Keith Browning

I am not so sure about that Jim, my IDS is up to date as is my VCM but my PDS is a little behind because I don't use the cradle unless I have to as I plug in the charger to the PDA adapter connector when I tuck it way in my cart. I recently started using my PDS more frequently which means I have to swap my VCM between the two. The other day I was using my PDS and I got a software update message but I was able to bypass it and continue until... I then noticed the VCM was reprogramming while connected to the PDS. Did it go backward? When I reconnected to my IDS the VCM reprogrammed again. I am at a loss for an explanation as I thought reprogramming only went forward. I'll have to look at my version info tomorrow. I could swear my PDS is two or three versions behind unless IT is capable of going on to the Internet and getting updates on its own. I do have an open wireless network in my shop and my PDA is connected whenever it is on. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

You would need to know what version of PDS you had or try an old one just to see what happens. Since I have trouble downloading the software at work I usually do it at home and burn it on a disk. I may have a few older versions you could try if you would like...

I guess we have all run into this! I had a couple PCM's over the years that were damaged because of a chip installation. In the old PCM's where the plug is removed for the chip I have come across the circuit board scraped up (coated?) where the chip plugs in. One was scratched up so sloppily that the board was gouged beyond the chip connection.

Am I right in thinking The Blue Oval Certified program is done, finished, gone? I guess this question kinda shows how much it mattered huh? I still see dealer web sites with the Blue Oval logo displayed. I know my dealer was/is certified but I don't recall seeing anything related to the program now that I think about it. The reason I bring this up is I am cleaning out my desk filing cabinet and came across the 2001 Blue Oval Certifies Employee Benefits "D" Plan booklet. The web site http://www.blueovalcertified.com link now brings you to the main Ford Vehicles web site. Also, Last year I used "D" plan for my Father In Law to buy a truck and for a new Freestyle for Mrs. Ford Doctor. I'll use it again if that Diesel Fiesta makes it to our shores and actually produces the fuel economy promised... /forums/images/%%GRAEMLIN_URL%%/flamethrower.gif /forums/images/%%GRAEMLIN_URL%%/ford.gif

Apparently all problems cross the boundaries from light duty trucks to medium duty. Funny thing is that Recall 07S57 has brough more medium duty 6.0L trucks to me in the last month than I have ever seen! Sitting in my bay right now is a 2004 F650 with a VT-365 that lacks power under a load. It had a light miss and idles rough. No DTC's. Long story short, the fuel tanks are rusted internally. You know the story but these tanks are not laminated. The truck is a rust bucket used as a salt spreader in the winter. So, I am reaching out to the International guys or those who are familiar with Master Diagnostics. We know that the software is nothing like the IDS is. No active commands and limited diagnostics. But, we can use injector disable and monitor the average fuel rate to identify the slackers. My cutoff deviation value was 0.10-GH over the base line of 0.48-GH making it 0.58-GH. Cylinder #8 shows only 0.53 which is well under the cutoff. My question to you guys; is ANY reading below the cut off unacceptable or is there any "golden rule" for flagging an injector... provided fuel, oil pressures and mechanical issues have been ruled out?

Well, we put another shaft in it and way the truck went. I can only assume there was a defect in the metal of the heavy ring of the harmonic dampener. Kinda like the new recall on 2008 Econoline for porous metal in the slip yoke. "inspect build date and replace shaft if required."

Yeah we get paid what is coded on the repair order and submitted. If it bounces we correct it and resubmit the claim but if there is any reason why the claim gets rejected we still get the time. Usually claims do not get paid for administrative or approval reasons. It is rare that one will get eaten because of the technician or parts but I have seen it happen.

Most often, a simple "Thank You" is sufficient and it means a lot.

Funny thing about all this warranty aspect though, In the past we have had problem remanufactured assemblies that were installed and had something go wrong. "Diag it, run a cost cap and repair as required by warranty." /forums/images/%%GRAEMLIN_URL%%/surprise.gif Of course, this is installed stuff. I have had shit come from the FAR busted up that went back the next day. Fortunately, I have not had any reman experiences for quite a while.

It was the pump and because I am the type that HAS to know WHY I ripped the pump apart to see what I could find and found broken stuff. This part spins inside the pump and houses the seven pumping elements. I thought I had a HPOP guide that showed the pump broken down but I cant find one in the hundreds of documents I have. Anybody know what this part is called? Is there a pump manual/guide/book? EYE CANDY!

A few of us have posted a nice collection of screenshots. I don't know how the other guys do it but I use "control+alt+printScrn" buttons which takes the screen shot and puts it in Windows clipboard. Then I open up Paint and "paste" the image and save it. I usually edit the images in a different program and save them as .jpeg images. You can use that method with pretty much any image editing program. I save all these screenshots on my work IDS but I eventually burn them onto a CD. Many times I will email them to myself for immediate access when I get home, where all the DTS-webmaster magic happens. So, now that you know hoe to do it, you too can post screenshots by adding them as a file attachment or uploading them to our PhotoPost and insert them into a post. In PhotoPost, I request that file sizes be kept low so all images are resized. Using image compression and cropping when possible helps prevent the server from filling up too fast.

