Bruce Amacker

Ditto on both of the above, I've had three Picos in excess of ten years and using it regularly keeps you familiar. I save the traces both in a .PSD and Powerpoint pasted format as I use them in class regularly. It also helps you understand how injectors work when you scope volts and amps and overlay them. I was fortunate enough to take an intense 50 hour Guru Scope class at Linder's in Indy a few years back, and that was an amazing experience also.

I can't answer on the Dodge, but I remember them, I'd guess early 70's. You young guys think a 330, 360, 361, 370, 390, and 391 are old, 477/534 gassers were the pigs in big Fs and the original Super Duty when I was young. Mechanical governor in the block, Holly 4bbl, and probably 3 mpg on a good day. The local city had some as tandem plows, you talk about a hog!

And they're moving production from Mexico to Ohio. http://www.autoblog.com/2014/02/27/ford-f-series-medium-duty-production-ohio-mexico/

Recently on History Channel I watched a show about WW1 era planes with open valvetrain radials, the black goo on the pilot's face and goggles was castor oil drooling off the rockers and into their face. The laxative effect of the castor oil frequently cause their pants to be full after a flight. How's that for a thread hijack?

Very cool. Tell him to apply for a patent before someone else does.........

It's probably got something to do with monitor enable criteria, gas engines don't run a full set of monitors frequently in the winter due to this. I looked up your enable criteria and it looks pretty simple, I'm thinking Ford tweaked it in a later flash and didn't update the OBD2 System Operation Summary. Also, EGR is to prevent excessive combustion temps/pressures that break down nitrogen into oxides of nitrogen. These will be lower in winter due to ambient temp, it's possible the strategy has less EGR command with a low IAT and doesn't meet enable criteria. From the original doc: Exhaust Gas Recirculation (EGR) Monitor Operation: DTCs P0401 - Exhaust Gas Recirculation Flow Insufficient Detected P0402 – Exhaust Gas Recirculation Flow Excessive Detected Monitor execution Continuous (8ms) Monitor Sequence None Sensors OK: Intake Air temperature Sensor 2 (IAT2). Mass Air Flow Sensor (MAF) Barometric Pressure Sensor (BARO) Intake Air Temperature Sensor (IAT) Engine Oil Temperature Sensor (EOT) Manifold Air Pressure Sensor (MAP) Exhaust Pressure Sensor (EP) Exhaust Gas Recirculation Position Sensor (EGRP) Exhaust Gas Recirculation Valve Actuator Monitor (EGRAM) Electronic Variable Response Turbocharger Actuator (EVRT) Monitoring Duration 15 seconds cumulative – conditions 1 and 2 30 seconds cumulative – condition 3 Typical Exhaust Gas Recirculation (EGR) Monitor Entry Conditions: Exhaust Gas Recirculation (EGR) valve close position has been learned and one of the following conditions exist. Condition 1: Exhaust Gas Recirculation (EGR) flow commanded greater than 20%, engine speed (N) 1000- 2250 RPM and fueling desired (MFDES) 12-29 mg/stroke Condition 2: Exhaust Gas Recirculation (EGR) flow commanded greater than 20%, engine speed (N) 2250- 3150 RPM and fueling desired (MFDES) 10-29 mg/stroke. Condition 3: No Exhaust Gas Recirculation (EGR) flow commanded, EGRP voltage < 1.2V, 0 deg C < EOT and ECT < 60 deg C, 0 deg C < MAT < 30 deg C, engine speed (N) 600-750 RPM and fueling desired (MFDES) 4-20 mg/stroke.

My local dealer says the same thing- no stock, none at any of the warehouses, it's the right part number for a pair and they're $396.00/pair. WTF!

I'm assuming this is an insurance job and not CP (the co. could be self-insured or liability only). Make SURE you are in constant contact with the adjuster and get approval for every minute you spend on it- the time it takes to verify the engine is good and etc. I was in your exact position on an ins job and ended up eating the time when they totaled the vehicle. If the adj is a schmuck ask for a different one that knows what he's doing (different crash experience), in my experience a lot of car adj have their head up their ass when it comes to adjusting trucks. (The job I referred to was a t-bone on a brand new IH MD. The adj wanted to pay me $400 to remove the 24' box, store it for a week, send out the frame for straightening, and reinstall the box. WTF? Get the F out of here! After getting a new adj I was paid properly and everything went great.) As for saving the engine, if it looks like it's going to take forever you might want to fog the intake with WD40. I know it doesn't run but just a thought. I've done this in the past on a running engine when I knew it would be stored for a long time. Good Luck!

