Keith Browning

Shoes? I am going to have to go kick my Google console. They are serving up some strange ads for a diesel site. But if you click on the ads, it helps pay the bills. I see a pair of sequin pumps for Jim in the future! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Did he fax you the instructions on diagnosing sync problems? It is pretty good, it was a paper written by an engineer whom he did not name. I had to read it a couple of times before I understood it. To be honest, I would have to read it again to use it or describe it. Maybe when I get back from vacation I will dig it up and post it. Fortunately, sync concerns are not all that common. Unfortunately, they can be really hard to diagnose. All it takes is a bad connection or break in the circuit, you correct it for a while by moving things around, disconnecting, reconnecting... only to chase your tail all day. /forums/images/%%GRAEMLIN_URL%%/banghead.gif It can make you feel like an idiot!

THAT is a fun one! I have a few remotes in my box for testing and I happened to catch a guy behind me programming remotes and thought of doing this just in time. He reprogrammed the remotes three times and could not figure out why the panic alarm kept off and the doors would lock him out. I could not contain myself and was caught laughing my ass off with tears in my eyes.

Because time is money. Comebacks and angry customers don't appear to bother some guys. I believe there is some acceptable gray area here but I don't want to be responsible for defining it. I personally don't mind the extra five minutes it takes to pull it completely apart.

Ahhhh, we are getting into some good stuff this week. You guys are impressing me! Interesting question Greg. There are two methods used in my shop, both of which I have used but I have gone back to how I started doing them from the beginning. Method 1- Complete disassembly and removal of all parts in the knuckle. Unbolting and removing the wheel bearing/hub and then removing the axle shaft. Method 2- requires leaving the rotor bolted to the hub to give a surface to pry on. Unbolting the wheel bearing/hub and removing the hub, rotor, axle shaft together as an assembly. My opinion is that method 2 can save time but leaves the potential for a comeback that you have no excuse for, especially if you are the type that doesn't check if the 4X4 works when you are done. I used to have a guy working with us that did ball joints this way. Broken ABS sensors, brake rotors beat to hell causing brake vibrations and my favorite, the un-mistakable backing plate rubbing noise going around turns. That really pisses me off when I have to go for a road test with a customer after they pick up their truck only to discover that "knuckles" not only bent up all kinds of shit under the truck but obviously never road tested it either. My current technicians typically use this method with no problems so I don't say anything. But method 1 is what I have decided upon as my personal choice. A truck more than a couple of years old deserves to have all of the components cleaned off and inspected and don't forget those NEEDLE BEARINGS! And as far as time goes? how much time are we really saving? We get 5 hours retail for a 4X4 ball joint repair which includes time to replace the knuckle seals and therefore I don't see how you can justify not breaking it all down. Exception? A fairly new truck with a premature ball joint failure or making an axle repair... then method 2 is fine with me. /forums/images/%%GRAEMLIN_URL%%/2cents.gif

Well I finally got around to performing my one and only 07T07. For those of you techs that have done this SSI and anyone from Ford watching, I have a serious question. Installing injectors in a 6.4L requires that the injector and it's fuel supply tube be installed in sequential steps of tightening from pre-assembly, pre-torquing, torquing and then a final turn on the fuel tube nuts. SSI 07T07 instructs us to use the procedure in the service manual and pays the technician 2.9 hours to complete the installation of injectors #1, #5 and #7. This tells me that it has to be done in chassis without removing anything that is not listed in the procedure. The issue: getting a torque wrench to fit in the space between the injector and the cowl and A/C box. None of my toque wrenches fit, let alone adding a Crow's foot to the end. Second, if you could get your wrench in there, you do not have any room for the wrench to swing. We are instructed to keep the crow's foot in line with the extension of the torque wrench and many people think that using extensions will affect final torque values. I have read several writings that this is actually not true. The question: is it allowable, permissible or otherwise acceptable to - rotate the crow's foot on the end of the torque wrench? use an extension between the crow's-foot and torque wrench? replace injector #7 with injector #5 out of the head for access? The manual notes to install from the inners to the outers. I agonized over this for a short period of time and decided to do what I have to to get these injectors installed properly. See the photo below which shows what I deemed necessary to install #7. I know that the job was done right and I performed the high pressure leak test which passed easily. Is what you see in the picture a bad idea, what would YOU do or is this acceptable considering the low torque specifications involved? If I did not get the fasteners torqued to the *exact* spec, I am sure I got damn close.

