Keith Browning

THAT is cool! My brother works in my shop but its not the same as what you have.

21+ years for me. All with the same company too! I started right out of High School before starting technical college. Pretty neat to be working before starting school eh? I started in our Dodge store and moved to Ford within two.

I have two more that I will be looking at this morning. I will call the HotLine on both and see what other engineers have to say... above and beyond anything I may find.

Been there.

I have had several customers complain about this very issue in the last week or so, two today. I have spoken to our HotLine and the word at the moment is that this smoking is common now that the weather has turned cold. It happens with regeneration and high humidity aggravates it. It was explained to me as the two catalysts and the DPF trapping moisture in the substrate which does not burn off until the exhaust temps are elevated, usually above normal driving temps. When a good load or regeneration begins to raise the exhaust temps this moisture and probably some hydrocarbons vaporize and the result is a nice white/grayish cloud for 20-30 seconds which then clears. Now I still don't know what to make of this really. You also need to make sure there are no coolant leaks or excessive oil level. "Well, what is excessive?" These trucks are not to be used for light work; grocery getters. Heard that before? Well think about short trips and the fuel injection system being used... what about shutting down during regen? These trucks apparently will make oil if not worked hard or driven properly. So how much is possible? Two quarts? Three quarts? I have one with FIVE extra quarts that I think I need to remove the valve covers and look around for leaks... /forums/images/%%GRAEMLIN_URL%%/rolleyes.gif

Thats cool Chris, but I hope you don't think I look down on people. I understand that not everyone has the same abilities, training or experience. It's Mr. HoorayForMe or Mr. Lazy that kill me. This can be a difficult job when it comes to the technical aspects, its the simple common sense stuff that some guys seem to not give a shit about... and it snowballs from there. So if you feel like you are "starting to see the light" then it sounds like you have already figured it out and know what you gotta do. If you know to check OASIS, consult the vast amount of information that is easily available to you and you think about what you are doing then you are already leaps and bounds ahead of many guys in the field. But don't be afraid to ask questions in fear of being thought stupid. Proud to have ya aboard! /forums/images/%%GRAEMLIN_URL%%/smile.gif

Yeah Bruce, I got the information - still reading through it though. I am calling the HotLine in the Morning. Maybe they will tell me to put a fuel pump in it. /forums/images/%%GRAEMLIN_URL%%/shocked.gif

Funny thing about that, many cultures have mid-day breaks. It seems there is something about the human clock that has many of us feeling drained around that time. A little siesta would do me good on any given day. I sometimes find myself nodding off if I am sitting with nothing to keep my attention. Seriously! Of course going to bed at midnight doesn't help either. /forums/images/%%GRAEMLIN_URL%%/sleep.gif

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Cheer up, Jimmy.... things are never so bad that they can't get worse. And don't worry about my bandwidth, we have P-L-E-N-T-Y for the using. I just wish more of our silent members would start using some of it. There is much to be learned and shared by everyone. I'll say this Jim, I think I am pulling out of some really tough times. As it is you cant begin to imagine how jazzed up I am to be getting some new help and an apprentice just out of trade school. Yeah, I know, I might have to slap him around and straighten him out on some of the crap the tech schools are feeding these kids these days. I am approaching this as a challenge and expecting it to be difficult.... that way I will be pleased when the guy proves to be capable of thinking and, well, you know. I need to be optimistic. Perhaps they will become DTS members too!

Well Jim, now you have an opportunity to mold some young technicians out of them and enlighten them with the very wisdom you have shared with us over the years. That is, if they are willing and capable. It is your responsibility as a foremen to make that assessment and report such findings to the manager who is ultimately responsible to the shop and its performance. Take notes if you have to, I have. It may take months to give an individual time to come around and show progress, or, to show why they may need to be replaced. Are you not used to teaching your technicians when required? Myself and our other team leader/foreman spend as much time instructing as we do putting out fires. In reality though, I know when a tech is standing in a puddle of gasoline with a book of matched in his hand and prevent fires before they ignite. Usually. Sometimes they "hide things" from me. /forums/images/%%GRAEMLIN_URL%%/cover.gif Do you mean to tell me that YOU do not dispatch work or there is no reasonably qualified dispatcher? No wonder you are having problems. At the very least your service advisors should consult with you on dispatching if there is any question as to whether the technician is qualified or capable of performing the job. Just a suggestion.

