Jim Warman

Ohhhhhh, you are in trouble now... All In can speak for is from my experience... some of your circumstance may be different. One thing you might consider is self-employment... I did it for many years. And I will be the first to tell you that I was and likely still am one of the worlds shittiest businessmen... To put it bluntly, I bought myself a job... I did well, for the most part, but a soft heart and my loving brides medical condition was an overwhelming deciding factor for returning to the land of the employee. Friday nights I would go to the bar... just so the people that owed me money would see me. Part of the reason is because being self employed drew me away from what it is I wanted to do.... and that is fix cars. There's just too many "important" things to do that you soon relegate yourself to a desk job and hire people to fix cars in your place.... they may or may not live up to your expectations and they may or may not make you well liked or respected. We wont mention the venture capital that you will need in order to open an effective shop. And the lessons learned in what it really costs to run a legitmate business. One might consider teaching. I have often started out to go after a teaching degree.... but if I ever landed a teaching position I couldn't afford the cut in pay. (Being true Canadians, we spend 10% more than we earn). If I did, what would I use for a curriculum? Where would I gain my training? Bruce might better answer some of that... but I have to opine that being a private trainer is going to differ from a position in say a vocational school or high school shop. Ford is cutting instructors rather than hiring... Taking a teaching only postion might also serve as "the beginning of the end". I'm a working shop foreman and this allows me to "keep my hand in". While we're on the subject, part of what I do as foreman is to try and make sure that our techs understand how something works... If you don't know how it works, how are you going to fix it? to try and get our techs to understand a simple voltage drop test... to try and get our techs to avoid shortcutting their diagnostic process. You could move into sales or management.... Service Advisors get (I'm making an assumption here) either a commission or a performance bonus..... I have to deal with customers in my position... but not the same way an SA has to... I did enough of that when I signed the front of the cheques. Service manager? Well.... both of these positions would take me away from what I like to do... and that is fix cars.... Is there more to be had in this industry for a man like Keith Browning? Let's ask him and see what he has to say..... What did he WANT to do today? Did he do it? What did he say at the end of the day? (FWIW, I usually am heard uttering "Thank GAWD THAT day is over!!!!" - sadly, this is a good sign). Does he look forward to tomorrows challenges? Or does he fear tomorrows drudgery? What would he ENJOY doing? This weekend I turn 60... I would have been about 18 when I entered this trade... I am not where I planned on being at this age... but then I didn't have a real concrete plan of where that was going to be. I know I've wasted three "fortunes" getting here... But - life ain't fair and I don't think we can ever expect it to be... I've spent my life doing what I wanted to do. I'm not wealthy. But I am satisified. I wish I was rich... but then I probably wouldn't be satisifed... Afterthought.... Today Dwayne mentioned that Mondays were getting hard to face or similar... I had to remark "Jayzus.... you haven't seen but half the Mondays I have... are you in for a treat".

Manual trans with a PTO can be funner.... If you work on a 4 post hoist.... lower the trans, PTO and transfer case as a unit onto a couple of pieces of pipe laid across the hoist runways. If the PTO is connected to a direct drive hydraulic pump, it is often unecessary to disconnect the pump, lines or anything else other than the PTO control cable... This way, the hoist can be raised and or lowered as necessary. If you work on a 4 post hoist, I don't need to tell you how much of a PITA an engine R&R can be...

Speaking as an army brat, we allow the politicians to put our boys and girls in harms way - without the right tools to do the job. If those same politicians feel so strongly about us having a presence there... perhaps they should go themselves. Dad spent 6 months in the (then) Belgian Congo with the UN peacekeeping forces in the very early '60s. This was in the days before satellite aided communications but we still had the good old trans atlantic cable ( I recall the most uttered phrase used in trans-oceanic conversations as being "What did you say?"). Now.... in August 1990, Canada sent the HMCS Protecteur to the middle-east after Iraq invaded Kuwait. But it is what is behind the story that is interesting. Up until 1983, the Protecteur had a twin 3 inch gun on the bows. This was removed and then reinstalled before the boat left for the conflict. But it gets juicier... In 1970, Canadas last aircraft carrier was decommissioned. We bought the HMCS Bonaventure as a used boat in 1957 (it was built for Britain for WW2). . When this boat was decommissioned, one of her Bofors gun sets was loaned to the Halifax Maritime Museum. In 1990, this gun set was "borrowed" back from the museum and installed on the Protecteur. It was at the beginning of this conflict that we somehow managed to send soldiers to the desert wearing white 'camouflage' - which, I would imagine, stuck out like the proverbial "wedding prick". I understand that they "fixed" the problem (until replacement clothing could be shipped) by using spray paint. Doing their jobs in the face of this kind of lunacy... our soldiers deserve all the praise and support they can get. Sorry for the hijack... blame it on Aaron

If the truck is running... why not just sit in the truck?

