Keith Browning

Cummins engine in a Crown Vic you say?

You are right, the HPOP has no aluminum that would end up in the oil. I would still suspect the oil pump - I am assuming that you removed the cover, measured the clearance bewheen the gears and then removed them to inspect the back of the cover? Also, did you remove the regulator and inspect it - looking for gouges and debris? Otherwise, aluminum = pistons - front cover - rear cover - rocker boxes

I was waiting for that comment. I have read a lot of comments on automotive sites posting this news. A LOT of people feel that the smaller trucks (1/2 ton or even smaller - hint: Ranger) with a diesel option is still desireable AND that large over-powered diesels that can pull down a house are not necessarily what is needed. Granted, sales numbers likely would likely not be terribly high but let's give it a chance! Many suggest that a smaller, reasonably sized engine with modest power and good fuel economy would be great. I for the most part agree. I think these diesel engines have gotten way out of control. The 3.5L I-5 almost maked perfect sense, but I would want to see and drive one first bewfore offering that opinion. If that engine runs well and gets decent fuel efficiency then, well...

NISSAN TO EQUIP NEXT-GENERATION TITAN PICKUP WITH NEW CUMMINS TURBO DIESEL ENGINE IRVINE, Calif. (Aug. 20, 2013) – At the kickoff of Nissan 360, an industry showcase of Nissan’s global product and technology portfolio, the company announced it will offer a newly-developed Cummins V8 turbo diesel in its next generation full-size pickup. Now in the latter stages of development and testing, the available Cummins 5.0L V8 Turbo Diesel engine has been optimized for the next generation Titan as a result of the partnership between Cummins and Nissan. Cummins also is developing a version of the engine for its commercial vehicle customers. “We have done our homework on the next-generation Titan. Truck owners told us there’s a demand for the performance and torque of a diesel in a capable truck that doesn’t require the jump up to a heavy-duty commercial pickup,” said Fred Diaz, divisional vice president, Nissan Sales & Marketing, Service & Parts, Nissan North America. “There is no question that the new Titan will turn heads, and with the available Cummins 5.0L V8 Turbo Diesel, we expect to win new fans and attract buyers looking for this unique configuration.” Nissan has previously announced the next-generation Titan will add powertrain options and cab-and-box configurations to broaden the appeal of the new truck when it comes to market. “We are very excited to partner with Nissan on the introduction of the Cummins 5.0L V8 Turbo Diesel to the North American pickup truck market,” said Dave Crompton, vice president, Cummins Engine Business. “This new engine will offer the right balance of power, performance and fuel economy while delivering the dependability that customers expect of a Cummins engine. This will be a great package.” With a torque rating in the mid-500s (lb-ft) and more than 300 horsepower, the Cummins 5.0L V8 Turbo Diesel will provide light truck customers the combination of towing capacity and mileage that is expected in the highly-competitive North American truck marketplace. The Cummins 5.0L V8 Turbo Diesel will be built in America's manufacturing heartland at the Columbus Engine Plant, in Columbus, Ind., Cummins headquarters. This plant has the latest technological innovations to continue the 90-plus year tradition of building the highest quality Cummins engines. The Titan program is being led by teams in Nissan Americas’ headquarters in Franklin, Tenn., while engineering and testing is performed by Nissan Technical Center North America in Farmington Hills, Mich. and Stanfield, Ariz. as well as Nissan’s global engineering center. Design is being led by Nissan Design America in La Jolla, Calif. Like the current model, the next-generation Titan will be built at Nissan’s Canton, Miss. vehicle assembly plant and its gasoline engines cast, forged and assembled at Nissan’s Decherd, Tenn. powertrain plant. For competitive reasons, Nissan is not announcing launch dates at this stage in the truck’s development, however engineering prototype trucks powered by the Cummins engine are currently undergoing extensive on-public-highway performance and durability testing. Further information on the upcoming Titan truck and Cummins engine will be released at a later date. About Nissan North America In North America, Nissan's operations include automotive styling, engineering, consumer and corporate financing, sales and marketing, distribution and manufacturing. Nissan is dedicated to improving the environment under the Nissan Green Program and has been recognized as an ENERGY STAR® Partner of the Year in 2010, 2011, and 2012 by the U.S Environmental Protection Agency. More information on Nissan in North America and the complete line of Nissan and Infiniti vehicles can be found online at www.NissanUSA.com and www.InfinitiUSA.com, or visit the Americas media sites NissanNews.com and InfinitiNews.com. About Nissan Nissan Motor Co., Ltd., Japan's second-largest automotive company, is headquartered in Yokohama, Japan, and is part of the Renault-Nissan Alliance. Operating with more than 248,000 employees globally, Nissan provided customers with more than 4.8 million vehicles in 2011, generating revenue of 9.4 trillion yen ($118.95 billion US). With a strong commitment to developing exciting and innovative products for all, Nissan delivers a comprehensive range of 64 models under the Nissan and Infiniti brands. A pioneer in zero-emission mobility, Nissan made history with the introduction of the Nissan LEAF, the first affordable, mass-market, pure-electric vehicle and winner of numerous international accolades, including the prestigious 2011-2012 Car of the Year Japan and 2011 World Car of the Year awards. For more information on our products, services and commitment to sustainable mobility, visit our website at http://www.nissan-global.com/EN/. About Cummins Inc. Cummins Inc., a global power leader, is a corporation of complementary business units that design, manufacture, distribute and service diesel and natural gas engines and related technologies, including fuel systems, controls, air handling, filtration, emission solutions and electrical power generation systems. Headquartered in Columbus, Indiana (USA), Cummins currently employs approximately 46,000 people worldwide and serves customers in approximately 190 countries and territories through a network of approximately 600 company-owned and independent distributor locations and approximately 6,500 dealer locations. Cummins earned $1.65 billion on sales of $17.3 billion in 2012. Press releases can be found on the Web at cummins.com or cumminsengines.com. Follow Cummins on Twitter at http://twitter.com/cumminsengines and on YouTube at http://youtube.com/cumminsengines.

