Keith Browning

That was a while ago but I think we were headed toward an injector or a set for some reason but what I remember is that the customer declined to repair so I don't have a conclusion. Sorry.

We have seen 4 of these in the last month coming in with no heat and two more scheduled to come in. We have found that replacing the heater box is fixing them. For some reason the blend door is binding. Oddly though if you remove the blend door actuator the door can be moved by hand and comparing it to the new part you don't seem to feel any difference. We have now seen this with regular HVAC and ones with supplemental heat. If you see this DTC in the FCIM the heater box assembly is suspect: B1081:07-2A- (FCIM) - Left Temperature Damper Motor - Mechanical Failures - Current (DTC),Fault is currently present.

You could also install the break out box and ground the control circuit and listen for a click. Sometimes they are difficult to hear especially if the shop is noisy.

It is a 4R100 - you could always connect the transmission tester on it if you have one and perform a click test if you were determined to do so. The tester will also let you make resistance checks and even road test and manually shift the truck and engage the torque converter clutch. Rotunda Transmission Tester 007-00085 - Black box has different cables and overlays.

I agree. The thing to remember is that this is a fairly simple code to diag as it is realistically two circuits, a component and the PCM. If the circuits test good and I think load testing is best (Grampy Jim would agree) the WSM should flag the PCM. Not just load test but do a wiggle test while load testing as well AND while testing the circuits for shorts. Circuit 391 feeds ALL of the solenoids however the EPC is isolated by splice S138. Also to add to 8WA's comment, even if the line pressure is at minimum the PCM is in FMEM and all shifting will still be abrupt as all shift strategies go out the window... and the PCM may still be tying and be able to command line pressure high even with the current fault. While PCM failures are not common overall I have had 3 or 4 over the years go bad with trans solenoid circuit concerns. You can't do output state control? Are the PIDS you need to control marked with an ! where the # should be? When that happens the PCM or the scan tool is preventing you from controlling outputs due to the fault or the conditions not being correct to perform the function.

I'll bet this is related to safety recall 17S33 .

I can't recall exactly what the oil cap specifically shows BUT if you look in the WSM the ONLY oil listed for a 3.2L Diesel transit engine in the engine specifications is Motorcraft® SAE 5W-40 Super Duty Diesel Motor Oil part number WSS-M2C171-E which is a full synthetic engine oil. Ultimately this is the first fact that has to be presented. Next we look at the FLP Maintenance Admin Manual pages 166 and 167 it appears as though full synthetic engine oil is an option and may require dealer and or customer participation. This probably explains why your warranty administrator is having a fit. The problem here lies with whomever sold the vehicles and contracts that probably is not aware of the required engine oil and the plan(s) they sold. That needs to be identified and corrected. I uploaded the pages that show this - see the Note at the bottom of the second page: FLP_Oct2018_Admin_Manual_Page166.pdf By filling the engine with the PROPER SPECIFIED OIL, you my friend are doing your job correctly. Someone else however is not and my opinion is that you should approach this problem in that way instead of wracking your brain trying to find a work around for someone else incompetence, lack of knowledge or laziness in trying to determine the problem and finding a way to resolve it. JMHO I am using the oil specified however I don't think I have performed a service on a diesel Transit with a maintenance plan. I don't have an answer for your question specifically the 5W30 Diesel engine oil and I apologize for that but I felt I needed to chime in here. Perhaps my Warranty Administrator wife will know but she is sleeping at the moment and I am not going to wake her.

I tend to agree with that assessment. This is not the only time an engine has been opened up for leaks and damage indicating eminent failure is discovered. Also Ryan I do hope you inspected the oil pump and front cover.

I ran across a 2017 F550 that had the front door panels removed at some point to paint the vehicle. It seems that the interior door handle cable is secured to the door panel in a way that when removing the door panel it is easy to put a decent kink in the cable causing it to bind. See the green circles in the picture. On this truck it even caused the door latch to not latch unless you locked the door first. So use care when removing these door panels and make sure they are not bent and everything works smoothly and properly before returning the truck to the customer. FYI since the anchors were mostly broken I left the cables un tethered which looked like is not an issue at all.

With the more recent Dell purchases I have made, I went to the support page after logging into my account. You look for drivers and downloads and there SHOULD (somewhere) be a system restore file that you download. Could be a zip file I don't recall but you then unzip the file and put the extracted files on a dedicated thumb drive and put away for safe keeping. I put all of mine in my safe. You don't need a huge drive either as the extracted files are not even a gig. The recovery will contain the OS, all drivers and all of the add-ons including the Dell crap they put on the PC when new. But, it makes restoring easy when all you need to do is put the thumb drive in a USB slot and turn on the computer.