Quote: Ford's EcoBoost Engine Excites Marketer DEARBORN, Mich., Sun Jan 06, 12:05 AM Soon after Jim Farley became Ford Motor Co.'s marketing chief after a 17-year career at Toyota, he took a spin in a subcompact with Ford's new direct-injection, turbocharged engine. "I couldn't wipe the smile off my face," Farley said. "I've never driven a Toyota like that, ever. The torque, out of that kind of displacement — in this case a 4-cylinder — was shocking." It's a good thing he feels that way, because one of Farley's first and most critical assignments as vice president of global marketing will be to sell Ford's engine — dubbed EcoBoost — to buyers bewildered by the ever-growing options in vehicle technology. Ford sees the EcoBoost four-cylinder and six-cylinder engines — which will be unveiled at this month's North American International Auto Show in Detroit — as a key part of its strategy to improve fuel economy in the near term, along with improved aerodynamics and lighter materials. The 2009 Lincoln MKS sedan, out later this year, will be the first Ford vehicle with EcoBoost as an option. Ford said EcoBoost will give the MKS's 3.5-liter, twin-turbocharged V6 the power and torque of a V8. Ford says EcoBoost can deliver up to 20 percent better fuel economy and a 15 percent improvement in emissions without compromising driving performance. It's also promoting the engine as a less expensive alternative to hybrids and direct-injection diesels. Ford didn't reveal how much EcoBoost will cost, but said customers can expect to recoup their initial investment through fuel savings in two-and-a-half years, versus seven-and-a-half years for a diesel or nearly 12 years for a hybrid. EcoBoost is also ethanol compatible. With direct injection, fuel is injected into each cylinder of the engine in small, precise amounts, which improves fuel economy and power. The turbocharger uses waste energy from the exhaust gas to drive the turbine. Casey Selecman, manager of powertrain forecasting for the auto consulting firm CSM Worldwide, said Audi, Volkswagen, General Motors Corp. and others have had similar technology on U.S. roads for several years now, but Ford is aiming for higher volumes. The company hopes to put EcoBoost engines on 500,000 vehicles annually by 2013. "I think this is really going to be a brave one. We're going to have to invest. We're going to have to tell customers how we're different," Farley said. "Direct-injection gas is really a technology that could be implemented in the millions. It's significant. It's broader." Farley said U.S. drivers aren't as familiar with direct injection as drivers in Western Europe, who quickly embraced direct-injection diesels as a way to cut high gas costs. Many U.S. truck buyers also have adopted direct-injection diesels, Farley said. Now it's his job to bring that technology to the masses. "We need to simplify things for customers. As marketers, it's unrealistic to expect customers to understand high-pressure direct injection or forced induction in turbocharging," he told The Associated Press in a recent interview. "Let's face it. Ford is a populist brand. On a good day, when Ford works right, it's a company that democratizes technology." Farley is an executive who democratizes marketing. The intense, mop-haired 45-year-old, who is widely credited with the success of Toyota Motor Corp.'s Scion brand, said he came up with Scion's marketing plan after a two-hour conversation with a security guard. At Ford's recent holiday media party, which was held in the same complex where Farley's grandfather once worked in a Ford foundry, Farley skipped the hors d'oeurvres and huddled in a back room with one of the maintenance men so he could get an honest opinion of the new F-150. "That's me. I'm off somewhere else. That's what I'm good at. I'm good at diving in, unlocking the secrets, and really taking advantage of opportunities where it looks hard to others," Farley said. "I enjoy it, and I think there's no bigger opportunity in the automotive space than Ford Motor Company right now, because I think it's a brand people really do love." Alexander Edwards, who heads the automotive division of the San Diego-based Strategic Vision consulting group, said Farley was extremely well-regarded at Toyota. Ford's current workers have survived drastic employment cuts and are eager for leadership, Edwards said. "Jim Farley is someone who knows what can be done if he understands the culture Ford is in right now," Edwards said. "The message needs to be reassurance, both to the people who will be working at Ford and to the customers." In recent years, Ford has been battered by fierce competition, quality issues and high gas prices, which slashed sales of sport utility vehicles. Ford lost $12.7 billion in 2006, and the company's U.S. market share has plummeted to 15 percent from 25 percent a decade ago. The latest blow came last week, when Toyota overtook Ford as the No. 2 automaker by U.S. sales behind GM, a position Ford had held for 75 years. In the past, Farley said, Ford didn't have a good enough story to tell to customers. But the company has vastly improved quality, safety, resale value and other measures, and those strides have been noted by Consumer Reports and others. Its crossovers — the Ford Edge, Ford Escape and Lincoln MKX — were runaway hits in 2007, and the F-150 remains the best-selling vehicle in the U.S. But Ford cars still are not getting the consideration they should, he said, so he's developing a new marketing plan that will try to re-establish trust. As part of that plan, he wants to decentralize marketing, involve more local dealers and make better use of auto shows. "That's the place where you can turn people on. So many companies go to auto shows and it's like a parking lot," he said. "It should be a hands-on museum, like a kids' museum." Farley said he feels a deep obligation to Ford's workers to communicate the company's progress. He's gone so far as to meet with psychologists to figure out how to reach customers who are apathetic about the company. "We can't unlock this unless we're real honest. We have to look in the mirror and say, 'OK, no baloney. Where are we with customers? Take away Mustang and F-series, and where are we? Who are we?'" he said. "When I do that, I see customers who want Ford to succeed, but they put the burden of responsibility on the company to unlock that key. You tell me why I should care about your company."

