Keith Browning

Good for you Mike! That whole post supports the part of this discussion that deals with individual accountability.

I didn't think that information could be removed and since it is on Ford';s computer system it certainly could not be removed by you. I also would imagine that Ford would not want that information to disappear. My opinion is that YOU know what is right and YOU should do what is right.

Think of it as being similar to placing a mirror under one's nose to see if they are sleeping or dead. This conundrum highlights several problems. 1 - Is the modification breaking laws - who is liable and when? Is the vehicle owner who installed the emissions defeating device liable when he installed it on a vehicle that is registered and driven every day on the highways and roads we all use? Obviously this is not off road use only! Is that owner liable when he sells the vehicle privately or trades it in at a dealership and fails to disclose the presence of the device? 2 - Is a dealer or other sales entity liable when they accept the vehicle with the device installed or when they re-sell it whether they are aware of it's presence or not? 3 - We can all agree that many of the emissions devices on our cars and trucks today have drawbacks and undesirable side affects but they are there for a reason, a good reason. Clean air! I like what you reminded us of Jim, "News reports from the 50s, 60s and early 70s were full of smog warnings. People in the Los Angeles basin were warned not to venture outside. It has been proven that emissions controls work." 4 - The impropriety issue is an interesting one and as far as I am concerned EVERYONE is failing on this. Not just the technicians and mechanics that inspect, or fail to inspect vehicles or choose to look the other way, but the laws that regulate emissions seem to lack enforcement with any integrity. Despite the presence of warning labels on vehicles and disclaimers in the packaging and documentation of products that defeat emissions devices and other non-certified emissions compliant products it is just too easy for us all to look the other way and unfortunately most of us do. Cough!

We are all aware of certain modifications that truck owners do to their trucks. We are aware that most of these modifications are not emissions law compliant and are intended for "off road use only." So let's say a truck owner trades in his 2007 F550 that has an EGR delete on his 6.0L diesel engine at the dealership. What are the possible liabilities the dealership would face if they were to sell such a vehicle? I wonder if there are any actions a dealer could take, or claim against the person who traded the truck in and did not disclose the modification. Anyone ever see this happen?

Yes, it is listed. Everything I have heard (including today from my FSE) is that the VCM 2 is coming soon. On the Rotunda tab on PTS it still shows "The IDS VCM II launch is targeted for North America in the 1st half of 2012." I know my dealer has one pre-order in so ultimately, when I see it, I'll know they are available.

Okay, so what we need to do to get started is order the Cummins Virtual College.

Alex, my manager is clueless at this point. We have heard about videos but not any CD's. Are these the courses that we take? Do these go with the tests on-line?

I asked an instructor 1 week ago and I asked my FSE an hour ago about this... neither man knew anything.

When things break in the head like that probably the best and only way of getting it out at that point is to carefully grind it out using a grinding stone. You have heard of a Dremel rotary tool? There are many different types, sizes and shapes of bits... stones... to choose from.

A 2009 F750 with a Cummins that has a bad EGR valve. An LCF with bad coolers. Tomorrow it looks like nuthin!

