Chad_Kelsoe

How does one access that?Log into fmcdealer homepage.---------->Select Parts & Service tab. Navigate to Customer Satisfaction. ---------->Click on FMC360 under the Customer Assistance Resources menu. ----------->Click on FMC360 and the FMC360 page will appear with a list of open cases for your dealer. At the top of the page, one can select Search by Contact. Clicking on that link will open up another window that will allow you to search by the four choices, Search By VIN, Search By Name & Zip/Postal Code, Search By Phone Number and Search By Case Number. If you select Search By Case Number, simply enter the case number on the letter that is posted on the Facebook page and you will see all the fancy details of the interaction between the customer and FOMOCO. I think you have to have a certain job title to get in there. I've tried in the past and I got denied access. Yea I just tried looking. You have to be some type of manage or advisor to access FMC 360 in the US. A tech can't access it. I'll get my boss to look it up next week.

So curiosity got the best of me and I messaged the lady thru Facebook to get updates as far to what their techs found. This is what she responded... Now I've done more blown CAC tubes on 6.7s than I can count and other than a clogged DPF I never saw anything serious. It was nice to see the dealer step up and take care of her, but I understand where Ford was coming from in their letter. Also at my dealer if parts were not available for a few months my service director would pull a truck off the lot to get parts off tp repair this one. We did that several times when EGT sensors were on back order.

That's kinda what I'm interested in Keith. I'm sure EGT 14 was pegged out. Lots of rumors about customer putting diesel in the DEF tank, but my experience with diesel in DEF tanks is low to no pressure due to swelling of all the rubber seals. I know in the states that the DEF tanks are filled from the factory, is it the same in Canada? Perhaps salesman got mistaken somehow during delivery? Also I haven't seen an injector hung open on 6.7 yet either. Seen plenty of melted pistons and exhaust full of fuel on 6.4's, but have never seen that failure on a 6.7.

So my manger sent me some videos last night off Facebook from a lady in Alberta with her new Super Duty shooting flames from the exhaust. I haven't been able to find out exactly what happened, but it seems similar to the 6.4 issues. Anybody got any ideas? Pretty obvious raw fuel is getting in the exhaust, but from where?

We just got 3 in this morning. I looked it over and drove it. Can't tell a difference in power vs the 15-16 models. Gonna take a while to get accustomed to the interior and all the extras. All my shop does is Super Duty's, so now we get to play with push button start, adaptive cruise, blind spot monitoring, etc. Considering half of ours customers have no idea what half the buttons on there current trucks do this ought to be fun.

Go to the WSM and look at the Primary Fuel Filter replacement procedure. That looks fun.

I'm looking to see if the filter/screen on the bottom of the sending unit is still available. Parts doesn't show one separate from the sending unit, and my online search can only find E5TZ-9J306-BA which fits 3/8" sending units. I happen to have a 1/2" suction pipe so it will not fit. Anyone have a part number handy if they are available?

I missed the trans question also.

BTW my trips dates for this year is September 21-24 if anyone else is going. Perhaps we'll be in the same group.

I got 75% on this months questions, but it doesn't show me which questions I missed. It shows me what I selected, but don't give you the correct answers. Maybe they are trying to keep techs from sharing answers? Pretty sure last year they showed you the correct answer once your submitted yours.

Finally getting around to installing my 6.4 complete that was sold over 2 weeks ago. Just finished up 3 Certified Preowned Truck inspections. I like them as we charge 4.0 hours just for performing the inspection and performing all the services. Anything we sell over that( tires, brakes, etc) gets added in. I average 8 hours on each truck. Finally got my 04 6.0 in that's hydrolocked. Has a cheap aftermarket starter on it that broke the nose cone apart when customer tried to start it. Sold head gaskets and coolers on it. Got a 15 F-250 that customer states A/C not cooling, High side builds over 500 psi before PCM shuts compressor off. Customer also states over heats when using A/C. Out of base warranty with 46K miles. And a 2012 6.7 in for 15m02 EGT sensor. Still got a dozen tickets to look at sometime, but my 3rd tech gets back on Monday from Diesel Performance class and we have a new tech starting August 1st so hopefully it will ease the work load. Been staying till 8:30-9 nearly every night trying to get all this work done. Been enjoying the pay out of it, but it's starting to take it's toll on me physically. Heck I got to work this morning at 4:45 trying to beat the heat. Been high 90's last few days with heat index of 105-108 with 50-80%humidity and pop up thunderstorms. Nothing like summer in the south

