G. Bedford

Ford doesn't come right out and admit it, but this statement in TSB 08-26-03 is interesting: "The calibration in the FICM uses a pre-cycle mode during Key On Engine Off (KOEO) / glow plug operation. This mode is used to rapidly heat the injector spool valve and prevent sticking during cold operation. During this mode, the electrical demand on the FICM DC-DC converter is near maximum." Many techs believe the latest induction flash has simply been too much stress, too many times and it effects longevity. I agree.

We use Specialty Products for many applications with success. Even though it is not a vehicle listed on this page, plugging in the vehicle on the site brings this up as applicable. http://www.spcalignment.com/PROD_DIR/SPC_PROD_SEARCH_DYN.cfm?cmd=Cam&cmd2=81260&cmd3=

This is an older article that caught my eye at the time. Along with worker legacy costs, the size of the dealer body is dragging at the Big 3, too. If bankruptcy occurs, the car makers could "bust" the union, but also "bust" their franchise agreements with the dealers. Imagine, instead of gradual buy-outs, the carmakers could decide(by market sales areas)overnight who stays and who goes. http://www.forbes.com/forbes/2006/1016/050.html

Anyone have more news on the closings? http://www.stillwatergazette.com/articles/2008/11/25/news/news410.txt

Can you get paid for cab removal? It doesn't appear to be a required step to replace the RH exhaust manifold in the WSM. It may make it easier for you, but my WA wouldn't cover it. Just wondering how it works for you guys. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

Hiya Chris, what year and model are you working on exactly? The hour meter is a little clue, but since things have changed year to year it is best to know. Thanks!

Don't feel bad. At a training session in Denver some years ago I met a smart tech in class that was ready for a beer afterwards. Sitting around talking shop he tells how he left his previous dealer. Seems the word leaked out the lube/maintenance tech earned the most coin that year. The fact was the lubie made the least per hour, but simply churned so many hours. The work was always scheduled day in/day out, parts were always on hand, customer had ok'd the work since the prices were menued and comebacks rare due to the skill level. It didn't help that if another flush machine was needed it was bought by the shop, so he had little out of pocket costs on his own. It was too much on this techs mind, so he left. It wasn't a union shop, either.

Kinda tough to explain further, really. Bounce it off the service manager once and see what they have to say about your own situation. We are always very high in diesel due to the sheer volume of work that comes from the oil patch. The saving grace is we keep out of audits by keeping our nose clean in every other area. What our options are when the exclusion ends I am not sure at this point.

Since I am such a slow typist, I tend to spare words and my posts may be unclear. Read my posts like an ASE test question; if you add too much you will most likely get it wrong. /forums/images/%%GRAEMLIN_URL%%/wink.gif We dealer techs like to air dirty laundry other than our own, so I thought mchans post out of the ordinary. I grew up in a family owned service station atmosphere and moved to the dealer. I see techs as an idividual based on skill, not on place of employment. I feel the attitude of raising yourself up by lowering the other guy, only hurts all techs in the customers eyes. Since I work at the dealer I felt entitled to a little "dig" at those that feel superior because of employment alone.

In the past if your dealership was only high in the diesel repair category, and no others, you were excluded from the warranty audit process. Starting next year that "get out of jail free" card will be gone. Prepare for your dealer to scrutinize each repair and work flow in an effort to control the 126 numbers. Just a heads up to you techs if things start to change (managements attitudes) so you may understand what is happening behind the scenes. /forums/images/%%GRAEMLIN_URL%%/hitthefan.gif

Your stories are the reason it gripes me when haughty dealer techs look down their noses at the indies. We are all fishing from the same gene pool for techs. I am sure every dealer, ours included, could add volumes to your post.

