Keith Browning

The new "rule" on PCM reflashing is effective on 2006 models and newer. This applies to warranty claims only. I read that recalibrating a PCM without being directed by a FSA, SSM, TSB or an engineer's request was considered "tampering with the emmissions system." EXCUSE ME? I was told long ago that installing an available up to date calibration at any time was advisable. Talk about mixed signals!

I'm not too sure or convinced that there is a specific EGR re-learn process and I would like to hear that from an engineer myself. Regardless whether we are talking about a 2003 engine or not, EGR operation and flow monitoring (Comprehensive Component Monitor) relies heavily on the MAF sensor. You must remember that EGR and VGT must have accurate intake and exhaust manifold pressure readings (inferred or actual) and a proper speed density/mass air reading. THAT is what really needs to be relearned and calculated before the EGR/VGT can be accurately controlled and monitored. I have found that a P0404 is usually the result of restricted EGR passages around the valve and mixer, and circuit concerns with the valve. The code means that the EGR position voltage reading was higher than expected to achieve the desired flow. You said you had a P0405? The PCM saw a voltage reading from the EGR position sensor that was out of range and if that sensor is giving biased readings it must be addressed first. P0404/P0405 & P0404/P0406 are code combinations I have seen a lot of. It usually ends up needing the manifold to be scraped and vacuumed and the valve replaced. If you see carbon venting from the holes on the outside of the valve/sensor body, it's a positive sign that the valve is defective. I have NEVER had to perform a re-learn except for an '03 that had 06E17 performed. The interesting thing here is that you answered your own problem by eventually diagnosing a sticking turbo. Remember I mentioned that EGR and the VGT use the same data to operate? They also work together. You can close the vanes in the VGT to increase back pressure and improve EGR flow. I also have discovered by watching many data recordings that opening the EGR valve will slow down a turbo during an over boost event where the turbo is not responding to the VGTDC commands. /forums/images/%%GRAEMLIN_URL%%/eek.gif When you have no indication or obvious signs that you have a turbo issue it will drive you absolutely crazy... but I don't have to tell you that now do I? /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Quote: Did you ask this guy if he is registered with TDS? Unfortunately, this did not roll into my shop because I would love to meet someone so distraught over having his truck reprogrammed that he would spend the time to fabricate this lock. The photo came from a TDS member who I asked if I could have a copy of the photos and use them - without asking why he said yes. Since I am kind natured I won't use them for evil purposes. Calling these people Dorks won't get me anywhere but I do hit people right between the eyes with the truth under all situations. If the vehicle came in for something that required using a scan tool I would do what you say you would do: park the truck and move on. Since I have read all of the owners arguments for not reflashing a truck I was wondering where many of us technicians stand on this. My favorite accusations are that "we" blatantly go flashing PCM's just to collect the extra pay or that we were told by Ford to flash every truck that comes in. In actuality, Ford has recently stated that we are NOT to reprogram any car or truck (under warranty) without the authority of the Hot Line, Recall, TSB or SSM. I think the time frame on that is in the first year or two after the in service date. (I'll check on that part) I would love to create a list of when and why we reflash diesel PCM's and post it just to set the record straight.

Okay, we all cruise the Internet and I am sure most of us have read posts on some of the other forums about not wanting their trucks reprogrammed, for what ever reason. I no longer argue with them. But have you run into a customer that has taken steps to keep you from connecting to the DLC? ... 3-2-1 I hear Jim Warman cracking his knuckles in front of his keyboard. I find this a little disturbing.

I was using blocks too, had a co-worker cut channels lengthwise so they would slip over the edge of the body. They looked nice but I decided that they really served no purpose and resorted to laying a folded shop rag on the lift arm to prevent chipping the paint. Don't want to leave them something else to complain about now do we? This is what I finally decided works best for me and like I said, other guys have developed their own techniques that are equally as effective. I also tried bolting the folding lift cleats directly to the body using the running board hardware. Thats a little tricky because you have to get the truck positioned just right in the lift.

I was told that there were several hundred 2006 F650/F750 trucks with a Dana rear axle that have leaking rear axle seals. Apparently the seals were not being installed with the correct tool and did not seat all the way into the hub. This results in the seal rubbing on the back of the wear sleeve leading to failure. Apparently most were supposedly fixed before release but a few made it out. How do I know? I just fixed one they told us was coming our way. This truck was the mule for three F750's we ordered. 2300 miles of yuck - what a mess! /forums/images/%%GRAEMLIN_URL%%/rotz.gif And I confirm that the seals were not driven all the way in. Heads-up when performing a PDI and look a little closer at the rear brakes.