Well just to update my list from last week... My 2015 F-250 with a locked motor got a short block, customer picked it up today. 2008 F-450 belonging to gas company got approval for a complete engine. Just waiting on room in shop to get it in. The 2007 6.0 truck got an glow plug control module and dummy plug. I now have a 2001 F-250 getting a high pressure oil pump, oil cooler O-rings, and a transmission installed. 2007 F-250 getting head gaskets, studs, coolers, updated stc fiting, dummy plugs, etc.. All customer pay. Another 2004 with I think a blown EGR cooler that has the engine locked up. Customer states it was running hot and using coolant, wouldn;t restart. Try to start it, the starter just grinds against the flywheel. Gotta get it in and plug glow plugs sometime. And my service director's 2015 F-350 is back, setting P008A again and putting up low fuel pressure again. I put a low pressure pump on it last week. Looks like I'm gonna pull the tank and see if something is in the sending unit blocking the intake.

No I'm having to replace the internal harness because someone else already had. The problem was they didn't remove the valve body to replace it. So when they installed the new harness, they forced the connector through the valve body and cut the o-ring that seals it to the case. I had a rather large leak right at the connector. Once I removed it, I saw where they used a large set of pliers to force the connector through and had damaged the wires. Other wise, anytime I get DTC's for trans temp sensor circuit codes it always gets an internal harness and TFT sensor.

Where do I start? 2015 F-250 Platinum. Was in for a service and fuel filters. Oil changer swears he put oil in it and service manager also states he watched him put oil in it. 5 seconds after start-up, it dies and won't crank back over. 2007 F-250. No start hot, builds 300 psi. Also #8 glow plug is bad. Has ESP coverage. 2008 F-450. Getting internal trans harness, temp blend door motor, cleaning low pressure fuel pump housing for WIF light staying on, front crank seal, and oil change. 2008 F-450 boom truck. Waiting to finish diag, runs rough, builds no boost, uses 1 gallon of coolant per day. Already had a complete installed 3 years ago. 2016 F-250 already completed TSB 16-0041. Now waiting on the cage damper for TSB16-0087 bed vibration. It's on backorder till July. 2015 F-350 that belongs to my service director, low pressure fuel pump went out while he was camping over the weekend. Another 2016 F-350 coming in next week for TSB 16-0041(runs rough during regen). And waiting for approval for a complete 6.4 install on a local propane company truck. Was towed in from another shop, was told it had fuel in oil. They pulled glow plugs and stated engine was locked up. I verified engine was locked up and quoted a complete engine.

Haven't owned one myself or work on any, but took the Hybrid Class last week and there is some really cool stuff in those cars. Almost made me want to buy one. We had several guys lease some Fusion Energi's about 2 years ago. No problems that I heard of. I have thought about getting one, but 90% of my 36 mile(each way) commute to work is interstate with 70+mph speed and I figured hybrid would not be my best option.

We've put in 5 or so over the last few weeks that were also like that. I just drill the hole out and use the clip from the old radiator.

I've had 2 cases where a cylinder head was allowing coolant into the cylinders. 1 was similar to yours and ESP paid to replace both cylinder heads after I had talked with hotline. The other got a long block due to the cylinder walls being rusted and pitted from using coolant. That truck was interesting as it started out with trying to diag a P207F code until it finally got bad enough that I could tell that it was using coolant and it would begin to hydro lock. On both cases, I could never see a crack in the heads. Hotline just always told me it was due to porous heads.

Seen it several times. I've seen it be the multi function switch, sometimes it needed the Steering Column Control Module. Follow pinpoint test B in WSM 501-16, it has you watch the pids in SCCM. If one stays on while in off position, it has you change the multifunction switch. If that doesn't fix it, then replace the SCCM( which comes with a multifunction switch anyways).

