Jim Warman

Never a good thing.... you know you will wind up being unpopular with somebody.... I could speak volumes on some of this stuff... Leave it at "nobody got the balls to say anything so we 'hire' the union to fuck things up real bad".

T'would be circa 1956 or 7. The car would be about a 49 Dodge... A Wayfarer or Coronet.... though I could never be absolutely certain. Four wheel drum brakes... a single hydraulic circuit and no power brakes or steering. We drove from Camp Borden, Ontario to Ladner, B.C. (actually, Vancouver Wireless Station - just a few short miles outside of Ladner). The Transcanada Highway was still under construction and most of the trip was on US roads... much of that was gravel. I still remember the the Burma Shave signs. The car sported the universal sign of the long distance traveller... a canvas water bag slung over one of the front bumperettes on the car. Came home from the hospital? I was born in the same bed in the same house that my mother was born in... Don't get me going on a nostalgia kick

phuque.... I gnu sumbody wood kawl me on meh spellnik.

Here is what is written on the log-in screen for inFord.... "By logging into this site, I agree to the following terms and conditions: Ford Motor Company owns all rights to this work and intends to maintain it in confidence to preserve its trade secret status. Those having access to this work may not copy or print it, except for use within their own dealerships, or disclose the information contained in it without the written authorization of Ford Motor Company."

That would be pecan pie (I think)... and it appears that there may be a new holiday trailer in Dwaynes future... Flowers and chocolates would have been so much cheaper....

You snooze.............................. Yep....

I agree... still, the bottom line is "the bottom line". We haven't gotten a diesel 2011 in yet.... 6.2 powered trucks are spendy all the same (fuck, we got a half ton in with a 60K sticker). One girl in the office says we got one coming with a sticker $84K. The IOLM system is going to help with any backlash from the injection on exhaust strategy. We do have to admit that a downstream DPF injector is going to add nearly $1000 in parts - not to mention any compromises that might come from the hardware placement. And we do have to admit that the Ford is stronger than the GM in other areas... which is likely how GM offsets the added cost of their DPF injector. in 1985 I asked a friend "what will the pick up of the future look like"? We know that now.... 20 years from now... what will the pick up truck look like?

I'm going to limit my comments to the EGR delete.... While this "feature" s problematic, never-the-less it is required by so many laws... by coomon sense and by our respect for each other as human beings sharing a common goal (having a planet that can support our grandchildren... and now, with the news from my son - I now have something... someONE on the way into our world... Yep... GrampyJim is going to be very Grampy). You young'uns don't recall the problems from the 60's and 70's. Every evening, the TV would feature smog reports from Los Angeles, Tokyo... other major centers... Even today, driving to Edmonton, I an see the dome over the city from nearly 100 km away... the dome brought to us from emissions. A question... what is the exact purpose of the EGR system.... Another question... if it comes down to dirt going back into the engine or dirt going into my lungs... who do you think is going to win? Look at it this way.... I'm not just trying to protect my soon to be grandchild... I am trying to protect YOUR grandchildren too. Mandated emissions controls are mandated emissions controls... Breaking the law is breaking the law. FWIW... I do toys... I do lots of toys... Been two years since we ran the Charger... the "vette and the Viper are both bone stock... The Viper is for sale.... 2006 and less than 2000 on the clock. pics will come later.

It has become a moot point... the 6.7 trucks will feature the IOLM system (intelligent oil life monitor). Oh, I'm sure there will be some owners that will figure out the reset procedure... but part of the prior approval process is maintenance records anyway. Let's consider that the 6.7 has some manner of deciding if the oil is diluted with fuel or is high for some other reason (haven't been to school yet and I'm sure it shows) and it is beginning to look like we can make some assumptions with a good deal of confidence. Now... the IOLM system can, if all things are right, allow up to 16,000 kms or one year.... Now, before anyone suffers a knee jerk hard enough to cause a dislocation.... "IF ALL THINGS ARE RIGHT"!!!! Like most things, at some point they have to draw a line in the sand... "this is the limit". We don't have to agree with the location of the line... we just need to have an idea of where it is. More than likely, the system will request an oil change long before we approach that line in the sand. Like fuel trims on a gas engine... the line in the sand is 25% PLUS OR MINUS. We will start to see driveability issues long before we arrive at that 25% but we generally wont see a MIL until we reach the line in the sand. I think there was a PSM regarding the IOLM system that I showed to some of our guys... the knee jerk reaction was universal "what are they thinking"? My thoughts? Just because the interval could be as high as 16,000 doesn't mean it is going to reach 16,000. The IOLM, IMHO, is going to remove a lot of doubt and/or questions regarding service interval. Sidebar... somewhere, somebady opined that Ford was trying to put us "out of business". I don't know any techs that enjoy doing oil changes.... and I see many techs do a half hearted oil change and miss so many opportunities for GRAVY....

