Cetane

I dont see how that is the same thing at all. I am sure we all know why aftermarket programmers can void warranties. You can drive your brand new truck into the dealership and drive out with 400 HP because we thoroughly tested the cal and know that it wont adversely effect emissions or engine longevity. The same cant be said for Joe Blow and his "skills". Using your logic we would never be able to release a new cal or improve an existing powertrain.

Sorry for the late reply, I didnt see the question the last time I read through this post. Everyone probably knows by now but the temp sensor is removable from the mirror, it pops out the bottom.

http://news.pickuptrucks.com/2010/08/for...-of-torque.html

We don't certify the chassis cert trucks at full load so the change in HP/TQ rating will basically be transparent to the regulators.

I have no idea, but I doubt they came up with this fix out of the blue. There had to be some reasoning behind it. If IDS lets you update ABS calibrations it might be worth a look to see if there is an updated cal file. I will say I only saw one instance in which this was suggested but I didnt dig too deep.

No details beyond that. Maybe there is/was an ABS cal update that fix a flaw in the logic that wasnt available at that point. It doesnt sound like a permanent solution to me either.

Any chance the company welded on the vehicle when they installed the service body? I am sure you know that can cause odd module problems. In any case the hotline gave you pretty good advice. On a 6.7L the truck should crank if you have the BCM/ECM/TCM hooked up and communicating. I am not sure if that is the case with your 6.2L. Has it acted up since you plugged everything back in? Hotline was recommending that you unplug the ABS module for 1 minute when that happened to fix something they called "logic lock". Not sure what that means but apparently it worked.

Do you have the PTO provision? You could always run something like this: http://www.realacpower.com/ They are on ebay for around $3500 USD. Its a little bit of overkill at 12-15kW but the pictures show a pretty clean install.

I think this tool was developed in cooperation with the Ford fleet guys. I am sure it works fine but I doubt it would do any better than IDS. The requirements you speak of dont come from IDS they are mandated in the calibration to avoid conditions that would not allow the system to regen properly. If it wont regen properly by itself, it wont be any better with this tool. I think the benefit to this tool is the ability to regen at optimal times. If you are driving 30mins to the construction site it would be nice to regen at that time rather than have the truck trying to regen while idling the rest of the day. As far as the manual regen button goes, I am sure there is some way of doing that....

I found this the other day while looking through the Ford Fleet website. I couldnt find the link again via ford fleet but it was listed through eepod.com. We use this tool all the time, with different software. It might help some of your customers with money burning a hole in their pocket.... http://www.eepod.com/page6.html

Here is a little data courtesy of our friends to the north. http://www.ec.gc.ca/cleanair-airpur/CAOL/OGEB/fuels/reports/fullreport/fullReport_p4_e.cfm#t4.3 You can also search for the Alliance of Automobile Manufactures North American Fuel Survey or the SGS worldwide fuel survey but you have to buy them, they arent available for free.

I only turned the regen off for the drive home. I knew it was going to regen at some point during the trip. Rather than have it screw up my mileage test, I turned it off. I reenabled regen this morning and let it run its course.

I meant it is the same calibration the trucks are shipping from the factory with except I shut off regen. I just wanted to point out it wasnt a special calibration that I created just to maximize fuel economy.

My department is diesel only, I dont know much about the current gas engines. I drove a 6.2 Raptor last fall but I wasnt concerned about FE. I would be surprised if it was alot better than the P356 offerings, the truck didnt get lighter. Maybe the 6R will help a little.

I have been averaging 18.5mpg in my CC/SB 4x4 3.55. I took one of the other trucks home today(RC/LB 4x2 3.31) and got almost 27mpg on the same cycle. 50 miles total, mostly highway with plenty of 45/60mph slowdowns for construction(Thanks MDOT). Thats with a production cal with regen off so it wouldnt screw up my mileage. With the 3.31 truck you can cruise just above 40mph on the back roads and the engine is right at 1000rpm. If I get a chance I want to run some miles that way and see what I can squeeze out of it.