I think your thread got hijacked.... My opinion? Yes... a cat can reduce smoke output... It sure as hell works with gas jobs that burn a quart of engine oil every couple hundred miles... Now... if I have a customer that repeats the exhaust shop mantra regarding cats.... all I can tell him is that all of my training and documentation is gear towards a predetermined engine operating condition... If he wants me to vary from things tried and true... "bring your wallet and ask no questions". I'm sure I can fix it... but we need to get past the R&D... FWIW, there are many times when your life will be much better if you "fire" a bad customer. Something too easily forgotten.... pull the manifolds and see if any individual cylinders smoke more than others.

Like has been mentioned... look around at emergency services stuff.... OTOH, Cambodian Tire has gensets on for a LOT LESS moolah.... I purchased a "Yamaha" tiny genset for way too much coin of the realm just before the prices plummetted... Dwayne bought an identical unit (well... the paint isn't as pretty, at least) for - fuck you, I went as far as I will Now is not a good time to get narrow minded. If you have ever had to work around a V-Mac compressor, you probably wont like working around anything similar... In the grand scheme of things... when the power goes out around here... it usually comes back on a few minutes after I haul out the genset and make my connections. FWIW... if something goes wrong with the power company... a few bags of gas station ice can help save your freezer for a lot less than any gensets.

The few oil pans I've had to change have all been manual trans with PTO... I'm not a good thing to base times on (unless all you want is a guesstimate) because that is the nature of my job. If you want to do it "in frame"... feel free... I know the customer will talk to me if something goes wrong.... and I'm not shy about passing on my impression of what he might have meant. FWIW, I see a lot of these as being work trucks.... if the wheels aren't rollin', the bills aren't gettin' paid. Downtime (as in having a repair done a second time) can have one of these guys jobless real quick. Helping someone claim bankruptcy isn't high on my list of "things to do today"...

Wanna gut-wrencher? In 1969, I purchased a red Mustang convertible... One of the fabled '64.5 cars. It had the 5 bolt 289, the generator rather than an alternator and the 4 barrel Autolite carb (289 - 225 horse) and a Cruis-o-matic C4... Even had the full console and I added the pony seats. Red with a white top (all three of my Mustangs have been red) I paid $2500 for it and began hot-rodding it all too soon after that. I hopped up the motor - getting maybe a little zippier than 289/271 horse trim - and promptly broke the transmission. I swapped in a top loader and, one night when I should have been at home, I pooched a 2-3 and the motor fit real loose in a 5 gallon pail real quick. When I sold it, it was just another old fucking car and I was glad to get $1000 for it. So.. let's not talk about the 62 Impala 2 dr/ht, the 63 Parisienne convertible, the 67 Fairlane 2 dr/ht, the 72 XR7 convertible... the 68 Chevelle 2 dr/ht... Gawd... what am I forgetting??? Wanna rub it in? I'm pretty sure I used a Roger Marris rookie card and a clothes pin to make my bicycle sound like a motorcycle... Batman comics... Superman comics... You youngsters turned my garbage into national treasures.... At least you coulda done that before Mum decided I had outgrown them...... At least I'm sitting on a whole whack of Tonkas for my kid....

So YOU'RE Micheal from Ontario......

