lmorris

You might be able to. You would have to trick your scan tool into thinking it has a blank PCM and use the tear tag off the original PCM.

Geek Squad here is Best buy and Future shop. The driver probably had the stereo cranked anyways.

The TSB has been officially pulled along with the update. If you have updated IDS in the last few days you will no longer have access to programming the 6.7L. The last update is not performing the way they expected apparently.

We get alot of those also, even after I have mentioned the recall.

Done 3 so far, no issues. Drove truck outside after repair, opened the hood, went into manual regen, IDS does the test, It will run engine up to 2000 RPM to heat up the exhaust and ECT for you also. All 3 said regen not required, do you wish to continue, I clicked YES. It ran up to 2000 RPM, ramped up the fan to max and 30 minutes later she is done. Those temps get high, 1.026K F. MAKE SURE YOU HAVE THE HOOD OPEN, that may be the condition it warns of.

I have had 2 come in that needed DEF pumps. The first had the white oily substance in it, which we still haven't figured out what it was. It got a complete tank assembly for $1756. BC3Z-5J228-C. We were going to replace the line, but it was on the customer's dime so he declined. $265.00 for the line. The second received a pump, BC3Z-5L227-D, $1726, thats $30 less than the entire tank if you can believe that. His tank was free of contaminants. Be carefully ordering these things. We went to order a pump for the first guy. Listing says it changes up to the entire tank. We received just the pump. Did some more reading and found the second part number which was actually the entire tank. Luckily for the second guy we at that point had the pump in stock.

The 6.7L piston also has the oil gallery. So does the ecoboost piston.

So when dealership hopping, who do you use as references when applying at the next dealership?

This covers the P164A codes on the 6.7L trucks.

TSB 11-3-23 covers the new calibration update for P164A. For P2a00 replace NOX sensor with existing stock, new one will be available soon and can be changed in if the old style sensor fails again. Make sure you do a manual regen after changing the sensor. If IDS says it doesn't need it DO IT ANYWAYS. Otherwise it will come back with the same code again.

Funny, I have been in Canada for 35 years and never heard the term "push tubes". Even going through my apprenticeship they were push rods. Also, has anyone noticed that the new rocker arms have a small hole drilled into the end for the push rod. New rockers for the 6L are the same way. And the 6.7L has them factory installed.

There are 3 main failures on these: 1: the roller grenades and causes alot of play in the rocker and damages the camshaft. 2: the lifter siezes in it's bore and keeps the valve open, the piston hits the valve and usually bends the valve and/or breaks the rocker arm. 3: the valve seizes in the head and does the same damage as #2 What I have been instructed to do in the past is remove the rockers and inspect them along with the pushrods. Check the valves to make sure they are not sticky, if so remove heads for further inspection. Check the lifter movement to see if it is stuck. I just put the pushrod back in and cranked over the engine to see how much it moved. You may be looking at pulling heads on this one regardless.

The last 2 I have done I have been able to re-use the old line from the pump to the rail with no leaks. I tightened up the line before tightening down the rails fully to make sure I had them in the same place as before loosening them.

Have one here with very low reductant pressure. Pulled out the tank and had a look inside and found a white sticky substance(how long till the comments add up on that one... ). Almost looks like liquid teflon thread sealer. I don't think its normal. Getting sample sent out for testing maybe. Anyone seen, or know of what might cause this kind of reaction with DEF? Update: Whatever is in the tank seems to be reacting with the crystals left behind when the fluid evaporates. It seems to be on the sides of the tank only and not in the actual fluid. The customer had AIR1 DEF put in at last oil change. He is getting the fluid from the shop that has the AIR1, and the fluid in his tank tested along with the white greasy substance. He says he will let us know the results. Update: no-one will test this stuff for us. Replacing tank assembly and leaving it up to the service manager as far as who pays. Have another truck in with 0 PSI reductant tank pressure. Here we go again. Update: The second truck's reductant tank is clean and has no contamination. It received a new pump. So far no-one will test our DEF samples. We are assuming this substance was in the tank from the factory, possibly during tank assembly on the big seal at the top.

Update: Truck came back with the same problem on Friday. Will post when more info is available. Update: Manual regen performed per PPT in PCED. The failure causes overfueling, thus the need for manual regen. So far, so good. Tomorrow is another day, we shall see. Update: truck has been driven most of the day, no codes pending/ no MIL. Fingers crossed. Tomorrow it goes back to the customer.

5 years ago I left another dealership that I had been at for 10 years. Management was the big issue. The dealership was sold a large family owned network of automotive franchises. The "Small town dealer in the big city" feel was gone after that. After all the management were replaced or had other offers they couldn't find a service manager that could handle the exceptations of upper management and keep us happy at the same time. Along with service advisor issues, all the good one left also. After 2 years of bullshit I recieved a call from a former co-worker who was working for our old boss. I now work for my old boss again at his new dealership, which is well established and has the small town dealer feel that I was missing. I am home once more. How I got to the previous dealership to begin with is a story for another time.

We have decided to wait for the TSB and new sensors to come out, which is approx. 2 weeks, to start repairing the trucks. Paper work can really get messed up if we start doing them now and try to keep track of them all for later submittal.

One other thing that I just recalled from the conversation. Low coolant will also be detected by a sharp drop in ECT as the coolant drops below the level of the sensor, accompanied by an increase in EOT as oil cooler efficiency drops. This will also cause derate.

Sadly you can't make a for-sure call on this one till you get the 2 harness's in the truck. Typically the PCM and FICM are internally protected against shorts to power and ground. Oh the joys of fixing powerstrokes.

I picked the brain of the guy from Ford about the update. Crankcase overfill is detected by certain sensor readings going out of range. EGT mostly. They found that by adding fuel to a running engine they noticed significant changes in certain tempuratures. He also said that at 3 litres overfull the crankcase vapor seperator stops working and the vapors get sucked into the intake instead of being drained down into the crankcase. They also destroyed 12 engines during this testing.

There are 2 problems going on. First for P164A there is a calibration issue. In the cold weather the DEF system cannot perform as good as when it is warmer. It has nothing to do with slushy DEF. The calibration will adjust the allowable parameters for the NOX sensor when cold. Second for P2A00 is the sensor construction. The crimp on the sensor fails and allows contaminants in. The new sensor will be laser welded to fix this issue. The calibration was made available last night and the latest IDS update will have it. The sensor is not yet available and neither is the TSB that allows us to get paid for this. You can do the calibration update, but on your dime for now. I also got some info on the new 6.4L update, I added it to the recall discussion.

Thank-you. Saw it in the back of a customers truck, but could find no info on the bottle or our bulk tank as far as compatability.

You've all heard of the new calibration in the works from Ford for all the DEF issues. Just heard that one of the engineers is coming in to our humble little dealership to install a new NOX sensor and calibration into one of customer's trucks for testing.

Try this

Anyone know if this is compatible with the 2011 super duty?