I checked this out and the part number is valid. 48 kits were released on 8/19 and are available for emergency orders with no sales restrictions. The part will come off of backorder on 9/26. I could not get any pricing information yet however. Looks like you will still need to order a fuel conditioning module and a fuel cooler as needed.

Ford is good like that... you know, like announcing a recall to the public before letting the dealers know and parts not being available for it to boot!

That code is rare but almost always seems to be due to the IPR itself. We had. Used truck on our lot that would stall but only after driving 30 minutes. I finally figured it out and bench tested the IPR by connecting an ohm meter to it the heating it up with a propane torch. The hotter it got the higher the resistance went. Popped in a new valve and no more stalling. I still have that IPR ...

FANTASTIC! I need to order one of these for a truck I have in right now.

I think what happens here is that eventually the screen cracks allowing debris to pass through the screen sometimes causing the valve to hang open. It also may cause distortion of the screen and plastic loosening it's grip on the tip of the IPR. I also think that if the screen clogs enough, oil pressure gets behind the O-rings and pushes the screen off the IPR. Nice pic!

Yes, IT WAS ALL AARON'S FAULT! Glad to hear you are feeling somewhat better.

Yup

VPWR is more likely.

Well it can't run without oil therefore you do have some volume even with low pressure... I would start with the basics and least intrusive first lik the oil regulator, pump gears and cover for wear / damage

Municipal truck

I would love to see some too. My dad was a big train buff and I was exposed to a lot of cool stuff growing up. We even had a model railroad that took up most of our basement

Excellent tip Matt -I do the same thing if I have the valve covers off. Prevents destroying them if they are stuck

Since removing the engine requires extensive stripping of the engine just to remove it I would say that option is not your best. Having worked on many busses with additional air conditioning compressors and alternators I recommend simply removing the components that are in the way. Yeah, you are going to have to dig but it's still going to be far less labor than a total engine removal. To answer your question I would do it in chassis. Why replace the intake if I may ask? There are places that will clean the thoroughly in a hot tank at a fraction of the cost. Call your parts stores... machine shops or radiator shops. It should not be too hard to find a place that can accommodate you. Oh, if you have never had the intake off of a 6.0L in a van be very careful going out and back in with it. It is VERY easy to damage the injector connectors sticking out of the rocker boxes. I recommend having someone assist you, one person at the rear and one in front.

