Keith Browning

Here is the minimalist approach as I mentioned. It is not difficult at all.

I haven't fought one in a while now.

I had a tough one to deal with. A 2013 F650 with a 6.7 ISB CM2350 in for an engine derate, both amber and the red engine lights on. Aside from an EGR valve hanging open there were about 8 fault codes for data update time from the aftertreatment modules, DPF level sensor and the turbocharger actuator. If you are not familiar with Cummins, only sensors mounted on the engine itself are hard wired to the ECM. The SCR system, DPF sensors, SCR level sensor and the turbocharger actuator are all "smart devices" which communicate with the ECM via the J1939 network, or CAN. Normal diagnostics lead to a faulty turbo actuator. This might make sense if we take into account that it contains one of the two termination resisters. The actuator was working fine however and I had a difficult time diagnosing this intermittent network concern. I took a page from my Ford training and decided to use the oscilloscope to monitor the network and was able to catch it in failure - and luckily it finally stayed broken long enough to diagnose. Network voltage is normally about 2.6 volts on the CAN+ - I measured 9.8 volts! Using the scope I performed a wiggle test. Then disconnected modules on the network until I pulled the connector for the SCR temperature sensor module and the voltage dropped back to 2.6 volts and all but one code changed back to "inactive." The reason I posted this is because if you suspect a network problem, Cummins has you monitor the fault code display which has an incredibly slow update rate AND, if the network goes down, your INLINE 6 adapter and Insite will lose connection to the ECM. No joy there and I lost at least an hour screwing around with my scan tool before I realized what the hell was happening. It does not behave like IDS for sure.

How far are you turning it? The new draincocks are a little strange in that you have to turn them and pull on them slightly sometimes to get them to open. Now, if the plug us literally just spinning around then I would agree that something is "broken" but I have not seen one broken myself

I dunno, seems that sudden and drastic change in a part's pricing IS the advanced notice!

I totally forgot to post about this. I ran into this two weeks ago. The old number became the new "Kit" which had the seal, oring for the hub, hub nuts, orings and screws and a gasket for the 4X4 hub and a new snap ring. Nice kit. Then the next week the kit disappeared and I got the normal seal package when I asked for them.My parts man asked if therte was a recall coming. Dealer cost for the kit was $0.86. Makes no sense.

I don't understand removing the battery though. All I disconnect/remove over there is the PCM wiring, wiring bracket and usually the PCM. This gives you enough room to remove the cooler bolts on that side. The only reason to remove the upper intake is to remove the EBP tube bracket nut which I can do by jamming my arm over the manifold and get the nut with a !0mm ratcheting box wrench. You then gently bend the tube up with a pry bar enough to get it over the stud and nut. Don't REMOVE the nut either as it will take more time than necessary and probably cause your hand to cramp. As you pull the EGR cooler assembly straight forward you can then pull the harness off of the studs in the back and the cooler comes straight out. The only things I have go wrong on my are broken EGT pipe bolts and I usually spill coolant on my pants as I am walking the assembly over to a workbench. By the way I have the 6.7L Beydler drill guides including the EGR tube mount on the manifold. Since getting the guide I haven't broken a single bolt. Oh the irony is killing me!

I do not remove the coolant tube OR the upper intake manifold. No need to. Really!

Ditto on the P2457 KOER as expected in the TSB. I have NEVER gotten the code to come up. The first two of these I ran into I followed the diagnostics in the TSB and I did not get the code. I then spent the better part of an hour performing the diagnostics in the PCED only to come up with nothing. Cleared the code and released the truck. They WILL (and did) come back with a repeat P0401 and pissed off customers. I, Like matt replace the cooler cores based on the P0401 and they are plugged EVERY TIME.

I am confused. You stated that there are no codes in memory yet you stated "If I take it out and drive it again it will stay in derate until I clear the codes."

Ah!

THAT is true on 2008+ Super Duty trucks as well. On some occasions I have had trucks/vans on my lift with the shifter in neutral and the key off... but without fail I come in the next morning to find the batteries dead. Hate when I do that! LOL!

I don't see how the intermediate clutch would cause a harsh 2-1 down shift as the clutch is unapplied. The problem I had with this concern was harsh 1-2 upshift, harsh 3-2 downshift and harsh 5-6 upshift.

Awesome job!

Yes, gas or diesel? Don't the Ecoboost engines have those funky air inlets in the hood or something?And thanx for the heads up!

Just curious if anyone has experience with vehicles that use biodiesel. I have a utility truck in that is not maintained as well as I would like to see and it supposedly uses biodiesel. They change the oil every 7500 miles or once a year. The truck has an hour meter but it is not working. The oil on this 2003 6.0L was quite over filled and smelled rancid in a way I have never witnessed before. It also had some "residue" floating in/on the oil after I drained it. Comments?

Eventually I would love to hear an honest comparison between the Sprinter and the Transit from someone with experience on both. I have seen a couple of Sprinters up close and I get the impression of "cheap." Say what you will about the Ford Econoline but it was everything I have come to love about the old American way of building strong durable vehicles. (I did not say perfect) I realize the Transit represents a newer approach to building a full sized van and I see some European and even some Asian design qualities to them but there seems to still be some good old American style to them. Time will be the ultimate judge. In looking over the first models that have graced my service bay I will say there are some really fucked up parts of the design - mostly related to serviceability leading to asking the question "What were they thinking?" And, I have yet to have one in for an actual repair as of yet.

I believe you are supposed to call the TIS assistance number or use the TIS assistance contact form on FMC Dealer. Closing and restarting usually does not stop the errors for me. I end up having to shut down everything and reboot the PC and then restart. It pisses me off because this happens only with some IDS versions and to varying degrees. This time its really problematic for me and in a way I have never seen before.

I was mostly blown away that my IDS was totally useless and would not completely start. Even after a clean install. I think this time I will hold off as long as I can. They screwed something up that may not affect everyone, but I have had enough for now.

I don't know what anybody else's experiences have been but IDS 94 has been nothing but problematic. 94.01 was not too bad but the shops IDS machines started having issues. For me, it is with the subsequent updates, 04.02 and more so 94.03. Testman errors and lock ups. I updated to 94.03 hoping there was a fix or change... nope. A s a matter of fact, I cant even use 94.03 as IDS does not even full load before a Testman error pops up and it freezes. I have even performed a full uninstall and installed clean with a fresh download. For now, I am back to 94.01 until the next release.

Well I have no experience with this engine or the application but it sounds like you figured it out. As long as you have also ruled out anything else that is on that power circuit.

The stand pipe seals do fail but it is rare. I think I have seen only two instances myself. Plenty of block off tubes and quite a few ICP hole block off plugs - almost all on LCF's.

Absolutely Mr Twig!

Technically speaking this would fall under the concept of "best practices." IMO