One of the problems with swapping relays is Fords penchant for piggybacking them. One relay will turn on another... swap the wrong two relays and the problem shifts slightly but doesn't go away.

Relay clicks = the coil of the relay is good... The contacts of the relay haven't been tested yet. By all means, check powers and grounds at the PCM but do not assume that because a relay clicks that it is "good". If you have a "known good" tester...... how long does that take?

There was a broadcast message recently regarding add blue (DEF - I like the term add blue because it reminds me of soylent green) and how it shouldn't be topped off at PDI. My own take? Fuck Ford.... I want my customer to have a painless introduction to his new (and vastly expensive) vehicle. If it costs my store a few bucks... well, what can I say? We need to place OURSELVES in the customers shoes.... Let's say you own a restauraunt..... Would you feed shit to your customers that you wouldn't eat? The idea is to make the customer have an experience he will remember as being "good". The idea is to have the customer coming back to you because he WANTS to.... not because he has to.... has to until he has the opportunity to become someone elses customer. On another venue, someone asked why customers seem to be "being chased" from dealer shops..... hmmmmm

Sidebar..... waaaayyyyyy back when... Early 80s would be the time frame. Let's say that you replaced an intake gasket on a V-8 (bearing in mind that, on the engines of the day, this would expose the engine internals to possibe contamination) - Ford Canada would not pay for the oil change... however, Ford insisted that the customer receive (and pay for) the better (and spendier) FL-1A rather than the "consumer price" oriented CFL-1 oil filter. The CFL-1 was the dollar 95 alternative to the FL-1A thatv Motorcraft sold so that they could compete in aftermarket sales with Fram and others. Disemboweling a CFL-1 and FL-1A would reveal some stark difference between the two and show why the 1A was more expensive AND preferable. When preparing an order list for so many repairs, it is interesting to see that many fasteners receive different treatment... all over the place. In the WSM, you might see "remove and discard".... or, you might see "remove" with the "discard" advice coming in the assembly instructions (if the assembly instructions aren't the cryptic "reverse disassembly" variety.... read) as in "discard the old fasteners and install new....". What can be an eye-opener is that so many of these required fasteners are US stock (for us Canucks) meaning they are almost a week away - "no stock planet earth" meaning nobody is going to wait that long.... or nearly unfindable. So many fasteners are "remove and discard" simply because they have sealer or threadlock applied... we can do this in the field (if it comes out with goo - it should go back in with goo) as long as it isn't torque to yield. Disclaimer.... todays assemblies are (in some respects) very different from those in a different era. For example.... how many torque SuperDuty 4X4 ball joints? How many know the sequence? Some of the techniques the engineers ask us to employ are just plain anal... but not one of them is willing to "sign" off on relaxing the standard.... Some of the techniques the engineers ask us to employ will make your life hassle free and should never be overlooked. How to determine the difference.....

Ooooooh, I hate it when the memory fails... Recently there was a special service message regarding yet another version of "shipping mode". As I recall (Danger , Will Robinson, danger!! Sorry if some of you young guys don't remember that...) it is in the instrument cluster, I can't remember the specifics but it is a strategy designed to alleviate some of the new car storage problems we've encountered. It will turn off on it's own but until it turns off, it will display some sort of message (ain't the memory a wonderful thing?). They recommend turning it off 'manually' just before delivery.

We check fluid levels on everything we PDI... cheap insurance when we regard the "human factor"... If Gregs unit had gotten to a customer and then had a failure or the customer had found out that he got a truck that had a low fluid level, it would be the dealer and the tech in the direct line of fire from the customer. The customer, with his confidence in his new truck shattered, could likely make somebodies life a living hell as he showed up on the service departments doorstep over every last little squeek or hiccup.... perceived or real.