That is not the kind of screwing with coworkers I meant /forums/images/%%GRAEMLIN_URL%%/blush.gif but since you mentioned it, Mrs. FordDoctor was the Warranty Administrator in my store until we got married and had young-uns! I guess you could say I screwed myself out of a paycheck but what we got in return is priceless! ...ever notice that anti-seize is like mustard? One little drop and it seems to get everywhere!

One of the things I like most about you Jim is that you get right to the point. /forums/images/%%GRAEMLIN_URL%%/scratchhead.gif Who's pissed? /forums/images/%%GRAEMLIN_URL%%/shrug.gif This is a thinking mans game, it is good to be reminded of that. You just came off of vacation, I am just starting nine days away from work. Only my second week off in two-in-a-half years... largely due to the fact that taking time off from work RAISES my anxiety level for some of the very reasons you just ranted about. The wife has now exceeded that with persistent insistence that I take time off. I have two decent techs that I am sure KNOW how to do most of the things required of them. They know about all of the technical resources available to them, they know about proper test methods yet, for some reason, we have all become stupid and careless lately. Do I really look older than 39? /forums/images/%%GRAEMLIN_URL%%/surprise.gif

Interesting idea but why would you want to do that? I would think it would involve the pump, the branch tube, and possibly the supply tubes and oil rails if the parts don't fit as you go from the pump onward...

Looks good Steve but I wonder about adapting that to a gage set up and clearance issues. Bruce posted some pictures of his adapters on PhotoPost...

Are you directing this toward the good people at Ford for the DTC blunder or just people in general? Personally, I am having problems lately with techs not using any kind of diagnostic routine and going with "what they know" which apparently is not that much considering the number of comebacks I have had to intercept lately. Reading is fundamental but apparently a lot of people are too smart to read anything. What's the matter Larry? My Avatar freaking you out? It's kinda like the Mona Lisa with the moving eyes trick... and this time the picture IS me.

I recall that bit of insanity. I filed an official complaint with the HotLine engineer who laughed a little when I pointed it out. Even more unfortunate was the fact that the two trucks I had doing this would not stall while in our shop. This first one got a PCM, harness "work" and then finally a new throttle body. I swear sometimes the HotLine guys screw with us! The next one received it's new throttle body right away, rolled out the door and never looked back.

Prudent advice. /forums/images/%%GRAEMLIN_URL%%/thumbup.gif Here is a picture from the Balloon Test article that shows the failure you are looking for. This injector is from the bad one I encountered and wrote the article from. Arrow A shows the missing copper seal and you can see all the carbon that was blowing into the injector bore. Arrow B is pointing to the failed lower fuel rail o-ring.

Yes. If the additive is ULSD compliant then it is approved (and safe) to use in ULSD fuel... and ANY diesel engine that requires ULSD. It is also backward compatible. To clarify this for you, engines like the 6.4L use a DPF and THAT is WHY it requires ULSD fuel. Older engines without a DPF, it doesent matter either way. My thinking is that as sulfur is mandated out of the fuel, it will also be mandated out of the additives as well. Once old stock is used up, it will all be diesel sulfur compliant.

I had two trucks that were doing this. One was hard to find but the other was in my face. The balloon test is rarely effective as cranking speed may not get enough pressure to breach the system. Only one showed anything with the balloons and it was quite noticeable. Typically, you will only see a small pulse from the balloon. I like Greg's idea better too but I haven't had the opportunity to try it, but thats okay with me. Both of mine were misfires and the longer and harder I drove them the misfire spread to one or both of the adjacent cylinders. Both trucks had a loose injector that blew past the copper seal and burnt away the lower fuel o-ring allowing combustion gasses to enter the fuel rail on that cylinder head.

The diesel engines don't yield much in gravy work but it is the best thing for both you and the customer to establish regular oil changes and fuel filter servicing. It's the rest of the truck that can supplement your warranty hours and using the QCRC with every visit is paying off for my shop big time. These trucks are pretty good vehicles and there are not a lot of things that go wrong with them but we sell a lot of ball joints and brakes along with the random odd repairs.

