Keith Browning

Thanx for the link. I went to the Meritor web site and they have available information and some bulletins. But of course, nothing that was going to help me. But, my extension for the breather almost fixed it. I am going to extend it from 2" to 3" and try it again. Got it down to a single drip so I am headed in the right direction.

No problem on my end. Personally, I don't think we need to be directing our frustrations in an angry manner. A polite private message would be ideal for such discussions about. I also don't think that the sharing of a few tips and pointers on making a job more efficient is going to have any effect on labor times no matter who you think is looking on here. There is a proper procedure for everything and these procedures are printed in black and white in the service manuals.

I thought it was to REWARD you for achieving Senior Master Status. It is a big accomplishment and anyone that reaches that status should be proud! Above that, be thankful for the gift for I am sure that is all it is intended to be. /forums/images/%%GRAEMLIN_URL%%/2cents.gif

If you read THIS POST and stop for a moment to think about what it says you will hopefully come to the conclusion that there are people from Ford Motor Company whom have joined us here. Nuff said.

1) Connect IDS and identify vehicle 2) Select the toolbox icon in top 3) Select Body from the drop down menu 4) Select Security from the drop down menu 5) Select Factory Keyless Entry Code from the drop down menu 6) Click the tic button and follow the on screen instructions -OR- (if that option is not available) 1) Connect IDS and identify vehicle 2) Select the toolbox icon in top 3) Select Data Logger from the drop down menu 4) Select Modules from the drop down menu 5) Select VSM from the drop down menu 6) Look for and highlight the Keycode PID and select the tic button to initialize. The code should be displayed. Quote: Programming Personal Codes A unique personal 5-digit code can be programmed by following these steps: 1)Enter the factory set 5-digit code (the RKE keypad will illuminate when pressed). 2)Press the 1/2 button within 5 seconds of Step 1. 3)Enter the unique 5-digit code. The personal code does not substitute for the permanent factory set code. Either code can be used to access the vehicle. In addition, if a second personal code is programmed, it will simply overwrite the previous personal code.

Jake I am not too sure there are many tricks when doing this repair. The ones my coworkers have employed cost us in in repairing the effects of bad practices... bending y-pipes is the worst of the offenses. I have spoken of Mr.Know-it-all, my soon to be ex-tech, who just spent three extra days on a SCT fitting repair because of a missed oil rail plug seal failure. The key is to fix the truck. Being methodical will help prevent the job from dragging on and losing time from getting lost. An hour for an STC fitting? I would question the mans word and the integrity of his work.

Update (in case anyone is tuning in) This concern defies reason. I cannot find any reason why, after 91,000 miles this thing started spewing fluid. It has new gear oil, no *leaks,* a new breather, makes no noise, no debris on the magnets and is properly filled. I called the experts and they only came up with the same possibilities I have, all of which have been eliminated. My service manager walked up to me while I was holding the vent in my hand. I was deep in thought considering what my next move was going to be. He suggested that maybe there is a leak elsewhere in the assembly allowing air to enter while driving thus forcing air and oil out of the breather. /forums/images/%%GRAEMLIN_URL%%/notworthy.gif "try the smoke machine" and I did. The axle held 10" water and no smoke to show other than what's coming out my ears. /forums/images/%%GRAEMLIN_URL%%/smhair.gif I thought about what Bruce and Larry mentioned about a remote breather. Now, the breather is sitting 3" above the axle thanx to a piece of 3/8 brass tubing and a connector. I cleaned it off and put dye in the fresh gear oil. Tomorrow it will go for another road test with one of our drivers. Since I cant find a problem with the rear and identify the cause, I'll treat the symptom.

In the past I have had a couple of P0402's due to exhaust mods. This truck was in my shop a few weeks ago with the MIL on. It received a new EGR valve and I did clean the MAF and IAT2 sensors which has been my regular routine for some time now. The MIL came on two days later. The interesting part is, the customer came down to see the truck because he had just spent a lot of $$$ having the truck "fixed" by his mechanic. We won him back! (maybe it was my charm) Managed to up sell some service just by pointing things out under the hood while he was there... including that new paper filter. /forums/images/%%GRAEMLIN_URL%%/shocked.gif If I realized then this was going to happen...

