Keith Browning

I don't see anything in the documentation. Have you connected one to IDS and looked in the programmable parameters?

On that note... WHY is the drain valve on a 6.7L secondary radiator facing FORWARD instead of to the side like the primary?

I think I am just using a T50

For some reason I have always hated the term "limp mode." I don't know about other manufacturers but I don't recall Ford ever using the term. But there are others that are a little more descriptive. FMEM - Failure Mode Effects Management - A powertrain control module default operating mode that that allows the engine or transmission to function with limited capacity during a major system malfunction. Engine Derate - A torque reducing feature intended to minimize or prevent engine damage due to a system not functioning properly. Fail Safe - If you deplete the engine coolant supply, this feature allows you to temporarily drive your vehicle before you incur incremental component damage. Are there any more Ford terms to describe fault modes or operation?

I nominate that guy that designed the 6.7L water pump that is like 18" long instead of using the modular style pump.

Were you that kid who ate the paste in art class? LOL!

This is a 6.4L the devil engine. Cooling system problems have plagued this engine from day one. Obviously you should address any DTC related to cooling system problems, EOT and ECT sensors, fan clutch etc. before diagnosing DTC P012F. Make sure that the coolant level is correct and that the system holds pressure within specification. Make sure that the coolant degas tee is installed or that the degas bottle has the single small degas hose connection depending on the model year. The degas tee was installed for a recall, I don't remember the number at the moment. Make sure that the PCM calibration is up to date as FSA 11B23 added several monitors including coolant thermostat and engine oil cooler monitors. The fact that you have this code should indicate the calibration in this truck has the updated calibration. With that said you could still have a thermostat issue and not have any codes but not likely. They should have been replaced when the oil cooler was done in my opinion. Then there is the repeat failure thing... if the cooling system was in really bad condition at the time of repair and the cooling system was not effectively flushed the cooler could have become restricted by the same contaminates the took out the original cooler. There are some people who subscribe to the theory that flushing the cooling system AFTER replacing coolers can cause them to clog. This sounds good in theory but I have always flushed cooling systems on 6.0L and 6.4L engines after replacing coolers and have never had an issue or repeat failure. For your convenience I am attaching the 6.4L Oil Cooler Service Tips job aid to this post. I hope this helps 64L-Oil-Cooler-Service-Tips.pdf

I am not a big fan of the Webinars either. They bore the crap out of me to he honest. The only possible benefit is interaction with the host but that is only possible when it first airs and is live. I have never been able to get on one live and who the hell has time during the day to stop for two hours? So I like the rest of the sheep that are required to watch them have to sit in front of a computer for the entirety of the webinar to get credit. Yeah - give me a training course any day. Ford does a really good job with them for the most part AND you can stop and return to them if needed

No different than the Ford engines. EGR engines all have similar problems with carbon build up, sticking EGR valves, loose carbon breaking off, plugged passages and fouled sensors. These pictures are from a 2003 F750 NJNG truck that has low miles but a LOT of idle hours. Complaints were lack of power and rough idle at times especially after decel coming to a stop. It had two codes for intake manifold pressure one being a pressure sensor circuit code. Funny thing about Cummins codes is that circuit codes are often "conditional" codes. If the circuit codes are not "Active" it is recommended to go after the boost related codes. Of course if you are a Cummins tech using QSOL and EDS (Expert Diagnostic System) you will be running all codes through the code analyzer and proceeding from there. The intake air heater grid was 75% restricted with carbon - a LOT of free chunks of broken up carbon. I did not remove the intake to clean the grid. I simply used my shop vac, a pick and a brush. The EGR valve nicely crusted up and sticking a little. They disassemble for cleaning and Cummins has a nice cleaning solution that eats through the carbon - flushes out with water. Dodge has the same cleaner available. The passages in the EGR adapter block were heavily restricted as well. I assume that the free chunks of carbon on the intake heater grid came from here. Used the cleaning solution on this as well. And of course the intake manifold temp/pressure sensor was fouled up too. It got replaced.

Not covered by 18S08 but I am thinking we may see the recall expand after finding the steering wheel bolt loose on this truck. The same short bolt found on the Fusion and MKZ. I used the recall bolt to repair. We shall see...