Well you are right that we are at the beginning of a giant learning curve. I now have a reason to start playing around with a truck and make some PID recordings. In the powerstroke.org thread, the guys thought that with no back pressure at all, regen would never happen... they may be right but if the ECM was programmed to monitor and EXPECT DPF back pressure to raise to an expected level by a certain mileage interval you would think it can detect something is amiss. Since the 6.4L OBDII Theory and Operation has not been released yet we cant read up on this yet. One more thing, I am not finding consistent data relating to EGT sensors which includes my data, stuff Bruce just sent me and reference values in the PCED. Until we determine a common idea of what we should see from the temperature sensors perhaps we need to attack this from a fifferent direction? A good starting point might /forums/images/%%GRAEMLIN_URL%%/shrug.gif be to go find a truck that is being driven, like a salesman's DEMO and pull the hose off of the pressure sensor and see what happens. This will tell us if the ECM detects the lack of back pressure and if it even "cares." It would also be nice to know EXACTLY what determines when a regen is needed -officially. The Web Based Training shows that active regeneration is initialized when the PDF pressure sensor indicates it is necessary based on calibrated levels. I believe this to be true but read what is in red below... with no mention of the DPF Pressure sensor. Am I missing something? The PCED gives us this: Quote: Diesel Particulate Filter Regeneration Note: Regeneration may occur during normal operation. During regeneration, diagnostic procedures may display biased values. If a regeneration occurs during diagnostic procedures, allow the process to complete before continuing diagnostics. During normal vehicle operation the PCM estimates the amount of particulates that accumulate in the diesel particulate filter. The estimated amount of particulates is based on the vehicle operating conditions such as speed and load. Additionally the PCM monitors the following: amount of time since the last diesel particulate filter regeneration battery voltage distance traveled since the last diesel particulate filter regeneration engine coolant temperature (ECT) engine speed exhaust gas temperature bank 1, sensor 1 (EGT11) exhaust gas temperature bank 1, sensor 2 (EGT12) exhaust gas temperature bank 1, sensor 3 (EGT13) fuel level fuel temperature intake air temperature (IAT) turbocharger condition When the appropriate conditions are met, the PCM initiates a diesel particulate filter regeneration. The diesel particulate filter regeneration can occur at idle. The PCM may increase the engine speed at idle to maintain the correct temperature conditions for an optimum diesel particulate filterregeneration. Quote: Diesel Particulate Filter Monitor The powertrain control module (PCM) monitors the diesel particulate filter for leaks in the filter substrate. The diesel particulate filter requires preconditioning before the monitor is enabled. There are two tests that comprise the diesel particulate filter monitor. The first test is an efficiency monitor that compares the restriction of the diesel particulate filter to restriction values, which are a function of exhaust flow. The second test is a differential pressure monitor that compares the measured differential pressure across the diesel particulate filter to threshold values, which are a function of exhaust flow. The diesel particulate filter monitor is enabled and continuously runs after a preconditioning of 5,000 km (3,107 miles) when certain base engine conditions are first satisfied. The typical monitoring duration for this monitor is 2 minutes. Inputs from the crankshaft position (CKP), engine coolant temperature (ECT), exhaust gas temperature (EGT), and diesel particulate filter pressure sensors are required to enable the monitor. The monitor entry conditions include: diesel particulate filter regeneration is inactive one complete diesel particulate filter regeneration has occurred time from last diesel particulate filter regeneration is greater than 300 seconds exhaust flow between 400 - 2,000 m3/hour (14,125.9 - 70,629.3 ft3/hour) no fuel injector concerns preconditioning distance of 5,000 km (3,107 miles) For the efficiency monitor test, the PCM determines a restriction threshold value for the amount of restriction that should be present in the filter for a certain exhaust flow rate. The PCM compares the measured restriction, which is based primarily on the diesel particulate filter pressure sensor measurement to the restriction threshold value. A fault filtering counter starts when the monitor begins to run. When the measured restriction is less than the restriction threshold, the counter increases. When the measured restriction is greater than the restriction threshold, the counter decreases. If the number of counts on the counter at the end of the monitor exceeds a calibrated limit the diagnostic trouble code (DTC) P2002 is set and the malfunction indicator lamp (MIL) illuminates. For the differential pressure monitor test, the PCM determines a differential pressure threshold for the amount of pressure that should be measured by the diesel particulate filter pressure sensor for a certain exhaust flow rate. The PCM compares the measured differential pressure value to the differential pressure threshold value. A fault filtering counter starts when the monitor begins to run. When the measured differential pressure is less than the threshold value, the counter increases. When the measured differential pressure is greater than the threshold value, the counter decreases. If the number of counts on the counter at the end of the monitor exceeds a calibrated limit the DTC P244A is set and the MIL illuminates.

