Keith Browning

I just did an engine for this very concern. My trusty magnet found some glitter in the oil cooler reservoir which meant the HPOP and injectors were scrap as well.

What would you call that Jim? An Alberta snorkel?

I think the answer to your question is in performing a crankcase pressure test. If crankcase pressure is what is causing the glow plug boots to blow out of the valve cover I would say it is excessive but you need to TEST it and PROVE it.

The IDS VCM II launch is targeted for North America in the 1st half of 2012. IDS software will support both the current VCM and new VCM II devices. The Vehicle Measurement Module (VMM) strategy remains unchanged. The VMM will continue to be supported and functional with the VCM and VCM II. Integrated Diagnostic System Software (IDS) The Ford Integrated Diagnostic System (IDS) user interface will only be impacted by minimal changes to accommodate the additional VCM II and CFR functionality. IDS will function with VCM II in 1st half of 2012. Some additional screens will be included to identify the VCM and VCM II (devices). IDS software is only compatible with the VCM and VCM II. Other non-Ford J2534 vehicle communication devices are not compatible or supported. VCM Functionality The VCM II was developed to have comparable coverage to the VCM. It will include 802.11 Wireless when launched as part of the base price (not a separate item). All VCM II's will also be upgradeable to operate as a Customer Flight Recorder (CFR) to replace the functionality of the current Vehicle Data Recorder (VDR), which is no longer available. The VCM II has CFR capability with the addition of an optional Pendant cable. The Pendant cable is available at an extra minimal cost. Some of the highlights of the VCM II are: [*]The VCM II is designed to have comparable vehicle and model year coverage to the current VCM [*]Enhanced 802.11 wireless that includes USB wireless cards for the VCM II and PC, which removes dependency on service department wireless infrastructure [*]Contains temperature controlled software to control operation in extreme high and low temperatures [*]New electronic components for improved operation [*]Shock resistant rubber boots for a shop environment Customer Flight Recorder (CFR) The Customer Flight Recorder (CFR) is the replacement for the existing Vehicle Data Recorder (VDR). All VCM II's are capable of being used as a CFR when the user attaches the Rotunda supplied optional pendant. The VCM II software subscription will be associated with PC / IDS software, as opposed to the current licensing strategy which is linked to the VCM itself. This new licensing strategy means the VCM II - CFR can be used just like the VDR without paying for the traditional VCM based subscription fee. Vehicle Data Recorder (VDR)The current VDR sales and repair support has been discontinued by Rotunda and Snap-On. This is primarily due to lack of components to produce and repair VDRs. VDR will remain active as a tool selection in the IDS software. Going forward the current VDR will continue to operate on 1996 to 2012 model year vehicles. Pricing [*]164-R9805 VCM 899.99 [*]164-R9806 VCM w/CFR Cable 949.99 [*]164-R9809 CFR Cable 149.99

Denville would be sweet as I live near by! I am sure that location is still in the vocational school there where I went in high school. Years back I went there for a "familiarization" course for sales eligibility. I would prefer to stay clear of New York City altogether or have to travel but this is a must do situation for me and my fellow techs.

When fuel filler nozzles shut off or fuel slowly fills it's either caused by a restriction in the fill tube or in the venting system including the vent tube on the filler neck. If you have custom bodies be sure the filler hoses are not linked or are routed in such a way that creates a low spot where fuel can pool. I actually came across a few trucks years ago where the fuel filler line drooped and then went up to go over the frame rail. The TSB Josh posted addresses venting concerns from plugged up fuel vapor canisters that are subjected to high dust/dirt conditions. As always look for spider nests as well!

Yeah, I meant to ask that as well. If this is really pricey it may be a hard sell.

Brad, I need information on this puller like manufacturer, part number and where to get one.

I performed an experiment twice in the last week and confirmed that gently heating the line makes the disconnects come apart like they should. No damage no leaks... unless you get stupid and get the line red hot. I apply my propane torch to the line and give it a quick 10 count. I WISH I figured that out years ago!

