IcePrick

I'm living proof that you never know what the universe has coming your way. Mongo just a pinball in the arcade of life.

Ah. Looks like a Ducati-ish adaptor. That's going to be a fun journey.

JT gives the dimensions of their sprockets in their online catalog, but it can only be searched by application so that makes it *a little* time-consuming. Can you share the application? Or is it too obscure for a search?

While I've gleaned a lot of personal satisfaction from original jugs, there are many advantages to aftermarket. You had to know that was coming, right?

Something Italian.

SEC investigation

Well, it IS the Dave channel now... only fair that you fund it. I'm prepared to give up my free speech, but when does it IPO? 😚

I hope this is the answer. It still wouldn't eliminate a problem in the harness along the way or a PCM/FICM malady, but here's to hoping. When I encounter a new problem on one of my machines, I have to ask myself "okay, what's the last thing you monkeyed with? Aaaand that's usually where I find my answer.

Cool, you taught me something about Forscan. 😁

What about trying a screen recorder app? Let the truck run while connected to the laptop, recording the screen to a video file. You won't have to stay glued to the screen waiting for it to randomly quit.

I never understood this. Shouldn't a properly operating engine thermostat allow the engine to come to temp? Or is there enough constant bypass to keep it cold in those temps?

Brown wire didn't work - key in "run" position? It isn't a manual, right? (don't hit me next time you see me) Based on what you say about temps - especially the minute or two of startup - guessing it is a false... so, how to find the source? Did you install the resistor, or was it modded when you bought it? Just a resistor to give a static value, or resistor in addition to sensor in order to send a lower but still variable value? If you disconnect the sensor (and don't have it jumped with a resistor), it should run but give a number of codes. One of the Ford TSBs for EGT sensors is to disconnect/clean the connectors at the sensor, grease it, reconnect it and seal it with heat shrink. Also to remove/reseat the big multi-connector at the module the EGT goes to. I have no idea which module this is. Just evidence that there is a history of dirt/connection problems. Wish I was closer, I'd love to play with that problem...

The starter bypass is a wire near one of your battery positive terminals - look for a lone wire that has a rubber pull-apart connection close enough to the positive lug to reach it when you pull it apart. It should be brown with a green tracer. It is on the passenger side on my 7.3, assumedly to keep you out of traffic if you need to be messing with it, so I'd guess it is on the passenger side of yours as well. Turn the key on, touch the male end of the connector to the battery positive clamp bolt, and viola - you bypassed the starter interrupt from the PCM, and while the 60-minute time-out is still running, so is your engine. If you get an instant or near immediate shutdown (or failure to start), my guess is the fault condition still exists - either the sensor is actually hot, or it still mistakenly thinks it is. Do you still have a cat? No other codes at the same time? Not sure what you mean by "spreadsheet data" that you can't find?

Not sure if you ran across this more complete description in your search yet. P200E - Catalyst System Over Temperature (Bank 1) Description: The powertrain control module (PCM) monitors the exhaust gas temperature bank 1, sensor 2 (EGT12) and exhaust gas temperature bank 1, sensor 3 (EGT13) sensors for an over temperature concern. If the EGT12 sensor temperature is greater than 830°C (1,526°F) or the EGT13 sensor temperature is greater then 950°C (1,742°F), the DTC is set. This DTC causes the PCM to immediately illuminate the malfunction indicator lamp (MIL) and enter a torque reduction failure mode effects management (FMEM), which may result in engine shutdown. Once the engine is shut down, the PCM prevents the engine from restarting for 1 hour. If the EGT13 sensor is not working, the engine will not start. Possible Causes: Diesel particulate filter regeneration occurred during heavy load and high ambient temperature conditions Excessive amount of soot or ash in the diesel particulate filter Damaged EGT12 sensor Damaged EGT13 sensor Coolant contamination of the exhaust system Oil contamination of the exhaust system Diagnostic Aids: This DTC is an informational DTC and may be set in combination with a number of other DTCs which are causing the FMEM. Diagnose other DTCs first. Check the EGT12 and EGT13 PIDs. If no other DTCs are present, the system is operating correctly at this time. Advise the customer of the conditions that may cause this DTC.