Wow, I didn't know that, all OEMS have TSBs stating not to use alcohol in modern diesel fuel systems. I looked up the MSDS at http://www.mazergroup.ca/wp-content/uploads/2012/05/MSDS-Other-Diesel-9111.pdf ​and it "looks" like in Section 15 it could be as much as 30% alcohol. If it is I will definitely recommend against using this is my classes.....

If it's an OBD2 test, it's likely they do not require all monitors to pass. Depending on the model year, Ohio allows 1-2 uncompleted monitors and still passes to get your plates.

Check for low FP as a root cause....

Try this. Servicemaxx Fuel Rate cyl diag.pdf

I thought IH was using Nissan diesels in their Scouts?

Yes, basically divide by 6 for your average. I have a PDF of known good and bad, I'll split it out and post it here tomorrow. You work at a IH dealer, right? Don't you have access to a CPT that plugs in to the CMP and CKP?

I had one of my personal cars serviced a couple of years ago and had the foresight to record the mileage when I dropped it off. It had 297 miles driven while it was at the shop and I was out of town. An interesting conversation resulted......

Isn't odd they released an SSM for a failed aftermarket component? If they start that, the list of bulletins would be neverending......

The forecast was 2-4" here, we have about 15" and it's still snowing. I snowblowed and shoveled 6 times since Wed night. It's a lot of lake effect- as long as the wind is out of the north and the lake isn't frozen, it will continue to snow...

It's a 2013, 42K, out of warranty, hauls heavy with a contractor trailer in Florida. There's a film of oil in the coolant reservoir, not thick but present. No other complaints, no oil/coolant usage, no codes. Would anyone here know anything about why this is present? Thanks!

I haven't heard of the company but it obviously sounds like you have a bum IDM. A side note is that IH's set an injector circuit fault on this engine when the injector poppets hammer out on older injectors, I remember something about the amperage increases above what is normal the the ECM sets a circuit code. IH had a big problem with this years ago but they didn't want to change out a bunch of injectors so their fix was to issue a large repair kit (designed to fix lots of injectors) where you removed the magnet, measured the height of the reluctor (square plate bolted to the poppet), and changed the aluminum spacer to a thinner one to correct the height due to the poppet seat hammering out. If you have the VC off again for some reason I'd pull the magnet(s) on the associated injectors, use brakecleen and shop air to clean the accumulated metallic crud from the area, and verify there is clearance under the reluctor with a feeler gauge. I couldn't find the IKnow letter about it, but I found a reference talking about a 525 injector driver circuit code which referred to the shim kit PN 2594407C91 which is a couple thousand dollars. I have a feeling that your techline is correct- they may have made a software change in some IDMs that is more forgiving of the hammered poppets and won't set a circuit code for it, the second IDM you put in probably had different software that did not include this. You may also find that changing the offending injectors might get rid of your code. I have pictures of the shim kit, depth mike, and a bad poppet seat if you're interested. Another sidebar is that I've heard of techs cleaning the metallic crud from the magnet area to fix sluggish injectors that won't fire cold. Good Luck!

I haven't seen this one, but when you have a shorted injector the PID data drops out while cranking. Just for fun, run the buzz test and verify all are present. Crank it with the FICM relay pulled to see if things still act weird, if they don't it might be a shorted injector. The problem is the 48v spiking back through the ground side and pissing off the PCM. I've seen it twice (remotely). Good Luck!

I thought this was going to be a thread on Rob Ford ........

For the scrap aluminum? Ford's betting that 30% of them never make it back for the core refund?

A lot of it also depends on who you get on the other end. I've dealt with IH Tech Support frequently, and sometimes you get a great guy with a good attitude that's really willing to help, and sometimes you don't. Nuff said.

In this day and age I'd be wary of legal liabilities doing this for a customer. What's the axle weight rating?....