Bruce Amacker

Great point, and I'm glad I'm not the guy that makes the final decision. I agree with you on most of this- that usage of the truck is going to cause the majority of early DPF restrictions. The problem is, there are trucks out there with DPF problems that are definitely NOT the driver's fault. Case in point is a 2008 IH ProStar over-the-road tractor that is at our local IH dealer. No codes, runs fine, is worked like a bear pulling long haul freight, and the DPF is plugged with ash. Why? Who knows- I feel there are fuel control problems that are slightly beyond the norm that are causing excessive ash load. How about a biased sensor that causes the fuel system to run a bit fat or retarded in timing? How about something screwy with one or more injectors that causes excessive fuel delivery? They have this DPF thing figgered out on paper, but I guarantee it needs a bit of tweaking for the real world... /forums/images/%%GRAEMLIN_URL%%/grin.gif

Anthony might chime in here, too, but here's what's happening at his IH dealer. They have not stepped up to the plate with the cash to purchase a DPF cleaning machine, so on the (few) DPF's that have needed to be cleaned, they have taken them to the Cleveland School Board, who has a cleaner. The reason the CMSD has a cleaner is they retrofitted several hundred T444E (similar to 7.3 PSD) busses to DPF's over the last few years. CMSD has the "air blow/vibrate" style cleaner that is good for cleaning ash, not a full blown oven for baking coked DPF's. I don't know of any Ford dealers wtih DPF cleaners. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Can you duplicate the problem? I'd suggest putting an amp clamp or scope/low current clamp on the PCV wire at the PCM and verifying that this is the circuit that goes to zero, causing your problem. It would really suck to do this job AGAIN....... Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

I sent one in on Aug 5 and got the results on the 23rd. They seem like they're running a bit slow this time of year? Anyway, the results were not what I wanted- bearing material in the oil. /forums/images/%%GRAEMLIN_URL%%/frown.gif Oh well...... /forums/images/%%GRAEMLIN_URL%%/grin.gif

The red box triple set? TKIT-2006SD FLM Good Luck!

This clean power feed has been a pattern failure in IH trucks for well over a decade now. This truck might say Ford on the cab, but I'm sure you know it's built by IH. /forums/images/%%GRAEMLIN_URL%%/wink.gif Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Come on, Keith, don't hold back. Tell us how you really feel. /forums/images/%%GRAEMLIN_URL%%/laugh.gif Actually, I agree totally about Ford being weird about how they handle the political side of this, but disagree about the technical side. If IH says it's OK, then I agree, and the fuels are similar enough to not cause a problem. Who knows more about diesel engines, Ford or IH? /forums/images/%%GRAEMLIN_URL%%/grin.gif

I had a similar problem on a motor I did a few years ago in one of my cars. I pulled the (perfect running) engine out to detail the engine compartment and thought I'd take a look inside for S&G. Big bore ridge, so off it goes to the machine shop for a major- +.030", all new guides, cam, -.010"/.010" crank, the full meal deal. I assembled it with no problems and it smoked like a frigging freight train. The story gets longer but the problem turned out to be screwed up valve seals. The machinist couldn't figger it out, but it was actually very simple- I tore the motor down while it was warm and the valves were wet with oil to the touch between the seat and guide (under the head of the valve). This is an older engine that did not have room for umbrella style seals, so we cut the tops of the guides for positive style seals. Now it doesn't burn a drop between changes. Run it till it's hot, and figure out a way to look at the valves. I'm betting it's going through the heads somehow. Could the be a missing oil drain/baffle/tube/ or some weird widget that we're not familiar with in a car application? Mebbe check the parts guide really close for details. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

/forums/images/%%GRAEMLIN_URL%%/laugh.gif /forums/images/%%GRAEMLIN_URL%%/laugh.gif ROFL!

