Keith Browning

Having trouble finding a flare plug that is 12mmX1.00 - male flare like the fitting shown below. Starting to think this does not exist. Anyone have any good sources? Since this is a brake application it seems it would be best if this port was sealed at the flare and not with the threads or is that acceptable? Brakes, makes me a little paranoid.

Keith, have you noticed an increase in your home electric bill? There was an increase but nominal. I expect that but by the mile electric is cheaper which would have a bigger impact if gasoline was still $3.60 a gallon. I can charge for free at work so 5 days a week, I do. I'll have a better picture in a year, it uses more energy in higher and lower temperatures keeping the batteries cool and heated as needed. I'll also have more electric bills for comparison.

I never had an issue with the D-Link dongles with regard to Windows 10. Mine worked flawlessly right up until I installed the last major IDS update to version. My laptop still sees the adapter and the network but IDS will not recognize the VCM at all wirelessly. Where did you source the "E" Version of the D-Links? Model Number??? I am thinking of first trying a total removal of IDS, resetting my VCM and installing the latest version clean. I miss my wireless!

It's been out a year now and a few tweaks have been done to it. I am running 10 on 4 computers, two I "upgraded" with minor issues and two I installed "clean" on a freshly wiped hard drive including my work laptop. My personal opinion is that 10 is the best windows yet. The complaints about issues with regard to upgrading are valid but in my opinion, self inflicted - you need to be prepared for the event with regard to applications and saved data. You also need to know that a Windows 10 upgrade CAN be rolled back in most cases. I think the problem with "company" computers is that the users are locked out from administrator privileges and cannot make changes or install software which leads me to question how Windows 10 could autonomously install itself without administrator permission. The answer likely lies with the fact that if you have Windows update on Windows 7, 8 or 8.1 set to ‘install all recommended updates’, which many will do, the Windows 10 upgrade will automatically download to a user’s computer and install automatically. Computers are not toys, they do require at little knowledge, oversight and maintenance. Just sayin.

This is fucking elegant. With some of the difficulties we already have diagnosing this engine this is the ultimate obfuscation. You cant make this shit up!

2 months and I am still on my first tank of gas! Even better is that I have learned how to drive this thing to stretch my range and I can make it to and from work on a single charge now... and I charge at work.

10 Times? Am I the only one that finds that a little strange?

I haven't seen all that many to begin with. Maybe three or four?

I don't drive many gas powered trucks so they all seem pretty doggy to me, especially off the line. SO, I have a 2013 F350 with a 6.2L and an AIRADE filter on the end of their tube with the MAF right at the end near the filter. The truck runs fine but starting off or tip-in at higher speeds it get really loud, that "boggy" sound Ford engines make but really loud because of the filter. The engine starts to rev, get loud and bogs then gets quiet and accelerates. It has no codes, passes KOEO and KOER. So before I start chasing my tail I contact the Hot-Line. They agree there is a possibility of the filter creating turbulence that can skew the MAF. They recommended returning the filter and inlet to stock (duh) or comparing to like engines with stock intakes and make recordings to compare MAF voltages and... uhhhg! I am interested in your thoughts and any experiences like this. The guy bought it used from a Chevy dealer who (for whatever reason) put the filter on the truck and sold him an aftermarket warranty. (another story) SO I ask my service advisor to quiz him about the filter who provided the info on its installation and when this drivability concern began. "it's always run like that" he said. He also said that another Ford dealer told him to get rid of the AIRAID first and see how it runs. Uhhhhhhhgh! The urge to smack people who waste my time is strong.

I use the engine stand adaptors for the 7.3L PSD for attaching the rear of the case. On the front I use the universal adapters that came with the engine stand. I suppose a talented fabricator with some metal on hand could fabricate some brackets for this specific application. I just used what I have on hand which works well. Here are some pictures of a trans I currently have apart. If you want any specific shots or close-ups ask me now while its here!

You need a crane or you could likely damage something AND injure yourself. Also, getting that forward assembly down into the case requires finesse to get all of the shafts to align their splines. If you just drop it all in the sheer weight will make it difficult to do that. Same with the torque converter. If your bench does not move I highly recommend putting wheels on the bench... but then, it is recommended that you mount the transmission on a heavy engine stand. If you want pics I have one apart as we speak. I also use a transmission bench with wheels. Leave the crane in place and move the bench or the trans on the stand as needed. It just requires a little room to move around. Other than that it is not a particularly difficult transmission at all.

Usually a bolt will leave marks from the threads in the piston. Cant miss it. But in cases like these failures there is usually so much damage it is difficult to tell exactly what happened.

I would not say this valve breaking phenomenon is just a left head thing. The first two of these engine failures with valve related issues were most certainly the right cylinder head. One was a F450 tow truck the other a F350 pick up. Both 2011 models. But I am going to admit that I haven't seen a valve related failure now for a couple of years. Knock on wood!!! Are you guys seeing valve failures on left heads only? The timing of the failure to the delete is interesting though.

