Keith Browning

Requires log-on. I'll get my password reset tomorrow.

I have ET and the truck does require both diagnostic connectors be connected but I don't have a J1939 connector for CAT. This is why I need to get into the CAT website so I can read up on this... soon as I get my password reset. Oops! /forums/images/%%GRAEMLIN_URL%%/blush.gif I have no access to anything Allison.

Larry, these are all brand spanking new direct from sunny Mexico.

I have a few 2008 F750's with check engine light concerns that I have no clue how to correct and there is no help available to me... I also cant access CAT today to use the manuals... Codes: 231-14 transmission data link derate 310-0 UN-DEFINED Cat said it is an Allison problem, Allison said it is a Ford problem and now it has come full circle and is now my problem again. I do know that some data like vehicle speed is networked through the GEM from the Allison module to the CAT module. The GEM has no codes and passes testing. Anybody? /forums/images/%%GRAEMLIN_URL%%/banghead.gif

Well, that eliminates that!

You may right about the emissions regulation... but aren't there also laws about idling diesel engines? In NJ the law is three minutes. A truck is not going to warm up in that time, nor will it set that code. Chew on that. /forums/images/%%GRAEMLIN_URL%%/shocked.gif I know, the light shouldn't come on so easily, I know.

Pretty much any diesel will not warm up fully if it only sits and idles which makes me think that it may not be just the warm up time that needs to be adjusted, perhaps the temperature threshold should be dropped as well. Seems silly to me that you would be checking thermostat operation at that time too. Why not have the ECM look for a fully warmed up engine after a few minutes of driving over a certain speed? The ONE truck I saw that actually had a bad t-stat COULD not warm up above 150 deg F and the EOT was much higher by about 25 deg F.

Jim, this dropping of cylinders is very familiar to me now and it seems to be a pattern that parallels the rusty aft-axle fuel tank rusting repairs I have been seeing. I have literally watched injectors drop out one by one until the engine wont run while monitoring Power Balance in the shop... with fuel pressure. Two things he could do with relation to the empty primary fuel filter housing is monitor fuel pressure while driving around - I have seen fuel tank debris pile up at the pick up screen that takes a while of driving to plug the screen OR if he has easy access to the top of the fuel tank, remove the pick up and sender and inspect the tank for debris. With many of these trucks we are also replacing multiple injectors that have failed as a result of the fuel pressure loss, two or thee received a full set. Oddly, a few only required one bank of injectors.

Truck cut off at a traffic light, crank no start. Codes P0A09, P062D, P062E. Passes all circuit testing. Faulty PCM (bad DC/DC converter. This is just an FYI post...

Absolutely amazing!

Dwayne, I agree with you and our store uses a varying labor rate as well. When it comes to the service packages or levels as I labeled them, I think the labor should be more for a truck than a car and so forth. For instance, disconnecting and testing two diesel batteries takes longer than a Taurus. This is another reason I want to see a different breakdown so that the services pay the tech properly and the customer pays an appropriate fee.

Well I have not had the need to look at the turbo operation on this engine yet until now. A position sensor would have been a good idea once again. At least we have an external linkage to look at if we need to verify movement of the actuator but I just fear a repeat of all the driveability problems we had with the EP and the 6.0L. Yep. A position sensor sure would take the guesswork out of the diagnostics. Ever see a a 6.0L with an in-range EP failure? I have!!! /forums/images/%%GRAEMLIN_URL%%/mad.gif

Holy crap! You mean to tell me that control module does not have a position sensor? Anyone have access to thier IDS? Is there a PID for it???