Printable View (116 KB) TSB 10-12-6 6.0L - RUNS ROUGH, LACKS POWER, HARD START, NO START Publication Date: June 11, 2010 FORD: 2003-2005 Excursion 2003-2007 F-Super Duty 2004-2010 E-350, E-450 ISSUE: Some 2003-2007 F-Super Duty, 2003-2005 Excursion and 2004-2010 E-Series vehicles equipped with a 6.0L engine may exhibit a runs rough, lacks power, hard start, no start concern with or without diagnostic trouble code (DTC) P0611 code or various injector circuit codes. This concern may be caused by a DC-DC converter located in one half of the Fuel Injector Control Module (FICM) or by the main circuit board in the other half of the FICM. ACTION: Follow the Service Procedure steps to correct the condition. SERVICE PROCEDURE FICM Information: The FICM contains two major internal components, the main circuit board and a DC-DC converter. The DC-DC converter is the device that amplifies battery voltage to 48 volts to operate the injectors. Low FICM supply voltage results in increased FICM operating loads, potentially damaging or shortening the life of the FICM. For contribution codes without circuit codes, go to Powertrain Controls/Emissions Diagnosis (PC/ED) pinpoint test P. Do not continue with this procedure. Connect Integrated Diagnostic System (IDS) scan tool and confirm battery voltage is greater then 11.5 volts key on engine off (KOEO). If battery voltage is less then 11.5 volts KOEO, do not continue with this article. Refer to Workshop Manual (WSM), Section 414-00. If battery voltage is 11.5 volts KOEO or higher, continue to Step 2. Remove the FICM relay. Perform a programmable module installation (PMI) on the FICM to correct possible corrupt FICM memory. IDS scan tool software must be at release level 65.18, or higher. Select module programming on the IDS menu screen. Select PMI and click on the tick button at the bottom right corner of the screen. Follow the directions on the screen until it states to install the new module. At this point, click on the tick button again and continue to follow the on screen directions to complete the PMI procedure. Reinstall the FICM relay. Monitor the FICM_M power parameter identification (PID) per the following instructions: Disconnect the glow plug control module (GPCM) VPWR circuit to isolate the GPCM and alternator from the FICM and provide more consistent FICM testing. (Figure 1) Figure 1 - Article 10-12-6 Disconnect the fuel heater relay, if equipped. With IDS already installed, turn ignition to run position. Monitor engine oil temperature (EOT) PID. If EOT reads 32 °F (0 °C) or less, proceed to Step 11 If EOT reads greater than 32 °F (0 °C), proceed to Step 7. Turn ignition off. Disconnect the EOT sensor. Using Rotunda Technician Tool Program Universal Gauge and Component Tester (OTC3385) or equivalent, adjust setting to 100,000 ohms resistance. Verify tester resistance using a digital volt ohm meter (DVOM) with 10 mega ohm minimum impedance. Connect the instrument gauge system tester between the EOT signal and SIGRTN circuits at the harness side of the EOT connector. Failure to apply exactly 100,000 ohms of resistance at this location may result in inaccurate test results. With key on and engine off, monitor the FICM_MPWR PID and record the value. Cycle the ignition to off and back to run position to activate the injector pre-cycle. Monitor the FICM_MPWR PID and ensure voltage reading is greater than 45 volts during the entire duration of the last 10 seconds of the fuel injectors clicking. If FICM_M power is 45 volts or greater, the PMI repaired the concern. Reassemble the EOT circuits if previously removed. Return vehicle to customer. If FICM_MPWR drops below 45 volts during pre-cycle, reassemble the EOT circuits if removed previously and proceed to FICM Half Shell Replacement procedure. FICM Half Shell Replacement Electronic modules are sensitive to static electrical charges. If exposed to these charges, damage can result. Extreme care should be taken when performing this repair. Remove FICM from the vehicle and clean off any debris using shop air. Refer to WSM, Section 303-14B. Remove the two (2) Torx T20 retaining screws and inspection plate from the back of the FICM. (Figure 2) Figure 2 - Article 10-12-6 Inspect the buss connector screws. If FICM is an early style with seven (7) connector screws, do not disassemble. Replace the FICM assembly. (Figure 3) Figure 3 - Article 10-12-6 If FICM has four (4) connector screws, proceed to Step 4 for inspection and repair. (Figure 4) Figure 4 - Article 10-12-6 Remove the four (4) Torx T10 buss post retaining screws . (Figure 4) When removing the screws from the FICM, you may find metallic shavings. Be sure to clean any debris from the screws before reinstalling. Remove the eight (8) Torx T20 half shell retaining screws. Carefully separate the top and bottom half shells of the FICM. The upper half (with the three main FICM harness connectors) contains the main circuit board. The lower half contains the DC-DC board. They are sealed by a molded perimeter gasket. Gentle prying may be required to separate. Retain the gasket for reuse. Inspect the main circuit board for burning and/or damaged components If any evidence of loose or burned components is found, replace the FICM assembly. If no evidence of loose or burned components are found, proceed to Step 8. Install the original half shell gasket that was removed in Step 6 in the new lower FICM half shell. Before putting the two FICM half shells together, be sure to clean any dust or debris using compressed air. Assemble the upper and lower FICM half shells. Install eight (8) case screws and torque to 18 lb-in (2 N-m). Install the four (4) buss screws removed in Step 4 and torque to 9 lb-in (1 N-m) Install inspection plate, seal and retaining screws and torque to 18 lb-in (2 N-m). Install four (4) replacement mounting grommets. Install FICM. Refer to WSM, Section 303-14B. Clear all DTCs. PART NUMBER PART NAME 4C3Z-12B599-BARM FICM Half Shell 4C3Z-12B599-ABRM FICM WARRANTY STATUS: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage IMPORTANT: Warranty coverage limits/policies are not altered by a TSB. Warranty coverage limits are determined by the identified causal part. OPERATION DESCRIPTION TIME 101206A 2004-2010 Econoline 6.0L: Perform PMI, Resistor Installation Not Necessary (Do Not Use With Any Other Labor Operations) 0.5 Hr. 101206B 2004-2010 Econoline 6.0L: Perform PMI, Resistor Installation Necessary (Do Not Use With Any Other Labor Operations) 1.1 Hrs. 101206C 2004-2010 Econoline 6.0L: Perform PMI, Resistor Installation Not Necessary, Replace FICM Half Shell Or Entire FICM (Do Not Use With Any Other Labor Operations) 1.1 Hrs. 101206D 2004-2010 Econoline 6.0L: Perform PMI, Resistor Installation Necessary, Inspect And Replace FICM Half Shell Or Entire FICM (Do Not Use With Any Other Labor Operations) 1.8 Hrs. 101206E 2003-2007 F-Super Duty 6.0L: Perform PMI Install Resistor If Necessary (Do Not Use With Any Other Labor Operations) 0.5 Hr. 101206F 2003-2007 F-Super Duty 6.0L: Perform PMI, Install Resistor If Necessary, Inspect And Replace FICM Half Shell Or Entire FICM (Do Not Use With Any Other Labor Operations) 1.7 Hrs. DEALER CODING BASIC PART NO. CONDITION CODE 12b599 42 -------------------------------------------------------------------------------- NOTE: The information in Technical Service Bulletins is intended for use by trained, professional technicians with the knowledge, tools, and equipment to do the job properly and safely. It informs these technicians of conditions that may occur on some vehicles, or provides information that could assist in proper vehicle service. The procedures should not be performed by "do-it-yourselfers". Do not assume that a condition described affects your car or truck. Contact a Ford, Lincoln, or Mercury dealership to determine whether the Bulletin applies to your vehicle. Warranty Policy and Extended Service Plan documentation determine Warranty and/or Extended Service Plan coverage unless stated otherwise in the TSB article. The information in this Technical Service Bulletin (TSB) was current at the time of printing. Ford Motor Company reserves the right to supercede this information with updates. The most recent information is available through Ford Motor Company's on-line technical resources. Copyright © 2010 Ford Motor Company

