Chad_Kelsoe

Well I made the cut. #1 in my group, with a fellow tech in the car shop coming in 2nd place. Pretty excited about going, never been out of the South East US so gonna be interesting going to Dearborn for me.

A customer tried to drive his 2015 Platinum across a flooded creek. Didn't work out too well.

I should be able to go this year also. I was #1 in my group in November and I also answered 100% in December.

Well I'm taking class in Atlanta this week so I asked the instructor. He didn't outright confirm it, but from our conversation they seem to be testing them with the Land Rover V-6. I think due to CAFE standards they have to meet they will look at anything to get fuel economy up. I think the Ram states 28mpg with theirs, pretty sure I saw GM claiming 31 with the Colorados.

All our service writers and most of the car shop techs all got I-pad mini's when they went to the new operating system. Techs are suppose to be doing multi point inspections on them. However the 3 of us techs in truck shop didn't get them and when I asked, I was told we didn't need them. My manger and 1 service writer both have one each, but only use them to surf the internet, look at Facebook, and play games.

Our service writers are also suppose to do them and they do in the car shop. However, in our truck shop where I'm employed they are too lazy. So I do them myself. After doing them doing them for 2 years now, guess I'm just use to it. Lucky us, our prior approval level is now $2500, which don't take much on the diesel side to push over it. I've got tons of pics on my computer from approvals over the last 2 years. When I started doing them, we still serviced around 15 E-series vans for our local ambulance company and they all had ESP to 200k miles. I ended up doing at least 10 engines thru ESP, so I learned real quick how they want things done. Hardest part is on the big jobs, limiting the tech findings to fit within their 1000 word limit crap. It's the same way on our operating system here at work, our tech comments are limited to a certain amount of room. Looks like a bunch of 3rd graders writing tech comments here which drives me crazy.

I did a rear hub seal on a 250 single wheel a few months back. It's a full floating rear axle, so all ya gotta do is unbolt and remove the rear axle. Then rotate the rotor on the hub and remove. We had a guy bring a 350 dual rear wheel Transit complaining about the rear brakes worn out at 25k miles. He was upset that we wasn;t gonna warranty them, but this guy had been seen hauling an equipment trailer around with a mini-excavator around.

We are in the same boat here. Our "truck" shop (which is where I work) can handle physically MD trucks, but we can't do anything with the Cat or Cummins engines. I was excited to see we can now use IDS on these for diagnostics, along with some of the other features of the new trucks. I noticed on Ford's website that they will offer a 5year/250,000 mile warranty on the 6.7. That ought to be interesting. I kinda hope they put out a hands on class on these like they did the Transit.

I found the new model training course for the new F-650/750 trucks. Course 30N58W0. You have to search it as it won't show up under new model training. It's got some bugs to work out, not all the slides have information for the pictures they show, but I enjoyed it.

Not that I know of. IDS datalogger only shows a pid for EOT, and it stays around 180ish. I've decided to ship this as is and see how it goes. I've informed the customer based on information from Keith that engine speed is governed. Most likely the chip in the PCM increased engine speed and now that I have it removed the customer thinks it's missing when the PCM governs the RPM, as it does have a miss feel to it.

Oh forgot to add it only revs to 2800 with trans in neutral with no load on the engine.

Wastegate is controlled straight off the turbo on the 650 trucks. I have not tried running it with ICP disconnected, but watching data logger ICP it seems to match desired and IPR stays around 30-35% at WOT, 9-10% at idle. It builds 16PSI on MGP pid, and map matches baro at KOEO. PCM is at the latest calibration already. It's ran fine(to me) since I removed the chip at the first of the year. This truck was a basket case when I got it last winter. Wouldn't start, injectors were all weak. Alternator was junk, exhaust manifold bolts were broke off. Then after those repairs, it starting intermittently dying and no starts. Found some bent pins in the central junction box, and it got a junction box and gem module. It was still giving me issues, that's when I found the SuperChip loose in back of PCM. The turbo was leaking where the exhaust housing bolts to the center housing and causing low boost, and fittings on the HPOP were leaking. Those just got replaced, and it runs great up to about 2800 RPM, then I see the PCM start messing with the VFDES and MFDES Pids and it's making me think that the PCM is governing the speed since it's a Medium Duty Truck. But I can't find it in PTS or OBDII Theory, Ford mainly speaks of the 7.3 in the F-Series Pickup Truck. And to my knowledge, this is the only local 650 that has a 7.3 along with the 7-speed manual trans. All the others have either CAT's or Cummins in them.