My rule of thumb when changing bearings but keeping the gear set is to reuse the shims and see what I have. Typically I end up in the ballpark so I cant tell you how much shim you need to remove to pull you up into spec. Basically I do the same with differential bearings but there I always need new shims because the preload and the backlash are never right. Set up tools? Haven't seen them around here in 20 years. Sometimes I hae no choice to work like a meatball.

I have been running into this with regard to fleets bringing trucks in baffled by this. I assume that there is something legitimately wrong with these trucks however this condition is clouding the issue and of course, the information I get on the repair order is incorrect. I finally had the opportunity to speak to the drivers of a county ambulance with this "problem" and I asked them "what is happening with the truck." They stated the check engine light comes on. The people from the county garage thinks its a network problem. After I straightened out the connection codes I discovered that the truck has a bad DPF. Now I have four FDNY ambulances with the same complaint and I don't think they figured out the connection process yet. THat reminds me, I need to shoot them an email.

This customer isn't putting anything in his fuel tank that is not supposed to be in there is he? Three after treatment systems in fairly short order means something is going on so what else is there if you have eliminated everything else? People put all kinds of crap in the tank to "aid lubricity" like ATF, 2 stroke oil and who knows what else. And when it comes to that... a little is good but a lot must be better for some people.

True. As a matter of fact most cylinder concerns will affect Rel Comp readings in other cylinders. The test may even kick out with some problems where fuel or oil is in a cylinder which tries to ignite causing excessive RPM changes. It does not take much for that to happen. When I get multiple cylinders showing low but only have a concern on one I usually correct the obvious problem and re-evaluate... unless it is a cylinder concern of course.

The pump does not need to be timed for the engine to start and run. Aug 25 2014 5299-2011-2015 F-Super Duty - 6.7L Diesel - Runs Rough or Cranks no Start With MIL On And Diagnostic Trouble Codes (DTC) P0087, P0088, P0089, P0093,P228F, P2291 Some 2011-2015 F-Super Duty 6.7L diesel equipped vehicles may exhibit an illuminated MIL and DTC P0087,P0088,P0089,P0093, P228F or P2291 associated with a rough idle or crank no start condition. If this condition is present, inspect fuse 33 in the Battery Junction Box (BJB) for an open condition. Use a Digital Volt/Ohm Meter (DVOM) to check the voltage on each pin of the fuse. If there is a voltage difference of more than .5V the fuse is open. Replace the fuse and re-evaluate the concern. If the fuse is not open or any DTC's other than the above are present, follow normal PC/ED diagnostics.

"I'm so sorry for leaving CLEAN spots on your paint and you drivers door panel sir." Clean your truck once in a while scumbag. Give me shit for cleaning up after myself.

That is why you use a fuel shop

Sounds like a good source - if raising the voltage creates more heat then certainly reliability would be an issue with other rebuilds. I am keeping this post in mind when FICM's become scarce.

Do you know these peeps? They seem to be in your neck of the woods.

Well yeah, if it has decent miles on it it makes sense while it's out - replace everything in the rebuild kit and calibrate it. The customer will be happier in the end. I usually get my pumps back with the old parts in a bag.

Yes Mike I had something up on body removal which included Super Duty, Excursions and Econoline pictures. I don't think it really matters if it's a van or a cutaway because you don't spend much time in the cab to be honest and as I mentioned I used our small engine crane to lift the head out which will allow me to also install the new cylinder head carefully. I don't think this application lends itself to doing this by hand even with help. I don't know how much difference messing with the engine mounts made but I am thinking to myself why I even asked if this was possible. My only concern is torquing the head bolts. If you have one of thos fancy new Snap-On torque angle torque wrenches it's probably a snap... but I do not own one myself. Even more so why Ford does not have an in vehicle procedure. It is if no consequence - it's a customer pay job.

Jeeze I can't remember that last FICM I replaced at this point.

Well you don't have to sneak it out. I removed the left engine mount and jacked up the right. Plenty of room to work with. I removed the head with a hoist... had to leave one head bolt in on the bottom, third one back.

So why the hell does Ford tell ya to pull the engine?