I'm not going to flame you Bruce! But I will dispute that I was not eluding to either an increase or decrease because if you see enough data representing the three sensors at idle, part throttle and hard acceleration you can make distinct characterizations. At idle, since EGT11 is before the DOC and EGT12 is after the DOC, an increase should be noticeable as the catalyst burns off hydrocarbons. As RPM's and load increases, this will level off some and hard acceleration should show EGT11 the highest with EGT12 lower and EGT13 the lowest as it will be during all three scenarios. This is under normal conditions with no faults and not in regeneration. Unfortunately, I have not had the opportunity to perform any diagnostics on a 6.4L so I have no live data to go by. I DO have all of my training materials in front of me that clearly shows these temperature differentials on PID data from the exercises we completed in training. In any event, while monitoring all three exhaust gas temperature sensors you SHOULD be able to detect some reaction taking place at the catalyst whether it be higher or lower than what is coming from the engine. If EGT11 and EGT12 are basically reading the same, especially through acceleration and deceleration then it's time to inspect the kitty for missing substrate. If my training was wrong, then I am fucked and I should probably go and make some recordings to study... not a bad idea either way. Beer please!

Maybe there is. Remember I stated that I try to refrain from dealing with these people and their problems? I almost slipped! Maybe when I sober up from my Saturday beer buzz I will reconsider posting this in the above mentioned thread: Quote: So, okay. Deep breath... When you DO have a problem and you NEED a technician at the dealer to repair your broken truck, it doesn't bother you one bit that you created the potential for him to waste a lot of time looking at your engine data and end up focusing on the lack of back pressure and the lack of temperature differential from the oxy-cat to the DPF outlet? Unless your gutting of the catalyst and the DPF IS the cause of the problem, a lot of time can be wasted chasing a condition you created and not diagnosing the real problem. This is a key statement as you are now well beyond any potential warranty problems with Ford Motor Company. Not all techs are the same with respect to modified trucks but we do have one thing in common: we work for a living and we don't like being mislead while doing so. Given the fact that you have taken measures to hide what you have done, I predict that you will not be bent over, but instead, folded in half and done twice as hard. As a technician, I would actually PREFER to see the straight pipe so that I know EXACTLY what I am dealing with and will be in a much better position to assist you. You may still be held liable for the repair but at the very least I will give you a proper diagnosis and an HONEST report.

So, wouldn't it make sense for there to be something under the WARNING MESSAGES in OASIS reports? I have seen "vehicle scrapped" on an OASIS before. Maybe Ford can add a "MODIFIED VEHICLE" warning?

Rear brake adjustment is critical on mid 90's trucks, especially DRW applications. I recently replaced rears on a 1996 ambulance and started having flashbacks. It left with a good pedal and returned last Thursday after 350 miles. The rears needed another major adjustment which brought the pedal back up. You mentioned the pedal sinking. Is this a diesel? Are you aware of the "step through" condition that will pull the pedal down if you continue pushing on the pedal?

That brings up another point. There are those that claim "Ford will void their warranty" -or- "your truck will get flagged on OASIS" -or- as you say, "black listed." I have never heard of such a thing or have seen anything on OASIS. We do know that these aftermarket devices and modifications do not mean that the vehicle or engine warranty is not automatically *voided* rather, damage and repairs caused by, or related to the use of such devices will not be covered. There is a big difference and I think that the confusion is in how to interpret and enforce that. Any seasoned technician knows the weak points of any engine including the common or "pattern' failures that accompany each. For example, we all know that 6.0L head gaskets can, and do fail on stock engines but we all know that adding a tuner for example will exponentially raise the likeliness of a head gasket failure. I for one like to know the whole story and look the entire truck over before concluding the root cause of a failure is due to a specific performance device or abuse. Don't get me wrong, I lean towards following Fords guidelines because I believe they deserve the final word when it comes to their product and their warranty. I think THIS POST by GregH speaks volumes for how we as techs need to think and use good judgment. The comment about Ford getting involved an having to fix the truck anyway is a disgusting paradox in and of itself. That is what gets my knickers in a knot when someone questions MY judgment concerning a repair. Back to the "tards;" I have largely given up on educating and offering an opinion. Most of these owners that mod their trucks have a deep rooted sense that (we) dealer techs and Ford are out to get them and don't know what we are doing. I think that if there really WAS a black list or OASIS flag, nothing would change. As long as Ford Motor Company continues to flip-flop like a Democrat running for office, the warranty policy and the enforcement there of, will always be subject to "someone's" interpretation or judgment.

I think we all have eaten a lot of time learning on these engines. When one of my guys takes a beating from a truck I try to get some good jobs to them or encourage them to take some extra PDI's to pick up their hours and sometimes lift their morale. In any event, I hope that he learned a lot in the process and understands that this will not be the last time this will happen.

WOW! I can't remember the last time I worked on an Escort!!! (sorry, I have nothing to help you with, just had to say that)