I have a 2000 F-650 with the 7.3 diesel. I've done a ton of work on this thing within the last year. Injectors, exhaust manifold, up-pipes, turbo, HPOP leaks, etc. They brought it in with the complaint of missing when pulling a hill with a load( it's a dump truck by the way). I've road tested it, it pulls ok till around 2800 RPM, then just flatlines. Watching data logger I can't find anything abnormal except MFDES and VFDES start dropping around 2750 RPM. Once RPMs drop, they both then increase unit RPMs get up around 2750, then drop again. MGP stays around 15 psi, and my mechanical fuel pressure gauge shows 55-75 psi under load( it has the mechanical pump on the engine). The intake restriction gauge shows no signs of a clogged air filter, and filter looks visually good. Based on scan data, it looks like the PCM is limiting RPM. But I can't find anything in workshop manual or PC/ED that states this? Anybody got an idea if these are goverened? It use to have a super chip plugged into the PCM, but I removed it last time is was in. It was giving the typical issues with a loose chip with 7.3 PCMs.

Anybody else doing any 15 model turbos? Been on the discussion boards and a lot of guys are complaining about these. Several guys even say they are pulling cabs to do them. I haven't done any personally, but I have no issues doing the 11-14 models. A air hammer and long punch works great through the fender well.

I get roughly 28 hours to do a fuel system. Make sure you use everything the fuel system job aid tells you to replace. We use to clean the secondary filter housings out if they just had metal, no rust. Then I had a high pressure pump fail within 1000 miles, Ford kicked it back saying since I didn't replace the housing I introduced metal back into the system. That time includes pulling the cab, flushing the heads and low pressure lines, and removing the fuel tank and cleaning a plastic tank or have a metal tank sent off, cleaned, and relined.

It's our operating system we use for everything here now. It's what service writers open tickets in, where techs run our warranty time and write our stories, parts uses it to price and order parts, etc. You can search dealer track online, it pulls it right up. We use the DMS program for our service side. Not sure what system sales and upper management uses. So far it's been pretty good on the tech side of it. Clocking on warranty tickets is easy enough, and we can check our flag hours now instead of having to go through a service manager.

Anyone else using Dealer Track at their dealers? We started using the system Monday, I just started using it today( been on vacation first part of the week). So far it's ok, but I'm use to running our old system( which was a system called ACES). Anyone got any comments on it, perhaps any tips?

I've has several trucks come in after doing the 14E03 recall that had bad EGT sensors, but would not shut the truck down. Also the 11 and 12 trucks have extended coverage on EGT sensors now.

Pretty sure it is a XLT, I'll have to find out for sure. What got me thinking about all this is they just purchased a camper and I've been tracking down wiring harnesses to tie an aftermarket brake controller into the truck. I found one on Amazon that should plug right in so we shall see.

Hey guys, Last summer my parents purchased a used 05 250 here at work. When they bought it, it only had one key with no remotes so I had a key cut and attempted to program a remote. After I couldn't get the remote to work, I checked OASIS and found this truck did not come with keyless entry. They were ok with it and haven't said anything else about it. Well now my curiosity is up and I've searched PTS trying to find if you can add keyless entry to this truck and what it would take, but haven't found anything. I have searched the forums here and also didn't find anything. Is it as simple as turning the feature on like the trailer brake controller and adding the remotes? What's weird to me is the truck has power windows and door locks, but not keyless entry. Looking at the wiring diagrams shows a VSM for the door locks for a truck with keyless entry, but no VSM for one without. Vin # is 1FTSW21P15EA61656. I would be thankful for any help on this one.

A coworker has a set of MATCO snap ring pliers that I use. The exact one I use on those snap rings is a MST5602. The kit is MST1225.

Finishing up a retail 2012 F-550 getting ball joints, rear pinion seal, and a fuel system thanks to contaminated fuel. Customer also requested a plastic fuel tank, so we ordered up a Titan tank for it. Should have it wraped up tomorrow. Then I get to install my retail 6.7 long block. This truck came in over 2 months ago with a locked up engine. Customer wanted engine torn down to find exact cause of failure( spun rod bearings). I then waited 6 weeks for approval for this engine with this truck on my lift and engine torn down in my bay. Thankfully I capped all my fuel system components, just hoping everything goes well during reassembly.

One of our techs came back from the new Diesel Performance Class last month. He had a classmate that got busted by the EPA for doing EGR deletes. The tech's fine was $10,000 and the dealer's fines were $30,000 according to him.

All classes I have took state that all transits will come with the 9.75 rear axle in a full float axle. The dual rear wheels have a different rotor and caliper setup, but use the same rear ended.

Well I have a brand new 2015 F-450 that was picked up from here for a dealer trade. Guy picked up the truck and filled it with gas and drove till it quit. Gave them a estimate, other dealer declined and is having our wrecker tow it back to their shop for them to do the repairs. How do I brand the VIN# is OASIS to have the warranty canceled until they fix it?