Keith Browning

"I change my oil every year whether it needs it or not!"

Does this imply that there is in fact a diesl coming? Or the lack of training chatter means he has heard nothing?

Hmm, locked up, glow plug code... I say base engine failure with destroyed valves in cylinder #3. Just guessing. Keep us posted.

Seriously. Had an F450 come in this week with OBVIOUSLY blown headgaskets and a stuck turbo as evidenced by the high boost numbers, turbo noise, de-gas cap hoooooot after acceleration, down 2 gallons of coolant and white crust all over the de-gas bottle. But I digressed from the spectacle and performed the diagnostics to a T as I always do and diligently documented the results. I even wrote up the repair and provided a parts cost total for my Service Writer to make life easier for him. So "they" started asking to pictures, first just of the truck. Then the engine bay and the transmission tunnel. Then the VIN plate. Then they wanted pictures of the gaskets, cylinder heads and the block - DESPITE being told that the engine had not been disassembled yet. Well, this ridiculous, un-necessary screwing around pissed off the customer who then demanded his truck back and is PISSED. Way to go Ford!!! We do have the customer coming back now though. Can anybody explain this bullshit? THis is a WELL KNOWN pattern failure, perfectly diagnosed and documented all following a TSB covering the concern no less... and they pull this shit?

Hmmm yes. And the Ford Transit is supposed to offer a diesel option? Not only do we potentially have a new diesel to learn about and deal with but it will be interesting to see what emissions controls it (should "it" become reality) will have for us to deal with. <sigh> Coincidentally, my Cummins training goes into high gear next week as I finally get to step into a classroom. I have LOTS of questions!

Caterpillar did just that Jim, they called it "CGI" of Clean Gas Induction. If anything that removed all of the soot being introduced into the intake system and as I recall contributed to cooling the exhaust gasses to improve EGR effectiveness. I do wonder though if any of the manufacturers did in fact consider or even test this concept for the mere benefit of reducing carbon in the intake and fouling coolers and valves however we have seen other methods used to help that situation. I believe improvements in engine calibrations have greatly reduced EGR soot loading on engines like the 6,0L and the 6.4L used an EGR Diesel Oxidation Catalyst to help crack hydrocarbons before reaching the EGR coolers and valves. I believe the 6.4L also took EGR only from the right bank and injector dosing of the exhaust for DPF regeneration only occurs on the left bank which prevented those wet hydrocarbons from entering the EGR system completely. Point is, there are a lot of things manufacturers can do to solve issues and I am sure we are still going to see more evolution and multiple combined approaches implemented. Now "they" want to reduce C02 emissions... oh boy. I also read that SCR on the 6.7L for example allowed ford to tune the engine to run leaner to improve fuel economy. This is documented in the 6.7L Coffee Table Book as well. Therefore it stands to reason SCR has a positive role to play not only in reducing emissions but improving efficiency. In the end, no matter who it is building diesel engines today, there is significant expense in developing these emissions systems and implementing them. I am sure the cost is a bitter pill for them to swallow and that cost is ultimately passed onto the consumer.

Just some articles in Forbes worth reading Cummins' Slashed Sales Outlook Reflects Worries About Global Slowdown Death By Hubris: The Catastrophic Decision That Could Bankrupt A Great American Manufacturer

My taxes are over $700/month. I get a lot for it. I have two small children that go to VERY good schools. While it pisses me off a little it can be somewhat justified.

Brake rotor shavings in battery avid was pretty rank as well... but who has battery acid around anymore?

Beach Volleyball.

Oh, and on that note Jim, these clutches came in the package pre-lubed. With what I can't tell you but it wasn't skunky at all though.

Anyone watching any of the Olympics? As always some amazing athletes and some awesome moments for the USA! My daughters for the first time are interested and the womens gymnastics are at the top of the list. I am always amazed at how they twist and twirl in the air so accurately and so fast. Slow-motion replay shows what you can't see them doing sometimes.

Don't read into this - it's a hypothetical question for discussion. (Shut up Jim!) For those of us who have been in this business for any appreciable amount of time, at some point you look to do something else. The reasons are many. A guy could simply be tired of what he is doing, don't like the industry, can't make a living anymore or he simply wants to do something new and go for "more" as life progresses. So I wonder what thoughts our members have had on career changes. Maybe a lateral move to a different part of the industry. Moving into service writing or management. Teaching related to this industry. Or perhaps a complete move off of the island and into the vast sea of vocations and professions. Who has dreams or aspirations they would like to share? I know several of our members who used to be Ford techs have moved on. Your experiences are also welcome! Of course, there are always those who stay in thier chosen profession until forced out for reasons beyond thier control or retirement! Always respectable too.