One of my all-time favorites

In another topic we discussed low ICP on 4.5L engines and the leaking plug on the left hand side oil manifold that seals off the ICP sensor hole. The same manifold is used for left and right hand sides of the engine where the sensor is installed on the right and a plug is installed on the left. I was going through all of the pictures I have in my archive and I began thinking about this. I realized that this does not happen on 6.0L engines that despite having completely different oil manifolds. Pictures show the use of the very same plug and seal. By reason it seems that this must be caused by the oil manifold perhaps the machining. This reminds me of the 7.3L HPOP outlet fittings that loosen and blow the O-rings out in identical fashion. When installing new plugs and seals you clean and dry the threads and apply a little Loctite to the threads before installing and torqueing them. Though I am not aware of any repeat failures of any of these I have repaired however I wonder if we should be treating these the same way to prevent them from loosening? Opinions? Thoughts?

Oh lookie what I have here - a fiberglass bandaid. I knew one day I would come across this. The pan above the fiberglass shell looks pretty rotted and so does the front part of the pan left exposed.

Yeah, I have only done two and the first one I did I was stunned that "Ford" decided to put it where they did. How fucking inconvenient and unnecessary. Really? They could not have put it elsewhere? This is like the evaporator temperature sensors in the Edge and Fusions (?) where it's INSIDE the evaporator case. Does it REALLY need to be directly on the core and accessible only by tearing half of the vehicle interior out?

Dontcha think 10 hours is a LITTLE excessive? Warranty pays 1.7 to R & R the evap case with evacuate and recharge, and you can probably get .5 M-time to diag and remove the one or two screws holding the vacuum reservoir onto the case. so that comes to about 2.3 depending on how you code it... using warranty time as a base I typically base CLP labor on that and multiply by 1.5 for most things which brings us just under 3.5 hours. As I recall I charged 4 hours for the last one I did CLP. I have no clue as to what Chilton or Alldata quotes for this. But yes I agree that putting that reservoir and check valve in that location was really lacking in common sense and thought. Oh it is tempting to stick the new one under the battery tray and run new vacuum lines to splice it into the system. Ohhhhh sooooo tempting!

I am sure you are speaking of the ICP sensor hole that gets a plug on the left hand oil manifold. I have seen that seal fail many times on the 4.5L and it seems to be a common failure for some reason. I don't think I have ever heard of them failing on a 6.0L in contrast. As a matter of coincidence I ran into one of these about a week ago. was thinking it would be a good article topic and took pictures though I am sure I already have some in my archives. Truck was towed in for a no start. I found the plug seal blown out and figured it was an easy fix and put the cover back on only to find I still had low ICP. I went back in and found all of the lower oil rail bolts loose and the oil inlet backer ring and seal blown out of injector #4. Come to think of it, that truck didn't have any codes either. Incidentally, If you order a new plug because the seal itself is not available to the best of my knowledge, you will discover that original style plug with the hex-head has been replaced with the familiar round plug with the 6mm Allen head... you know, the same one that comes with the STC fitting kit... that comes with the revised oil stand pipe kit! Many of us probably just toss those plugs or have a bunch of them tossed into a drawer in your toolboxes. As you will see by the pictures below the round plug does not solve anything by design.

Well, probably not the answer you were looking for but I have seen 6.0L engines not set any codes with low ICP. There are parameters and counters for setting codes. I bet if you keep cranking long enough or enough times without starting it will eventually set a code. These engines share many of the 6.0L problems and can be diagnosed similarly as you at least get an ICP signal to monitor. I am guessing you figured that out though

C'mon Matt, you didn't really think TWO of us were dumb enough to leave out a cover gasket in one week did ya?