Got one and love it! /forums/images/%%GRAEMLIN_URL%%/thumbup.gif /forums/images/%%GRAEMLIN_URL%%/grin.gif

I agree. Like most long winded stories, there's probably some truth and some fiction to it. I do have fleets that have problem vehicles. (Don't we all?) It makes no sense- identical vehicles with similar build dates and some will have nearly no service history at all, and some will have enough to fill a book. Running an Oasis commonly sets the record straight, ask him for a VIN. /forums/images/%%GRAEMLIN_URL%%/grin.gif /forums/images/%%GRAEMLIN_URL%%/coffee.gif

This morning I spoke with Ed Eckart at Stavely Services, who is the lab that does Napa's testing. Unfortunately, they do not do lubricity testing and farm it out to Southwest Research in San Antonio, who charges $275 to test lubricity. A 4 oz sample is all that they need. He says determining whether a sample is Jet A, JP8, or K1 is very difficult by their chemical signature because they are so similar. Determining whether these samples are LSD or ULSD is relatively easy by the sulfur content. His personal opinion is that the chemical signature of JP8, Jet A, and LSD are so similar that no problem would be caused by interchanging them. He stated a lubricity enhancer would be a good idea even before I said it. I called IH Tech support and asked them the same thing and was surprised to find it is stated right in the owner's manual (duh!) that "International Truck and Engine Corporation allows the use of Aviation 1-D (Commercial Jet A) and JP8 fuel in VT-365 and DT466E and EGR engines". Tech Support specifically warned against using it in DPF equipped engines as it will cause DPF plugging. Ford's owner's manual states that only #1 or #2 LSD should be used in a 6.0. Interesting information....... /forums/images/%%GRAEMLIN_URL%%/coffee.gif

I've seen carbon hang valves after an EGR change and cause intermittent low compression and yellow bars. Run the engine a bit and perform the cranking compression test a few more times to make sure it's consistent. 5% is definitely something to be worried about but I'd back it up with a mechanical compression check. Too bad it's an E-van. /forums/images/%%GRAEMLIN_URL%%/smirk.gif Good Luck! /forums/images/%%GRAEMLIN_URL%%/coffee.gif

Kind of a moot point, isn't it? I don't think you're gonna get a torque wrench in there anyway. /forums/images/%%GRAEMLIN_URL%%/shrug.gif /forums/images/%%GRAEMLIN_URL%%/grin.gif I'm pissed. I have an IH TSI that shows how to shim the injector magnet to prevent false injector codes, and it would have the torque spec. I can't find it. Some TSI's aren't published- they're kind of silent. /forums/images/%%GRAEMLIN_URL%%/frown.gif

Use the Torx to remove the magnet on the old injector, then remove the old injector. Remove the new magnet from the new injector, this will give you enough clearance to install the injector (less magnet) into the head. Then install the new magnet on the new injector after the injector body is torqued to the head. It's really easier than it sounds and there's no springs, balls, or other little parts in there to lose, just an aluminum spacer. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

RO says, "Driver heard a noise."

The first couple of things that come to mind are to graph out some PIDS and see what is cycling the hardest when the surge is present. I'd be looking at ICP, EBP and VGT% first. A bad ICP sensor connector will cause surging, as well as a sticking turbo, carbon clogged EBP tube, wacky EBP sensor, among other things. Just 'cause the turbo is new doesn't mean it's good. When was the oil change last done? What are the ICPV, MAP, Baro, and EBP readings KOEO? I'm BIG on looking at these before I even start the engine. Map, Baro, and EBP should be RIGHT on top of each other. Baro is usually the most accurate and EBP is the least accurate. You should know these readings for your altitude, it's 14.7psi at sea level, your elevation is about 850ft so it should be about 14.2psi. IDS checks these during the EGR test, but I'm fussier than IDS is. Have you checked fuel pressure? I've seen FP do odd things also. Does a fuel sample from the lower filter look good? You'll need a funnel and a glass jar or water bottle for a good sample. Grab the Performance Diag Sheet and go over the steps one by one. Every base has been covered? If all of this checked out I'd unplug the ICP, EGR and turbo actuator and see if it still did it, and what PIDS cycled. It could be a long shot, but oil aeration from a weak LPOP might cause this also. All of this checks out? Unplug the alt(s) and see if the problem is still there. Excessive ACV will piss off the PCM royally. Two grand you say? In neutral? Under load? From 2000 to redline? Please be more precise about the exact time the complaint happens and what has already been done. "Have tried and looked at everything" isn't specific enough for me. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