1996 Mustang Workshop Manual DESCRIPTION AND OPERATION Procedure revision date: 05/18/2000 -------------------------------------------------------------------------------- Anti-Theft System, Passive The passive anti-theft vehicle protection system is a passive system that uses radio frequency identification technology to deter a driveaway theft. Passive means that it does not require any activity from the user. During each vehicle start sequence, the encoded ignition key is interrogated by the vehicle protection anti-theft electronics. If the key's ID code has been programmed into the system, the vehicle is capable of running. If the key's ID code is not programmed into the system, or if no encoded key is detected, then the vehicle is disabled from running. The passive vehicle protection system communicates the state of the security system to the powertrain control module (PCM) (12A650) via the multiplex communications network (MCN) communication link. The PCM, based on the messages from the passive vehicle protection system, will determine if the vehicle's engine will be enabled to start. The passive vehicle protection system differs from the anti-theft alarm system in that the passive vehicle protection system enables/disables the vehicle from starting and only operates with the ignition switch in RUN/START position. The anti-theft alarm system has perimeter protection capabilities and operates only with the ignition switch OFF. Refer to Section 13-11A for anti-theft alarm system Components The vehicle protection system contains the following components: passive anti-theft system module THEFT indicator transceiver electronics powertrain control module (PCM) (12A650) encoded ignition key RH drive anti-theft alarm control mounting bracket (19A435) LH drive anti-theft alarm control mounting bracket multiplex communications network data link connector The passive vehicle protection system components function as follows: Theft Indicator The passive anti-theft vehicle protection system utilizes the same anti-theft indicator, located in the instrument cluster (10849) that the anti-theft alarm system (if equipped) uses. (Refer to Section 13-11A.) The indicator provides system proveout and operating status to the customer or service technician. The anti-theft alarm system uses the theft indicator when the ignition switch is turned OFF. The passive anti-theft vehicle protection system uses the theft indicator when the ignition switch is turned to RUN/START position. The passive vehicle protection system will activate the indicator signal as described under the following conditions when the ignition switch is turned to RUN/START position: THEFT Indicator ON two seconds, then OFF Key Code Received/Vehicle Enabled (Programmed key) THEFT Indicator ON two seconds, then OFF one second, then ON continuously Key Code Received/Vehicle Disabled (Assembly plant use only, less than two keys programmed) THEFT Indicator ON two seconds, then flash for one minute, then flash diagnostic trouble code 16 ten times Key Code Received/Vehicle Enabled or Disabled (No PCM Verification) If vehicle starts, powertrain control module is not working with control module If vehicle does not start, Multiplex Communications Network may need service You will need to go to the Symptom Chart in this Section for diagnostic assistance to isolate any communication system. THEFT Indicator flashes for one minute No Key Code Received (Key damaged, Non-encoded key, Wiring or Transceiver concern) THEFT Indicator flashes for 15 minutes Key Code Received/Vehicle Disabled (Key not programmed). Refer to Key Initialization Procedure in Service Procedures. Encoded Ignition Key When the vehicle ignition switch is placed into either RUN or START, the control module initiates a key interrogation sequence. The control module starts an interrogation period by supplying both power and the carrier signal to the transceiver to energize the ignition key. After the energize period has expired, the key transmits its ID code to the transceiver module. This ignition key is much larger in size due to the electronics that are located in the head of the ignition key. Transceiver The transceiver module is used to interface the control module to the encoded ignition key. The transceiver sends a signal to power up the encoded key and receives the ignition key data signal and sends it to the control module. Passive Anti-Theft System Module The control module contains circuitry to interface to the vehicle electrical system, the transceiver module, the vehicle multiplex communications network and the vehicle theft indicator located in the instrument cluster. The control module uses a microprocessor to control the system functions. The control module microprocessor stores the ignition key codes in non-volatile memory. The control module can be diagnosed through the data link connector. Powertrain Control Module (PCM) The passive vehicle protection system utilizes the engine management capabilities of the powertrain control module to enable or disable the vehicle engine. The multiplex communications network is used to send and receive messages to and from the powertrain control module. At each engine start sequence, the powertrain control module allows fuel and spark until the engine is running. Within one second after engine start, the powertrain control module must receive an enable signal or the engine is disabled before the vehicle can be moved.

Ooops! I had stuff posted from the wrong model year... thanx Jim. Musta been half asleep last night.

For anyone who knows... I assume that any warranty claims on Cummins engines is strictly through Cummins - Correct? A Ford truck with a Cummins diesel can have the engine repaired under warranty at any Cummins service facility - correct?

Well it looks like anything that MD truck displayed was completely inaccurate. The codes were totally wrong. We had a tech from our Oshkosh store come over and run some tests. Diagnosis: bad EGR valve and a plugged DPF. Now we are learning about ordering parts. Then I assume we will learn about warranty... and the training we know about but have failed to do anything about.

Alex, I was looking at the necessary equipment and I saw references to the INLINE 4 and 5 interfaces however they are no longer available as the INLINE-6 is now out. This is what we are trying to buy... of course it's on backorder.

The truck in the video had an Airdog installed which had a problem that ultimately caused a restriction. Apparently the blown fuse from that install also disabled the low fuel pressure warning switch and the fuel restriction went un-noticed.

I did have MD truck on it and I was able to pull two codes but I have no self test capabilities or recalibration capability with MD. I need the Cummins software for sure. Like you said, I could probably get away with the IC4 cable temporarily. I am still waiting on a software key.

Anyone here work on Cummins engines in Ford trucks? Well. I was thrown into the fire today... and of course we have no Cummins tools what so ever including the scan tool. So I have downloaded INSITE but don't have a registration key yet... nor do I have the vehicle interface module and cables anyway. Any advice before I get rolling here?

Anybody ever come across this? I have seen a couple of trucks doing this, just not as bad. It sounds like a valve in the fuel system chattering and possibly resonating at the secondary filter. It could even be the filter. Just a guess. Anybody?

I was helping someone on another site and dug through some of my files and came up with a long lost TSB for diagnosing fuel suystem air leaks that cause hard starting on the 6.9L and 7.3L IDI engines. I thought it might be good to make a post for the bebefit of the younger techs and those of us who have forgotten these older engines... should we ever encounter one. Apparently there are a lot of these still rolling around. tsb92-10-09.pdf

Well that depends on why you are pulling it apart. If you are performing the P0401 TSB, good advice. I had an engine failure that required total disassembly due to piston and head pieces being blown back up the exhaust and into the EGR valve and into the cooler.

I aksed an instructor if he know what diesel would make it into the Transit. Didn't know. It must be a seeeecrit!

Re these trucks predominantly breaking the right side and were the track bar ball joints replaced? I have done a number of those ball joints and I ususally end up removing that vacuum line and getting it out of the way. I can see some guys not doing that and possibly damaging the line/connector. Just thinking out loud here.