Keith Browning

Geez! I think I havent seem my timing light in 10 years... I remember it being in the bottom of by tool box

I was doing this for a short stint. Joe is right on the ability to work on them compared to the Fords. What you WILL find to be frustrating is the service literature and the technical assistance that is available. It's nothing like Ford in my opinion with the workshop manuals being the worst.

Well we ordered a reman - looks like 6 months or more.

I am confirming that As Built data does not exist for this truck

You mean as built from the 2000 truck? I don't think that even exists.

Checking OASIS with the VIN should reveal if a re-calibration was performed under warranty. Doing so will not reveal if there is an available update for that vehicle however. That can only be determined with an IDS connected to the vehicle and then selecting module programming then PCM. Keep in mind that because Ford is run by bean counting idiots they will not pay to update a PCM calibration without "authorization" meaning a TSB or FSA, WSM or as instructed by the Hot-Line. Reason I mention this is because there have been many instances where I have updated calibrations because the truck needed it but I did not document it or claim it under warranty because Ford will just kick the claim. Reason being is that if there is an update it must be beneficial to the truck (and the customer) if it exists. Why would I NOT want to update a truck that has issues?

No doubt that if you have tried to get a GEM for a truck you have been told that it may "take a while" to get one. They cite a shortage of cores as being the issue. Well my shop is now waiting for two. One of which is for a 2001 F650 that just needs a software update... TSB 02-1-5 to correct a reoccurring C1149 DTC. Since a F650 cannot be identified by IDS and has to be entered manually, IDS will not reprogram any module. Does anyone know if there is any place that does this? Our local rebuilder for Ford claims they cannot. The module in question in the TSB is 1C3Z-14B205-CB or later which goes to a reman number EC4Z-12B205-BRM

Alrightie! I searched the archives and found it in the back up of my old hard drive. The original PDF was all wacky so I tore it apart and rebuilt it and recreated the PDF. I did not edit it, I just fixed it. This was the one written by Chris Goodman and posted on fordtechnicians.com. It is not very good in my opinion as it lack clarity and you do not need to remove the radiator. But, it does serve as a guide. The ones posted here http://www.forddoctorsdts.com/topic/3532-pdf-03-04-cab-removal are much betterer! 2007-AndOlderCabRemoval.pdf

I don't think it would be wise for any manufacturer to wash their hands of any responsibility or involvement like that. I maintain the position that poor product support WILL reflect on the manufacturer and subsequently they will suffer.

How are you getting there? Sounds to me like you clicking on or saved a link to STARS. are you going to fmcdealer.com?

Cross-posting from the FOR message board in case it gets edited or deleted: First, I am of the opinion that unions have long lost their place in the work force. Once upon a time they were necessary but no longer and unfortunately cause more problems then they solve. Second, WE DON"T WORK FOR FORD MOTOR COMPANY and therefore a labor union would have no affect on them from your position at your pivately owned and operated dealership. Your pay is based on your pay plan that you agreed upon with your employer. With that said, all union arguments are moot where this subject is concerned. What can you do? Well, you could refuse to perform the recall or any job that you do not agree with for whatever reason, compensation is but one such reason. That would probably not get Ford's attention unless every technician refused to perform warranty paid repairs. Good luck there. What will likely be the result of this reduction in time is hurried and careless repairs, reduced customer satisfaction and continued strife between FO MO CO and the very people they need to support thier product. I have been witnessing this dissent for three decades now and nothing has changed and I doubt it ever will. Stirring the pot s'more: How much do you want to bet that the engineers or the assembly workers that screwed up these vehicles to begin with aren't suffering a pay reduction? Chew on that for a while. I wonder what Grampy Jim would have said... then again wasn't he banned from the message boards? LOL!

I think those crank case pressure test adapters are engine specific but the 6.0L and 6.4L do use the same adapter. The obvious difference is the type of mount used to connect to the oil fill but there is an orifice in all of them that is likely different and will affect the reading. With that said, the 7.3L adapter will likely provide you with skewed readings even if you can screw it on. Somebody correct me if I am wrong.

But don't worry, EFC05852 2017 Recall Incentive Program will make it all better! (see attachment) EFC05852.pdf Can we refuse to perform recalls? I mean it's not like we are under contract to work on their vehicles are we?