Here, in the Republic of Alberta, I am not aware of anyone that uses distilled water in cooling systems... A lloooonnngggg time ago, someone once asked me "why would you give your car better water than you drink?". I keep my vehicles longer than some (admittedly with almost nothing for miles on them) and I don't see any issues from using our tapwater.. ditto on high mile customer units - occasionally a bit of calcification or what have you but that's usually on systems that are never serviced until something breaks.

Actually, there's been more than once I could tell you exactly what the firefighter is feeling...

Hmmmm... quite the clip Back in the late early 90's, I used to let my kid watch "Duckman" until I saw an episode of it... For my youth, we had Popeye cartoons.. the ones with Bluto (not Brutus) and Popeye was busy cleaning the clocks of Hitler and Tojo. The fifties were an interesting place to live.

I can't wait to see if they will come up with a beefed up DPS6 for the Mustang soon...

Oui!!! But looking at the reference values section in the PC/ED, we can see the onset of confusion. There, the KOEO FRP value is listed at 0.49ish volts and 55.1 PSI Considering the best we could ever expect to see under these circumstances is 8 PSI..... Considering the FRP sensor has a range of about 30,000 PSI, could it accurately depict 8 PSI at either of it's extremeties, anyway? Now... I might be reading too much (or not enough) into this scenario... but I see we have low ICP... Even if ICP begins to climb when we crank the engine, I think the smart money will be on a base fuel pressure test to help verify the sufficient part of sufficient clean fuel. As I've said before... I don't work on diesel as regular as I used to so help me out, here. Rather than check base fuel pressure at the HFCM using 310-159... I would consider attaaching a gauge to the schrader valve on the fuel cooler and read the pressure while attempting to start the engine. This would be both unintrusive and quick. I think the key is to determine what it is "they" want us to check for and then for us to use the most appropriate test (which may or may not be the test outlined in the manual) to arrive at a decision.

In the "how big are your cojones" department, the author of THIS THREAD simply added a wire to send B+ to what appears to be pin 12 of C1381a (this is PTO rather than pin 9 BCP - which, of course is cruise indicator on the Ex). Bear in mind this Einstein has an 04 with early build - but, at first glance the pin outs look the same at first glance (I can't see them changing just for the last year of the Ex, anyway). Hopefully, one would find the PTO bundle is present as Aaron suggested.