I have a customer that is over servicing his truck but I cant tell exactly how much so. It is a 2013 F750 Cummins that runs while they work as a stationary vehicle. The oil is as clean as it was when I changed it 300 miles ago and I would think. The truck does not have a factory hour meter and of course, the shitty low level instrument cluster does not have an hour meter. So, has anybody added one to a truck - stock or aftermarket? Suggestions? Recommendations? I looked at the wiring diagram... stock gage would be more difficult and expensive than an aftermarket set up so I am not going to recommend that. I should grab my Cummins INSITE and pull the hours from the PCM. Pain in the ass.

Having a DEF refractometer or tester is necessary because you always want to verify the DEF is good and rule it out. I have yet to come across any bad or contaminated DEF but I am sure the day will come.

Edit your post, you didn't say what number cylinder... and don't forget the EGR cooler is on the primary cooling system. I don't see how coolant could not find its way into the right exhaust manifold...

While technically correct and possible, I have yet to find an issue with any upstream components or system and believe me, once you get your ass kicked by this code you WILL start looking for EGR and other air management problems with codes or not, fluid loss and even consumption. But it is good that you bring this up. I have yet to find one in conjunction with DTC P207F and the code for me so far has been set alone. The 14's and up - "The PCM monitors selective catalytic reduction (SCR) system performance using the nitrogen oxides bank 1, sensor 1 (NOx11) sensor and the nitrogen oxides bank 1, sensor 2 (NOx12) sensor, in addition to other inputs. This DTC sets when overall NOx conversion drops suddenly." It just seems that we are fixated on the two sensors more than what is going on before them or in between them... and back to my point - how many sensors will we be told to throw in a truck and how many times will we reflash the PCM or NOx modules before we start looking elsewhere?

The grid should be visible and not much dried DEF on it. Here is an overloaded SCR

Seems as though this code dogs many of us and I am seeing trucks that have visited one or two other dealers trying to correct it before landing on my door step. Shoot, I worked on one and it circled the area and visited two other dealers and THEN came back to me. I hate when people do that because you don't know what was really done and if it was done correctly. Seems odd that most of these end up getting multiple NOx sensors and eventually filter assemblies only to have the concern continue. I have ended up replacing the DEF injector on two of the most recent trucks in my bay where the dosing measurement test was 1-5 ml over the 50ml max spec. Hot-Line never seems concerned with the readings. At this point I am not passing any DEF injector that measures 50 and above. I think the jury is still out on this code. How many NOx sensors do you throw at a truck before you realize its not the sensors? Or, if it IS the sensors, how much longer is Ford going to continue to supply sensors that malfunction? I am also skeptical that many techs don't fully complete the repair by clearing the appropriate tables, inspect the SCR for crystallization and run multiple manual regens to clean them, test the DEF and inspect the entire air management system for concerns.

2011 and newer Super Duty trucks - anyone seeing intermittent network faults narrowed down to the hash harness near the parking brake? Connector C212 to be exact. This is the infamous "I set and released the parking brake and then the truck started" problem with dash lights lit up. I performed a wiggle test with the network monitor going and duplicated the concern at will. Requires a light touch in that area to do so and I think being aggressive merely causes the fault to go away. Opened up the harness and found nothing of interest. Decided to assume a possible pin fit issue at the connector... unfortunately I did not test feel the pin before tweaking the terminals a little. I wrapped it all up and secured the harness, cleared all the network codes and so far... so good. I have seen a few of these before but was never able to pin it down. (pardon the pun) Anyone?

No a nd this is somewhat of a different symptom... but we know what the most likely cause is.

I am thinking that this is really no different than what we have been seeing... just a slightly different symptom. Also, I have been reading quite a few posts at the Monkey House of a lot of new Super Duties doing this. Must be yet another bad batch.

For F-Series Super Duty, this DTC is present for 400 days after the exhaust system fluid fault message is cleared....Yeah that code ain't going away anytime soon In what module? I have played with this one numerous times and it clears immediately. The warning on the dash and engine derate on the other hand takes a little more effort to clear.

So my new Fusion has the Sony sound system, SYNC with all the bells and whistles. I like having the ability to load my music onto a USB flash drive and playing from it. Before I purchase a new dedicated flash drive for this purpose I wondered is any of you have experience with this and have any tips. One word that keeps coming up with regard to play lists is "tags" and getting then straight will cause SYNC to index the music faster. I am not using playlists so would this matter? I simply browse my music by artist or albums with no problems. So what's the deal with these tags and how would I manage them? And I intend to use a 64GB USB3.0 compact flash drive... and of course I know to format it to FAT32 file system.

Good thing you don't live in NY and work in NYC. Some people are paying over 60% when you add up fed, state, local and city taxes.