Don't sweat it. I am very familiar with the taste of my own foot but is just goes to show that given enough time you can find anything if it exists. AS for the cable requirements I find that with anything regarding computer repairs it is best to access the part you need to be able to positively identify what you have. Ran into that a few weeks ago to replace the display cable in the very same laptop. That ended up being a $9.33 repair but I could have ended up ordering the other cable by mistake which was about $40 and would not have worked. If I had "guessed" I would have chosen the more expensive cable. Replacing the drive is typically very simple and should not require changing any settings in the BIOS from the boot set up screen. All I needed to do was replace the drive, put a flash drive with my Windows 10 installation files in the USB slot and turn it on. Follow any screen prompts and away you go. Even if Windows finds and installs drivers for the hardware in the PC I do recommend going to your PC's manufacturers website and download the original drivers and installing them. Of course you could always use a saved disk image and copy it onto the new HD or use the OEM set up disk that came with the PC... but I don't think any manufacture includes them and have not for many years now. I know with dell the set up files are available on-line. All you need is the tag number from the back of the computer.

Are you sure IDS is the problem? Can you print anything else? (gotta ask)

As I suspected. There ya go!

The problem with converting a WDS to a SSHD if that the WDS is OLD. I doubt it would be compatible but I don't know why. My laptop CAME with a hybrid HD. It was partial solid state and had a conventional storage disk AND I think an SSHD was an option at the time. If the WDS had a SATA drive you might be in luck but it's doubtful. ou would need to do your homework meaning you will need to know what you have first and then research. The processor and motherboard may simply not be capable of handling it. Just a WAG on my part.

Well I broke my laptop. I was getting into a shuttle bus with my IDS and tripped on the step and I dropped it from about 2 feet and it hit the floor flat on its base. Took out the hard drive. So I replaced it with a SSHD. No moving parts to go bad or cause damage as SSHD's a re shock resistant or even shock proof honestly. Wow does this PC boot up QUICK and it seems to run much faster in general. I highly recommend going with a SSHD when specing a new laptop or repairing one and its a worthwhile upgrade "just because" you can get into a 250GB starting just under $100 now but the price quickly climbs with larger storage capacity. Additional benefits are that it uses a lot less power, creates less heat and the battery lasts longer not to mention that it is silent... not that hard disks make a lot of noise to begin with but that was the first thing I noticed when I turned on the laptop.

WSM says remove the flexplate... I am starting my first in the morning. I don't see any way around it honestly

Anyone else seeing a lot of broken valve springs on 6.2L engines? Seems like the last year we have had at least a hand full qualifying it as a pattern failure in my eyes.

Personally I think 35 hours is flat out robbery. I like to make money but not by screwing people. I have been sticking with oping out repairs using the SLTS and multiplying by 1.5 which I think is not only fair but almost always in line with Alldata for example... maybe a little heavy but it is not robbery. Of course, vehicle age/condition, body and up-fit equipment requires special consideration. I am about to do one of these under warranty. It has been a while since my last so maybe my opinion might change slightly.

Here is another argument for replacing the assembly that I just realized. Which catalyst are you going to replace in this situation and why? Is the DPF not capable of properly lighting off preventing proper SCR function? Is either catalyst broken or poisoned? Is the SCR plugged to the point where is cannot be cleaned with heat? (i had one SCR that was nearly totally face plugged with crystallized DEF that would not clean after a couple of manual regeneration attempts) Replacing them both removes the possibility of not replacing the part that is really at fault and it likely could be both, the "cause and effect" scenario. I guess I am saying that it would cause more confusion if the fault/code returns and the customer would likely be more pissed not to forget that you still need to determine what caused the aftertreatment system to become damaged or ineffective in the first place. Oil or coolant contamination? Something in the fuel? Something in the DEF? A bad sensor or NOx module? I wish Ford would develop an IDS function that performs a cleaning of the catalysts and test their function automatically. It would save a lot of time and confusion. Cummins has it. I have used it and it is one of the few joys of using the Cummins INSITE software. Isn't our job fun?

I think you know the answer to that Mike. $$$ as it is most likely most cost effective to mass produce these systems as an assembly than separate parts that require additional machining, attaching hardware and labor/time to assemble. And I am sure the cost savings far outweighs the projected warranty cost for replacing them when you plug in all of the numbers. But I agree that if they were separate life might be easier for us in the service bays.

The only thing I agree with is verifying where the metal came from if possible. I looked at the original VCV closely and there is likely some fine metal on it but nothing built up or extreme. I ordered a fuel system kit. Normal metal debris from the manufacturing process. WTF.

Or - confirming that the SCR is bad.

This is a study/report on ULSD/Biodiesel blend and its effect on fuel/water separation from Donaldson. See attachment 063503.pdf

You said the crossmember was raised?!?!

I am not totally sure how I feel about these statements from the Hot-Line. I am chasing a P0087 set at high load acceleration. The HPFP cant meet the requested fuel rail pressure under those conditions. In my testing I took a fuel sample from the left fuel rail when inspecting the PCV. I don't have a problem with identifying if the HPFP is the source. The problem I have is with the statements that metal in the fuel rail is normal and not detrimental to operation AND the suggestion that the metal is from the manufacturing process of the fuel rail.