lmorris

This problem started maybe shortly after the 84.03 update. It would work for a day or two then next couple of days would not. Then it would be fine. I have Windows update turned off because I was told it can interfere with IDS sometimes. Tuesday is when it went to total crap. Our other tech had same issues two months ago. They got him 2 new d-links from Ford and same issue. We went to the local Memory Express and got them there and they both work fine now. At $20 a piece we will be getting a few more. We have one other VCM2 that never worked wireless right out of the box.

I had one that broke the tip of the valve stem above the keepers, what a mess. 2 new valves, a bridge and rocker fixed it right up.

I too use C Cleaner. Managed to get IDS all cleared up and back to normal. Had to do a system restore to get the realtek drivers back in device manager. It will detect the VCM2 but still no communication. The owner is going to get me another d-link dongle. That worked for one of our other VCM2's. Lets hope. Tried the new dongle in my computer and same thing. Moved it to the VCM2 and it works flawlessly, over 25 minutes in datalogger and no loss of communication. Very odd.

You are in luck. I had to recover a PCM and re-install a tune to get a truck running. Stock PCM CAL: 8U7A-14C204-HCA CVN: AF4E7D69 TCM CAL:8C3A-14C337-DC CVN:CC0D72BD Tuned PCM CAL: 8F716A0533 CVN: 65CBF2FB TCM CAL: 8C3A-14C337-CA CVN: A1B4D0C9 This was an H&S mini max tuner.

I am now having some major wireless issues. It will detect the VCM2 wirelessly, but will not communicate. I tried removing the realtek drivers outline in Inford, but they wouldn't re-install with the IDS plugged in. I tried a complete removal of IDS using the CleanIDS software, when I reinstalled it was still set for the VCM2 without doing the quick start, I think I messed up somewhere. It now only works with the cable. Can someone give me some info on a complete wipe of IDS from my computer?

They changed a lot of the site yesterday, should be all good now.

You would almost be better off getting the guy to leave his car and registration with you and let him take yours on his own. It's worth the chance with all the crap that goes on nowadays. As far as public meetings go, I saw something on the news here in Edmonton where they will rob you in a McDonalds parking lot. SAD. Prayers to the family.

Benny Hill, Keith, you are really dating yourself there. Funny thing is, I remember Benny Hill as well.

2010 F350, 6.4L, 23000 KM. For bedplates....WTF. I thought they fixed that issue back in 2008?

Now I am wavering on the whole "Leave the cab on idea." The last 2 cab lifts I have done were flawless. Both for short blocks, because I don't use the engine stand for anything but bed plates now, with the floor slope of our new shop it is a PITA to torque heads without the stand rolling away on me, so I do all the disassembly and assembly in chassis now. I guess it will all come down to whether or not I can actually lift the cab.

I wasn't involved in a lot of the initial diag. I do know that this was done cranking not running. If this was just a sensor issue, someone at Ford is going get a swift kick in the butt for calling a short block. Not our concern because we have all the documents telling us to put in a short block. It might have a lot to do with the fact that this truck is owned by one of Ford largest fleet buyers. Canada and US. Baker Hughes. They get a lot of what they want most of the time. It's fixed and thats what I care about. Just had a talk with the other tech. If you look at the crank sensor wave form you will notice the irregularities in the actual size (up/down) of some of the spikes. That is caused by slightly shorter teeth, from what we are told.

Ditto

Here is the wave form that had hotline decide to give us approval to replace the reman engine that was recently replaced elsewhere. Apparently some of the waveform dipped to low for their liking. This is the one that kept setting the crankcase overfull code after a heavy accelleration.

It has to be a sealing issue with the exhaust valves. Since the left bank is used for regen fuel supply and not the right. First person to do this needs to see if there is a visible difference in the valves.

I guess the main question is can these 6.7L coolers be cleaned. How far does one disassemble the cooler? If you remove the bypass valve you have to replace all the gaskets, which means a complete disassembly at that point. I suppose one could remove the rear cover and just the EGR valve. Would the cleaning process affect the rear orings? I can see this being beneficial on 6L and 6.4L, due to the construction of the cooler, but I have doubts with the 6.7L. Our regional trainer was inquiring about whether it would be worth attempting, especially since they seem to get back ordered all the time.

The metric side...

Dropped in another through the front with the pan on and protected by some cardboard. To quote my nephew "Just like a slick of butter". Even with the tranny in place.

2009 F350. Originally it came in with overfull crankcase codes. Was not overfull. Code would only set on decel after a heavy acceleration. Bit of history on this one. Enhanced short block and HPFP done previously. Other diesel tech gets it first. Instructed to check for debris in fuel, which was found. Various communications with hotline resulted in entire fuel system being replaced. Then the help guy comes out and we perform the cmp/ckp wave forms, he says they are a little iffy but nothing to worry about. We start looking again. Found contamination in the system again and fuel system gets another replacement plus the LPFP this time. Again code returns under same conditions. Debris check is good this time. Instructed to perform waveform check again and to email capture to engineers. Next day we get instructed to replace the engine. That is where I come in. If I can get the waveform of the other computer I will post it here.

Both are doing the same thing if you think about it. They are metered movement of air through an orifice. Next one I get in will read "Cow in can noise is normal operation for this vehicle."

The one in my bay sounds just like that.

The 2011 with the engine knock that is getting the used engine... Found #4 wrist pin bushing pounded out and the piston was hitting the head and bouncing around on the end of the con rod. No visible reason as to why this happened. 175,000 km on truck.

Doesn't sound very fun. Post some pics if you can.

No driveability concerns. Just CEL on and lacks power. All of ours have high idle switches and barely get shut off. Anything with a P0401 here gets a cooler if the bypass is working. We have had one with a broken bypass valve so far.

They are heavy, you need to use a trany jack. It also helps to remove the tranny cross member instead of trying to fight the unit over top of it. Takes 2 people to lift it on and off the jack. All that said, they are quite easy to replace.

Wonder if he tried to start it again after spraying all that water down the carb?