Keith Browning

We had similar experiences with Caterpllar years ago.

I do a bit of Cummins work. Almost all warranty and yes they suck to deal with if you have no experience with them or work on them infrequently. The warranty coverage for the ISB 6.7L is two years, unlimited mileage. Some emissions components may have a higher coverage and may also fall under the Ford warranty depending on what fails. And yes, you are in the right place.

I don't know what is in my bay. And I don't care. I, am on vacation all week at home doing as little as possible.

I have a fascination with things like this. Not much to say other than to visit this website and look at all of the small model engines featured there. Different approaches and types of combustion processes. Real neat! Have fun. http://modelengines.info

Is it just me or does it seem like since 14E03 came out we have seen a lot of SCR system codes in general? Particularly in the last 6 months. Mind you Ford is not the only manufacturer with issues. A lot of the Doges I have been touching needed replacement SCR catalysts as per a Service Bulletin. The new catalyst on cab and chassis models even eliminates the ammonia sensor. Also their little diesel in the Ram Vans are getting new SCR cats too. God those things are fugly.

I Like this model better! Nothing says fuck you like a padlock!

Why Chrysler for heaven's sake! Their warranty times are worse than ours.

Due to issues within my dealership I have been working on some Doge trucks in between my regular workload. I now have access to Chrysler's Dealer Connect and all I can say is WOW. No wonder those guys cant fix anything. The manuals SUCK. The diagnostics SUCK. The scan tool is clumsy. In comparison, I think that as Ford techs we have an excellent technical and support system available to us. Granted, it's not perfect but, be thankful for what you DO have!

This is all well and good but, as Matt said, what's the purpose? And, why call it Forced Regeneration Request if that is not what it is. Can anyone find any documentation on this like Bulletins or Messages? It would be nice to have accurate information and instructions if applicable. You know this is already being discussed on the public forums right? How do you think I learned about it? And how long before guys are calling and coming into the dealer asking for and about it?

Now I wonder what model years this is available on. I also imagine that this will not allow you to just arbitrarily perform a manual regenerations and functions just as the earlier OCR feature worked.

It is in the Personality Parameters. Enabling the "Forced Regeneration Request" so apparently Ford has snuck this in below our radar. It used to be available only on Chassis Cab models with the base cluster. I still have not checked this out personally so maybe Matt will tinker with it on his truck? I also looked for SSM, GSM or bulletins @ the truck BB website. Nothing. I would like to see something documenting this, what it can be applied to as far as model years and if a cluster programming update is required.

I have not had the opportunity to look into this yet and I have never seen or heard of it. Someone asked me how to get this to display on the 2011 and newer instrument clusters. It would be a menu option on the gauge screen. Take a look. I assume there is an IDS setting or something or is it buried in the cluster?

Sad news - John Clark, a Ford instructor here in the New York zone reportedly passed away this weekend. Over the last 30 years he had become my favorite instructor. I just liked his approach. I always felt welcome and never pressured. He seemed to have the ability to move the courses with enough speed to keep the attention of the more advanced technicians while always taking the time to stop for those who needed a little more. While I am a a Senior Master technician there will still be courses I will need to take in the future. I surely will miss being greeted by name as I enter the training center by a familiar face. I am positive that John will be missed by many techs. He was just a nice guy and truly an asset not only to Ford Motor Company but to the dealerships and the industry.

Aww shucks guys! And, I started wearing reading glasses today. My Dr told me that all of those tiny labels on things are not a conspiracy against me and to stop being paranoid and get glasses.