Quote: 0778 - 2008 F-SUPER DUTY 6.4L - MIL, P0006B, P2563, P2263 WITH R WITHOUT A DRIVABILITY COMPLAINT. SOME 2008 F-SUPER DUTY EQUIPPED WITH A 6.4L DIESEL ENGINE MAY EXHIBIT ONE OR MORE OF THE FOLLOWING DURING COLD WEATHER OPERATING TEMPERATURES AT OR BELOWFREEZING 32F (0C): DIAGNOSTIC TROUBLE CODES(DTCS) P006B, P2563, AND OR P2263 ACCOMPANIED BY SURGE AT IDLE, SURGE AT TEADY STATE SPEED, LACK OF POWER ON ACCELERATION AND TURBOCHARGER OVERBOOST CONDITION. IF NORMAL PCED DIAGNOSTIC PROCEDURES DO NOTLEAD TO SENSOR AND/OR COMPONENT REPLACEMENT DO NOT ATTEMPT URTHER REPAIRS. ENGINEERING IS CURRENTLY INVESTIGATING. MONITOR ASIS FOR UPDATES.

None reported, and that was discussed.

I am not the tech wrenching on the truck but I did instruct him to dead head the engine and handed him both plugs.

I thought a suspension was reversible if you have your DP make the arrangements. Of course, that means Dad would need to know that little Jimmy was suspended and he would have to explain his actions and say he is sorry! /forums/images/%%GRAEMLIN_URL%%/crybaby2.gif I am sure there some offenses that are not excusable/reversible. I don't recall hearing about what the offending action that caused the suspension was.

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It got a new ICP and pigtail because it was leaking oil and showing 0.10V. Oil flow is good. He air checked it and the sound definitely changes when closing the valve. What you see on the graph is with the IPR closed manually with a jumper while dead-headed, sorry I didn't add that in the original post. If this was a high pressure leak I would not expect to see the very even pulses varying from 175-psi to 400-psi, just an even line indicating any pressure that is allowed o build. That is what led me to think its the pump and the tech is in the process of replacing it... so we will see. I have just never seen that pattern before and have never seen pulses with any leaking system.

Could you fellas click on the file attachment and tell if I am right that this HPOP is bad? I have not seen a bad one on a 2003 engine but I cant think of anything else that would look like this screen shot.

I just did one of those rears and the nut torque is in the 800's! All I have is a 600 lb/ft wrench too. I torqued it and then got out the breaker bar and a pipe and gave it an extra nudge. Sorry if I just shattered your opinions about me but... A torque multiplier is definitely needed for that but as i mentioned somewhere in the forums I am not buying one to torque one or two fasteners.

I guess I am a whimpering glove wearing !@#!?$!.

Here, I found it! Gohypermax.com

Quote: You should thank me... I almost made you use dictionary.com again... /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

I think you failed to eludicate but you did force me to finally add a link to Dictionary.com in the Tech Resources list. /forums/images/%%GRAEMLIN_URL%%/wink.gif I doubt it was as much about money as it was about dropping the ball like it was a hot potato. For what it's worth Jim, I rarely ever break my hourly guarantee therefore I am not forgoing any pie. To elaborate on the scenario, my Service Adsvisor was shaking his head and making excuses and proclaiming reasons to not get involved as he walked toward me to hand over the repair order. The Service Manager simply stepped in time but likely to the beat of a different drummer. The repair essentially never stood a fighting chance of getting proper consideration from the start. That to me is what speaks the loudest and I am just as much to blame for simply letting it go without offering any suggestions or insight from my perspective.

There is an underlying message in this topic that I did not want to bring up until we got some feedback and opinions on the scenario. This is not as much about who's responsibility the repair is as it is about the the reason it is an issue in the first place. This is what it has become. This is how we have been forced to think. This is what Ford Motor Company and the economic climate have turned us all into. In a service oriented business we are now even willing to not help a customer because Ford wont pay, or the dealer doesn't want to help out or even get involved in fear of being stuck with a larger repair bill. Understandably the customer did not want to spend a few bucks to repair a truck that was in all reality not broken at the time. Instead of getting the job done and improving the safety and reliability of this truck, everyone just put their hands in the air unwilling to get involved. Shame on all of us who are involved... in as little as we were willing to be. To be honest Ford Motor Company is not at fault here because to the best of my knowledge the recall support # was never dialed to see if there is any provision for assistance. It could have been a simple thread repair and a happy Ford owner. In a way I am embarrassed. I can see how all of the positions mentioned here are acceptable depending on which perspective you chose to take. The point is that it seems that we have been financially bullied into the thinking that we have to watch our own asses and that is more important than doing what is right for the customers and our reputations.