Except maybe a big lag screw pounded into it and a slide hammer! /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif I could swear I made the exact same post as you Bruce with a similar picture, just not as good. WTF!

No doubt, that is not a fun job but after you do a few, it's not so bad. The first few I went through the trouble of removing the compressor which is insane. Now I only remove the ground bolt and move the ground cable and transmission cooler lines out of the way. If I recall, I can get the connector off by gently using a long thin screw driver. To access the bolt I use a long extension and a universal/8mm combo. If memory serves me I went through one of the A/C bolt access holes in the cross member. My only problem with them now is getting them out without breaking the end of it off with the guts. This is where I discovered screwing a tap into it is useful for removing the cup left in the hole. Man that pisses me off! But what are ya gonna do?

And on top of what Larry said, many owners INSIST on synthetic oil. You know the guys, they stretch their oil changes as far as Blackstone tells them they can and agonize over every minute trace chemical or metal that is reported. Have you looked at the oil change interval for normal driving now? 10,000 miles. I wouldnt mind that at all with full synthetic oil for most people now.

I believe this to be the case but I want confirmation from someone who "ACTUALLY" knows of has documentation. I had the valve out while testing, I see no need to bench test it. I know the valve is good. What I want to do is test/monitor the control circuits via the module with the scan tool to verify power to the valve and a ground but all I get on either circuit is a constant 12-volts. I compared that to a known good truck... same thing so I really want to know how the module is controlling this valve. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif Speaking of pulling the valve out, how many of you have had the pleasure of using the tool? I have used it four or five times and it still takes me a couple of minutes to get it assembled correctly but I think I am good with it now. What a contraption!

Quote: January 2, 2008 To: All Ford and Lincoln Mercury Dealers Subject: Motorcraft Full Synthetic Diesel Oil - Now Available For Order Motorcraft is pleased to announce the launch of Motorcraft SAE 5W-40 Full Synthetic Diesel Motor Oil. Motorcraft Full Synthetic Diesel 5W-40 is now available. Owners who seek the very best for their vehicle will prefer Motorcraft CJ-4 Rated SAE 5W-40 Full Synthetic Diesel Oil because it: Provides rapid lubrication and increased flow for cold weather start ups Resists viscosity and thermal breakdown even at higher temperatures Protects exhaust after-treatment devices Provides exceptional soot control which protects against abrasive wear and oil thickening Is recommended for diesel engines which require ultra low sulfur diesel fuel Motorcraft Full Synthetic Diesel 5W-40 Pricing Description Part Number Dealer Net 4) 5 quart bottles XO-5W40-5QSD $119.23 55 Gallon Drum XO-5W40-DSD $1,282.15 Competition for this product is very limited; most full synthetic diesel 5W-40 oils are not CJ4 Rated. In addition, our price point is very competitive. Please take full advantage of these opportunities to dominate the market and grow your profit opportunities. Ford Customer Service Division appreciates your business. We are dedicated to providing you and your customers the best service and quality products designed, engineered, and recommended by Ford Motor Company. Questions Contact your FCSD Parts and Service Zone Manager or Shane Nelson, snelson@ford.com (313)845-0465.