Has anyone from FTE posted the diagnostics procedure (pinout) from the Ford manual for your code? It won't find an intermittent for you, but it can give you a laundry list of the systems, subsystems, harnesses, sensors, and dependencies involved. I like your guess about the non-specific code - my limited experience with the "generic" codes, ones that don't specifically say something like "EGT2, out of range (high)", are systemic and caused by ground problems, rfi, or wierdness in the responsible ecm. Are there any accessories installed in the truck that might induce rfi or otherwise cause a dirty power signal? I'd also want to verify that it isn't a valid engine-threatening condition before bypassing.

When you do the scan of stored codes, does it not indicate exactly which EGT sensor it is? I'm pretty certain that in Forscan, you can monitor each parameter in real time, and record it as well. I've seen people post up some nice graphs of selected parameters. Set it up to record, go change those carb shield bolts again? Graphs can be very telling when diagnosing intermittents, if you see a very radical value change in a very short time (near vertical line on a graph) it is likely a connectivity issue or failed sensor. Super Duties/Excursions have historically had harness chafing issues - they can be a bugger to find. I'm with Oscar... intermittent open grounds, shorts, or heaven forbid, a FICM problem. My BILs 6.0 Excursion did exactly this - randomly died while driving. It had been through a bunch of owners in a few years, with extensive diagnostic history at various dealerships. He got it for a song, and when installing the new exhaust, the shop found the main harness chafing on the frame. Repaired the wiring, wrapped the harness with a piece of fire hose, and it never stalled again... still going strong toting around my stepdaughter's soccer team family.

They obviously access the same data, but Forscan can do a lot more than TP - especially in later-model vehicles. It's very versatile, but as it is a user-supported enthusiast application (read: both computer geek AND car freak), it can be a little mysterious or nonintuitive in certain modules. I've had good luck with it, but then again I've only used it for monitoring and diagnostics on older, less complex modules - not changing operational parameters and such. What you can do with it is dependent on the capabilities of the module you're working with, which is obviously affected by the year, make, model, and peripherals of the subject vehicle. Newer vehicles have a lot more that can be altered, as electronic modules take over more and more management of things we never guessed would have needed management - wiper delay, high beam actuation, radiator fan control, torque vectoring through ABS actuation, etc. I have not touched a module that does that stuff, but as many of the functions are interdependent, I understand that it is not impossible to make a grossly detrimental error.

Diesels in 2002 were not fully OBDII compliant. They have much of the data, just not in OBDII form. FORSCAN and a couple others have this reverse-engineered so that a user can read almost all of the necessary data with it. I can't recall the year of Joe's pickup but it should be recent enough for full OBDII. The issue is monkeying with more than just output data - there are a lot of defaults you can change in the software. Again, FORSCAN is fairly functional for most things, but not quite up to the OEM diagnostic/customization equipment.

What's with the working in hex? Everything I do with the Excursion is standard API stuff... a little on the clunky side, but hey, it's user-supported software. Maybe because the Ex is old and the community has had time to polish up the interface? The kind folks at Ford-Trucks.com should have all the normal, everyday uses/tweaks/changes documented fairly well. They must have changed the subscription thing, as I recall mine was free for the Windows version but absent some of the top-end items (I think key reprogramming was one of them). And I think the purchased license was fairly reasonable.

Have you tried ForScan? It's free, just need a connector. I use a hardwire to USB on my laptop, seems the most reliable. You should at least be able to see all the codes and history on a 6.4, probably all the modules though you may not be able to alter the as-built.

A scanner that works well with the older OBD systems would be very helpful. ForScan would be the best to run on it. I second the recommendation for Ford Truck Enthusiasts website, as well as Diesel O-Rings. But RiffRaff Diesel has been incredible for everything I've needed - good prices and honesty. ForScan won't work on the 6.4?

http://www.cbr1100xx.org/forums/index.php?/topic/77739-zxxx-bolt-on-pathway/&tab=comments#comment-908818 PM if you have any questions... *EDIT* No telling if the '15 forks are the same dimensionally, but if so, the combination of triples in the above-referenced post should work.

My guess is those pics were taken in 2014 or 2015, based on the expiration sticker on the plate. Maybe he moved to New England from WA since then? Not sure the tires are "real close to needing replacement" in those photos either.

Princess Leia with Jabba the Hut, right?