Alex Bruene

I'm going to add some fuel to it later today to see if it changes. I was thinking the same in regards to the sending unit. Thanks.

Old topic, but I'll add some insight, as this has become one of my favorite jobs... Don't forget to remove the cooling fan when you're dropping the front crossmember... As for the clamp, I take the old one of with an air hammer... When installing the new one... All with the same hand in one fell swoop, I slip an elastic band around my hand, I feed the clamp in to place, put the stud through the opening, then slide the elastic band over the 2 ends of the clamp, which will hold it together so you can put the nut on, without having to remove the heatshield.

Hello gentlemen (and ladies? I haven't been here in a while, so I'm not sure what's changed)… Here's my head scratcher. I replaced a fuel injector on a 6.7 the other day for a misfire. I also had to remove all the injectors on the right bank to have some broken hold down bolts extracted. Ever since, there is a loud buzzing coming from the secondary filter - running, or KOEO. The noise was not there before doing the repair. I replaced the filters to see if they were the cause of the buzz, but it didn't change anything. If I key on and off several times, the buzz stops. Once I start the engine, it returns. It will continue until I key on and of several times again. Can I be sucking air somewhere while the engine is running causing this - in a way that wouldn't lead to an external leak? Thanks!

I have 3 hoists. They are the only 3 hoists in the shop that are capable of properly lifting a full size Transit (with the exception of the alignment rack). A few months ago, somebody came in and insisted on waiting for a brake inspection. I was too busy, and one of the other guys said that wasn't the case, and any hoist can lift a transit. He brought it in, lifted it by the pinch welds and buckled both rear quarters. All I could do was laugh. Thankfully, anything with a diesel engine is only serviced by myself or my backup, so we will never have issues with people going out of their way to pour DEF in to a fuel tank.

Seeing that Transits have a capless fuel filler, you really need to go out of your way to pull that one off!

My 6.4 policy is, unless it's super low mileage, if it hasn't had an enhanced block installed, I always recommend against spending any substantial amount of money on a time-bomb.

I've run into issues with this a few times over the years on 6.7s. Even though the Scheduled Maintenance Tool form listed 5W40 - which I thought was accurate, as they usually show to use 10W30; we ended up getting charged back for the additional expense, as Ford says it is our responsibility to find out if the customer had purchased the synthetic oil package instead of the conventional oil package; regardless of what the SMT says.

I know a guy who did that for his 2014... I ended up getting him a sensor and pigtail and mounted it inside the passenger door. The ambient temp is a little off, but not enough to cause any drivability issues.

After what I thought was a good answer from hotline, I received an update to my report that Ford had escalated the concern (without my requesting escalation). They told me to hold off on replacement of the DPF until they can do some over the phone diagnosis with me.

Or that...

I got a pretty good answer from hotline on my issue. Alex, During the Injector Cleaner routine, the PCM is looking for an appropriate response between NOx11 and NOx12 sensors. It is looking to see that the NOx gasses are being reduced by a calculated amount. If it does not see this reduction, it fails the cleaner routine thinking that the reductant injector is not dosing the correct amount of DEF. However, since the Dosing Test, Leak Test, Concentration Test, and Contamination Tests all prove that the reductant system is operating correctly; it is likely that the SCR is not reducing the amount of NOx gasses properly. Thus tricking the PCM into failing the Reductant Injector Cleaner routine.

Here goes... I have an ongoing P207F (I think the F stands for "fuck me")... This is my second go at this one. To skip to my issue, this truck always fails the DEF injector cleaning. It has a known good injector, the dosing measurement and spray patterns are fine, and the pressure remains above 72 psi during the test. When following PPT RK, step 7 says to run the injector cleaner, and if it fails, replace the injector and rerun the test. What it doesn't tell you is where to go if he injector cleaner fails with a good injector. When I remove the injector, install it on another vehicle and run the cleaner, it passes with no issues. The last time this truck was in, hotline told me to disregard the failed injector cleaner and continue on with PPT RD. That eventually lead me to replace NOx12. So I replaced both NOx sensors. Now, the truck is back with the same issues. Still fails the injector cleaning. When I skip past the failed test, it eventually leads me to replace the DPF, which is fine, as I've replaced DPFs for P207F issues before. Now, what I don't know is how the IDS determines the state of the DEF injector, and could an issue with the SCR catalyst give me an erroneous fail on the injector cleaning? This is a retail job, so I don't want to call a DPF until I'm more certain about the diagnosis. Thoughts?

I though we were talking 6.7 for a minute there... oops.

I had a bit of an interesting experience last week that I thought I'd post about... My fixed ops manager called me into his office to talk about a denied claim for a crankcase oil separator one of my guys did a few weeks ago. The claim was sent back with the comments "complete assembly was not replaced as required". I explained to him that we have figured out how to replace just the sensor, and sometimes do it when in a pinch for time... I asked if the claim came back from WPEC... He said no, as the claim hadn't been paid yet, so the part would not have been sent back. I then asked how they would know whether or not we did that if they hadn't called the part back. We proceeded to call the Ford warranty hotline and ask how they could have made that determination without inspecting the part (which we verified was still in our parts department). The guy we spoke to at Ford said the claim was not reviewed by them. That decision came from OVERSEAS, and we should just appeal it... BACK THE TRUCK UP ... OVERSEAS? Is Ford outsourcing this shit now? Has anybody heard of this before?

I haven't done a frame in a while, but I have in the past used grade 8 hardware and welded the nut to the bolt once torqued.