contribution balance issues need optimistic advice
Lead Driver
Joined: Jan 2010
Posts: 6,600
Likes: 84
I completely disconnect both batteries. I don't know what the minimal amount of time is but I have done this for >24 hours to clear an issue. This does not clear the calibrations on the PCM or TCM.
For example, if your TCM is shifting poorly due to a recently loaded tune, I would use FORScan to clear TCM all adaptions (I think that's the selection) and TCM clear learning tables (I have discovered just clearing learning tables doesn't help much), disconnect both batteries for some time and then run it through a drive cycle. I had saved this process from somewhere online for 11-16 trucks. Steps 3 and 4 are difficult on my local roads so I just drove it. I did follow the the parked shifting sequence.
For example, if your TCM is shifting poorly due to a recently loaded tune, I would use FORScan to clear TCM all adaptions (I think that's the selection) and TCM clear learning tables (I have discovered just clearing learning tables doesn't help much), disconnect both batteries for some time and then run it through a drive cycle. I had saved this process from somewhere online for 11-16 trucks. Steps 3 and 4 are difficult on my local roads so I just drove it. I did follow the the parked shifting sequence.
Apply the park brake
With the engine running and the brakes applied, move the selector lever in the following sequence pausing between each position for four seconds.
Begin in Neutral, N-R-N-D-R-D-N. Repeat this sequence two additional times.
Release the park brake and accelerate at moderate throttle so each shift occurs around 1,500 rpm for diesel engines up to 65 mph. Brake moderately to a stop.
Repeat this sequence two additional times.
Accelerate at moderate throttle so each shift occurs around 2,250 rpm for diesel engines up to 65 mph. Brake moderately to a stop.
Repeat this pattern two additional times.
Stop the vehicle and apply the park brake.
With the engine running and the brakes applied, move the selector lever in the following sequence pausing between each position for four seconds.
Begin in NEUTRAL, N-R-N-D-R-D-N. Repeat this sequence two additional times.
With the engine running and the brakes applied, move the selector lever in the following sequence pausing between each position for four seconds.
Begin in Neutral, N-R-N-D-R-D-N. Repeat this sequence two additional times.
Release the park brake and accelerate at moderate throttle so each shift occurs around 1,500 rpm for diesel engines up to 65 mph. Brake moderately to a stop.
Repeat this sequence two additional times.
Accelerate at moderate throttle so each shift occurs around 2,250 rpm for diesel engines up to 65 mph. Brake moderately to a stop.
Repeat this pattern two additional times.
Stop the vehicle and apply the park brake.
With the engine running and the brakes applied, move the selector lever in the following sequence pausing between each position for four seconds.
Begin in NEUTRAL, N-R-N-D-R-D-N. Repeat this sequence two additional times.
Laughing Gas
Joined: Dec 2016
Posts: 770
Likes: 186
From: Knightstown Indiana
If your truck had been deleted and the correct exhaust was installed to sell, the sensors on the exhaust being plugged in to the harness could be bringing down the sensor network causing your abs codes. Is it driving better with the exhaust opened up but still on? What’s the status of the exhaust? Make sure those sensor terminations are dry and disconnected.
Posting Guru
Joined: Aug 2007
Posts: 1,902
Likes: 26
From: BA, OK
Hope that dealer pulls through for you.
Super Moderator
Joined: Aug 2008
Posts: 37,377
Likes: 1,861
From: Frederick, MD
well, there is certainly more information needed.
Just goes to show, don't buy a used out of state deleted truck with emissions components missing. Must do your homework before purchase.
If locally owned there is still a big risk with so many unknowns.
Just goes to show, don't buy a used out of state deleted truck with emissions components missing. Must do your homework before purchase.
If locally owned there is still a big risk with so many unknowns.
Thread Starter
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Junior User
Joined: May 2014
Posts: 95
Likes: 0
I'm assuming just the cp4 went out on it. It wasn't overheating and I didn't have any puddles under it where it stopped. I'm assuming they have some sort of insurance on this sort of thing. I took it to a shop that pretty much only works on diesels and big rigs, told them if they think they can find any way to justify putting a new motor in it that would be ideal. One guy in the shop said they get a kit to replace everything and another mentioned a cp3 swap. I could care less as to what goes on it as long as I never have any issues with it and I don't have to pay for it. I highly doubt the next few weeks won't be incredibly stressful, I didn't think that my arduous amount of research regarding this truck after purchase would end up with me searching for a lawyer in regards of a worst case scenario.
