Keith Browning

Alex, I ran into that once and it drove me nust until I fgured it out. Justin, did you correct this yet? You also need to be sure that the proper cable and comm port are selected in the software settings in NETS. Like alex said, many failures fall under the 99 code.

I think no matter how well you flush there will always be some residual that floats to the top. We had the one that was puddin-a-fide and managed to flush that one really clean. But, the next service it showed up with a film on the coolant. I am actually impressed that that is all that remained. I think that truck got flushed 5 times or so with detergent and rinsed twice as many times. Took a couple of days. That stuff Ford calls cooling system flush was probably never intended to deal with this kind of mess. /forums/images/%%GRAEMLIN_URL%%/banghead.gif

Two examples of utter stupidity. /forums/images/%%GRAEMLIN_URL%%/rotz.gif

Mike I have run into this three times now and ironically the most recent was today and I had similar codes. When the PCM sees an over temp condition on EGT 1-2 and 1-3 of a little more than 1700 degrees-F it will de-rate the engine and then shut it down not allowing it to crank for one hour as you stated. This is usually the cause of a wiring or sensor short causing erratic voltage or high signals which are perceived as an over temp condition. This "condition" can be caused by a legitimate over temp condition like a fuel or oil leak into the exhaust or as the pinpoint test descriptions state, a heavily sooted DPF in regeneration under high load conditions. All of mine have been faulty EGT sensors - three of them in fact and one where a tech at another dealer did not secure the EGT 1-2 connector onto the frame and it melted on the CAT. Now, as for the HPFP wiring short, that condition WILL NOT cause a no crank condition. It will cause some really wild driveability concerns and a crank no start condition. Recall my topic "Defeated by the 6.4L" and if you need to prove it to yourself (like I had to) pull fuse #74 at the power distribution box and turn the key. It will crank but not fire. Fuse #74 is VPWR for quite a few outputs and the EGT sensors are supplied VREF from the PCM. If you look at the freeze frame data for the EGT sensor codes look at EGT 1 and 2 to get an idea as to the temperatures involved when the code was set. For some reason they don't give you a reading for EGT 3. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif If the temps are relatively low and your diagnostics don't indicate a wiring issue suspect the sensor. EGT 1-3 seems to go a lot and in fact, I ordered one today and guess what? It is on backorder. I upgraded that sucker to emergency status... Same ol familiar story. /forums/images/%%GRAEMLIN_URL%%/banghead.gif Eh?

This 2008 F450 with a 6.4L was actually towed in for a verified crank no start condition. I was able to eventually get it to fire with an alternate fuel supply (MAF cleaner). It runs rough and spews white unburnt fuel/smoke with the loudest fuel knock I have ever heard. MIL is on. The codes are for fuel rail pressure too low, ICP low while cranking (fuel pressure) and fuel pump secondary circuit. I verified 5 PSI fuel pressure but I did not check FRP for some reason - but relative compression was perfect ruling out base engine concerns and I managed to get a power balance shot before closing up for the evening. No misfire or injector codes probably because of the short running time. The engine shut down on the customer with no warning and would not re-fire. As I watched the power balance display it became evident that #6 is not playing by the rules. I suspect the injector is dumping fuel but what I am not sure of is what #5 and #8 are doing... are they misfiring as well or is this a normal reaction to a really bad miss to a cylinder adjacent in the firing order? I am used to seeing more compensation in the firing order on a 6.0L and as I look at what #1 #2 and #7 are doing I want to see the others react better than we see. Has anyone had any experience with misfires on one of these? I am thinking the worst right now - possibly something coming apart in the HPFP or debris getting into the injectors. The fuel is good and nothing odd in my sample from the test port.

I have had good luck with liquid Tide also but I am always willing to try something new. A picture of the product or a web link would be nice. /forums/images/%%GRAEMLIN_URL%%/wink.gif I will say that when I use Tide the engine has a really snuggly odor to it when you open the hood. /forums/images/%%GRAEMLIN_URL%%/icon_crazy.gif I am serious!

CLICKIE HERE

Are you using the IC4 COM cable???

There is a code for everyday, no formula needed. It is stored in one of the .xml files in the IDS folders.

An aftermarket tune? Perhaps one of the custom tuners can offer a solution.

With all that I have been reading in the last year I almost want to work on/for them. It is a new truck that could save nearly one thousand gallons of fuel a year. The new DuraStar Hybrid truck was unveiled this morning at West Michigan International Trucks in Wyoming. It is a diesel-electric hybrid.The DuraStar is manufactured by Navistar International. They say it offers a 30-to-60 percent fuel savings over traditional commercial trucks. Don Alles of the Eaton Corporation says, "This truck has a standard medium-duty chassis that can be used in a variety applications. One of the most exciting is in the utility and municipalities where a bucket truck might be operating at a repair site and operating almost entirely on electric power at that time. The savings there could be substantial." The DuraStar Hybrid is the first truck of it's kind to use this diesel-electric technology

