Keith Browning

We need to remember that the DPF and the SCR ARE catalysts.

Now that you ask I am afraid to answer. Am I right in thinking that Mr. Amacker has discovered something that is not documented (at least not where I am looking) in the process of making his 6.7L cutaway engine?

The Fumoto Valve is now known as quickoildrainvalve.com as I read over in the Monkey House. You can read the updated web page that states "In the United States, the Engine Oil Drain Valve is being installed at the factory level on some of the vehicles made by Ford and Freightliner." I haven't seen this from the factory so I am wondering what vehicle(s) Ford is putting them in. I was kinda hoping that the 6.7L would have a similar valve built into the oil pan.

Charge the customer? BULLSHIT! When the TSB says change the engine oil and filter, Ford pays for it. When the TSB says flush the cooling system and install new coolant, Ford pays for it. "But the engine oil capacity for a LOF is 15 quarts." I say, yes it is. And when you remove the oil cooler and adapter about another 2 quarts drains into the pan and out the drain in the bottom of the pan.

So as I am guessing, the town has no power in certain areas and the water and sewer utilities have been compromised as well meaning many residents will not be allowed to return to their homes, if they have one to go back to? Also Jim, Do you have any word on when you might be able to return to work? That lot looks like a grave yard. You said the shop was spared but how about the parts, sales and office ares?

You forgot a line: extra information = needed because Ford warranty claims are reviewed by people who don't know what they are doing. My favorite reason for claim reviews have to do with parts that the workshop manual tells you to DISCARD or bolts that are 1-time use items. Some of my favorite questions are why do we need 17 quarts of oil when replacing oil/EGR coolers on a 6.0L or why we needed 4 gallons of anti-freeze on a 6.0.L engine repair or engine flush.

From my experience, stalling and low ICP in a 7.3L has been caused by a lot of faulty IPR valves or the o-rings at the tip. It amazes me to this day that our military does not equip you guys with some adequate diagnostic equipment. This is one reason I welcome military techs here at the DTS. We have had several guys stationed in the middle east join us and they are in a dangerous part of the World.

This earns a 5 headbanger salute and becomes a sticky topic!

Brad, have you or Ford determined what is goung on with the injector hold downs?

15,000 and up if I recall correctly.

This truck was #3 after the first two that had bad shocks... however, this truck is special. It has a really bad steering wheel oscillation issue, the wheel shakes violently and you can feel the front end hopping as it skates into the next lane. You have to nearly come to a full stop to make it end. It acts like the older trucks with bad track bar bushings. This truck got new a full inspection, re-torqued suspension fasteners, new front shocks, steering stabilizer and track bar ball joint. The steering alignment has not been checked, and this is the part that pisses me off, because nobody wants to pay for it. Changing caster to the full negative end of specification has helped with other trucks. Just curious if anyone has come across this. I am wondering if the steering gear can influence this too. It seems like is has no looseness. The oscillation is more likely to happen on a long curving on-ramp. I remember a recall back in the early 1990's for this involving steering gear sector shafts. Am I reaching too far?

That was where I read some great stuff.

That is why i am hoping to hear from them before too much longer. The entire town did not go up but a significant number of homes were lost, power is out in some places and I think I read the water may not be available at this time. I thought I read that Adam lost everything on Facebook... no word about Jim. I also read that Slave Lake Ford may have survived however there were cars burning and exploding in the lot. Saw some pics of that. I spent a good hour Googling this last night. I am impressed with how people are behaving and organizing and helping each other. If I was Canadian I would be proud.

I have been Googleing this too. There have been many natural disasters for us to watch unfold recently but looking at photos of entire neighborhoods completely reduced to ashes hits home.We have witnessed floods, tornados... it's all the same.

Jim Warman started a topic yesterday and Adam posted on Facebook... both guys posted pics and mentioned evacuations.

Yeah seriously Jim, stay safe and good luck. I would FREAK if my home was threatened!!!

At the moment MY driveway has two scooters, a princess 10" bike with training wheels and chalk drawings everywhere... not to mention the bucket of colored chalk. I am waiting for it to rain and clean it all off!

Well it's nice to see that the 6.7L hasn't kept the Fuck-up Fairy out of equation. I haven't come across this adventure yet but I am quietly watchin this post...

5 gallons might be too much fuel depending on the tank size and the vehicle. Small variances might be the key... as for how low the fuel level needs to be, I think when the sensor voltage reaches a defined limit and remains there the DTC is set and the driveability concern becomes evident. There is no way to conclude otherwise that this is programmed into he calibration. Unfortunately not many people are aware of this condition and surprisingly few at Ford Motor Company apparently. What gets me is that in the PACED the DTC description mentions that a driveability condition may result but goes no further to explain what actually happens.

I had another one this week with a P115A in memory and the driveability complaint that goes with it. This truck however has a working fuel gage and full tanks of fuel. The problem with this truck had nothing to do with the fuel level indication system at all. The PCM lost communication with the IC as evidenced by DTC U0155. The cluster was alive but it wasn't sharing fuel level data with the PCM. The network diagnostics led me to a bad IC.

Man, I am going through a stretch where a truck is either simply not broken or the customer doesen't want to fix it.

2 days = 42.5 hours. Is that in Canadian hours?

I am assuming you inspects BOTH circuit boards for loose, damaged or burnt components. At this point I would recheck the power and ground circuits to the module, may run it by the fellas at the Hot-Line. Sounds like a complete module is in order if everything checks out. I think we have had only one module do thatg to us... stranded my co-worker on the post repair road test.

Hope you are feeling better!