In our shop the bolts come out hard the first time only. We use heat to remove the bolts. New bolts are cleaned of the pre-applied Lok-Tite and torqued to spec. on installation. In over ten years of raising cabs, I have yet to see any concerns arising from doing it this way. I just finished an '08 F-550 oil field rig that the cab has been off for the third time for various repairs in 30k miles (12k hard miles since previous repair) and the bolts were all still there and tight on initial break-away. I don't think it's the flange nut that is the problem as much as the amount/type of Lok-Tite used. In my opinion the Lok-Tite is overkill and causes more problems than it's worth. /forums/images/%%GRAEMLIN_URL%%/2cents.gif

It idles fast with both the IAC and the throttle cable disconnected, right? Interesting. Did you happen to inspect the PCV valve, plumbing and separator on the engine when you had the intake off? A lot of metered airflow through that system at idle and if it loses control of the metering,well, you can have problems. Nothing much more coming to mind without the vehicle in front of me. I don't have much experience with this engine other than a quick look around the WSM. Good luck.

Just imagine how quickly this tool would be paid off if the shop had purchased it and all the techs had use of it. Amazing, isn't it, that the tool was a smart purchase out of a techs take home pay, but the shop just can't justify the purchase. /forums/images/%%GRAEMLIN_URL%%/whistle.gif

Gotta love it when you can put another mark in the win column!

Okay, when I checked the diag tree in trans for OSS codes it gave D for gas and I for diesel, so I wondered. I didn't go further to see if there were any major differences in testing. The VSS and OSS that go erratic for you are PID's, right? But both signals originate from the single sensor from what I read, so you still might have a single cause. Let's see, the TSS+ISS share the same VRef and sig/rtn as the OSS on the wiring schematic, but don't seem to have concerns. Have you monitored those signals for comparison, in case they are funky too, but not as bad? I would use my lab scope to see the actual signal being produced by the OSS and do a quick comparison to either TSS or ISS for shape and strength. I also would induce a signal with a signal simulator to see if the PCM still sees a erratic VSS/OSS with a known clean signal. I don't remember if the diag tree considered the possibility the trigger wheel on the output shaft could be loose/wobbling causing an erratic signal. Can you put a finger or screwdriver on the trigger to see if it is tight? Gotta go put the garbage out at the curb and head to work. Good luck!

Gas engine with a Torq-Shift?

I see the EGR components as only being covered by the "2 years or 24,000 miles (whichever occurs first) for all other covered parts"line. At 39,000 the vehicle is out on mileage.

Do you know if that 65 MPG figure is based on the U.S or the imperial gallon? There can be around a 20% difference in the real fuel economy depending on the units.

They towed it where? If a Ford rep did not deny the warranty, then it can simply go to another dealer. Keep the VIN and check it a month from now. /forums/images/%%GRAEMLIN_URL%%/smile.gif

So, is the repair being done under warranty coverage or not?

The regular warranty on the traction battery appears to be 8 years/100,000 miles. Those with the California emmissions sticker that are registered in Cali., Conn., Maine, Mass., New Jersey, New York, Rhode Is., and Vermont get the extended 10 years/150,000 miles. I see by the owners guide some emissions components on vehicles in these states also carry a 15 year/150,000 mile coverage! /forums/images/%%GRAEMLIN_URL%%/cover.gif

I see what you are getting at with your post. I would like to fill you in on my situation, though. A quick search shows Long Island comprises 1401 square miles and around 7.5 million people. Sturgis, SD (my home)is in Meade Co. and covers 3500 square miles and only 25k people. Figures to about 7 people per square mile density. Now, our oil/gas fields are by Gillette, Wy about 100 miles from our dealership. Gillette is in Crook Co. and covers 4800 square miles and 37.4K people. Only 8 people per square mile here. Incredibly, the entire populations of SD(782K) and WY(515K) combined amounts to around 1.3 million. Now, can you see why when I find a holed IPR screen or debris, "taking a chance" can have serious ramifications in lost money, effort and time far beyond the cost of a HPOP to the vehicle owner? Ford's short-sightedness is and will continue to cost them sales in this region. /forums/images/%%GRAEMLIN_URL%%/2cents.gif

It seems by my reading of the Ford boards some dealers have coded to this TSB and/or Hotline recommendation and STILL have HPOP tickets charged back. Frankly, at this point, Ford is like the schoolyard bully. They can't be reasoned with.