Keith Browning

I really don't care where they mount the module. Just get the location information and the wiring diagram right. And it is wrong on-line as well. Now I suppose I am an ass if I don't report this.

So the 2017 medium duty trucks were touted as being "all Ford" which I applauded because medium and heavy duty trucks are traditionally built from parts and systems from many different manufacturers making diagnosing difficult at times. I thought 2017 was the end of that nightmare for the Ford F-650/750 but today I earned the hard way that these trucks are still partially, bastards. Had a 2017 F750 in with the ABS and Traction control lights on continuously. Try performing the air brake self test - "blink Code" procedure does not work... try finding the ABS module. It's a Bendix air brake ABS system... you know, the one that used to be mounted to a frame cross member under the rear of the cab. The EVTM shows it mounted to the left hand frame rail somewhere behind the left front wheel area. Yeeeeeahhh. After 1.5 hours I found it buried in the DASH on the right side behind the cover where a passenger airbag would be on a light duty truck. Ironically, this is where the GFM (Generic Function Module) is located which is identified as a "lighting control module" in the parts lising by the part number. By the way, the BLINK CODE SWITCH apparently does not exist. WHAT THE FUCK!!! I really am not laughing because this bullshit wasted a big part of my morning. See for yourself. ABS Module (air brakes) on the left and the GFM is on the right.

All I can say from my brief experience with CAT is you are probably better off working for them to get the training and support you will need. EVERYTHING having to do with them from an outside entity you get treated like crap from my experience. At least at a Ford dealer for me it was. I imagine being on the inside would be a great opportunity.

I solder them as well.

over 125 6.7L crankcase breather filter and transit driveshaft coupler recalls.

Well that makes sense but if this truck is always operated in a dusty environment is this failure going to repeat?

Easier yes but for me still not easy overall. It's high and you have to bend over and down. Accessibility from the sides is impossible without removing stuff. Fortunately most things we need to mess with on these engines is up top. Hopefully we are past all of the growing pains.

I have not run into this on a 6.7L yet. I would continue eliminating sensors and diagnosing the VREF circuit. With an engine replacement anything is possible... I am sure you know.

Not a pain at all other than you have to put it somehwere which could be a problem if your shop has limited space. One electrical connector, two hood props pop off, one safety cable and then the four hinge bolts at the bumper. Two people or three can safely move it off the truck and set it down. If you work on a lot of these I can see this becoming a common occurrence. And it is the first step in the WSM as I mentioned. Look familiar?

I am surprised we didn't light this one up more - there are comments on a few threads about this but I wanted to open it's or discussion. I also just posted the video on the DTS Facebook page and opened it up for discussion there and wanted all DTS members to know it's there if you didn't know. I am interested to see where the discussion goes as the Ford Message Boards have been very heated. It is also open to the public there so hopefully a different perspective will be presented. https://www.facebook.com/177196655649760/videos/1430705700298843/

I have yet to have an issue with u-joints OTHER than Ford ordering the wrong one for the repair. I do those shafts the same way but I do use the new joint. Since these have all been new stock vehicles to this point, the joint caps literally fall out of the driveshaft. I don't think this is going to be the case once we begin performing the permanent repair on the Transits already on the road for some time. We have done about 50 so far and have about 70 more. We had several large fleet sales including a public utility. Oh these are fun times.

