Keith Browning

They don't have to read the fucking manual... they have the Internet!

You are right Jim, we are short on details but the thing that stands out to me is that apparently the guy documented that he had pulled the wheels and checked the brakes when the investigation revealed there was strong evidence that he in fact did not. Seems to me that if you sign off on something you had better be sure it was done.

That is correct Brad. The camshaft and injection pump gears are both marked with a "Y" which will time the pump gear when aligned. I know I have seen the dyed teeth but I also know that on many engines I had the pump out you sure couldn't see it. I always used the timing marks.

Fred, did you mean the DTS front page? It does not state that SCR converts urea into ammonia. Urea is ammonia but depending on what you read you may discover descriptions that state urea is a compound mixture of ammonia and nitrogen which I believe is for agricultural use. I have never read anything (in Ford related materials) that there is any process that "converts" DEF into ammonia. The only real question I have at this moment is what role the water plays if any other than to make the fluid less hazardous to us humans? I am assuming that "chemically pure urea" means ammonia which is pretty nasty stuff! The chemical conversion I continually see for SCR is NH3 + NOx = N2 + H2O and a trace amount of CO2. [*]NH3 = Ammonia [*]NOx = Oxides of Nitrogen (the bad stuff) [*]N2 = Nitrogen [*]H20 = Water [*]CO2 = Carbon Dioxide I have read references to "hydrolyzing" but that is as far as it goes with no additional explanation. I myself am not sure if the process is as simple as I have described above or if there is more to it... which is why for now i am keeping anything I write as simple as I can. Call it dummed down if you want. DEF, ammonia, urea and Reductant are all words that seem to be generally interchangeable. I chose the word ammonia because that is the chemical that is reacting with the NOx. If there is a large enough consensus that urea would be a better choice of a word I have no problem changing it. If I am wrong about any of this someone please correct me. Anyone with additional references or materials on this subject please feel free to share. I am glad we are diving into this.

I recall us discussing this topic at one time. To bring us all up to speed I Googled his name and came up with this article... I am sure there are more out there if we dig.

Good find Mr Bruce. It is not technical but definitely informative - I am sure it is intended for the general public. I thought it would be good to share with our readers so I embedded the video on the DTS front page. (1170)

You know I was in the market last weekend and I forgot to look if they had any asparagus around. I'll have to put it on the list for the weekend because I really wanted some!

It's evidence that Grampy Jim's mind wanders.

That is a key piece of information. This tells you that the PCM is commanding the RPM to that speed based on "some" parameter. if you view chart 5 on the diagnosis by symptom there are some things to check and these are my favorites based on what we know about this truck: [*]Biased ICP [*]Accelerator pedal [*]Biased/faulty EOT sensor [*]Engine not reaching normal operating temperature. [*]Power take-off (PTO), auxiliary idle control, and charge protect devices

Yeeeeeeeeeahhhh... but... More often than not when I test for and find a bad regulator it has nothing to do with the spring. I commonly find the rubber seal on the valve has come apart. I agree that the cover is basically not needed but the spring along with with new seals, valve and air bleed orifice really should be replaced.

I first looked at that video after a long day, about 6 beers and a 4 hour NASCAR race. I thought that something may have been triggered by the guy who walked into the shop or when the tech walked under the truck. On further review this is not the case and even if either guy did something the truck should not have fallen off of the lift if it was set up correctly. I also have to wonder if that lift was rated for that much weight. In any event, the dude was fucking LUCKY because that truck landed right where he was crouched working on the floor... not paying any mind to the truck. By the time he would have realized something was happening it would have been too late. Let this serve as a reminder that our profession comes with inherent dangers and many of them. For some of us we are our own biggest liability.

That is the most common symptom of high pressure system leaks now, most predominantly the dummy plug o-ring issue. The STC fittings can also commonly show these signs and not just the sudden stall and no restart.

Yes! We had a 6.4L truck do that too and like you have never seen it on a 6.0L truck. Worth checking though.

I know he said he replaced the ICP and the IPR.. I have come across maybe a handful of 6.0L and 7.3L engines doing this that indeed had bad ICP sensors. Most had normal KOEO voltage readings and I think one had an erratic signal that I could see. Now, the last truck I worked on that had a high idle concern, a 7.3L, turned out to have a bad PCM. I discovered that unplugging the ICP sensor corrected the condition so I looked at it deeper. I installed the breakout box and monitored ICP voltage with data logger and mu DVOM. The readings were different... this was on a reman PCM I had just installed. A second PCM fixed it. The post is here ---> Lying PCM

I am a firm believer that if it was not designed or intended to be put in the fuel tank then it has no business being there. Shit, there's some stuff that IS intended to be dumped into the fuel system that I would never put there! Just because "they" say you can doesn't mean that you should.

If you think about this, the trucks, the mounts, the bolts and those freakin cage nuts have not changed. We have all been dealing with this issue for several years now and have discovered/developed techniques that work. Food for thought.

When ASPARAGUS in in season... ya dork!

I'll second that though I have never personally installed one. I have heard good things about the LUK single mass flywheel kits to retrofit the dial mass flywheels that were very problematic. I remember one customer that had two flywheels replaced... I recommended the LUK clutch on the third but he didn't go for it.

I like the idea of putting pressure on the cage nut by jacking up on the body. A BUTANE torch for 15 seconds? Sorry Ford. That is not going to be effective.

I have never grilled it, so I will try to remember doing so when it comes into season.

Excellent theory and one I have not heard explained. Now, did you realize this on your own or did you hear this from a reliable source of sorts? Not doubting you, just curious.

Wife bought it.

Okay, we just got our kit and it contains 10 tests. What a deal. Since the message center's tell the owners to check coolant I foresee testing coolant to be requested more than it currently is. Now, has anybody actually used this it yet? I don't want to opening up just to play with. According to the workshop manual it is to test for nitrite, concentration (freeze protection), corrosion additive (carboxylates) and contamination. What do you guys think is a fair labor charge to test and make adjustments like add coolant or VC-12 additive? We currently charge .2 to test and adjust as required... flush and refill is extra of course.

Green Giant canned asparagus to be exact. IT SUCKS! Pudding is firmer and it tastes like their peas. Fresh is the only way to go where asparagus is concerned.