Keith Browning

"The Flat Earth Society has members all around the globe." They actually Tweeted that!

And there we have it. Thanx! I suspected that ST signified shunt. I don't think that I have ever seen one installed in a Super Duty before... make that I just never took notice. It is shown in the ABS schematic as a shunt in F1.8 feeding F1.22 and F1.23 for a 2005 Super duty in the BJB.

This is something I have never seen before AND it is not OEM as far as I know as I have never seen it. At the center of the picture is a Littlefuse fuse with the marking "ST" and it is a JCASE cartridge style fuse with a black colored body. I cant find it in the Littlefuse product listings (still searching) to identify it. His thing looks serious and could easily cause some damage to a harness and a vehicle if things got out of hand.

Okay but I realllllllly want to know mike!

Just thinking out loud here but I don't think I have ever seen the connector under the column cause this... not saying it can't. I agree about manually entering the vehicle and running a network test... then you can look at the network in the wiring diagram and narrow it down from there.

Any permanent DTC's? I would still try performing the drive cycle to see if it will clear. Today I had a 2016 F750 in with a check engine light and it passed KOEO and had no CDTC's BUT I saw DTC P245C in the permanent DTC list. Turns out the customer was messing around with the truck and cleared the code - Warmups=0 Distance cleared=0.0. WTF!!! BTW that P245C was caused by a missing vacuum cap on the line coming off the vacuum pump where a hose would connect on a 4X4 equipped pick up. Looked like a critter took it as there were what looked like tooth marks on the nipple. Muddy paw prints all over under the hood. 2nd time I have seen this. Must be tasty rubber.

Well if the light does not prove out then that is all you really need to see. I agree that the cluster is at fault. As for the Snap-on scanner and it's deficiencies... you always have us here to bounce stuff off of!

I'll be here all weekend folks and please tip your waitress!

Does the truck run rough? Does it smoke? Is it using coolant? An injector or a crack somewhere in a forward cylinder like #1 could be dumping a lot of fluid into the exhaust manifold and it is seeping out from the port areas. Fuel and coolant can look like oil when it mixes with exhaust carbon. A crack in the cylinder head leaking coolant into the exhaust port would do it.

Nope. That was done years ago. The sensor looked pretty new too but the tech working on it indicated that it was definitely aftermarket so what was someone trying to fix? The same concern? If that is the case I expect to see the truck back in the shop before long.

Yeah you wont find the connector view because some idiot at Ford Motor Company decided to intentionally omit connector views for connectors with less than 5 pins. If your eyes are good you should be able to see the pin numbers molded into the back of the connector. And FWIW the wiring diagram shows it's connector C185 or am I seeing things?

A wiring diagram nor cleaning and tightening the HEC connections is going to help you in this case. The glow plug indicator is controlled by the cluster based on NETWORKED commands from the PCM. The lamp operates independently from the actual glow plug module meaning the light could be on or off regardless of the plugs being energized and how long. As a prove out, the indicator is commanded on at every key cycle even though the glow plug system may not be required. With that said, a good scan tool, preferably a Ford IDS, that can monitor PIDs you can monitor the glow plug indicator parameter and compare the on or off command with the actual illumination of the light. If they don't match then the cluster likely had an internal circuit board concern and will need to be repaired/replaced. Also the light is probably something that can be turned on with the scan tool. (see pinpoint test T3 below) You COULD remove the cluster to see if the light is an actual bulb that twists into the back of the cluster assembly. With the light commanded on tap the bulb and the cluster housing to see if you can make the lam malfunction. Maybe take the bulb out, pop a new bulb in the holder and make sure the holder has a clean tight connection to the bulb and where it contacts the printed circuit on the back of the assembly. My personal opinion? Sounds like the cluster itself. We see a number of cluster problems so it's not unlikely. Here is the pinpoint test for the indicator if it helps. PINPOINT TEST T : THE WAIT TO START INDICATOR IS NEVER/ALWAYS ON—DIESEL ONLY T1 RETRIEVE THE RECORDED PCM AND INSTRUMENT PANEL CLUSTER DTCS FROM BOTH CONTINUOUS AND ON-DEMAND SELF-TESTS Connect the diagnostic tool. Ignition ON. Enter the following diagnostic mode on the scan tool: PCM and Instrument Cluster DTCs. Retrieve the recorded PCM and instrument panel cluster DTCs from both the continuous and on-demand self-tests. Are the any DTCs retrieved? Yes If PCM DTC P0381 or instrument cluster B2658, GO to T5 . For all other PCM DTCs, REFER to the Powertrain Control/Emissions Diagnosis (PC/ED) manual. For all other instrument cluster DTCs, REFER to Section 419-10. No GO to T2. T2 CHECK THE WAIT TO START INDICATOR PROVE-OUT NOTE: The wait to start indicator should prove out for approximately 1 to 10 seconds, then turn off. Ignition OFF. Ignition ON. Monitor the wait to start indicator during prove-out. Does the wait to start indicator prove out correctly? Yes The system is operating correctly at this time. No GO to T3. T3 CARRY OUT THE INSTRUMENT CLUSTER WARNING LAMPS AND CHIME ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the scan tool: Instrument Cluster Active Command. Select the instrument cluster WARNING LAMPS AND CHIME active command. Trigger the ALL LAMPS active command ON then OFF. Observe the wait to start indicators. Does the wait to start indicator illuminate when commanded ON and turn off when commanded OFF? Yes GO to T4. No GO to T5. T4 CHECK FOR CORRECT PCM OPERATION Disconnect all PCM connectors. Check for: corrosion pushed-out pins Connect all PCM connectors and make sure they seat correctly. Operate the system and verify the concern is still present. Is the concern still present? Yes INSTALL a new PCM. REFER to Section 303-14B. TEST the system for normal operation. If the problem remains, REINSTALL the original PCM and GO to T5 . No The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. TEST the system for normal operation. T5 CHECK FOR CORRECT INSTRUMENT CLUSTER OPERATION Disconnect all instrument cluster connectors. Check for: corrosion pushed-out pins Connect all instrument cluster connectors and make sure they seat correctly. Operate the system and verify the concern is still present. Is the concern still present? Yes INSTALL a new instrument cluster. REFER to Instrument Cluster (IC) in this section. TEST the system for normal operation. No The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. TEST the system for normal operation.

