maybe we should tow it, no lets try to boost it, just 30 more seconds of cranking and it should go. Well, we've been at it half the day, it's time to get it towed." Next day, "what do you mean my starter is no good now, it was cranking fine yesterday!"

I saw a hotline reply about needing to replace the injectors on the affected back. Apparently they get restricted and lean out the cylinders which in turn wrecks the valves.

I am having trouble with this statement. I do not see how you can accurately measure crankcase pressure with the MAF sensor. Perhaps "detect" the presence of excessive pressure but not measure it by any means. The air management and exhaust systems on these engines have a lot of things going on. I know that engineering has been able to map data samples from various sensors and match it with certain conditions so I think it is reasonable to expect that MAF can detect the presensce of excessive crankcase pressure but not measure it. I cannot find anything in print in the related literature to support or refute this however. So now my mind has this question nagging at me. Thanx! My bad. That was worded wrong. They use MAF readings to try and determine a fault in the crankcase ventilation system, not actual pressure. It's in description and operation in PCED. Still doesn't help me determine if that truck has high crankcase pressure though.

Ogres are like onions. They both have layers. Know what else has layers. Parfait, everyone likes Parfait.

Thanks for the info.

We had a newer 6.7L in the other day that the other tech was looking at. He had the oil fill cap off and called me over to help evaluate the amount of blow-by coming out, very similar to a dusted 6L. Being that there is no documented crankcase pressure test for this engine, and I can't find anything on the crankcase pressure sensor except for in wiring diagrams, has anyone here managed to find out any info on crankcase pressure or ran into a situation where high crankcase pressure needed to be verified? On the older version I know they used MAF to determine crankcase pressure, has it changed with the introduction of the new sensor? I can't even find any pids or reference values.

Anybody else notice the new wording when checking part coverage? It now says "May be covered under..."

Found metal in the transmission pan of my F550, the one that just had the engine replaced, they told me to put the pan back on, fill it and park it. I have a feeling they may have me pull the engine and put it in another truck down the road.

My thought is that the truck needs to smell like it's role in life....

I have heard rumors of big lay-offs in the patch. We are a bit slower but not by much. Time will tell. The independent guys are getting a bit more stingy on their repairs, but they still buy new lifted, emission deleted trucks. Update: my front hub repair turned into and complete re-bearing on the front diff.

Here's the F350 with the vacuum issues.

You could disconnect the down pipe from the cat and look in there. Typically there would have to be a lot of oil going down that pipe to cause issues with the DPF. What are the regen_comp and regen_req pids reading? Also monitor DPF load and pressure while driving and post them too. If by chance the converter was the issue you would have higher than normal EPB readings. There is a post concerning DPF diagnosis and things to look at, check that out.

First thing I would try is a manual regeneration. Then go after DPF readings. Could just be a funky DPF sensor. Have a good look at the MAF sensor as well.

The last time a union tried to push it's way into Alberta, anyone supporting it was looking for new employment. Haven't been in one myself, so I can't give anymore info than that.

2008 F550 6.4L that used to have an under hood compressor. The harness on the right side was moved to accommodate the compressor. The truck is now a picker truck and had the compressor removed, resulting in the harness getting pinched under the air cleaner bracket and shorted out one of the glow plug module 12V feeds. As a result the module would not shut off and it would drain both batteries in 4 hours. It also has a new ACM in it that wasn't configured to the truck and was also causing a battery drain. Coming in next is a 2015 F350 6.7L that spends it's life in a swamp. Leaking hub seals caused the vacuum pump to suck in a bunch of water, which ruined the pump and then proceeded to fill the entire vacuum system full of oil. After that I get to change some shift solenoids in the 2009 F550 6.4L I just finished putting an engine in. The fleet doesn't want to go any further than solenoids, they told me if it doesn't fix the missing 3rd gear it gets sent to auction.

So is this a new single turbo or are they throwing both in the same box? Two turbos in one box must be a partsman's nightmare.