Keith Browning

The module ID is blank and he cant program it as a result so it awaits a PCM at his point.

2007 F450 6.0L - engine sound changes and the engine shakes a bit but not like a dead hole. I can duplicate the concern under load and it starts approaching 2500 RPM and at tip-in. Does it at 3000 RPM in neutral as well. No codes, not one misfire logged in mode 6 data. All I see is ICP voltage becoming erratic and I can see injection timing and fuel PW react but not a lot - ICP pressure and IPR readings really don't do anything either. Wiggle test showed nothing - tried a new ICP for giggles but no change. The engine otherwise sounds and runs great. I am thinking the ICP reading is the effect, not the cause. Pump? Opinions?

We had a 5500 in for the SCR recall that includes a PCM re-calibration to address the removal of the ammonia sensor. When connected, there were no calibrations showing for the vehicle. Usually there is one or for these vehicles two, one with the recall performed and one without. We discovered that the VID block was blank so it makes sense that calibrations could not be identified. I am not well versed with Chrysler - does anyone know if there is any option like Ford has in recovering modules with As-Built data or do we actually need to replace the PCM? I believe the gents on the other side of the shop are going for the new PCM but I was just wondering...

Well good luck! You may still need us in the future so don't hesitate to come askin!

I have just used the universal adapters that came with the stand and they worked fine.

Yet another Cummins SCR catalyst... and now they are covered by a campaign. It was nice making money on these trucks for once! At least the campaign expires next year.

Aaaaand there you have it.

You know those customers; ones that know all about it and those that had their guy check it out first. We have all had these experiences where another mechanic has put their hands and scan tools all over a vehicle before giving up and sending it to you. I say "congratulations!" and "hooray for me!" The intermittent problem that they had set the codes and thusly the freeze frame data - it then comes to you... with no codes and you have to replicate the problem. The multiple fault scenario where once again we have Mr. Eraser clearing codes. There is a hard fault that resets codes but there WAS another concern, maybe intermittent that is now not going to diagnosed unless you get lucky and catch it. Customers get pissed when you release the "fixed" vehicle only to have the check engine light come back on in a day or so. Then there is Mr. Befuddle who goes poking around or disconnecting things only to set an extra dozen erroneous codes for you to sift though. Now I get this shit from a large utility company. WTF!

From my point of view little has changed from Ford, the product to the local economy that dictates the type and quantity of work coming through our doors. Ford still has really unexplainable product issues that are random but ever-present. Warranty labor times still suck. I am more interested in what your old co-workers had to say because the dealerships and business climate where you are is what you need to be interested in.

Dually Buddy

Seek and you shall find the information... but I did not find this anywhere in the Cummins resources I was using. Using INSITE, you must clear the aftertreatment history which will turn fc1922 inactive and shut off the red check engine light. Then you can perform a manual regen and validate the repair.

This looks interesting - possible alternative to the over-priced tool truck options. I'm sorry but $15k on tool storage is insane. Professional Toolboxes | Tool Vault | Montezuma | Extreme | Lista & more

I wouldn't kick yourself in the ass for that. Those fuel pump driver modules are a common failure plus you DID perform the pinpoint tests AND you jumped the fuel pump power and ground circuits and the truck started and ran. Just be glad that you didn't fix it temporarily by disturbing the harness and hand the keys back to the customer to fail on him. BTW FPDM failures are common enough to make me grab a creeper and my jumper leads when I first go out to a gas no start. For me it has been mostly Econoline buses.

Okay, so we don't like the word negative - unfortunately that is how it is discussed in my shop like "set the caster to the negative end of the spec" for example. Let's call it "nominal" as the bulletins put it or "reduce" caster to the lower end of the specification. Here are the two bulletins covering this concern. Hope these are useful: TSB 07-10-10.pdf TSB 18-2268.pdf

You likely nailed it. Replacing the "loose" and worn parts is the first step. Anything that allows that mono-beam axle to move can start the oscillation. Remember that setting the caster to the full negative end of the specification has always been recommended to address this issue.

Fault Code: 1922 - Aftertreatment Diesel Particulate Filter Differential Pressure - Data valid but above normal operational range - Most Severe Level The code was set as a result of a stuck open EGR valve that was run that way for a while... I had three EGR codes originally which are now gone after cleaning the EGR valve, throttle body, EGR adapter and the intake heater grate. The 1922 is still "active" - I performed the diagnostics in EDS and came to the conclusion that the DPF was clogged so it got replaced. The differential pressure numbers came down as a result but I can't clear the code. The conditions needed to do so involve performing a stationary regen and passing which will turn off the red and amber check engine lights. However INSITE will not execute the regen with the active 1922 code. I have NO OTHER CODES PRESENT at this time so I can't figure out what the deal is. I am looking for real world advice before I escalate this which I hate doing 'cause Cummins Care can be like the Soup Nazi if you know what I mean!

Our shop had it's first one in today and I did not draw the job. The guy who did it, his first, looked like it took him about 4 hours. I poked my head in and had a look-see and it did not seem all that bad BUT the tips you guys are sharing look spot on!

That is a nice looking unit but the price makes me suspicious of the quality.

I have no answer or advice for you other than what has been done and discussed. We had three of these in the shop in the last few months with no diagnosis. We pretty much made the same inspections and tests that you did but I don't think either of us noted any pressure spikes.

Mar 22 2019 7993 - 2012-2016 F-Super Duty - Battery Cable Clamp Corrosion Repair Some 2012-2016 F-Super Duty vehicles may exhibit a battery cable clamp corrosion concern at the positive battery terminal. It is not necessary to replace the complete battery cable harness CC3Z-14300-A for this concern. Positive battery cable clamp BT4Z-14450-AA is available and can be used to replace just the corroded terminal. Do not cut or shorten the battery cable, but instead remove the corroded battery cable clamp and clean the cable end as necessary. Bend the new battery cable clamp as needed and crimp it to the existing battery cable. Make sure to use heat shrink tubing over the battery cable to battery cable clamp connection. Obtain the heat shrink tube locally. What about the negative cable?

That and the fact that an E-series CC is 10X more durable than a Transit CC. I just don't like those unibody frame rails... I could go on with the comparisons and opinions. As a light duty vehicle the Transit is just fine and did you also read that it's going to offer all wheel drive and two new engines including a new diesel for 2020?

So basically this is simply a beefed up F550.

If you are not a fan you will be now.

That is what the hypodermic needle is for. You have to obtain one locally at a pharmacy for example.

That is why it was difficult... at least for my crew. That is why I finally jumped in and persisted. Personally, I think the cover and pins should have been shown with the cover. But that is me.