Exclusive: Tesla's 'long-haul' electric truck aims for 200 to 300 miles on a charge SAN FRANCISCO (Reuters) - Tesla Inc (TSLA.O) next month plans to unveil an electric big-rig truck with a working range of 200 to 300 miles, Reuters has learned, a sign that the electric car maker is targeting regional hauling for its entry into the commercial freight market. Chief Executive Elon Musk has promised to release a prototype of its Tesla Semi truck next month in a bid to expand the company’s market beyond luxury cars. The entrepreneur has tantalized the trucking industry with the prospect of a battery-powered heavy-duty vehicle that can compete with conventional diesels, which can travel up to 1,000 miles on a single tank of fuel. Tesla’s electric prototype will be capable of traveling the low end of what transportation veterans consider to be “long-haul” trucking, according to Scott Perry, an executive at Miami-based fleet operator Ryder System Inc (R.N). Perry said he met with Tesla officials earlier this year to discuss the technology at the automaker’s manufacturing facility in Fremont, California. Perry said Tesla’s efforts are centered on an electric big-rig known as a “day cab” with no sleeper berth, capable of traveling about 200 to 300 miles with a typical payload before recharging. “I’m not going to count them out for having a strategy for longer distances or ranges, but right out of the gate I think that’s where they’ll start,” said Perry, who is the chief technology officer and chief procurement officer for Ryder. Tesla responded to Reuters questions with an email statement saying, ”Tesla’s policy is to always decline to comment on speculation, whether true or untrue, as doing so would be silly. Silly!” Tesla’s plan, which could change as the truck is developed, is consistent with what battery researchers say is possible with current technology. Tesla has not said publicly how far its electric truck could travel, what it would cost or how much cargo it could carry. But Musk has acknowledged that Tesla has met privately with potential buyers to discuss their needs. Reuters reported earlier this month that Tesla is developing self-driving capability for the big rig. Musk has expressed hopes for large-scale production of the Tesla Semi within a couple of years. That audacious effort could open a potentially lucrative new market for the Palo Alto, California-based automaker. Or it could prove an expensive distraction. Musk in July warned that the company is bracing for “manufacturing hell” as it accelerates production of its new Model 3 sedan. Tesla aims to produce 5,000 of the cars per week by the end of this year, and 10,000 per week some time next year. Tesla shares are up about 65 percent this year. But skeptics abound. Some doubt Musk’s ability to take Tesla from a niche producer to a large-scale automaker. About 22 percent of shares available for trade have been sold “short” by investors who expect the stock to fall. Musk, a quirky billionaire whose transportation ambitions include colonizing the planet Mars, has long delighted in defying conventional wisdom. At Tesla’s annual meeting in June, he repeated his promise of a battery-powered long-haul big rig. “A lot of people don’t think you can do a heavy-duty, long-range truck that’s electric, but we are confident that this can be done,” he said. While the prototype described by Ryder’s Perry would fall well short of the capabilities of conventional diesels, Musk may well have found a sweet spot if he can deliver. Roughly 30 percent of U.S. trucking jobs are regional trips of 100 to 200 miles, according to Sandeep Kar, chief strategy officer of Toronto-based Fleet Complete, which tracks and analyzes truck movement. A truck with that range would be able to move freight regionally, such as from ports to nearby cities or from warehouses to retail establishments. “As long as (Musk) can break 200 miles he can claim his truck is ‘long haul’ and he will be technically right,” Kar said. Interest in electric trucks is high among transportation firms looking to reduce their emissions and operating costs. Electric motors require less maintenance than internal combustion engines. Juice from the grid is cheaper than diesel. But current technology doesn’t pencil when it comes to powering U.S. trucks across the country. Experts say the batteries required would be so large and heavy there would be little room for cargo. An average diesel cab costs around $120,000. The cost of the battery alone for a big rig capable of going 200 to 400 miles carrying a typical payload could be more than that, according to battery researchers Shashank Sripad and Venkat Viswanathan of Carnegie Mellon University. Battery weight and ability would limit a semi to a range of about 300 miles with an average payload, according to a paper recently published by Viswanathan and Sripad. The paper thanked Tesla for “helpful comments and suggestions.” Tesla did not endorse the work or comment on the conclusions to Reuters. A range of 200 to 300 miles would put Tesla at the edge of what the nascent electric truck industry believes is economically feasible, the researchers and industry insiders said. Transportation stalwarts such as manufacturer Daimler AG (DAIGn.DE) and shipping company United Parcel Service Inc (UPS.N), said they are focusing their electric efforts on short-haul trucks. That’s because smaller distances and lighter payloads require less battery power, and trucks can recharge at a central hub overnight. Daimler, the largest truck manufacturer in the world by sales, will begin production this year on an electric delivery truck. The vehicle will have a 100-mile range and be capable of carrying a payload of 9,400 pounds, about 1,000 pounds less than its diesel counterpart, according to Daimler officials. Daimler has been joined by a handful of startups such as Chanje, a Los Angeles-based manufacturer that has a partnership with Ryder to build 100-mile-range electric trucks for package delivery. Ryder and its customers believe electric trucks could cost more to buy but may be cheaper to maintain and have more predictable fuel costs. As batteries become cheaper and environmental regulation increases, the case for electric trucks could strengthen. “This tech is being seen as a major potential differentiator. Everyone wants to understand how real it is,” said Perry, the chief technology officer.

