8WA Sman

ACM in an '11 F-150...I put the replacement ACM in by doing a PMI then I checked and see if there's any updated calibrations and there was but when I tried to update it it said that the part number is not recognized. What I had to do was reinstall the bad ACM, update the calibration then redo the PMI, re-install the repaired ACM which loaded the calibration files back into it after that I checked and there was no updates.

That's cool... at least your not working on the GM or the Bimmer

Put in a new MC P/S pump today all seems to be well. Flow tested the system with air & my smoke machine did not seem to have any blockage. My test to condemn (there fixed it)reman pump was revving the engine or pull a vacuum on the system both made the pump put out more pressure (My thought is that both move/force the vanes in the pump out against the cam ring/housing)

My thought is that it helps support the floating side of the caliper. Here is some basic brake info, I like page 52 & 70. tutorial-limberg.pdf

I would start by monitoring load,MAF gs,TP,APP & fuel trims. IAT should drop on acceleration/driving. Also check cam error. And make sure brakes are not dragging. A lot of Ford gas engine in my experience do not idle/run properly with no air filter, so I am not sure that would be a valid test. As to Brads comment Mustangs and Explorers seem to be some of the more picky Ford products about air filters. OE filter and air intakes are definitely a good idea on any Ford with TAC and the new style MAF sensor/programing that will set that torque calculation error code.

Going to replace the reman pump with a new MC pump. I rechecked my work after I put the rack on and now my pressure hose is not getting tight unless I rev it up. I had to checked this thing out, then ordered the rack and then when I got it back in I never rechecked it. I went back over my original diagnostic notes and before I put the rack on revving it up made no difference. Any thoughts on whether my pump went bad between the time I checked it out and put the rack on or did I just mis diagnose the rack? If I can't prove that the rack was bad and I'm probably not going to put the old 1 back on, I will probably end up buying a rack. Yay....re-doing a pump for free and buying a rack... what a get rich plan

If all goes as planned my kicking will start next Tue.

I have a Escape (1KA01406)that I put a reman P/S pump on 10 months ago, old pump had a shaft seal leaking. After I put the pump customer said very randomly it would steer hard for a split second. Comes back last week and it steers hard after pump is warmed up. I noticed when it steers hard it's almost like it has a catch then it steers fine until you steer the other way. If you really work the pump it just steers hard. I do not have a P/S analyzer but when it steers hard the pressure line really jumps and gets tight like it putting out good pressure, it also seems to have good flow on the return side. So I put a reman MC steering gear on it...Same problem. I noticed after the steering gear if I raise the RPM it will steer, I thought I tried this with the old rack and it didn't make a difference? What am I missing?

AL3Z-4R602-KB Doesn't look like the part # ever changed. If it's just a slip yoke issue have you tried putting XG-8 in there? You can also get just the front and middle couplings separate.

Any clues in the FF or Mode6 data. Sorry I don't have any real world tips.

For those that don't know these EVP's may be covered 10 years 150K under 15N05...Since when do vacuum pumps not like moisture

O he is one of "Those guys" Just kidding...post the correct Vin and I'll see if I can help

From GSB G0000012...The reductant injector injects DEF into the exhaust system to convert the engine NOx gases into ammonia, water and CO2. When the system cannot properly convert the NOx gases, the PCM will set DTC P207F (Reductant Quality performance). This code is typically set due to excess NOx entering the exhaust system from a faulty EGR cooler or other upstream emissions fault and not from a fault in the reductant system. If a P207F is set by a reductant system component, there will be a DTC relating directly to that part along with the P207F. I personally have not had to diagnose this code, I know of an '11 that has this code but the guy won't bring it by One thing I noticed about NOX sensors and universal HO2S is that they use a pumping cell or cells...Got to love Ford and their calculations Something from NGK https://www.ngk.de/en/products-technologies/lambda-sensors/lambda-sensor-technologies/special-sensors/nox-sensor/

For F-Series Super Duty, this DTC is present for 400 days after the exhaust system fluid fault message is cleared....Yeah that code ain't going away anytime soon

This is probably not the best use of $50k. I guess Ford's throttle body back order is so bad even the birds know.

If the IDS does not have a Mode 9 option for this vehicle it will probably not pull the Vin automatically.

The trick that I use for routing brake line might work. Tie a string to the old line before you remove it, use the string to pull/route new line (think electrician)

I have used the chisel method more then once. Not sure if it states in WSM not to do it....So the WSM isn't there only for after all other avenues fail I did see that they make steering knuckle spreaders..looks like a bolt opperated chisle to me.

There is 2 type of automotive personal that get under my skin....Red silicone guy and the jerks that can't seem to figure out after all these years how to put a Ford cone style air filter housing back together. Red silicone guy will usually cost me time or money and Conehead will just irritate me.

I really have next to no experience with Sync and I know nothing about IOS but I came across this http://owner.ford.com/how-tos/solution-finder/your-vehicle/interior/center-console/sync-and-tech/myford-touch/phone-setup/text-messages/iphone/why-wont-sync-notify-me-of-my-iphones-text-messages.html Also make sure your old phone info is deleted from your Sync

I had a nut on a F-150 that started to mess up the threads on the pinion because the lock/smashed part was to agressive. I went back to a new nut(390313 S100) with locktite on threads and flanged part.

Yeah I know.. that's why I made those smart remarks. I figured since vehicles don't usually give him a rough time I might as well. I also sent him a txt about how scary it was...

Have fun with the wiring, GM does not know how to make bulkhead connectors or any connector. If you need any parts after you get in there be prepared to wait a couple of days.

That's scary... a Dang good Ford tech diagnosing GM products How long before before your dealership has to seek his services.....Just kidding

I used a helicoil sav-a-thread on a 4.0L exploder, it didn't seem to work to bad. It comes with different thread length's