Eric, Most guys are securing the cabs in one way or another and the first one I did was a crew cab which was balanced and did not necessarily need to be secured. Regular cabs are a different story. Looking at the picture you should notice that the running boards have been removed. /forums/images/%%GRAEMLIN_URL%%/wink.gif They come off really quick with only 6 or 9 bolts (cab size dependant)holding them on. I place them safely out of the way in the pick up bed. As far as the clamp that I made it's 5/16" threaded rod and some angle iron appropriately bent to fit around the rear leg of my 9000 lb Rotary lift. The holes I put the clamp through are already in the pinch weld on all trucks. For me, bolting the bab to the lift was the most secure option because like most of us, I think death sucks just a little more than having to explain why the cab fell off the lift. /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Add one more to the tally! Just diaged another 2004 with low compression cylinder #3. Came in because it overheated (pinned the gage) lost power and started smoking. The customer let it cool down then nursed it home. He said that it had no power and was making a high pitched squealing sound. I used to brag that my dealer wasn't seeing many head gaskets and failed engines were a thing of the past... now I am getting HAMMERED! /forums/images/%%GRAEMLIN_URL%%/banghead.gif /forums/images/%%GRAEMLIN_URL%%/smhair.gif Eric, one of my teammates had one that ran away out in the parking lot while running some tests. We determined that the root cause was fuel dilution of the engine oil caused by an injector(s) This in turn damaged the turbo seals, and the same thing happened to the turbo, compressor wheel in the down pipe. This doesn't explain your burnt pistons but the runaway situation is similar. When the turbo was failing it was filling the intercooler with oil diluted fuel which the engine began sucking out and took off. The pictures from that failure are in the photographs section in Engine Failure One.

Quote: Ford mulls new 4.4-litre diesel for F-Series trucks by John Mortimer and dieselforecast.com Ford’s engineers are mulling a new 4.4-litre V8 diesel engine as a power unit for the company’s F-Series pick-up trucks, and have solicited tooling so far. This engine is substantially different than the new V8 planned for upcoming Land Rovers that will replace the existing BMW-sourced engines. Insider ripples appear in the wake of news that the company has triggered record sales of the F-Series trucks. Ford sold 126,905 trucks in July 2005, well above the previous record of 102,424 units set in October 2001. Word is that the cylinder block will share the compacted graphite iron (CGI) construction of the United Kingdom-produced Lion V6 engine to achieve class-leading power density. The potential arrival of a new V8 diesel engine is significant for at least two reasons, according to insiders. First, the new diesel engine will allow the company to become independent of Navistar International that supplies diesels for the F-Series. Navistar is based in Indianapolis and Hunstville. Second, Ford does yet offer a diesel engine in the popular F150 model, the smallest of the F-Series trucks. Power ranges from 202 hp (352 Nm torque) from the 4.2-liter V6, through 231 hp (396 Nm torque) for the 4.6-liter V8, to 300 hp (494 Nm torque) from the 5.4-litre Triton engine. These are all gasoline engines. A diesel is seen as essential for future sales leadership. For the F250 and F350 models, Ford can offer only the 6.0-liter Powerstroke diesel engine which produces 325 hp and 770 Nm torque – the other two offerings, the 5.4-litre Triton of 300 hp and the 6.8-litre V10 Triton of 355 hp (615 Nm), are both gasoline engines. The Powerstroke diesel is manufactured by Navistar International, which has also developed a new V6 diesel engine – the VT275. This is a 4.5-liter V6 turbodiesel. However, it develops only 200 hp – Ford develops this power rating from its smaller, lighter and more compact V6 Lion diesel engine manufactured in the United Kingdom at Dagenham. This horsepower gap highlights the huge gap that exists in diesel technology in Europe and North America . Navistar had a 4.0-litre V6 diesel, but Ford can easily match it on price and performance. Added to which, Ford and Navistar have had their differences in the past regarding the supply of both V6 and V8 diesel engines. Navistar had planned to ship 4.0-litre V6 diesels to Ford some years back, but the deal unraveled, reputedly on grounds of fuel injection technology. The significance of Ford’s new diesel engine is its power rating. At 4.4-liters with a turbocharger, the engine will develop 330 hp – ideal for all F-Series passenger and light-duty applications, namely, F150, F250 and F350. Also, it should be capable of at least 700 Nm of torque. This will bring it within nudging distance of Navistar’s 6.0-liter Powerstroke, but in lighter and more compact form. The arrival of the engine will be good news for Britain . As product planners mull over the options there is a good chance the engine will be built at Ford’s Dagenham Diesel Centre, Essex , UK , where it will be manufactured alongside the existing V6 Lion diesel engine. However, in order to achieve a power output of 330 hp, Ford’s powertrain engineers will need to use compacted graphite iron (CGI) for the cylinder block, just as they have done for the cylinder block of the V6 diesel engine that is used by Jaguar, Land Rover and the PSA group in France. Ford’s preferred supplier of CGI cylinder blocks is Tupy SA in Brazil . Tupy heads the four-fold supply chain of foundries specializing in CGI – Tupy also supplies Audi in Germany . The logistics of the new engine would require the blocks to be cast by Tupy in Brazil , given cubing machining operations at the foundry and then shipped to Dagenham for finish machining and final assembly. The completed engines would then be shipped across the Atlantic for fitment to the F-Series. Insiders in the UK believe the new 4.4-litre engine would make an ideal power unit for Land Rover’s top class Range Rover models. The current top-of-the-range model uses a 305 hp 4.4-litre V8 gasoline engine built at Bridgend in South Wales . Speculation in the UK has it that Ford is aiming at a production volume for the new engine of around 130,000 units, of which 100,000 would go the US for F-Series and 30,000 to Land Rover. Land Rover uses a 4.4-litre gasoline engine in the latest version of the Discovery SUV, the LR3, as well as a 4.0-liter gasoline engine for selected markets. There is also the TDV6 turbodiesel available – but so far only for manual six-speed gearbox versions. So there is potential too for the new 4.4-litre engine to fit into this vehicle. The new 4.4-litre engine is estimated to be about three years away from production. But with the current roar away sales of F-Series, Ford is likely to miss potential diesel sales. Experience with Ford’s V6 Lion diesel has proved the engine can offer almost gasoline-like performance coupled with huge torque characteristics, although the current trend in North America is for a burbling V8.

