Keith Browning

Sorry to hear about your D-plan woes Mr. Bradley. If I may; that statement concerning management verifying concerns and technicians repairing them, how the fuck are we supposed to diagnose concerns without verifying them? Huh? Huh? Huh? And then, how are we supposed to know if we made an accurate diagnosis and an effective repair? Huh? Huh? Huh?

Well it is apart now and in checking everything including fasteners, 4 of the 6 transfer case bolts are loose, the transfer case input hub has so much rust in it my guess is they had to draw that thing on with the bolts. Needs an output shaft, extension housing, transfer case and repairs to the rear driveshaft (1 u-joint and correct the phasing)

That sounds familiar.

I would think that if the valve was the problem it would have been evident on your post repair testing and road test... No? The voltage of the closed valve indicates a circuit issue or more likely a debris. Did you pull the valve and inspect it? On several occasions I have has residual debris get caught in EGR valves. If this is the case, remove the debris and look at it closely by crushing it and noting if the carbon is soft or hardened with a gray appearance... If there is debris and it is black and soft, start the engine with the valve out and rev the engine hard several times to blow out loose carbon from the cooler and manifold EGR passage. If the carbon is light gray and hard replace the EGR COOLER.

While I don't condone what VW has done, you almost have to be amazed at the brilliance and the audacity of pulling this off. When it comes to diesel owners that delete emissions systems the word arrogant comes to mind.

I have a mystery to solve on a 2005 F250 4X4 with a reman Torqshift in it. The extension housing is broken and the transfer case slid back on the output shaft. It looks like it broke around the transfer case butts up to it. I crawled underneath and took a quick look and did not notice any damage that would indicate abuse. The driveshafts and u-joints appear good from what I can see and feel. I am leaning toward loose/missing transfer case bolts... But what caught my eye was the rear driveshaft is about 30 degrees out of phase. What have any of you seen cause this?

I have one of these right now on an F250 but it is legit. Had cleared the PCM and went for several road tests - set the P259F code and check engine light came on in the parking lot. The truck has some performance issues I never verified though... I had several people drive this thing too. Anyone know the background on this TSB and what is wrong with the turbos?

Almost makes you wonder about some of these recent reflashes we have seen come at us that magically neuter a LOT of codes and symptoms.

I moved from an iphone 4 to an iPhone 6 this weekend. My middle-aged eyes like what they see with the larger screen. I picked up another Griffen Survivor All-terrain case basically the same one I had with the iphone4. The case is fantastic. I handed down a phone to my daughter that is in like new condition. I dropped that phone onto concrete several times without any damage.

I haven't seen an engine failure like that in a Super Duty but I went through a 2-year streak of V-10 engine failures. Things have been fairly quiet lately in that respect. The truck is a U-Haul service truck used to do light repairs and shuttle car dollies and small trailers around. I have three that visit me regularly with 6.7L engines.

Jeez - I would think twice on that one

I am sure this is documented somewhere.. damned if I can find it. I believe it cancels fuel correction for all cylinders, sets fuel rail pressure, injection events, injection timing and RPM to a fixed value. You can make any of these engines change the sound of combustion by playing with injection pressure.

Hope I spelled his name correctly. You might know him as Motorcraft Mike in the many Motorcraft videos and training material. He is also the guy who writes many of the training courses we take including web and classroom . He is teaching the Hybrid and Electric vehicle course I am attending In NY this week. Intersting guy. One of the more fun and informative instructors I have had the pleasure of meeting.

We don't have a successor for Grampy Jim here now do we? Bruce, anyone that I know that had Vista had problems and hated it - that was quite a while now so don't let it sour you forever. XP was pretty good but it is becoming outdated but more importantly, it is no longer supported so patches for security, performance or compatibility problems are no longer available. In my opinion that comes with bigger hassles than learning and dealing with new software. But I am sure that you are already aware of that. FWIW I too get comfortable with things especially when they work but I like the new stuff.

Good luck and I wish you success! But you don't HAVE to say goodbye - once a DTS member, always a DTS member.

For more clarity on my hot IPR problem - I had the truck running in the parking lot/bay as well but it never failed. The truck HAD to be driven and not just around the block before the IPR would fail. It really needed the engine to get loaded and make some heat. And I concur that most IPR failures are due to debris from my experience. I may even still have that IPR too!

lifted, tuned and deleted I would have declined to work on it.

I saw this once on a 6.oL - after about 20-30 minutes of driving the engine would shut off and not restart until it cooled. Passed air test as mentioned. I discovered that the IPR was failing when it got hot. As I recall, the coil resistance went way high as it got hot. Left the meter on it for a couple of hours and watched the resistance come back down. New IPR fixed it. To be honest this was the only IPR I had ever see do this.

Did you contact the Hot Line? They seemed pretty confident the three manual regens would clean it. I did not bother to pull the injector back off and take a peek with the boreoscope (flat rate you know) When I first contacted them my question was if there were any way to clean the crystals out. Washing was never mentioned. My thoughts are that the regens are safe and probably effective - or they might have wanted me to try this before condemning the filter assembly. If the truck comes back soon we will know. This time I drove it, a valet drove it and my manager drove it to put some hard miles on it.

I am working with a 2012 F550 that is a municipal dump truck - spends most of its time idling and putting around town. Originally came in for heavy ammonia smell that made workers sick, check engine light and so on. I replaced the faulty NOx sensor and it cleared up. It has returned again with a P207F for reductant performance. I went through the pinpoint tests (because I have already exhausted the TSB options and it passes all testing... which leads you into that vicious back and forth cycle between two tests. I stopped. Since I already had the reductant injector off for the dosing test I grabbed a boreoscope and had me a look. The SCR was totally white and I don't know how it wasn't clogged but... I ran it past the Hot Line. To clear that you run a manual regen three times in succession. It was recommended that I replace the NOx sensor again as well, reset all of the SCR tables and re-evaluate.

It is amazing how well this engine's PCM can compensate for base engine problems... and when the problem finally presents symptoms it is often too late.

DAMMITT!!!! I had to play that video. Why? Why? Whyyyyyyyyyyyyyyyyyy?

I for one was not arguing - just sharing my observations from the past 29 years. In essence, your job is what you make it. If you cant deal with what you have to work wit then you move on. And many techs do. On and on and on...

Um, the system is so skewed and the game played so well by so many. It promotes cheating, poor workmanship and manipulation. On occasion I have witnessed outright theft/corruption not just by technicians but by dealerships as a way of life. The system is not fucking fair to everyone by any stretch of the imagination. Unfortunately, it is the fairest system we have otherwise we would be doing it differently.

I think that was sarcasm. No. No... yup. I am sure that it was!