I am not surprised it happened, I am surprised it happened so fast. As for the PCM erasing itself, thats the first time I have heard of that. I tried to flash a production equilivalent cal in our first truck and it erased but didnt program. Maybe thats what they meant.

It didnt take long. No DOC/SCR/EGR/regen. http://www.spartandieseltech.com/DSCN0276.AVI http://www.spartandieseltech.com/DSCN0277.AVI

Maybe it is something with the corporate software load screwing it up then. I am tempted to monitor the communication and see where the error is happening but I dont think I could find something to work with SCP.

I finally got around to putting the new starter in. The van started right up with the increased cranking speed. This is the first 7.3L I remember not starting due to low cranking speed but it was barely hanging on at just over 100rpm. Last week I hooked up our corporate scan tool and ICPV was within spec. I dont know why IDS doesnt work right, but the computer I use it with isnt on the "approved" computer list. It might be something to watch out for if anyone else is using a "non-approved" computer. Thanks to everyone for the help.

We added seven to our fleet last week. I dont like the exterior changes at all but I do think they did a nice job on the inside. The leather seats on my FX4 are really comfortable. The NVH guys did a nice job too, its just like driving a gas engined car. I still wouldnt trade my old truck for one. There is no character in these old trucks, maybe it comes with age.... Everything feels disconnected from the driver, no mechanical feel. And who can afford $60k for these things, not me.

900 ft/lbs 17 mpg and 150000 miles taken off the life of the powertrain.

Update: I went out there today during lunch to retest ICP and fuel pressure. Fuel pressure was fine but ICP voltage read 0 volts and never changed, even after the van started. I backprobed the sensor KOEO and it was reading above 0 volts but I dont remember the actual value. I think I have a problem with IDS. Some of the other values are reading incorrectly as well(MGP). I found out today than when the old owner had it rather than replace the battery he used to jump it with a 24V source. The starter pretty much gave up on me today and would never crank it much above 100 rpm. I guess I have the old owner to thank for that. I am going to try to get a hold of a NGS next week and try again. Probably have to replace the starter anyway.

Ok, I would like to revive this thread as I have a similar issue. One of my coworkers bought a 96 E-350 120k miles. He drove it back to work from the place he bought it from and it ran fine all the back(45 min mixed driving). It sat for 10 days and we tried to start it yesterday and it finally started after 10 to 15 attempts. My first thought was that the oil reservoir was draining out but I verified good icp pressure during crank this afternoon. I admit I didnt look at voltage but the value rose and fell smoothly as I would expect it to(0-2800psi). I will check voltage on Monday. RPM, VBAT, and FuelPW were in spec according to the no start sheet. Prelim checks were good as well. My thoughts now turn to the fuel system. I drained the fuel from the filter housing after the van ran for a while and the fuel looks good. After 7-8 attempts I do finally start to get a little bit of white smoke from the tailpipe. Basically we have no tools for diag besides occasionally finding an IDS(no codes KOEO/KOER). Does anyone have any tips/tricks to figuring this fuel system out? I know I am going to get beat up about using the right tools for the job but he isnt going to buy them for this one time job(hopefully its one time). My thoughts were to check the filter housing after the long weekend and see if there is still fuel in it. Has anyone ever seen fuel drainback out of the filter housing? Its been over 10 years since I touched one of these so any suggestions would be appreciated.

One is chassis cert and the other is dyno cert. They way they are certified is different enough that is necessitates different exhaust systems, calibrations and engine components. Dieselnet.com is a good source of emissions info if any one cares. By the way this is also the reason the heavy 6.2L has a lower HP/TQ rating.

I dont know this guy but I can see a reason for doing this. Its no different than somebody putting a larger single on their 7.3L. At some point you are going to run into surge or speed limit of the turbo(s). This shouldnt happen on a production cal but if you are running a big tune with tons of extra fueling and boost request, you can reach points where you are so far outside of the compressor map it makes sense to change the turbo to one that matches your operating points. If you plan on using a truck only for competition pulling wouldnt you want a turbo that is the most efficient at full load? Who cares if its soggy down low, you never operate there. That said, this guy is probably only using his truck to cruise Woodward.