And a new BCM is what it took to program two keys. Unbelievable. And after performing the PMI the first thing I did was turn the perimeter alarm off just in case this thing decided to lock me out before I could program the keys. I really want to know who is programing this stuff. And for the record, the customer paid for the keys, Ford paid for the module.

The ebb and flow continues in my shop. Young guys coming in and leaving... one lured back to where he came from... others left to take a position with the DOT. One fellow left because of the sheer amount of warranty crap coming in the door. Two new lube techs started this week... the clock is ticking.

I also realize now that for many repairs removing the hood is going to be necessary or preferred to access things up top. I just cant get at much from the sides without climbing around and kneeling or laying on stiff tha boud break and does not feel pleasant doing so.

The pump itself is actually easier because the access from below is much better compared to a pick up. Read the WSM. It starts with removing the hood then the upper and lower support struts. If yours has an air compressor it tells you to drain the secondary system and disconnect the hoses. Don't. All you need to do is pull the hoses back toward the cowl with a bungee cord. I am not certain the A'c needed to be evacuated and the liquid line disconnected but I did. By the way, there are no labor ops for the diesel water pump in the F650/750. We also discovered that the parts listing has the primary and secondary pump numbers crossed. Compare the number you order with the puck up application.

Tried the spare key/remote thing using the key cycle bit it does not work. Obviously I dont have two programmed keys... which is why I am here. Reprograming or configuring settings triggers the alarm. I stopped my foolish attempts and ordered a new BCM.

That is what the Hotline suggested but that did not work. In that e ent I was advised to replace the BCM.

2017 F250 - customer lost all keys and dragged it in to us. Cut two new keys and of course the perimeter alarm is going off preventing module communication and successful key code erase. There is a procedure in the WSM to bypass this by disconnecting the battery and timing out the alarm and so on. Does not work. Anyone run into this? I had this happen to me with the Wife's Explorer when I was screwing around with keys and cant remember for the life of me how I eventually got it to work!

I have what is likely going to be a leaking primary water pump in a 2017 F750. There is a coolant bottle on the front seat and a little coolant on the front of the engine and the primary pump but the system was full when I pulled it in, at operating temp and holding pressure. I cleaned it off and ran it in the air and it was not leaking so I shut it down and left for the weekend. Maybe this thing is leaking when cold. We will see Monday morning. While access from underneath is better than a pick up application the access from the top is abominable. I read through the WSM and in order to remove the upper and lower shrouds and stater it instructs you to remove the hood which is something we were thinking needed to happen as we crawled around the truck planning the repair. Even so, its a fair climb up to the top of the cooling stack. I am 5'10" with boots on and it looks like I an still going to have to fold my body over the cooling stack and work upside down. Oh that is fucking elegant. Hopefully with the shrouds and stater out of the way I can R&R the pump standing up underneath the truck. Yes, I have a lift that I can put medium truck on. I was wondering if any of you have done this repair or similar engine work and have any advice. Locking my tool box and going home is not an option. Maybe it won't be so bad once I get into it but man, I never thought I would say this but I wish this was a Cummins or a CAT engine.

My problem with u-joints is that Ford is still ordering the wrong one for some trucks. And the reason for them to be ordering the parts is?

Yeah they just kinda slide right out don't they?

No worries - it happens from time to time

Somehow Chad was able to upload an image that was 3X4 feet in dimation. LOL! I thought the server was set to resize them but I guess it missed that one. Sorry Chad, had to delete the image. Resize it and upload it again if you wish to add it back.

I wouldn't say Cummins isn't the problem. I have had to use their EDS or "Expert Diagnostic System" which is guided diagnostics but you can still go off track really fast. My experience has shown that the Cummins 6.7L has similar problems to that of the Ford - EGT and NOx sensor and module faults, SCR faults, wiring problems, water pumps, EGR coolers and even a couple with bottom end bearing issues including one flying connecting rod. Apparently the B-series Cumming does not like extended oil change intervals. I Also refuse to call theit "hot line" ever again after one tech was really rigid and got snippy with me. And not that it matters but it was a female and I have learned from life that you never argue with a woman. It's not worth it.