Lead Driver
Joined: Jan 2010
Posts: 6,600
Likes: 84
They need to fix all of the emissions items. EGR cooler, SCR and DPF with OEM (from Ford's IDS) PCM/TCM calibrations. If it is the HPFP and that's all that is repaired ($9,000+), you still have unknown aftermarket PCM/TCM calibrations.
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Junior User
Joined: May 2014
Posts: 95
Likes: 0
Finally heard back from the mechanic this morning. The good news is the pump did not fail, but it's irrelevant even if it had. The bad news is they pulled a glow plug that was broken and I have compression loss on a few cylinders. From what I've read it is due to cracked/broken exhaust valves that were only an issue in the 2011 models. So I got a very expensive <100 miles that I get to pay off for the next few years.
More Turbo
Joined: May 2015
Posts: 670
Likes: 13
From: Nampa, ID
Finally heard back from the mechanic this morning. The good news is the pump did not fail, but it's irrelevant even if it had. The bad news is they pulled a glow plug that was broken and I have compression loss on a few cylinders. From what I've read it is due to cracked/broken exhaust valves that were only an issue in the 2011 models. So I got a very expensive <100 miles that I get to pay off for the next few years.
It sounds like you bought somebody else's nightmare. It very likely had the dead cylinder(s) when you bought it. The exhaust smoke would have been a dead giveaway, so the DPF went back on to hide it temporarily. The dealer either got duped as well or you fell victim to a scam that is becoming more popular around shady car lots.
I very briefly worked for a shady used car dealer a few years ago that would intentionally buy 2008 or newer diesels with dead cylinders. I walked after realizing they were crooks. They bought those trucks dirt cheap, cleaned the DPF or threw another DPF on, and passed it onto an unsuspecting buyer. When the customer returns a week or 2 later angry, they get reminded that the vehicle was sold as-is.
That dealership is no longer in business, due to legal troubles and a well-deserved bad reputation.
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Junior User
Joined: May 2014
Posts: 95
Likes: 0
The dealer can't afford to pay and I can't return it. He's buying a motor and possibly shipping it here. I don't think he's ordered one but I know not to get one made in 2011. Will all of the 2012-14 motors drop right in with the same fitment? I'm getting quotes from mechaincs now to do the swap but I might do it myself if it costs more than $1500
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Junior User
Joined: May 2014
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2012 Model Year Changes
• A stamped steel oil pan with a conventional bolt-type oil plug replaced the plastic oil pan and plastic 1/4 turn drain valve.
• The hidden locating stud on the oil cooler was removed for easier service/repair access.
• A second NOx sensor and sensor module were added to the exhaust system, used in measuring effectiveness of the SCR system.
• Revised oil and coolant feed lines for the turbocharger, quick connect fittings replaced with conventional bolt on fittings for improved sealing and durability.
2013 Model Year Changes
• Crankcase ventilation sensor added, signals to PCM whether the crankcase vent hose is connected or disconnected.
• Differential pressure (delta pressure) sensor added to the diesel particulate filter, used in implementing the active regeneration strategy as the filter reaches maximum capacity
• A stamped steel oil pan with a conventional bolt-type oil plug replaced the plastic oil pan and plastic 1/4 turn drain valve.
• The hidden locating stud on the oil cooler was removed for easier service/repair access.
• A second NOx sensor and sensor module were added to the exhaust system, used in measuring effectiveness of the SCR system.
• Revised oil and coolant feed lines for the turbocharger, quick connect fittings replaced with conventional bolt on fittings for improved sealing and durability.
2013 Model Year Changes
• Crankcase ventilation sensor added, signals to PCM whether the crankcase vent hose is connected or disconnected.
• Differential pressure (delta pressure) sensor added to the diesel particulate filter, used in implementing the active regeneration strategy as the filter reaches maximum capacity