Keith Browning

Perhaps this engineer was testing aftermarket devices to measure their affects?

My twist out remover just scraped the bolt head and made it eounder. That was when I went for the smoke wrench. /forums/images/%%GRAEMLIN_URL%%/flamethrower.gif

Happy! Happy! - Joy! Joy! I am sure you will all be happy to know that the flex joints on these pipes leak just like the ones on the 6.0L but they DO require removing the trans mission to replace. I recommend replacing your 10mm sockets again before doing this repair. The cutting torch is not fun to use on this one and if you do strip the bolt heads you will need a torch. Ask me how I know. /forums/images/%%GRAEMLIN_URL%%/mad.gif

Well, I fixed it by uninstaling NETS only and reinstalling it. Cant explain that one but all is well. Should I post an answer to my post on FMC?

Not at all. Since you are a tech you can also appreciate that it really takes little effort and usually just a minute to clean up after yourself so as the customer in this situation I can understand your feelings. I also think that you should have pointed out the condition of the vehicle to someone in the service department. I get angry when I see one of my guys standing on the painted surface of a bumper on an F350 - greasy boot prints!

I haven't checked since I posted it... ... I get it. Man who farts in church sits in own pew. /forums/images/%%GRAEMLIN_URL%%/eek.gif Well it has only been a couple hours but I don't expect to hear much on this one at the FMC boards. At least not in a timely manner. You know, I upgraded the software a few months ago and had trouble because there were "no downloads left" according to International. There was a post on that here. I have only needed NETS once and I haven't used it in quite a while so I am not sure when and why this application is not starting. It is installed though. I'll probably call /forums/images/%%GRAEMLIN_URL%%/ford.gif

Does anybody have a clue as to why the NETS software does not work? I open MD Truck Launchpad and click on NETS, the Launch NETS button comes up but its dead. I am running the latest version 5.3.2.

Same here. You know you are doing the right thing. Document all of your diagnostics, contacts and repairs and they cant do anything. When they get in your face you call them on it with proper diagnostics and documentation. The HotLine will even tell you to replace injectors on any bank where an injector has been allowing combustion gasses leak into the fuel rail and affect the other cylinders. Remember that the HotLine has no authority to authorize any repair however if you document their instructions it will stick. Record engineers names and report numbers.

This is not a fairy tale. As a matter of fact, there are several topics that we discussed this but this one is probably the best of them all as there are several methods of diagnosing combustion leaks at the injectors - CLICK HERE!

Kelly what is is about the body that is preventing cab removal? I have removed two 6.4L cabs, one in a pick-up and the other was contractors utility truck with an iron ladder rack bolted to it. I had to unbolt the rack and we removed it using a forklift and stuck it in a parking spot in the lot. I guess if you cant get the cab off you are just going to suck it up. I feel for ya! /forums/images/%%GRAEMLIN_URL%%/frown.gif

Wire terminal test pins a.k.a. Flex Probes. You know, the kits that came with the star tester, WDS, IDS and so on? Yep. The one's your coworkers lose, break or keep in their tool boxes. I have long desired my own but just never wanted to pay over $100 for a decent usable set. I don't know why it took so long to realize this but it dawnwed on my that I could make my own from all of those scrapped harnesses laying around and I spent Friday after work doing just that. I came up with about 8 pairs of different pins and wrapped the ends with heat shrink tubing. I did a search on the Internet and ordered a bunch of banana jacks for $0.70 each. If I want to get real fancy I can get some bulk heat shrink and sleeve the entire tool!

Nice find. I thought I saw that in the MAC flier. For $79 I would consider that for my toolbox but I want to know how it works for our diesels first. I recall being told that the VDR is no longer available and that was a year ago. Too bad. It's a very useful component to IDS and it is upgradeable as we saw when IDS came out. If Ford was considering a replacement model I would understand but to not have any more built? Thats just silly! /forums/images/%%GRAEMLIN_URL%%/hahaha.gif /forums/images/%%GRAEMLIN_URL%%/ford.gif

Do you know how many people are baffled by this? /forums/images/%%GRAEMLIN_URL%%/crazy.gif

