YukonTyler

went through and did the latest update on IDS .... 85.01??? (can't remember now) ............ following the update I now receive windows (7) registry errors. IDS boots but claims possible firewall issues and immediately closes. am I alone here?

TIS hotline is closed. attempting to download the latest edition from Motorcraft site and we'll see how this goes.

it's not like a needed my IDS this morning, anyway : /

'10 Fusion AWD .... long block time

Like the 16-pin DLC connector I just ordered? WPT-615

For the first time I did one of those on a Windstar a few weeks back. It showed up with the customer asking for a PCM after another shop 'confirmed' power and ground to the DLC but no talky talky. I diag'd it to poor pin fit.

I went to parts and asked for a DLC connector assuming that I'd be quoted a harness .... nope! The customer was quite happy to keep the repair in the low hundreds when she was previously faced with a PCM.

Yup .... back to (new) normal today. It was sporadic at the end of the day yesterday but all good this morning.

All of us here at the shop are able to login to inford, but once in all of the links are 'dead' and instead of going to their intended targets go to Service Support. Can't get workshop manuals, protech etc.

I have an APIM to program : /

Is this everybody or just lucky us?

Pinion and side bearings on a 2002 E-350 : D

- found the drive shaft out of round and nice roller imprints on the outer pinion bearing race

- needs brakes, too

what a good little morning

There are no words.

Thanks guys! That's the one.

too high over the deck. It was measured against a straight edge. Tried looking for it but no dice.

Any help is much appreciated.

Bump bump ..... anybody here seeing these things building oil? I have an '11 that came in about 3" up on the dipstick even though it's early for its service by 2000 km. I will be digging into it when the owner drops it back at the end of the week. This is my first time seeing this on this engine.

High pressure pump off the driver's side cam? Injectors?

I'm a little curious - is this a flex fuel truck? I've had a couple 1/2 tons act goofy with perceived high ethanol content. When this occurs they exhibit a crank no start condition. The fueling strategy calls for high fueling because the PCM thinks there is E85 (or thereabouts) in the tank.

Not sure if you have access to an IDS. If you do then FF_INF is the PID you want in the PCM. So long as you're running regular fuel this should be under 10%. The ones I've had screw up were reading around 70% and higher.

On one of these trucks I never did find the root cause. I drained the fuel from the tank and then put it right back in. The ethanol content was properly recalculated and everything was good. I reset the KAM and sent it on its way never to act up again.

The other one with this problem was caused by a weak fuel pump. I wonder if your wonky FP relay has caused a similar issue with this F250. A quick check of that PID will confirm one way or another.

I knew that reaction was coming, but I'm still glad that I gave an honest response to the question. Like it or not the DPF delete does have its place in a discussion on fuel economy and that's why I opted to bring it up.

If folks would like to indulge in the 'soap box' then it should come in a separate thread and not stray from Doc's original topic. Interestingly enough, I'd be curious to measure NOx and particulate emissions from an old 7.3 as a daily driver vs a DPF deleted 6.4 or 6.7.

I have an '08 6.4, regular cab, ZF tranny, 4x4 (manual hubs) with a Trailtech flat deck. I bough tit with 40 000 km an it's currently sitting at 51 000. Paid $18 000, and in my neck of the woods a clean 7.3 is only a few thousand cheaper.

The first thing I did was to get rid of the DPF and run a (very conservative) tune. I know that wont endear me to some on this forum, but the immediate benefits to the owner are hard to ignore. Mileage is reasonable @ 17 litres/100 km (14 MPG), but before the modification it was 22 litres/100 km (10 MPG). To me this mileage is acceptable, but the truck is not my daily driver. I usually keep a beater 4-cylinder around for that. Also, it no longer builds oil, and this was actually the main reason why I did the change.

I am paranoid about the engine itself. Aside from my own trucks I do not wrench on diesels, and because of that I know I'm not the ideal person to own one of these things. Instead I find myself trying to address every little noise and leak when it crops up in hopes of avoiding a complete grenade. So far all I have done on the engine is an injector on #2. At times I wonder if I should have went and found a 5.4 or a 6.8 just for the increased familiarity, but so far so good.

Otherwise the truck is darn solid. I bought it knowing that it needed a rad, cam sensor o-rings, a tensioner and rear shocks. No surprises there. The only super common things that I've not had to deal with is a blend door actuator issue, dust seals and a leaking bed plate. If you're looking at a dually then I definitely do enough rear wheel seals, but that's not a big deal.

Good luck! If you can find the right truck at the right price then I wouldn't shy away.

'86 VW van .... it was the best of times, it was the worst of times.

once i tracked down the service info i quickly found that whomever was in here last messed up the firing order. i'm very happy to not have to get into it any deeper than that.

I have done a few of these Super Duty blend door motors but all have been dual zone and all have been the relatively easy right side.

Today I diag'd an '03 1/2 ton with no change in temp when commanded. It gave three faulty circuit codes and all said "L/Hand" in their description even though it's not a dual zone truck. On that older truck it's tucked right behind the ACM - thank goodness. By the same logic I'd be looking at your 'left' one. Pretty sure that's in the middle under the floor register for an 08 Super Duty.

For your sake I hope that yours is easy enough to get at. Done lots of left actuators on the 1/2 tons. They are not enjoyable.

Up here we get trucks from all three levels of government. The worst of the three is the City of Whitehorse. Their tenders get switched from the stock 7-pin to a Pollack 6-pin. That's no big deal, but the silly thing is that on each tender they bring in a printout on 'City of Edmonton' letterhead with the regular Pollack schematic scratched out and wires rearranged.

Sometimes you just have to shake your head. I don't understand why you would go from a popular standard to a rare standard to just straight wrong.

If we could stop talking about out-of-warranty 6.4 failures, I sure would appreciate it.