Unless the tech has broken the tool repeatedly... Knowing that tools wear, tools break a no-charge policy must be made common knowledge. I expect that a broken tool be brought up for repair or replacement. I also expect that it be properly returned, clean and in the proper storage box. We will see where this goes.

Good to always bring forth the cons of an idea. Accountability is something that has plagued our dealership for at least a generation. I for one am sick and tired of searching for thing I should not have to. Fortunately I have kept all of the diesel tools and ESST boxes locked in a cabinet in my shop. The guys that need access have the code to the lock. I am not going to police the entire shop. Can't. But this is an idea worth discussing with coworkers and management.

Good to hear. As far as I know the Cummins is the only diesel engine option for the F-650/750 trucks now. No more Navistar, no more CAT... I went through the CAT ACERT training but it was worthless for me because we really were not performing any warranty engine repairs at all. They just wanted to be able to sell them. The new people expect to sell and service which is fine with me. They are hot to get us going with training so I expect some extended classroom time is coming my way and probably for my partner too.

When my dealer finally changes hands it will be a serious Ford truck dealership and we are going to be selling and servicing medium duty trucks again. Supposedly with a large customer base. Any of you guys do a lot of Cummins work and have some advice for what might be ahead for us?

Ever since you taught me that I wanted to do an article on it. Must remember to snap some pics the next time I diag an older truck.

THAT concept is worth bringing to the table Bruce! Cataloging and locating the tools is only half of the equation. Getting technicians to respect the tools and having them returned to the proper cases and accounted for is the other half. This method would work but I would like to be able to view the inventory and search. You would need to be able to tell the counter person which boxes to retrieve. Perhaps a combination of software cataloging that can be shared by everyone and storing and monitoring in the parts department can be made to work effectively.

I know there may have been discussion of this in the past but I am wondering what some of your dealers are using for ESST inventory and tracking? Here is one such example: ToolCrib If any of you use this your opinion is wanted.

Got it... 2011 - 2012 F-Super Duty Switches AL3Z-13D730-AA Harness BC3Z-14A303-B And the SVE Bulletin is https://www.fleet.ford.com/truckBBAS/non-html/Q117-R2.pdf

Anybody have part information on adding upfitter switches to 2011 and 2012 Super Duty trucks?

Yep, and that is why the Hot-Line and I agree that the pump had to be replaced. I figured that if something in the system was likely to leak only during some specific conditions it would likely be that. But with my luck the truck will return in a 1000 miles with the same DTC and overfull crankcase condition 'cause that is how things have been going lately. I know, things aren't so bad as they can get worse.

Butane torch? No no no no. When you have one that tightens up, acetylene to the nuts until they are red hot then they loosen like buttah. Her in jersey the two front rot and sometimes the ones under the dash. The nuts are easy to access...

I am sure they could be Jim but not likely in this case. The hours are not high and the amount of fuel we are talking about is a lot more than excessive idling would typically present, especially through the summer months. Power balance and relative compression also do not show anything suspect. I have been suckered by that in the past as well but this truck runs well and doesn't smoke either. For now, I am replacing the pump and sending it on it's merry way. The customer services the truck with us regularly and I will be able to monitor the oil level in the future.

Two things on the quick connects I have learned. It helps to clean out the opening with some brakleen and compressed air first, then hit it with some penetrating oil. I just discovered that gently heating the fitting with a hand-held torch made the coupling immediately come apart. I said GENTLY heat, as in warm it up, not melt he plastic inside. On the next one I will try this first.

You know, the more I look at that picture of the right front fender the more I think that truck has been in my shop.

Elevated engine oil level due to fuel leaks. I haven't had too many to deal with over the years and all have been relatively easy to dignose... until today. The high pressure fuel pump leak test works well and when that passes I add UV dye to the secondary fuel filter housing. I caught a few injectors that way. I now have one where the pump leak test passed and well, I see no dye anywhere. I even inspected the pump with a black light. No bright indications of dye anywhere however I can see it (the dye) starting to mix with the oil. Perplexing. The gents at the hotline suggest replacing the pump as they claim it can leak under certain conditions like full temp operation or high pressure operation. Just curious if any of you have had any hard to diagnose concerns like this one.