U haven't seen a lot of axle work over the years and certainly not on anything recent. So when I had the rear carrier out of a 2012 F350 Dana 80 with Truetrack I was surprised that the WSM does not call for any friction modifier. I asked the fellas at the HotLine and they responded with "engineering has determined that with the use of 75W-140 synthetic oil it is not needed. Fair enough. Why did I have the carrier out? To replace the clutch packs for noise on turns. It wasn't the usual chatter either but rather an alarming scraping type sound. I saw no damage, burning or wear other than a few score marks. It is surprising how little friction material is actually on those plates. New clutches fixed it though.

I was thinking the same thing Brad!

Here's a new one. I have also attached the Job Aid file Quote: Jul 25 2012 4923 -2011-2012 F-SUPER DUTY - 6.7L - DIESEL FUEL CONDITIONING MODULE (DFCM) SERVICE JOB AID 6.7L DIESEL FUEL CONDITIONING MODULE (DFCM) ARE BEING REPLACED DUE TO NOISE. ENGINEERING REVIEW FOUND THAT DFCM NOISE IS NOT TYPICALLY A CONCERN WITH THE DFCM BUT A RESULT OF AIR INGRESS OR RESTRICTIONS IN THE SYSTEM. A 6.7L DFCM NOISE/REPAIR JOB AID IS AVAILABLE ON PTS TO ASSIST WITH IDENTIFYING THE MOST COMMON SOURCES OF AIR INGRESS OR RESTRICTIONS IN THE SYSTEM. THIS JOB AID ALSO CONTAINS TIPS FOR FUEL FILTER REPLACEMENT AND FUEL SYSTEM BLEEDING.

I remember reading the manual saying that failure to do so would result in the seal level rising and the sky falling. Dowels will make life easier for sure but I installed the silicone in the right places, stuck two bolts through the cover and placed the gasket on the cover. It stayed nicely while I positioned the cover in place and then installed the bolts loosely. I was more concerned with the oil pump so as the manual says, install the pump gears and cover FIRST and then torque down the cover. With that said I think we have the right idea. The manual warns against coolant and oil mixture... I recall on an early engine replacement job I, in quite cavalier fashion bolted down the front cover and then spent 1/2 hour trying to get the oil pump gears to install... only after loosening the cover bolts did the oil pump gears slip into place. I question the lack of dowels from the factory. Assembling everything loosely, torquing the pump to the cover then the cover to the block seems the way to go. Fabricated dowels will most certainly be made from bolts with the heads cut off which will fit sloppily in the cover anyway and therefore in my opinion, pointless. All in all, it sounds like you thought about what you were doing. You did well.

Or Ford could give him a new truck if it's such a big deal for crying out loud. I agree that if the previous dealer "just" reprogrammed the modules there should have been no update for you to install, unless their IDS level and calibrations are not up to date.

Never heard of it... will take a look

Old thread and old link. The file no longer exists. What diag sheet do you need? (Year and engine)

The concern is intermittent. I can experience this coming to a stop on a slow turn or 30/35 MPH driving straight and just lightly applying the brake and immediately I get the "ABS" activity and then it might not happen again for 20 minutes. It is perplexing that I cannot seem to pick it up with IDS at all... and no, i never thought to change the parameter setting though I still think I should be able to see something. These are very short events and I made several recordings between the vehicles. If I get to see one of these again I will try using the shops IDS and VCM which are brand spanking new. Perhaps that is the key. It might also be that I have every freaking PID selected looking for whatever it is. I just want to identify what wheel it is that is triggering this. If I am going to throw parts at something I want to try and narrow it down if I can and maybe even define the root cause. Imagine that.

Last month I had three separate E-seies come in with various braking complaints that all boiled down to false ABS activation as best as I can determine. I know this by road testing and at different times I would get the ABS clicking in the pedal and maybe a brake pull on one truck and nothing on the other. These were two 2006 and one 2008 model years and only one had RSC, all had 4 wheel ABS. I performed all of the required checks on bearing looseness, sensor and harness damage, tone rings, so forth and so on. One thing that strikes me as odd is that in all three cases I road tested with either IDS hooked up or the VDR. Made recordings on all three during the events. Both tools failed to show a sensor dropping out, valve actuation or pump activity. Anybody run across this?