 

Thanks!

 

LOL

indeed, lol

sometimes i think it would be better if i didn't know a thing. just turn the key and go - ignorance is bliss.

instead i pull CM and OD DTCs at each oil change, along with a quick check of relative compression. i really like my 6.4, and i hope that by being just slightly north of paranoid i'll catch something before the pin is pulled from the grenade.

Had one like this the other day: 2008 F350 with no power locks. IDS shows inputs are working (switches and RKE fob). I can hear the non-serviceable relays clicking on and off inside the GEM. I get VBatt on either side of all actuators in the doors, and that for both lock and unlock. Looks like an open ground to me!

Load tested the ground for this circuit coming out of the GEM using an old sealed beam and the ground only dropped 100 mV. Looks like a bad ground circuit internal to the GEM.

Installed a new GEM and promptly let the smoke out. Lovely. Opened the old GEM to find the circuit board going to my power window ground pin fried. Opened my new GEM to find the same circuit fried immediately. All fuses remained good.

Dug into the door harnesses and found the l/rear harness to be in shambles. All wires were still intact but they were lacking about 1/4 inch of insulation all at the same point. The lock circuit had welded itself to the power window circuit. Lovely.

A harness, a second new GEM and a TPM sensor (to allow completion of GEM programming) was the fix. Successful day at the office.

Have one in here with no power steering at idle. Up the revs to 1800 and it kicks in with assist pretty steady. At idle there's no circulation in the reservoir. At 1800 when assist arrives there's still no circulation. RPM pid barely changes (about 20 rpm) when you cycle the steering wheel @ idle.

Pinpoint test says pump. My gut says gear .... I've had a couple Raptors with no assist and went with the TSB saying pump, only to put a gear in afterward.

What says you guys? I have both parts on order out of Brampton.

Can't say a darn thing about their shop, but for sure they are pretty darn big on advertising and sales. Of all the 'out of territory' stickers that I see around here the most popular is Derry Andrews. Lots of Yukoners going south and coming bank with pick em up trucks off of their lot.

Back before I joined Ford I began my apprenticeship with an indy shop in Toronto. We worked mostly on German and Japanese imports and had four to five different scanners depending on the time. Each had varying levels of performance on differing makes and models and there was never one 'go to' unit.

I remember using AutoEnginuity mostly as a datalogger and for mild output state control functions. It was superior for that sort of work than our other units and its cost was significantly lower. Also, if you already have your own laptop to run an IDS and VCM combo then you'll simply be running AutoEnginuity off of the same computer. Otherwise, we used VeDis was for our German lines, and then an old red brick and a Genisys did the other work.

Slightly related, why will Ford/Rotunda not build in some basic global OBDII capabilities to IDS? It would be really, really nice to be able to pull some basic SAE codes out of something that doesn't have a blue oval. Maybe that and some basic mode 6 style misfire counters and PID data ... I would have been less reluctant to buy my VCM II if it had that sort of capability.

Just looking through the workshop manual procedure for this, also makes me shake my head when I see some illustrations with highlighted parts but no text to accompany it!!! WTF?!!! Does FoMoCo think we don't know how to read?!!!

It's annoying, eh? I did a Fusion PDI the other day and one of those small check boxes calls for you to test the single push up and down feature of the power windows. Sure enough it wasn't operative so to the manual I go to find the initialization procedure.

It has no text - just pictures with yellow indicating the buttons to press. It took me longer to decipher (and translate into text) what they wanted me to do than it did to initialize the things. If it was frustrating on something as simple as that I can only imagine how bad it is on an engine re and re.

Why the change? New techs can't read? Euro-style manuals to hop across the language barriers?

Originally Posted By: Mbl35

In runs well, just a tiny shake at idle. And no engine noise.

.... and you will be surprised at how "well" these engines will continue to run being off time by as much as a tooth and a half. What you or the customer might perceive as a "tiny shake" at idle might tell you a whole different story, if you were to have access to a scan tool that can pull up a pictograph power balance screen. Unfortunately, with our IDS if you attempt such a feat, you may end up getting booted out with a pop-up screen advising you to correct CMP/CKP synchronization first. Although I haven't tried it yet, if you have access to such a tool, you might want to clear the code first and then re-attempt to enter the power balance screen. If you do manage to gain access to it, there shouldn't be any more that needs to be said.

it's a pretty quick thing to check with the scope ... i know for sure there is a batch of known good cam/crank correlation screen grabs on PTS

Just a heads up out there ... updated 9.75 ring and pinion for the e-locker on a 2009 9.75 F150. the updated crush sleeve is different than what is listed by VIN. the updated crush sleeve is the same part # that comes on (only) the '12+ Expedition.

back story ................ i had a 1/2 ton off the hook that sheared the pinion in half, sent the pinion gear through the diff housing and made the prop shaft look like a banana. i pieced it back together and it went a few days and ~100 km. came back with the transfer case split 360 degrees just rear of the tranny. consensus around the shop is that it was hooped (stressed) from the original failure and never stood a chance. that being said, when it came back it had a bit of play in the pinion that was not there when it was sent out the first time. i went to go put a new crush sleeve in to take care of this and here is where the fun started ...

the '09 crush sleeve is a half inch wide - the usual thin one that has been around forever.

the '12 F150 crush sleeve is 2 1/2" long ... ordered this 'cos the new diff housing etc came from the factory floor

the updated '12 Expedition (the one that's needed) is 2 3/4" long and is not listed anywhere in microcat for this ring and pinion update.

stock this new crush sleeve. it will save many headaches for somebody one day.

Those vac nipples are stocked here. Same goes for 1/2 ton vacuum harnesses and nipples to fix those if needed.

I actually prefer to fix the things instead of doing the haness. 1222A pays 0.4 to repair ...