It is now something I check because I have seen way too many in a short period of time and the G400 repairs have "fixed" the last three in a row. Reason enough? Two of these were Cab and Chassis trucks with the ground relocated to the rear cross member and done poorly. One, the heavily corroded one was on the factory position but rusted really bad. In NJ we have trucks coming from Dejana Truck and Jersey City Truck body companies. When they install dump bodies they move the ground to weld the dump frame to the truck frame. Combine that with the heavy road salt and brine that has been used increasingly and this is the result. I don't know what other regions of the country are finding but this looks like something I will be contending with for the foreseeable future. And I never got to pulling out my multimeter - Pinpoint test RD had you perform a visual inspection and I cant remember which other test it was but I actually saw G400 referred to in one test. RD8 : CARRY OUT A VISUAL INSPECTION Visually inspect the NOx11 module and the NOx12 module, the NOx11 sensor and the NOx12 sensor, the NOx11 module wiring and the NOx12 module wiring and the NOx11 module ground and the NOx12 module ground connections for the following: —signs of excessive heat —damaged wiring harness or connectors —incorrect harness routing —incorrect connections —incorrect ground circuit connections to the frame Visually inspect the exhaust system for the following: —exhaust leaks at flanges and gaskets —exhaust leaks at the NOx11 and NOx12 sensors Visually inspect the intake manifold gasket for signs of leaks. Inspect for radio frequency interference or electromagnetic interference Is a concern present?

When I was a young tech we had a local town with some F750s with those hoods. I had to replace an injection pump on a New Holland engine in one of them. It was an experience

That is consistent with what Bruce stated. So much for my long-winded theory.

Oh crap I forget about the Bari value in ebp a

EBP A is way higher then EBP Desired and the VGT actuator is backing off. Looks like a heavy accel too - EBP sensor (suspect bias), connector and check the tube? I recently had a 6.0L doing a similar thing and it was an intermittent loss of power. I also had intermittent over boosting occurring as well. Turned out to be clogged EBP fitting at the manifold. I would also make sure that turbo tube seal is not leaking on you too.

Had another one today on a new-ish truck F450 Chassis with a dump body and G400 moved to the rear frame crossmember. This time I had NOx circuit performance/intermittent codes. P22A2:00-68 and P229F:00-64.

Is that even possible?

That begs the question: "why time it at all then?" I would bet on it. A CMP signal would do just fine if the CKP was missing. However I have never tried it The CMP only reads from three raised areas on the camshaft gear representing 6 points. Good enough to define crankshaft speed and cylinder ID. Probably not good for accurate fuel control, misfire monitoring and so on.

Good Job Leon! I have always wondered what performance concerns would arise if this was done - now I know! We all know that a common rail fuel system does not necessarily need to have the pump timed for the engine to run but they do however need to be timed in order to run correctly. I am really glad that you posted this because I do not believe this is common but it did happen and could happen to anyone. The reason these pumps must be timed is because the pump cylinders create pulsations that can interfere with the fuel injection events thus causing performance concerns as described in this thread. Timing the pump sets these pulsations to occur between fuel injections to prevent or minimize the effect of fuel rail pressure pulsations also known a "hydraulic noise" which is nothing new if you are a seasoned Power Stroke technician. Oddly, I don't think this is something many techs are aware of this perhaps this is because the workshop manuals make little or no mention of it at all. You will find it in the Coffee Table Books though. Early 7.3L DI engines that used a mechanical fuel pump is a good example that demonstrates hydraulic pulsations -if you have ever tested fuel pressure on one of those engines you saw some serious pulsations that sometimes made reading fuel pressure difficult. A gauge that had dampening features was helpful. When Ford changed the fuel pump from mechanical to electric these pulsations were eliminated on the supply side.The HEUI injection systems used check valves in the fuel supply circuits to reduce fuel pulsations caused by the injectors that could affect system performance. Similarly, the high pressure oil system in the 6.0L engine used those "AWA" plugs that dampened the hydraulic noises in the high pressure oil rails. In later 2004 MY 6.oL engines the high pressure oil rails were modified to further improve dampening by increasing the volume of oil, channeling the oil through a wavy pattern and adding a second AWA plug. AWA means "Acoustic Wave Attenuation." which in simple terms means pulsation dampening.

The only time you should expect to see a significant amount of oil is the result of elevated engine oil level causing excessive oil carryover from the crankcase breather. I agree about the water being a combination of random factors. I found the picture. Pretty cool eh?

I concur that some water may be normal. Not in huge amounts though I have a picture somewhere of a 6.4L charge air cooler that I was replacing for the excessive white smoke during regen concern showing the lower connection 1/2 clogged with ice. Normally I see a lot of oil if I see liquid there.