Mike Rowe, who's opinion on this which seems to be based on real life experience and talking with thousands of people in all walks of life, has also made the same observations about the lack of vocational training and the push to go to college. When I think of all the things I was exposed to in school as a child: Home Economics: I learned how to cook, sew, plan a budget and find simple solutions to every day problems with only the resources available. Wood Shop: Working with hand tools, power tools, planning a project and drawing plans and actually made things Metal Shop: Learned about different metals, the basics of using hand tools, machining, welding and actually made things. Small Engines: perhaps where my love for machines was sparked. At the age of 10 I was already tinkering with mowers and small engines. LOVED IT! Auto Class: Speaks for itself but I leaned so much! This high school program provided such a solid knowledge base I don't know if I would be where I am today if it was not available to me. Diesel Mechanics one: A vocational school program that propelled me into the industry in my senior year. Now, in all of these experiences I learned a bunch of life lessons as well. Respect for myself and others, safety safety safety, critical thinking, creativity, feeding and clothing myself, a sense of pride and the ability to make mistakes and learn from them... I am sure there is a lot more but my lunch time is over and I need to get back to work. Responsibility!

Wow Joe, that was an insightful look at it and from a different perspective than most here have. I hope Brad has something to add now that he is teaching as well.

Is the talent pool really drying up? Seriously. We have had a discussion or two about the number of capable technicians never mind qualified or certified. It seems as of late as my service department is going through it's 9th management change in 6 years we are for the first time in a while looking to grow a little. Unfortunately we have suffered some losses where techs are concerned. Finding replacements is beginning to look impossible any more. THere are very few prospective young techs out there and even fewer that have waht it takes. Am I the only one seeing this?

In house training has seemed to work well for me but it depends on the people involved. I have never had any special pay just for the sake of mentoring though I am paid a little differently for my shop to start with. If I am not mistaken our shop has always paid these young guys hourly at first. I don't make anyone else's pay plan my business nor should it be. Their job is to take the time to pay attention, open the service manual, learn and get some good hands on experience without worrying about the clock for a while.

Found 2 of these so far. A/C compressor not working, no DTC's. Remove the air cleaner housing to access connector C1046 and measure the resistance of the compressor clutch coil from that connector, circuits CH401 (VT-WT) and GD131 (BK-GY) and perform a wiggle test concentrating on the take out for the compressor clutch. This will help identify intermittent problems. Then from under the vehicle pull on that wire take out, it will likely pull off. The wires are breaking right where they exit the main loom.

I looked at both diagrams for automatic and manual systems and there should not be anything in that circuit from the factory like you describe. They may be for the ambulance upfit? Also, fuse F24 supplies voltage to the Tow/Haul switch on the column which are notorious for chafing on the column or the shifter stalk and shortng the circuit... I know you found broken wires but I wanted to throw that out there in case you still have an issue.

Sounds like you have some knowledge on this and what you stated makes sense. BUT. In this instance, the connector that got the electrical grease was the NOx module. The sensor is connected to the other side of the module which I assume is either hard wired to the module or a non-removable connector. Point being that there is a circuit board between the module connector and the sensor that would make any direct transfer of silica to the sensor itself highly unlikely. I would think. This discussion is exactly why I get frustrated with Ford for not explaining their warning for better clarity.

Yes, it does and it does not explain WHY therefore it makes little sense. Here is the reason for doing so in this case - I cannot explain the water intrusion so I deemed it necessary to take the extra step to make the connection as water resistant as possible. I used Motorcraft electrical grease which is intended for use on connectors and terminals. I can see someone using dielectric grease which is intended for use in high voltage applications which is not appropriate here. For example, this warning DOES make sense: "NOTICE: Do not use silicone based sprays or lubricants on any components installed onto or around the diesel exhaust system or intake air distribution and filtering system. Silicone reacts with the Nitrogen Oxides (NOx) sensors and may cause permanent damage to the NOx sensors." But since this topic is about the harness and not the sensor installed on the catalyst... it's as Brad stated.

I had TWO new F550 trucks in with water intrusion of the NOx 1-1 connector. Corroded the terminals in the connector and into the module itself. The trucks had different codes, One with heater circuit fault and the other with communication errors. I did not see anything unusual about the connector or the module that looked damaged that would explain how water was getting in. The only thing that these trucks had in common is they are brand new FDNY ambulances that had not been delivered yet which really should not mean anything but worth mentioning. There is no repair pigtail according the wiring manual on PTS so I ended up replacing the harnesses and modules applying electrical grease strategically, cleared the module tables in the PCM and the codes and sent them on thier way. So if you see any upstream NOx issues inspect that connection really well.

I don't do much gas work at all. One of the guys in my shop had an Explorer - doing a water pump and there was some chain noise on start up. He showed me that main chain had some slack in it and even the phaser chains. Granted the engine was not running and the renstioners were not pumped up but is this common? Eeeeesh!

I would think that you should not need to.

Nice!