I have a repeat offender in the shop. The truck was towed in after stalling leaving codes P0404 and P1335 in memory. Started up immediately as it had the last two times in the shop with the same codes and complaint. I could not verify any fault either time. Shop manual leads to a new valve each time. First time I had no problem with replacing the valve. Came back 3 months later, same problem, manual says its the valve so I contact the Hotline. They suggested a broken EGRDOC or leaking EGR cooler - nope, no DOC debris or wetness. Just light carbon which is dry. It got another valve which I did not agree with but I'll try anything once. So now the PCED is telling me the valve is bad again. I thought perhaps the PCM might be malfunctioning after running for a while so I set the EGRVPDES to 30% and went to lunch. When I came back to it and started to open and close the valve with IDS the valve stopped working. Cool! I verified it!!! I decided to test all of the circuits from the valve to the PCM - all good. But this left me with more questions than answers. First, If I verify all circuits and find no shorts to power - ground -each other the PCED always points is to replacing the valve. There is not a single test that checks the circuits for power and or grounds during operation - VPWR or ground switching. Second, how does the EGR valve actuator function? I cant find this documented anywhere in Ford's literature. I even looked at the web training courses again. I recall being told this valve has a DC stepper motor with a position sensor. Should I assume that the EGRVCL and EGRVCH circuits power the motor as per commands by the PCM and the PCM changes polarity of the circuits to move the valve open or closed accordingly? The HotLine was shut down yesterday so I had no access to an engineer... I am hoping one of you fellas especially one of our resident instructors could shed some extra light on this. I am thinking the PCM is failing as it gets hot. Three faulty valves? I don't think so!

Well it has been a long, hard five months since I started this topic. I am relieved and happy to report the hiring of a tech, a REAL Ford Diesel tech with training, experience and what seems to be a good attitude. Whats more I think he is a nice guy and should fit in nicely. He starts Monday! If that wasn't good enough news for me, my manager and I discussed hiring an apprentice, that too is a GO and that lucky young man gets hired on Monday if he passes the screening. Holy shit! Things are looking up! I just hope we didn't lose too many customers from turning them away and scheduling three weeks out.

Bruce I continue to be blown away by your cutaways! Those things have fascinated me since I was a young-un no taller than the fender of a Torino.

Quote: This heat issue may be what contributes to the cup issues as well. Unlike a 7.3L, the injector cups in a 6.0L are below the lower fuel o-ring on the injector and are not an issue. If you have fuel leaking into the coolant in a 6.0L there is a crack in the cylinder head... that is if you were linking the cups to fuel in the coolant.

We had two of these come though our shop last year. There were apparently a lot of cases of cylinder heads cracking. I remember somebody mentioning right side heads were a problem... but the heads themselves are not bank specific so I wonder about the validity of that. Since you really cant test them effectively we were advised both times to do both heads.

Fortunately I work with a manager who understands that things happen and believes in doing the right thing. He may not always be happy about it but all we need to do is tell him about it and we take care of it. This also prevents him and the writer from being blindsided by a pissed off customer.

Yeah, but how many IDM's died from water intrusion? The majority of the one's I have replaced had enough water in them that you could hear it by shaking the module. This brings me to ask why an IDM has a vent and a FICM does not? Is a FICM not sealed weather tight? I have never taken one apart.

Ironically we were just discussing that topic in the shop. One of my techs is replacing one as I type this... three injectors misfiring. But we haven't seen anything like a run on them at all. In fact I would say less than a dozen in total have been replaced by us. Your results may vary!