And what's the ICPV KOEO and cranking? It should be .17-.24v KOEO and reach 1.5v cranking. Ask Jim why voltage is important. /forums/images/%%GRAEMLIN_URL%%/grin.gif

I called the Napa oil analysis lab at 800-394-3669 and talked to a tech named Grant Dawson. I asked if they could identify diesel vs. JP8 vs. jet fuel vs. K1 and he said they probably could. The fuel guy was gone for the day (gee, at 4pm on a Friday?) whose name is Mike Costello. Grant also said they can do diesel lubricity testing but could not answer about pricing. Most of the office was gone for the day but they will get back to me next week via e-mail with pricing and details. Keep that sample handy. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Good thing Ford doesn't know about that gauge or they would modify it and say none of the bolts have to be changed /forums/images/%%GRAEMLIN_URL%%/flamethrower.gif /forums/images/%%GRAEMLIN_URL%%/ford.gif Sshhhhh. The walls have ears. /forums/images/%%GRAEMLIN_URL%%/laugh.gif /forums/images/%%GRAEMLIN_URL%%/grin.gif

Yes, without a doubt. You were wise to measure the length of the bolts. One of the coolest clinics I ever attended was a fastener class put on by Parts Associates Inc. PAI is our hardware distributor- the guy who come out and fills all of the little screw trays and nut/bolt bins. The class showed how important torquing is, and how an over torqued bolt does not have the "clamp load" that a properly torqued bolt does. This class had a neat widget that sat on a tabletop and measured clamp load. First the guy would install and properly torque a bolt, measure the clamp load, and write it down. Then he would over torque the bolt 10-20% and wow!, watch the clamp load fall down. Then he would loosen the bolt and retorque it, but it would never reach the clamp load it reached when it was new and properly torqued. He could loosen and retorque that bolt 10 times and it would reach the same clamp load each time, but as soon as it was overtorqed, the clamp load fell off. A true lesson in fasteners I'll never forget. PS High end race cars do not get the rod bolts torqued- they get tightened to about .006" longer than standard. That's why torque specs are sometimes very wide- like 60-90ft/lb. They are actually looking for the proper stretch of the fastener, not the torque. PPS IH has a "thread gauge" that is used to check the head bolts on DT engines that were torque-to-yield. They can be re-used if they pass the thread gauge, but few do. Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif

Been there, done that, got the t-shirt. /forums/images/%%GRAEMLIN_URL%%/grin.gif

+1 I know this sounds like Grandma, but take care of your body. You only get one chance...... BTDTGTTS Pull the frigging cab. /forums/images/%%GRAEMLIN_URL%%/grin.gif

Jasper doesn't live run most engines (unless it's a running complete), they spin them to see if they have oil pressure. With one rod missing, you'd think there would be a balance and OP problem both, but I guess Sh!# happens. I have toured both Jasper's facility and FQR's major facility and was more impressed by Jasper's. When I had the shop we put lots of Jasper units in with a low comeback rate. When we did have a problem, they paid well to fix it. /forums/images/%%GRAEMLIN_URL%%/2cents.gif /forums/images/%%GRAEMLIN_URL%%/grin.gif

By mail, unless you request fax or other. The time varies widely, as soon as 7-8 days, or as long as 2-3 weeks, depending on their work load, I guess. I just sent in a diff oil sample to diag a noise and it took over two weeks which is unusual. I also mailed another sample yesterday, so we'll see how long it takes. They don't care about weight or other, but type of oil is important (engine, trans, diff, etc). I have also sent in diesel fuel samples and they will give about 7 things such as gravity, cetane, cloud point, pour point, distillation, but not lubricity. I have not found an inexpensive lubricity test yet. You'll like the oil analysis as it gives 26 items plus explanations and an 800 number to call if you have any questions. When I've called the 800 number, a person answers who actually knows what they are talking about. What a surprise! Good Luck! /forums/images/%%GRAEMLIN_URL%%/grin.gif