/forums/images/%%GRAEMLIN_URL%%/laugh.gif

It was the other way around, the tech was regaling us with the use of hot water and how good it is and that the BG battery cleaner was not as good as cleaning... Yes. Okay, the hot water is MaG!caL!! My point was dismissed. He did not call me a douchebag, I was just wondering if I was BEING a douchebag about it. I guess you had to be there, I can be a real prick sometimes. /forums/images/%%GRAEMLIN_URL%%/smirk.gif

I am sure you have all heard of cleaning battery terminals with hot water and some may eve have, or do it. Hot water does clean the oxidation as it helps most things come clean. But for me that is not enough because it does not do enough to neutralize the acid. What is more, I do not like the fact that since it does not neutralize the acid the water running off the battery has now carried that acid to the battery tray the surrounding metal and possibly wiring harnesses. So when I tell one of my co-workers that the hot water trick is not enough, am I being a douchebag or a legitimate argument? I agree the hot water cleans but you can't argue that the acid has to be neutralized. To me it is like taking a shower or rinsing a wound with water and not using soap.

There are three pictures of Gbedford's, Mine and Bruce's... search for "noid" or CLICK HERE for the topic with all three!

Cool. That was the most I have ever learned about Canada. And I thought it was all about the lager!

It is so dead here in Jersey that for the FIRST time in my career I have just about no work. It is not just us, I have been hearing from the parts drivers, suppliers that many other Ford dealers in our area have been dead for months. What sucks is that we just hired some truck guys this year... and now there is no work for them. Well, I have all day to replace a DPF... s'pose I should get to it. /forums/images/%%GRAEMLIN_URL%%/rolleyes.gif How are you guys doing out there???

Perhaps, but it will make for good reading.

Fucking BRILLIANT! Maybe I should start a section on the front page with suggestions for Ford and call it "Dear Ford."

Hypocrisy.

That was my tid-bit of info, both my FSE and an INTEC guy confirmed this. The 40% was for load at idle which likely indicates that the "set" of injectors is degraded. Ever replace a few injectors on a truck and then have the remaining cylinders start showing contribution and misfire issues? You see this a lot with 7.3L trucks that have had fuel contamination issues like failed WIF sensors and rusty filter housings or rusty FUEL TANKS with clogged filters, pick-up screens...

Good for pointing out the variables that affect this. I was on the horn with the Hot-Line with a DPF/EGT sensor concern and asked about this. Well, if there was a fueling issue you would expect to have fuel dilution of the oil or injector trim values out of whack it should be detectable. Otherwise, his take on this as of now is that there haven't been any real known issues yet where a DPF on a Super Duty has been filled with ash... yet... and with their (Ford) testing these DPF's seem to be blowing out the ash. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif I am pretty sure that is what he said. This goes against everything I have read and been told so far. To add to this, there is no official cleaning program or exchange system at the moment. No way of determining if the DPF is soot plugged or simply loaded with ash. I could swear the PCM is capable of determining this... for instance there are several codes with similar implications but different possibilities. Starting to sound ambiguous? It is possible for a DPF to become restricted due to a performance issue, hardware malfunction or simply due to ash accumulation. Our job is to figure that out but apparently there is no guideline to back you up. Quote: P242F Diesel Particulate Filter Restriction - Ash Accumulation Description - The powertrain control module (PCM) monitors the pressure decrease at the diesel particulate filter following a diesel particulate filter regeneration for a concern. The PCM calculates the amount of ash and the pressure increase the ash generates in the diesel particulate filter. During a regeneration the PCM expects the pressure to decrease. The amount of pressure decrease expected by the PCM is based on the temperature and flow of the exhaust gas. The test fails when the pressure reading at the diesel particulate filter pressure sensor does not decrease by the amount determined by the PCM. Possible Causes Diesel particulate filter is full of ash Damaged diesel particulate filter pressure sensor Damaged EGT sensor Damaged MAF/IAT sensor ---------------------------------------------------------------- P2458 Diesel Particulate Filter Regeneration Duration Description - The powertrain control module (PCM) monitors the amount of time it takes for a diesel particulate filter regeneration to occur. The test fails when the diesel particulate filter regeneration has not completed after 25 minutes. Possible Causes Damaged PCM---------------------------------------------------------------- P2459 Diesel Particulate Filter Regeneration Frequency Description - The powertrain control module (PCM) monitors the frequency of diesel particulate filter regenerations. The test fails when the average time between the previous 3 diesel particulate filter regenerations is less than a calibrated limit. Possible Causes Customer application Diesel particulate filter is full of ash ---------------------------------------------------------------- P2463 Diesel Particulate Filter - Soot accumulation Description The powertrain control module (PCM) monitors the diesel particulate filter for a very high restriction. The test fails during normal vehicle operation when the diesel particulate filter pressure is greater than a maximum amount. The PCM immediately illuminates the malfunction indicator lamp (MIL), limits engine performance, and sets the DTC. Possible Causes Excessive amount of soot or ash in the diesel particulate filter

L A R R Y ! /forums/images/%%GRAEMLIN_URL%%/rockon.gif

Ghee! I thought we were not going to see this car because of emissions. Is Ford being run by morons? If Americans were stupid enough to pay $30,oooo for a MIATA they would be smart to pay the same for a Ford Fiesta ECOnetic! I WANT ONE!

an official statement on this concern... File attached