You would think this is a simple question to which I will say no because I followed the service manual instructions on draining and filling. Before you think I have never worked on a truck before, I read the manual on this because there are THREE plugs in this axle housing. One is the drain in the bottom obviously. Up on the punkin' there are TWO plugs with one being higher than the other. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif Using the one that is higher because it looks like the one in the manual and the required amount of gear oil used, was very close to the specification. That would be too easy! And now, you got me thinking twice about this.

We have touched upon this topic in one way or another before. This time its a P006A - MAP - Mass or Volume Air Flow Correlation with a P0401 - EGR low flow detected. Oh fun! This truck has some miles on it but it runs well, has the latest calibration in it, a new EGR valve and a new air filter... Since this truck has the inferred EBP calibration in it, the MAF code becomes very important since according to engineering it is vital in determining EGR operation. I dismissed the P0401 for now but not after hitting it with the IDS EGR tests which passed. This brings us to pinpoint tests J13 - J14 and TSB 06-24-6. No leaks, sensors correlate but I noticed in my travels through the streaming data that the MAF signal looked too fuzzy and I could not get a good read on it in performing the TSB but it all checked out! /forums/images/%%GRAEMLIN_URL%%/popcorn.gif The filter! Its an aftermarket paper cone inside of the filter cartridge. Ah ha! I sold the customer an new Donaldson filter and performed the Turbo Learn procedure. This cut the fuzzy signal by 2/3rds. Hotline reports that the new calibration on these early build trucks is REALLY sensitive when it comes to MAF signals. REALLY sensitive. Apparently this filter was causing some disturbance in the airflow through the sensor? Makes sense but this being my first run-in with a cheap filter and the inferred EP calibration the proof for me will be no MIL for a 100 miles or so. We are putting miles on the truck before returning it. I wanna be sure! /forums/images/%%GRAEMLIN_URL%%/wink.gif

I am a bit mystified by this one I am afraid to admit! Its a 2002 F650 Super Crewzer with a 17,500 lb, Rockwell single speed rear axle. Warm it up and hit the highway and gear lube spits out of the vent! I looked for housing cracks and so forth, found none. Maybe a closer look is in order. The customer dumped a bit of fluid in it and when I got it I added a couple quarts and some dye /forums/images/%%GRAEMLIN_URL%%/wink.gif which is what led me to the breather. I replaced it though it looked okay. I serviced the axle with new fluid thinking it might be foaming with 91,000 long miles on it. Still spits out lube. Seems odd to me. I mean, its not like an axle constantly builds pressure like a crankcase would so maybe it has to do with oil slinging and running down the inside of the housing... never noticed any sort of a baffle inside of a housing before. Anybody ever see anything like this? /forums/images/%%GRAEMLIN_URL%%/shrug.gif

I'll say this, being a Ford Diesel tech and being keenly aware of all the problems I might be a little concerned should I ever find myself in serious condition while being hauled to the hospital in one. Would be ironic to pass on after an untimely STC fitting failure. I hope the Diesel Gods are pleased with my work! /forums/images/%%GRAEMLIN_URL%%/wink.gif

You know, I messed with these only a couple of times but I recall something being a little weird too. I would just be mindful of the proper assembly making sure the tubes are aligned straight.

Quote: throughout the span of 20,000miiles its had 1,2,and 5 injectors replaced, i replaced 4 and 7, injector self test sounds good on the replaced ones, and the factory ones are quieter then the replaced ones. This is sounding like a problem child that has not been keenly maintained. I have had a few trucks show up this year that had leaking y-pipes and exhaust noises that the customers apparently got used to. After repairing the exhaust leaks they are impressed by the newly found power. Its a common problem in my area along with clogged filters (air and fuel) and blown turbos. The last one I touched was so far gone it had oil dripping out of the tailpipe. I am looking forward to your diagnosis.