Which one Mr. Jim? There are a few up there today for diesels!

I have the same experience with the grease and the thump from a stop but it's never cured the shudder for me. How did you determine that the incorrect hanger bearing bracket was in the truck? TSB? Hot Line?

/forums/images/%%GRAEMLIN_URL%%/rofl.gif

Yes I started cleaning it but this one will require several disks. The surface is really pitted and uneven. If I take a ball peen hammer to the scaling I can break most of it off... ..."with a ball peen hammer." I think that's a bit too harsh for a turbo. I think replacement is the better option here.

BUMP! Quote: We Just did a short block on 05 econoline and we pulled the body off. I gotta lock for the pics. We might like to see one too! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

Jay, We have an engine in with a burnt piston in cylinder number 3 right now as well. It scored the cylinder badly so we are installing a long block which does not come with a new turbocharger. The tech is half-way through the job so I thought I would open the turbo and have a look. What I found was almost shocking! It's the turbo in the Turbo Reconditioning post. This is definitely what I call visual confirmation that this turbo was not operating properly. As far as I am concerned, this gives full credibility to HGM's post on checking the turbo for over-boost and the cylinder number three phenomenon. /forums/images/%%GRAEMLIN_URL%%/notworthy.gif

I suppose I am looking for anyone who has done this reconditioning procedure as outlined by International service bulletin 201055 for comment. There are one or two threads on this topic already but not specifically on doing it. I am piecing together an article on turbo issues like sticking: no boost and over boost. Sooooo, I have a turbo on the bench and I started the process and it did not take long to determine that this particular turbo has a significant amount of rust scaling and pitting. This is on the surface where the unison ring rides on. Is there a point where you are supposed to make a judgment call and determine that the turbo is too far gone to recondition? /forums/images/%%GRAEMLIN_URL%%/shrug.gif I think that I may have discovered that point.

Read this post, I just discovered the same thing. /forums/images/%%GRAEMLIN_URL%%/rotz.gif At least we know how to fix them. http://www.forddoctorsdts.com/ubb/ultimatebb.php?ubb=get_topic;f=11;t=000010

The FIRST thing that I would do is protect your Tough Book from "Stupid." Go into the control Panel and select User Accounts. Change the one that is already there and name it "Administrator" and set a password to lock it. Then, create another account and name it "Ford Techs" then change the account type to "limited" which will not allow anyone using the account to make any changes to the software, install "stuff" and create havoc. You can give this account a password as an added level of protection but you have to make it simple and be sure everyone in service knows what it is. I highly recommend adding a wireless hub to your shop so that the IDS can connect to the Ford server and you can log into FMC Dealer from anywhere in the shop. IDS will connect to update drivers, calibrations and software and if you are not already connected it can screw you up! This is good because you can also open a window and use the on-line manuals, OASIS...etc..

What a tease! /forums/images/%%GRAEMLIN_URL%%/laugh.gif /forums/images/%%GRAEMLIN_URL%%/rofl.gif /forums/images/%%GRAEMLIN_URL%%/laugh.gif

That one ended up in my mailbox. A first! MAybe we have our own spies? /forums/images/%%GRAEMLIN_URL%%/eek.gif

I found a new one! /forums/images/%%GRAEMLIN_URL%%/laugh.gif

In my last engine repair I made a call to the Hotline just for giggles. It seems that this is a common problem lately. A lot of new trucks sitting in stock... waiting for bodies, what ever. I find it amazing that enough moisture finds it's way all the way up and into a valve guide of an exhaust valve to cause rust. Isn't there supposed to be a little oil on that valve stem?

I love it when you guys raise more questions with your answers! But I am stumped on this one. How can an over boost situation cause one burnt piston and why would you say #3 specifically?

Don't forget that the DTS employment hub is FREE! Anyone may list job openings and place an ad and I encourage you to do so. CLICKIE HERE!

Quote: This sort of stuff serves two purposes.... it helps all of our departments function (and bond) as a team and it shows our stores community spirit.... Very true and your story serves as an example. I think that many dealers participate by donating money or a vehicle which is typical of my company but we don't get the individual stores involved in any meaningful way. Around Christmas the "owners" collect and donate toys for under privileged children in our community and deliver them... but this is typically limited to the company headquarters office brown nosers though anyone is welcome to volunteer. Sorry if I put a negative spin on this. I really wanted to convey that you guys have something good going on there and I hope that you all see it that way.