Whoops... pardon my omission? I thought I had mentioned step 11 of the hard start/no start list? FWIW, this would be the same step 11 that leaves me wondering - they mention neither FRP PID nor do they suggest PVT PID... all they say is "scan tool" (even though they suggest testing at the HFCM - based on the adapter recommendation). Looking for the test port on the fuel rail would occupy ones time quite well, anyway. While we are on the subject... (along with Fords love of testing open circuit voltages and testing grounds with an ohmmeter) we need to see what it is that we are reading. In this case, base fuel pressure - which will be in the neighbourhood of 55 kilopascals. Looking for 55 PSI at this time is going to make ones day go bad.

So... I'm getting bored with my current avatar... which by the way, is a picture of a diesel engine... a radial, 9 cylinder, air cooled diesel. Originally fitted in battle tanks, the engine was installed in a Stinson Reliant aircraft... A fascinating read for those interested can be found HERE

There seems to be some confusion here... 55 psi at KOEO? On a 6.4? Dare I suggest a review of step 11 in the hard start/no start diag procedures? You will find that there is a misprint in the list of reference values. Personally, I would not trust the IDS PID for FRP for a base fuel pressure test on a 6.4. It be time to bust out a mechanical pressure gauge.

I newver did have any noticeable issues with InFord and either IE7 or 8 - and it's entirely possible that part of my disdain is with tabbed browsing.... although letting the PC "nap" with several tabs will often have IE8 trying to recover itself... a process that you apparently can't stop once it starts. More and more it seeme that some process will decide it wants to do something and it is bound and determined to do it - in spite of anything the user may want. Like the traction control in my car... I want to spin my tires.... and Ford is saying "not before you embarrass yourself by forgetting the switch". Being an old curmudgeon can be hard work.

Boring? I can remember life without television... Today we have change for the sake of change and people embrace it. I can't speak for your "internet experience" ... mine consists of reading documents... like THIS. I could damned near do this at 9600 baud. Today? Today I need a good browser and a powerful computer so I can see the advertisements that the internet is bringing me. DTS web forums.... We leave a few text messages for each other... occasionally we throw in a picture (sometimes a poorly sized picture) or two. What do we need for software or power? Certainly, we have come a long way from command line computing (many wont remember this.. some wont even beieve that there was computing before GUI). But we see this steady progression of software being just slightly out of reach of the hardware... And we are firmly in the trap of the planned obselesence that makes us slaves to the retail sector... I could really babble on here and sound like some wierd old guy. Fortunately, I don't have to... because so many people are busy being "good consumers". I remember a line from a forgotten movie (watched on a BetaMax but enjoyed all the same)... "I have him right where he wants me....". Am I wierd? Oh yeah... Are you wierd??? Did you need to ask?

My understanding is that IDS' life span is finite... I <think> I saw a planned date for non-support but - WTF, I'm an old fart. Looking in the crystal ball, I can see one of two possibilities... A 64 bit laptop or PC based direct access system with possibly some sort of encryption for proprietary stuff (active cruise control, adaptive headlamps, collision avoidance, body control, entertainment systems, non-critical powertrain control, navigation and God knows what else will become the next "must have")... Or a 128 bit (or higher) system that will have a dedicated tool at the outset and be ported over to a future generation of consumer device. By this time, I expect that the automobile may be a little different than what we are used to. In either case, I think we will reach the point where a device like VMM will not be necessary. In either case, I believe we will see our first 6 digit sticker price far too soon.

Keith - without a doubt this thing is getting a little long in the tooth... It's a 2.8 gig Celeron (I suppose I could overclock it - a couple of changes in the BIOS is all that is required on this one) with a gig of RAM... But I have had it up the <HERE> with constantly giving away or throwing aout computers that still function... Some young guys think it's OK, perhaps... but after twenty years of computing, planned obselence is getting a bit old. FWIW, I would go back to IE6 quite readily if it was still supported universally... However, something that isn't very amusing is that some websites insist that I should "upgrade my browser". 'Scuse me? I'm busy trying to give Billy Gates world domination as it is... I paid hundreds of dollars for a 286 DX and paid a bunch of money for a SX mobo... I paid thousands for a 486DX 100... thousands for a Pentium 2 and thousands for what I have now... When is stupidity going to end (and please... let's not belabour the "consumer electronics are cheaper now" crap... we buy shit for the express purpose of throwing it out too soon). Let's not forget that the world appears to be going to hell in a handbasket woven from Facebook, farmville, mafia wars and God knows what else. Yeah... I had a shitty day. One of these days, I will make my appearance in the local Circuit City or what have you ( some will be amused that I shopo in town even though the price may be higher than leaving my money elsewhere... but somebody has to keep our town alive) and drag myself into the new era... I will become an exemplary consumer... whoops, I meant citizen.... of Delta City and I will indulge myself to the delight of the retail sector...