2013 F-450 that dropped a valve. It's getting a long block under warranty and a radiator that's CP. 2001 F-250 getting a turbo pedestal and thermostat housing. 2006 F-550 Boom truck. Engine coming out for a reseal, coolers, studs, A/C manifold line, and A/C condenser. 2011 F-550 fire truck. Had to put an output shaft and bearings in the trans. First time I've tore a Torque Shift6 down that far. Now I understand why WSM suggests using the engine crane to remove the input shaft assembly. 2006 F-250. Used PDI truck that needs turbo cleaned, alternator, and front cover resealed. Real clean Lariat with 60k miles, they got it advertised online for $28K.

This was the past week at work. The dumb was strong...

You should know him , it's Robby. He bought a bunch of factory scan tools and went out on his own doing mobile diagnosis and programming. Our dealership has used him 2-3 times a week since he went out on his own. And when the fleet manager at the ambulance company found out, he called him in to diag this one and have us install the parts.

So my F-350 with the 6.7 had spun bearings on #1 and #5, both pistons hit the head. Did a cost cap, it said replace so I gave ESP a estimate on 4-2-16 for a long block and sent in the pictures they requested on that day also. Now it's 4-6-2016 and I still haven't gotten approval yet. They had me do a estimate on a short block and 2 heads, then somehow our prices were way off. So yesterday around 4 they call me, we get everything figured out and guy says he'll get back with me. Haven't heard nothing all morning and it's really getting on my nerves. My E-250 van with the failed planetary in the 4R75 trans also had multiple issues, direct clutch drum welded to planetary, input shaft bushings shot and worn into pump, etc. Cost cap said replace, but a replacement unit is 7-10 days out. Was replacing a EGR Cooler Core under warranty on a 2013 6.7 yesterday. . It actually set the P2457 code during KOER test. So during reassembly, I cracked the bypass housing, and still waiting on one to arrive to finish the job. Probably done 50 or so coolers before, first one I've had an issue with. Also have a 2012 GMC van with a Duramax that belongs to a local ambulance company. We serviced all their Ford vans before and they aint happy with the local Chevy dealer, so they have a mobile guy that once was our best tech here come in and diag them and we do the repair. This one is getting a DOC, DPF, and HC injector. Once I got the DOC out and removed the DEF injector, I found it clogged up so now I'm waiting on that to show up. So as of now I have 5 bays tied up, waiting on parts and approvals. This week has just not went well for me so far.

2011 F-350. Spun rod bearings on #1 and #5 rods. Pistons contacted heads, left some nice valve impressions in #1 piston. Truck has 199,128 miles, and customer has ESP Diesel Care to 200k miles. Lucky me. 2014 E-250 with a 4R75 trans-sounds like planetary is coming apart. Warranty 2003 F-250 with a 4R100 trans- local city garage installed a reman Ford trans 1,400 miles ago. Brought it in due to it rolling in park. Pulled the extension housing and found the output shaft can be removed from the trans. Has damaged extension housing and case where the output shaft thrust bearing sits. Waiting to pull it down to see if someone at the assembly plant forgot the snap ring on the output shaft.

Think our price on the 6.2 was around $6500. They are building one for us, should have it next Friday. Customer picked up the Humvee for around $4k and he wants it to keep and use on his farm. He also picked up a 5 ton truck that had been completely rebuilt 2 years prior for $2500. He also has a tricked out 2014 F-450(pickup truck version) with lift, custom bed with all kinds of storage space, exo-cage, 5 winches, etc. I put ARB Air Lockers in it little over a year ago. Trying to talk him into putting lockers in the Humvee while I got it here.

I currently have a 94 M998A1 (Military Hummer) in my bay with the GM 6.2 diesel. A very loyal ex-military customer purchased in from a auction a few weeks ago. Started using coolant and white smoking from the exhaust. Pulled the body off where I could pull the heads and found both head gaskets had failed and it also appears that a injector was leaking on #6, as the piston is burnt. All cylinders are badly scored, so we are ordering a complete engine from Jasper in the morning. This is one of those customer's that don't mind spending the money, he just wants it done right. Also in my bay is a 06 F-550 boom truck that I gotta pull the engine out for a reseal. Both rocker boxes and bedplates are leaking oil.