Just so you know what "anal" looks like... I have 4 (count 'em) FOUR PATs keys for my pick up (keep most at home) and I carry a door only key on my other key ring (the one I always carry).

Bill...... that sounds like a cool fucking idea.... Thinking outside the box.... WOW....

P1211... does this thing have a chip? P1209 I'm not familiar with and inFord isn't being helpful right now. Have you done a boost pressure test?

No concerns with two VCMs for sure... I'm pretty sure Dwayne will have updated his VCM and I keep forgetting to ask Kyle... VDR is currently "out" so I wont know for a while about that... I prefer to download and then install rather than install online.

Is the debris magnetic or not? Can you do us a big favour and check for piston height at TDC?

Looking at this a with a bit of logic (and some skepticism).... customer states that the thermostat housing is at 350 degrees F and the coolant isn't percolating in the system? The rad cap isn't whistling dixie? I'd be asking the customer how he's coming up with 350 degrees. Does the customer state that the fan is running often? From my experience, you can really tell when one of these visctronic fans kicks in - many customers hearing it for the first time share the "holy mother of God, what is that?" train of thought. FWIW, if the fan is running when the overheat is happening, chances are it isn't the fan that is the problem. Some things to consider... Is the truck overheating (blowing coolant out of the degas bottle, giving the "thump - thump - thump" sound of coolant percolating in the cylinder heads) or is it running "warm".. Going out on my favourite shakey limb.... I'm assuming "running warm" (especially if coolant loss isn't a concern). If this truck is being operated in "light" conditions (lightly loaded, mid to low speeds, that sort of thing), it is entirely possible that there is enough cool air passing through the cylinders to moderate engine temps.... Load the sucker up once in a while and things might get interesting. The cooling stack... in my humble experience, the cooling stack is the most overlooked cause. The usual problem is that the front face of the radiator collects a fine fur coat - to the point that airflow across the coolaing stack is nil. Every layer of the cooling stack deserves to be inspected.... but the radiator... if nothing else - check the radiator. A more remote possibility is coolant strength. When we consider the automotive cooling system, we need to consider the thermal efficiency of the fluid... Straight water (one would need to consider corrosion inhibitors, pH and nitrite levels and, of course, water pump lubrication) absorbs the hea from a cylinder head or engine block "quickly".... it's problem (other than the considerations I mentioned) is that it has a comparitively low boiling point (freeze point is a consideration that isn't pertinent in this case) - even with cooling system pressurization. If we add a glycol based antifreeze, we are given a freebie.... boiling point of the coolant is raised - even without pressuring the cooling system. But there is a trade off. Glycol absorbs heat more slowly than straight water. If our glycol content in the coolant get's too high, I can't see if <causing> the concern.... but I can certainly see it exacerbating the concern. Good luck with your patient.

By "non continuous" do you mean "on demand"? I'm not even sure that a P2614 will set as on demand. Are you taking advantage of the diesel diag sheets?

I'm not real large on the warranty policy manual... But shouldn't the subsequent no start issue be treated as a whole 'nother concern, altogether and maybe even be given an RO of it's own - if not, at least a line of it's own? I'm sure somebody would have some proven tactic....

To be honest, if I needed to "fix" a 6.0. I would opt for the IDS at this point in time... I wouldn't try to fix a 6.0 with it. I did say "Reading PCM codes on a diesel... yep"... but then an Edge will do that too. If all I need to do is "read" codes... maybe... One way or the other, Aaron is going to carry some kind of scan tool out to a truck... it might as well be the best one for the job if it is available. FWIW, many, many times I am sent out to the driveway to scan for codes. I am asked to offer an opinion based on those codes so that we might book enough time for whatever repair I "think" is necessary and ensure that we have whatever parts I assume we might need in stock...

You could try something like the Genisys... works pretty good on gas - everything I have "needed" thus far but I wouldn't get too comfortable with that statement. Reading PCM codes on a diesel... yep... but you will always be about three years behind on software coverage... whish means you will haul the Genisys out to the truck, carry it back inside and haul out the IDS? Now.... and here comes the DIG (can we have a drum roll please) ... I realize your back is fucked... but I know a guy that is pushing 60 years... and he can carry a fucking IDS in ONE HAND!!!!!