Whoops... forgot... most of ours appear to be authored by Ford Canada... Aeron... when you sign into inFord, on the first page there are two columns of links... Near the bottom of the left column is a ling "Service Bulletins". Keith - SVB 2010-41N - for your reading pleasure - Information SVB - SERVICE BULLETIN Update – Power Stroke Diesel Operating and Maintenance Requirements – 6.4L/6.0L/6.7L Super Duty and Econoline SVB 2010-41N Published: 6/7/2010 7:50:00 AM -------------------------------------------------------------------------------- Please review this information with: _____ Dealer Principal _____ Service Manager _____ Shop Foreman _____ Service Advisors _____ Technicians Subject: Update – Power Stroke Diesel Operating and Maintenance Requirements – 6.4L/6.0L/6.7L Super Duty and Econoline. Power Stroke Diesel engines offer industry-leading power and performance. In order to continue to extract this performance, ensure longevity and reduce downtime from these high-technology engines, it is very important that customers adhere to the Ford maintenance requirements. As the customer’s primary point-of-contact, Ford Dealerships need to be well versed in these requirements and make appropriate recommendations to customers on their service visits. What's New 6.7L Power Stroke Diesel maintenance vs. 6.4 and 6.0 Intelligent Oil Life Monitor System Diesel Exhaust Fluid (DEF) requirements and filling practices OAT Coolant Coolant test procedures Background Since the launch of the 2008 Super Duty, Ford Motor Company has made a concerted effort to ensure all Dealers are aware of critical Power Stroke® diesel engine operating characteristics and maintenance requirements. To help accomplish this, there have been a number of initiatives/ communications released. Even with these initiatives there have been an increasing number of instances of diesel engine issues resulting from inadequate maintenance. Customers may be unaware that more frequent maintenance is required when their vehicle is utilized under severe service special operating conditions (towing, long idle/commercial delivery, off road/dusty, biodiesel). Engine failures have occurred due to lack of proper coolant strength and nitrite level checks. Turbocharger failures can occur due to a lack of proper lubrication or dusting from unfiltered intake air. Turbocharger & EGR valve coking deposits collect faster in colder weather, without proper maintenance. Low fuel pressure and/or fuel volume due to fuel filter contamination can cause hard starting and slower cranking times. Fuel injector internal failures can occur due to loss of fuel pressure from clogged filters, fuel line freeze up and the injector spook valve can stick when the oil is contaminated and/or the wrong oil viscosity. Fuel injector failure, High Pressure Fuel Pump/System failures due to contaminated fuel (water in the fuel as an example) In addition, customers should be advised that non-Ford maintenance products (engine oil and oil filters, air filters, fuel filters and engine coolant) may not provide an adequate level of protection due to varying levels of aftermarket production standards and processes Engine Oil Requirements Ensure you review the engine oil SAE viscosity grade requirements contained in the Owner's Guide Supplement. To ensure trouble-free operation and longevity, it is essential that these viscosity grade requirements are followed since they change depending on ambient temperatures and vehicle usage (i.e. towing). Use only Motorcraft oil or equivalent oil conforming to Ford specification WSS-M2C171-E or API service categories CJ-4 or CJ-4/SM. These oils are compatible with the emission control equipment of the vehicle to meet the more stringent emission standards. Cold Starting Warm-Up Idling Time – Adequate warm-up idling time is required. In cold weather, the engine should idle for a minimum of 30 seconds prior to increasing engine rpm. Block Heaters - Block heater usage is not unique to the Power Stroke engine. All Power Stroke Diesel engines have recommended block heaters to be used in cold temperatures. The Power Stroke Diesel Owner's Guide Supplement strongly recommends that an engine block heater be used at temperatures below -23°C (-10°F). Diesel Fuel Conditioners Additives that will improve fuel cetane numbers may be used to verify and enhance fuel quality. Use Motorcraft Cetane Booster & Performance Improver part number PM 22B. For cold weather operation use Motorcraft Anti-Gel & Cetane Performance Improver part number PM 23B. Both levels of additives are fully compatible with all Power Stroke Diesel engines. Note: DO NOT USE alcohol based additives. This may result in damage to the fuel injectors/system. PM 15 is a fuel lubricity additive that was required to be added when injector(s) were replaced on a 7.3L. This lubricity additive is not required for 6.0L, 6.4L