Hv harness test procedure info needed

[ZSC100]

Yes, we need to know your exact plans to know how to advise you.

This ranges from as little as taking the harness they replaced (assuming you have it) to the dealer service manager and saying, "I tested the harness you replaced and found no problems" I want my $ back.

to

sending the harness to an electrical testing laboratory and having a full electrical and physical test done on it, including a signed and sealed report by a professional engineer licensed in the state it will be used as evidence in a legal case.

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[evowner]

He is testing the take-off that the dealer swapped out for a brand new one.

All that's needed, is resistance & shorts testing for each conductor in the harness.

Even 400v is still "low voltage"

Yes, I understand, but someone else, with less experience, who may not understand that he is testing a harness off of the vehicle may get the idea that there is no difference between 12 and 400 volts. 400vdc is not low voltage, that is all I am saying.

 

[ronscantlin]

Ahhh, ok I do remember seeing in passing in the past, I just went back and read it all.

So, do you have your truck back.

Did you pay the $8k for the harness?

Did they give you the harness?

I have many ideas for how you should proceed, but want to know if you have the harness and have looked it over yourself for visual damage?

Yes, I’ve got the truck back.
Yes, I paid.
Yes, I’ve got the original harness in my possession. A quick look over yielded no external visual damage to either the plugs nor the wires.

 

[chriserx]

Yes, I understand, but someone else, with less experience, who may not understand that he is testing a harness off of the vehicle may get the idea that there is no difference between 12 and 400 volts. That is all I am saying.

Since I've never had to do this sort of testing, I've been reading about it endlessly. I just have an unquenchable thirst for knowledge. Apparently most fault testing can be performed using low voltage. One of the more critical tests, the insulation resistance test, will require high voltage. Arc initiation as well as dynamic load and vibration testing also should use rated voltage and current.

 

[ronscantlin]

That is a risky statement. 400 volts can stop your heart lickety-split. It can also give you some real nasty burns. It IS VERY DANGEROUS and can be FATAL. Proceed with extreme caution.

I was thinking the electrical tape was the risky part. I use flex seal. lol

 

[ronscantlin]

…….Have you looked at the WSM or FDRS? Techs usually follow a pinpoint test procedure that ends with a “replace this”. Typically, the service notes they give you outline the step by step procedure they followed. @RLXXI could probably explain better.

So I would also focus on the process (or lack thereof) of the testing they did to arrive at the HV harness being the issue. The dealer may have just been following Ford's procedures so perhaps the blame is on Ford. Can also try getting @Ford Motor Company to reimburse you.

Sorry this happened, unfortunately our trucks are bleeding edge to most dealers and likely the first time they saw this. OTOH, they often over-replace parts on ICE trucks also…….

I believe they followed a trouble tree. I’d like to get this procedure to see what the steps are. Maybe the fdrs procedure is faulted?
here’s the verbiage from the service write up.



“CUSTOMER STATES ENGINE WONT START, TRIED JUMPING WOULD NOT WORK, NO POWER AVAILABLE WILL NOT CHARGE. CHECK AND ADVISE


perform self test, retrieved codes old10 and ple56, perform pp test s, s1- yes, s2- yes, s3- no, had to remove bed of truck to gain access to connectors, 59- yes, s10- yes, s11-no was 35.01 k ohms, directed to replaced high voltage cables.”

 

[bmwhitetx]

perform self test, retrieved codes old10 and ple56, perform pp test s, s1- yes, s2- yes, s3- no, had to remove bed of truck to gain access to connectors, 59- yes, s10- yes, s11-no was 35.01 k ohms, directed to replaced high voltage cables.”

Yep, all those steps like "s1, s2, s3, 59 [sic s9], s11" are part of Pinpoint Test S ("pp test s") based on the DTC ("old10 and ple56") that were read. Indicates resistance in Step 11 of 35k ohms which was out of spec. Curious what that test was. You can get FDRS (or maybe a member has it) and see what Step 11 of PP Test S measured. If they measured 35k and your old harness shows something wildly different that meets the spec; then the tech measured the connector resistance incorrectly.

There's your smoking gun you need.

 

[ZSC100]

All these tests and DTCs are available to any owner in PTS for just $26.34 for 3 days of unlimited access.
https://www.motorcraftservice.com/
Once logged in with your single sign on (same as FordPass), just click "service info" in the top banner, then select the 72hr option. Once you pay sometimes it takes up to an hour for your subscription to become active and be usable. You have to log out, then log back in, then your access will be through the "my subscriptions" in the top banner. The PTS system isn't built for comfort or usability, it's has a very mainframe/dumb terminal feel. I spent about 10hrs one day just printing to PDF from the wiring diagram section alone. There are all kinds of awesome things in there in addition to seeing all your connected vehicle data full vehicle history.

If you find the test and want a professional engineer to perform it in a lab and write a report for you I know someone.

 

[chriserx]

I'd love to know the resistance values of the PTC heater and see how they lined up.

 

[RLXXI]

Stab in the dark but I wonder if they disconnected the faulty heater before they ran the harness resistance test. If no then that's why.

 

[chl]

Yep, all those steps like "s1, s2, s3, 59 [sic s9], s11" are part of Pinpoint Test S ("pp test s") based on the DTC ("old10 and ple56") that were read. Indicates resistance in Step 11 of 35k ohms which was out of spec. Curious what that test was. You can get FDRS (or maybe a member has it) and see what Step 11 of PP Test S measured. If they measured 35k and your old harness shows something wildly different that meets the spec; then the tech measured the connector resistance incorrectly.

There's your smoking gun you need.

If it was testing a connector that was supposed to be zero ohms, then it was a bad connector I suppose.

But if it was the resistance of some part of the DTC and not the harness that was out of spec, maybe because the DTC was still connected to the harness by mistake, then they replaced the harness for no reason.

Hope it does get checked so we know more.

 

[ronscantlin]

Stab in the dark but I wonder if they disconnected the faulty heater before they ran the harness resistance test. If no then that's why.

This is my suspicion as well.

 

[chriserx]

perform self test, retrieved codes old10 and ple56, perform pp test s, s1- yes, s2- yes, s3- no, had to remove bed of truck to gain access to connectors, 59- yes, s10- yes, s11-no was 35.01 k ohms, directed to replaced high voltage cables.”

You know.....maybe this provides the answer, test resistance methodically over every point in the harness and see if any combination provides the result, it isn't a 1:1 match for being attached to the vehicle but it could provide more evidence to whether it's an endeavor worth pursuing.
If there is a high resistance path, report it back to us, if not, continue pressing.

 

[bmwhitetx]

This is my suspicion as well.

I am sending you some docs I promised. Unfortunately I don't have Pinpoint Test S there but I see where it is referenced. Really curious what step 11 is measuring. As mentioned, a PTS subscription may be all you need to see this.

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