We had a 2002 in that did this, it needed to be on intermittent wipers to happen but it was very easy to duplicate on just about three interval swipes. Turned out to be the CMP sensor was picking up RF interference. It was also an aftermarket sensor if that matters.

Well everything is not okay if the PCM set a code. The pinpoint tests were revised some time ago and following them usually points to something but I did say usually. I find that trucks with a lot of idle time tend to have SCR conversion issues likely caused by insufficient filter cleaning. If I am not mistaken, not only does the DPF require cleaning but the SCR also benefits from the regeneration process by cleaning excess deposits on the substrate. Cummins software - INSITE - has a nifty automated SCR efficiency test that begins with a full regeneration before testing the efficiency of NOx reduction through the catalyst. Ford's IDS injector cleaner test "I think" can monitor NOx reduction during the process but does not perform a regeneration. Finding information explaining this is near impossible. So taking instruction from the Hot-Line and SSMs over the years, when all else passes, Make sure the PCM calibration is up to date, perform one or two regenerations and perform a DPF parameter reset. Then road test to validate NOx reduction by performing a successful SCR drive cycle which you will likely have to do anyway if there are any speed limitation or engine idled messages on the instrument cluster. SSM 46824 - Effective Sep 18 2017 - 2013-2017 F-Super Duty/2015-2017 Transit/2016-2017 F650-750 - Diesel - Updated PC/ED Diagnostics Available for Diagnostic Trouble Code (DTC) P207F and/or P20EE. Pinpoint tests RD are very complete and should help identify any SCR, EGR, NOx sensor and intake system concerns. Expect to spend a lot of time. Also I have decided that before performing any test to go ahead and perform the Reductant Injector test FIRST to verify it measures between 40-50ml and to obtain a sample of DEF for testing. Otherwise, by the time you get to that test (if you do) the exhaust will be too hot to deal with. At this point, if unsuccessful it is time to consult the Hot-Line and see which part they recommend throwing at it.

I was wondering if any of you fellas have been a part of that website as a "Verified Expert" and what your impression is. http://www.justanswer.com

I would agree that time is about right. Depending on your experience with the 6.4L be aware that problems on this engine tend to multiply when you get a good look at things and more so once you begin taking things apart. My personal approach to the exhaust on these engines is applying heat before loosening is helpful in avoiding breaking more... and sockets that are in perfect condition are almost a must, especially the 10mm stuff.

I love tools that can milti-task!

I am happy to hear that things are working out well for you! But your input here is missed along with many other veteran DTS members who have moved on. Congrats on the forthcoming marriage!!!

We had a similar situation - a private shop replaced the pads and rotors on a Transit. Left the axle bolts loose apparently and everyone snapped.

I found this on my Facebook feed and thought it was interesting. If you do a lot of harness fabrication or repair it could be a time save not to mention lower frustration levels. https://electropicks.com/products/wire-loom-insertion-tool

I thought this is interesting. http://www.gruvenparts.com/towing-mirror-gears-ford-trucks/

The constant rain pattern we have been enjoying is also despicable. I hate these mid-day thunder storms that afterward the sun returns and there is steam coming off of the parking lot. Yeah, I just love wading in this shit too.

I just bought these - so far happy with it.

One of the knuckle heads at my place just did that to a Transit.

I have waiting a F750 needing an upper oil pan reseal. I did not expect the medium trucks to escape this by the way. Same shit different chassis. Anyway I was looking things up and SLTS for the pickup is 7.8 hr and the Medium duty is 12.4 hr with air brakes. That is a big difference and I have yet to read the WSM procedure to find out what is different. It has air brake lines going around the lower pan, trans still has to come out, it has a PTO and a bit of dirt crusted on. Ohhhhhh joy I can't wait!