or 6.7L. Maintenance Interval Reminder A review of your customer's driving habits is imperative to determine if they should follow a Normal Maintenance Interval Schedule or Special Operating Conditions. See the Power Stroke 6.0L and 6.4L Diesel Owner's Guide Supplement for details. Customers who operate in Special Operating Conditions* need to be aware of the service requirements, and the service interval requirements (which include kilometres, time/months or hours of operation whichever occurs first) *refer to PSM 2010-22N for revisions to 2011 Model Year Oil Change Interval 2007 - 2008 6.0 L 2008 - 2010 6.4 L 2011 6.7 L Normal Schedule 12,000 km or 6 months, whichever occurs first 16,000 km or 6 months, whichever occurs first As indicated by Intelligent Oil Life Monitor system, up to 16,000 km or 1-year. (see below) Special Operating Conditions 8,000 km, 6 months or 200 hours of engine operation, whichever occurs first 8,000 km, 6 months or 200 hours of engine operation, whichever occurs first Intelligent Oil Life Monitor (6.7L only) The IOLM system monitors several key engine sensors, then, using an algorithm determines the remaining oil life. It notifies the driver via the message center when the engine oil needs to be changed and the Diesel Owner Guide Supplement lists other required services to be performed for each interval. Refer to PSM 2010-22N and MBG 2010-127N for further details Diesel Exhaust Fluid (DEF) DEF (also referred to as Reductant) is to be filled on every maintenance visit, or as directed through the instrument cluster message centre. Ensure you follow the filling instructions in the vehicle Owner’s Guide. When the DEF tank is full, the fluid level in the bottle will stop dropping, indicating the fluid has stopped flowing. DO NOT try to continue to add DEF to the tank by shaking or repositioning the container to induce flow. This may cause spilling and overfill the tank. Overfilling the DEF tank can cause damage to the tank. Diesel equipped Super Duty vehicles are shipped with a factory fill of DEF. If the message centre indicates that DEF level is OK, it is neither required nor necessary to add DEF. If Owner Guide filling instructions are not followed, it is possible to overfill the tank. Ensure proper storage of unused DEF as the freezing point of DEF is -11C (12F). Review proper re-filling procedures with your service staff as well as with your customers so they are familiar with this. Directions on proper filling are listed in the Diesel Supplement Guide, and on the back of the Motorcraft jug. The Motorcraft jug comes with an automatic shut off fill spout which aids in preventing overfilling of the DEF tank. NOTE: Do Not overfill the DEF tank, or damage to the DEF tank and internal components may occur Diesel Coolant Maintenance – Service Tips TSB 09-08-05 was released to provide additional information to supplement the Workshop Manual (WSM) and Owner Guide information on the importance of cooling system maintenance for diesel engine equipped vehicles. Some customers, using their trucks under special operating conditions, indicate that operating with insufficient coolant strength (antifreeze or anticorrosion) can result in significant engine damage. Insufficient coolant strength can result when: · Cooling system pressure and coolant is lost. · The coolant level is topped off using the incorrect coolant. · The coolant is mixed with hard water. · Coolant is mixed at the incorrect concentration. · Vehicles are operated under the special operating conditions as defined in the maintenance schedule (heavy commercial use that results in frequent or extensive idling, frequent low speed/rush hour traffic use; vehicles operated under special conditions such as: sustained high speed driving at maximum GVWR load, towing a trailer, using a slide in camper (F-Super Duty) or car top carrier (E-Series). Proper cooling system maintenance is critical for maximum engine performance and efficiency on today's high technology diesel engines. It is essential that; the proper coolant is used, the coolant level is checked routinely, the coolant strength (antifreeze and anticorrosion property) is tested frequently and that the cooling system is flushed (with Motorcraft® Engine Cooling System Iron Cleaner) at the proper intervals. Check the anticorrosion strength (nitrite level) of the coolant using the Rotunda 3-Way HD Antifreeze Test Strip Kit part number 328-00001, 1-800-Rotunda (768-8632) option 2 or equivalent. Perform coolant anticorrosion strength at the frequencies recommended. Refer to the TSB or updated Workshop Manual for service procedures For the 6.7L, check the coolant inhibitor strength with a special test kit for Specialty Orange Engine Coolant and increase additive levels if the test kit says they are low. If incorrect coolant, containing high levels of Nitrite, is added or used in their