Cant seem to locate one online yet. But as I am doing this I thought why couldn't I get a $8.00 locking air chuck and have a custom made length of air hose made to replace the 1 foot hose that is currently on my tire inflater? Our maintenance guys just got a 6 footer made up for our new press. I'll bet it could not have been much money. On EDIT: http://www.uniquetruck.com/Hand_Held_Truck_Tire_Inflators_C80.cfm

I think I need to look into this. For at least a year I have been thinking it would be the wise thing to use. I just never get around to it. That's not good!

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I'll be damned! Mr. Know-it-all quit today!

On the bright side they are at least intelligent enough to log on to a web site and ask questions. That is more than some of the techs I have worked with over the years could do when faced with a challenge.

I have no info to help you but I am interested to know if this is a Ford add-on? If it is, why not call Ford or the HotLine for assistance? Perhaps they can direct you.

Quote: P115A = Low Fuel Level - Forced Limited Power The DTC P115A may set with a low fuel level input. If an excessively low fuel level input message is received by the PCM from the instrument cluster, the PCM will limit the injection control pressure (ICP). This may cause a lack of power, rough idle, or other driveability concerns. If no additional DTC's are present, the concern may have been caused by the vehicle running too low on fuel. I have seen this code before but have never experienced "forced limited power" and I assumed it meant that RPM's or fueling would be reduced. Sound like a reasonable deduction? Dead wrong fellas! How about a momentary power and RPM drop that will change frequency depending on how you change the AP position? It almost feels like an injector harness miss but not as sharp. Sure made us go looking for a problem. No codes. Good fuel pressure. All PIDs looked normal before the "misses" and the drops in RPM's were accompanied by drops in the expected PIDS. I uploaded the data to the HotLine and spent a good 45 minutes with Zach S. looking at the data together. Baffled us both and a few others on his end. He finally recommended putting more fuel in the truck and see what happens. Well, the gauge WAS on E after all! I picked this job up from one of my techs who understandably needed bailing. The truck was towed in for a no start; fuel contaminated with unknown fluid. He drained, cleaned and flushed everything. Put 5 gallons of fuel in it and spent a lot of time driving and testing to diag an EGR concern... idling and so forth. Long story short, the truck had barely an inch of fuel in the tank. (I peeked) I am a little unsure about how I feel about this one. Apparently this Forced Limit Power strategy is intentional, BUT it feels like a driveability concern! Should Doc and his team feel foolish for being fooled? What does this tell you that there seems to be no description of "Forced Limited Power," its not mentioned in any manual including the owners manual and the HotLine Engineers were not keenly aware either? Kudos to them for guessing it needed fuel and I am sure they will be surprised to get my callback tomorrow. No no no friends. I am not leaving this up to a survey. All I want to know is WHY?!?! /forums/images/%%GRAEMLIN_URL%%/boink3.gif The PCM does not limit ICP. It JERKS it down and immediately lets it back up. I know its supposed to be some kind of warning but perhaps Ford should have warned us about this? Word to the wise: Code P115A and rhythmic power loss means put some freaking fuel in it! /forums/images/%%GRAEMLIN_URL%%/banghead.gif

I got beat up really bad on a 6.0L for the same thing. Watched it happen to another guy too! Its always a good idea to inspect everything while you have it apart. I know I was pissed off at myself for assuming that finding "the leak" did not necessarily mean that was the only leak.

DUDE! /forums/images/%%GRAEMLIN_URL%%/rockon.gif That is awesome! You have a gift for sure.

I am replacing both headlamp assemblies on a 2008 King Ranch for a smoke-like clouding on the inside of the lenses. Low and behold, one of the new assemblies out of the box had the same thing but worse. There is also staining on the reflector. Just curious if anyone else has come across this?

Alright. I had to laugh but remember your first one?