This topic got me thinking. With three different tank configurations available on the LCF I asked myself where the fuel was drawn from and how is the fuel is transferred on dual tank configurations. The system is basically identical to the F650/750 system except the fuel is drawn from the left tank on the LCF and transferred from the other tank by way of a transfer pump. I have yet to see a dual tank set up because we sell trucks with an aft-axle tank but this is good to know. /forums/images/%%GRAEMLIN_URL%%/wink.gif

The reason I asked about this is that there is diagnostic software for this system in the download area in the Rotunda web site where we download IDS/PDS/MD Truck software and updates. It requires the IC4COM cable and adapter that we use to connect to LCF and F650-750 trucks with International electronics and/or Wabco braking systems. I suspect there is something coming out of Blue Diamond with this system on it... but what?

Bruce, the missing divisions were on the original screen shot. I cropped the picture. We decided after looking at this to clean the scale from the block, hit it with some rust inhibitor and put in another sensor.

Here in NJ we use salt on our roads in the winter which is bad enough. This truck is one that is used to spread the salt so everything underneath just rots away.

I started a topic about what settings you guys were using on your silly scopes when checking CKP and CMP sensors. The reason was I did not believe, or did not realize what I was looking at. I am diagnosing a 2004 SD 6.0L that has been towed in a few times for a cranks no start condition. I was not the original tech but I did assist on some diagnostics so I know the history. The tech was at his wits end and as the team leader I took the job over. I figured I would scope this thing and see whats going on. The problem was that this truck starts most of the time, except when it sits outside overnight. Code P2416. Passes all pinpoint tests, shows no FICM SYNC when it doesn't start and the CMP_F =YES at times. The tech discovered that a couple squirts in the intake and the truck would start and start every time after until it sits overnight. I had it in the shop setting it up on the scope for the next morning and I had some time to play with it. Here is a screen shot of the display of a capture WITH THE ENGINE RUNNING. I thought these wouldn't start or run without a CMP signal? This is why I did not believe what I saw. The original tech replaced the CMP and the PCM... the Hot Line diverted his attention to the CKP sensor with some silly explanation as to why. Long story short, I decided to recheck everything myself. This is what I found. The sensor on the left is the new sensor the tech installed less than a week ago. The sensor on the right is new, right out of the bag. Somebody here mentioned that they found the block rusted under the CMP on a truck so I looked closer at the block. No shit! Rust formed under the sensor and pushed it away from the block, distorting it causing the sensor to move away from the camshaft. With the air gap too great there was no signal generated. Tomorrow I will show you the rusty hole...

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I assume you meant "separated the heater core from the evaporator." If I am not mistaken, that heater box was redesigned because the blend door would bind and eventually cause it to split where the actuator motor inserts. I know we have all seen our share of those. Besides, the blend door separates the the two cores and allows you to adjust the temperature in both heat and A/C mode. You cant eliminate that capability. However, I can see placing the two further apart to reduce unwanted heat transfer. No, I personally think the heat valve was eliminated to reduce production cost. If Ford made any change to offset this then good for them. Can you smell the optimism? Or is it sarcasm... /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif

DANA Spicer Central Tire Inflation System (CTIS). Anybody know what this system is and what trucks will have it? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

It's cool. We are about learning and sharing information here, right?

Holy CRAP! /forums/images/%%GRAEMLIN_URL%%/blush.gif I just realized this is in the 7.3L forum. /forums/images/%%GRAEMLIN_URL%%/boink3.gif And nobody pointed it out... so scratch my post above and hear this! I remove the 3/4" nut and the coil from the IPR and remove the valve with a Craftsman deep 1-1/8" six point socket on a 1/2" flex head ratchet.

Mike I don't have a definitive answer on whether it was deleted from the design but I do know that cutting off the coolant flow will help prevent heat migration in the heater box and improve air conditioning performance. I have only heard of customers complaining about the rear auxiliary A/C not being cold enough. I recall looking at one and decided that adding a control valve would help. Is this intended for front or rear air?

I finally got a response: "I do not show a listing" I am now sending them the number you gave me... /forums/images/%%GRAEMLIN_URL%%/rolleyes.gif