truck it could cause issues with the heat exchangers. Use the 3 way test kit to check for Nitrite. Refer to the WSM for complete details. Coolant Requirements 6.0L and 6.4L – Motorcraft® Premium Gold Engine Coolant CVC-7 - 3-Way HD Antifreeze Coolant Test Kit 6.7L - Motorcraft® Specialty Orange Engine Coolant CVC-3B and Motorcraft® - Specialty Orange Engine Coolant Revitalizer - VC-12 - 3-Way HD Antifreeze Coolant Test Kit Fuel Filters and Maintenance Intervals The 6.0L, 6.4L and 6.7L Power Stroke Diesel engines are equipped with 2 fuel filters. Be aware that many aftermarket suppliers sell these filters individually and customers who do not maintain their vehicles at Ford Dealerships may not be replacing both filters and could encounter hard starting, driveability and injector damage concerns as a result. Fuel Filter Change Interval 2007 - 2008 6.0 L 2008 - 2009 6.4 L 2011 6.7 L Normal Schedule 24,000 km or 12 months, whichever occurs first 32,000 km or 24 months, whichever occurs first Required when directed through the message centre located in the Instrument Cluster Special Operating Conditions 16,000 km or 400 hours of engine operation, whichever occurs first 16,000 km or 400 hours of engine operation, whichever occurs first Power Stroke Diesel vehicles are equipped with a Fuel Conditioner Module (DFCM/HFCM) that houses one of the fuel filters and separates water from the diesel fuel. Water should be drained from the module assembly whenever the WATER IN FUEL (WIF) warning light comes on or every month, whichever occurs first. While changing these fuel filters, it is requested that the fuel is sampled for signs of contamination and is reviewed with the customer and addressed. Best Practice: Some Dealerships have included draining the fuel separator whenever a customer brings their truck in for service. This low effort service has high value for the customer and shows that you are looking after them and their vehicle. Not addressing fuel contamination and or not draining the WIF, ignoring the warning, and or the use of alcohol based fuel additives will allow water and contaminates to bypass the WIF separator and fuel filters, resulting in damage to the engine. Refer to WAN #2 2010 – to aid in discussion on proper Fuel System Maintenance Resources As a reminder detailed and complete information for both the 6.4 and 6.0 Diesel engines are found in the following resources: Power Stroke 6.0L, 6.4L and 6.7L Diesel Owner's Guide Supplement Super Duty Owner's Guide Super Duty Quick Reference Guide Delivery Checklist – new unique Diesel Delivery Checklist Summary The cascading of this information to dealership personnel and your customers will assist in the overall satisfaction and operation of the Power Stroke Diesel. As stated above we suggest this information be shared with dealership employees and with customers when the opportunity arises. Questions For questions relating to: Technical Information and Diagnostics – OASIS Shop Manual and Dearborn Technical Hotline (SVB 2010-32) Service Publications and Diagnostic Software/Hardware Support – Technical Information Support (SVB 2010-32) Owner Guide Ordering and Distribution – Helm Inc. (SVB 2010-21) Reporting New Model and other Vehicle Concerns – Submit Global Concern Report (GCR) (SVB 2010-33) Craig Davis Senior Technical Specialist cdavis6@ford.com Richard Neumann Technical Support Manager rneumann@ford.com Now... note that they referred to PSM 2010-22N , MBG 2010-127N and WAN #2 2010. The WAN is a new one on me... But - sometimes I can access PSMs and MBGs from the same page as SVBs.. other times I can't but our partsmonger can usually find them. Ford is getting better at making their websites "leak proof". Used to be I could go almost anywhere on the US web server but now I can't even get to "Ask Ernie". Some past topics for SVBs - SVB 2010-37N (Information): 5/19/2010 10:13:00 AM Technician Competency Deployment – Five Year Roll-Out Plan The purpose of this communication is to announce Ford of Canada's five year plan through 2014 in moving to Technician Competency for the remaining Service Technician Specialty Training (STST) certifications SVB 2010-34N (Information): 5/10/2010 11:58:00 AM Shop and Technician Competency Training Requirements This communication is to remind dealers of the Service Technician Specialty Training (STST) requirements for technicians and the related impact on dealership's Shop and Technician Competency status And SVB 2009-58N (Information): 10/16/2009 8:35:00 AM New Rotunda Key Chart We are pleased to announce the release of the latest Rotunda Key Chart that has now been distributed to your dealership To indicate only a few. I haven't been able to determine if these have a "shelf life" like broadcast messages.

I was a little surprised that they felt the need to make a broadcast message like that... Did you catch SVB 2010-41N?