All good posts, but I was looking more at servicing, preventative maintenance services.We currently use menu service packages that are out dated in that they simply cover a "truck" for a given mileage interval. For example, a 5K service is an LOF and a QCRC inspection. A 15K service is an LOF, tire rotation and balance, fuel filters, air filter, tune-up-cap, rotor-wires. This is not only outdated but it is too generic. Whats more is those descriptions are what prints out on our repair orders and invoices! Not good. So I am thinking of breaking this up into three different categories; cars and gas trucks, LD diesel trucks and MD diesel trucks. Each category would have three levels of base services. For example, light duty diesel trucks: LEVEL 1 Service = LOF, drain water separator and perform a QCRC. LEVEL 2 Service = LOF, drain water separator, replace fuel filters and perform a QCRC. LEVEL 3 Service = LOF, drain water separator, replace fuel filters rotate tires and perform a QCRC. Add-on items dependent on mileage or as needed indicated by the QCRC (because no two trucks and customers are the same) replace air filter service batteries service cooling system service transfer case drive axle service Now, medium duty trucks could actually use the same service break down but use different operation codes to adjust for different labor times and parts costs. For those of you who don't know what a QCRC is, it is a "Quality Care Report Card" which is a complete vehicle inspection and check list. See the attachment for a copy.

I would love to hear how your dealer presents services to your customers. At our dealer we are going to revamp our diesel/truck service menus and labor descriptions. I am thinking along the lines of breaking away from the standard issue 5k, 20k 15k etc in favor of a more flexible system to allow tailoring servicing and up sell to the vehicle and to the customers needs. Who is doing something different?

What does this cost and does Ford pay for it?

Bruce, I have seen this, once. I repeat, ONCE. I could not see anything wrong with the heater so it must have been one internal because like you said, the heater was redesigned and quite effectively because I have not seen any fuel heater issues on a 7.3L in years now. I do have a story about a 6.0L Econoline fuel heater though - I will be updating a recent article shortly, bear with me.

In any other context this might seem like a stupid question: Have you ever seen a 6.0L without an EGR valve? How could an engine harness not have an EGR connector?

The only lock up problems with Torqshift I have seen (quite a few) causing engine stall during engagement were caused by sticking solenoids. Most suspect is the EPC solenoid causing erratic or low line pressure. Look for debris in the pan that will cause this. Small metal particles easily pass though the pick up screen because it is after all, a screen and not a true filter. See THIS ARTICLE on recall 04B24 I wrote way back when this was a common concern. The bottom left photograph shows the tell-tale debris which can come from any mechanical failure, not just the one sited in the recall. From time to time we still see this failure on units that escaped the recall.

Pretty much the same here Christopher. We are still busy with plenty of 6.0L work and virtually no 6.4L work except for leaking radiators and check engine lights. By now we have sold quite a few but I know we stocked up on 2007 trucks thinking the 6.4L launch was going to screw us. Still have some too! We have been doing a lot of up sell work lately, front ends, brakes and services that usually takes one of my guys out for the rest of the day with good hours. Let us not forget at least one fuel tank per week...

Chris, did you take a fuel pressure reading and a fuel sample?

Last name. Yeah, I am not a big Jeff Gordon Fan. /forums/images/%%GRAEMLIN_URL%%/wink.gif I think Jim has his hands full right now.

While the tier 2 regulations are not federally required until 2010, some states have begun enforcing them since the beginning of 2007. Most states use a "smoke opacity meter" to test for diesel emissions. This device measures the smoke from a vehicle's tailpipe. The darker the smoke means the greater the pollution and the higher the opacity reading. Measuring CO2, CO and NoX is done with new emission sampling testers that have been developed and are now available in more compact versions than previously only available for industry. Be certain of this; it is coming.

I now have an apprentice that started a week ago. I have never had any co-worker who genuinely fit that description so I have some adjusting to do as I am not accustomed to having somebody working directly with me all day. But so far it is going well and I have already developed a sense of confidence in this young technician in that he will likely do well in this field. By the way, he has joined us so when he decides to make himself known, please give him a proper DTS hazing. /forums/images/%%GRAEMLIN_URL%%/rockon.gif

It's a little far for me, so could you Fed-Ex some ribs and potato salad? /forums/images/%%GRAEMLIN_URL%%/smile.gif