Brad Clayton

I must have did the last oil change on that bad boy. I have been known to overlook driveshaft u-joints in whilst giving trucks the once over.

Just a bit off topic, actually alot of topic but I noticed the truck in your avitar seems to be starving for fuel.....might want to get that looked at.

I had an identical concern (as the cold start part of your problem). Truck wouldn't run long enough to get it hot. Anywho the block was rusted very badly and had pushed the cam sensor just a smidgen away from the timing peg to cause exactly the condition described.

I thought about that only after I had hit the submit button.

Quote: I am not a big fan of the "flush queens", but I have seen hot oil flushes alleviate some hard start issues. You must be changing the oil in the HPOP reservoir also. (slight reference to the character in In Alex's avitar for those not in the know)

Quote: I removed the fuel filter - I did not see any signs of oil in the filter housing Once the fuel is in the heads it can't get back out. One way to rule out oil intermix with the fuel would be to remove the plugs in the back of the head and catch a sample while it drains out. I just pop the plug out and let it drain, you can tell if it's clean fuel or not. The older ones that returned fuel out of the heads back to the filter housing were much easier to pinpoint an issue with injector "o"-rings.

The other diesel guy in the shop showed me that article a while back and we both got a kick out of it. We wasted about 45 minutes just picking it apart. But we laughed the whole time. It was worth the 1.3 hours it took me to do the oil change I was working on.

DITTO!

It's a bit time consuming and difficult to verify proper cam timing on a mod motor using a lab scope and what not. This sounds like a chain one tooth off. All mod motors will run rough at idle one tooth off, run rough at idle and down the road with two teeth off, and will bend shit if three teeth off. Short term fuel trims will be the easiest thing to warrant removing the timing cover and "realigning" the chains. The long term fuel trims are supporting it already.

Quote: Leave Clayton in charge Eh, my middle name is Charles! Does this mean the stooges are back on?

First I gotta give a big thanks to DTS and all it's participating members. I finally ran into a rusted cam sensor. It had failed in a odd way though. The truck would start and stall but would run with some throttle. The sync pid read ok. It had cam/crank codes in the PCM but they can be set by other failures due to erratic/long cranking. If I hadn't heard about it on here, I could have turned a couple of hour job into a week long nightmare. I honestly would have been chasing or throwing parts at this thing for some time. Well, that's it thanks again to all our members having everybodys' back.

Quote: it was a customer supplied aftermarket t-stat.. Pull it out, chuck it and put a Ford t-stat in it before going any further.........I'm just sayin'

If my calculations from the modern world to yankee are correct, then that's about a 40 degree spread and that is a bit high for the oil cooler efficiency. According to accuweather your area is running in the high 50's today and that truck should be running a bit hotter than 181 degrees down the road. Do you have a infrared temp gun to see what the radiator hoses/heater hoses are reading to correlate with the pid data? Couold be another bum thermostat, was it a Ford unit?

What's the EOT/ECT pids read?

Thank you for those kind words. My next one that is in the works is going to be a doozy!

Quote: It looks like in the oscilloscope graph that when the fault occurs, the voltage at the fuel delivery module goes to 12v. Was the chaffed wire shorting to power, going open, or shorting to ground? The chafe was creating an open circuit It looks from the picture that it was open circuit. If so, then does the fuel delivery module supply a 12V, low amp signal and the RCM provides a pulse ground? That is correct on both parts Mighty good deductions there, sir! Your current employer is going to have a hard time filling the void that will be created by your absence!

An interesting one:

HHHmmmmmm...... a 1999 Lincoln Continental.....I think it should be worth at least a couple 100 bucks at the local scrap metal joint.

Quote: Air to Air cleaned, [drained a pint of oil out of it] Not too crazy about that. This could be an indication of extreme piston to cylinder wall clearance. In that case all those little new parts would just be stacked onto one large bad part.

Best of luck to you, I know your students will benefit far more than they can ever expect.

Gonna need to pull the motor to do the heads anyway. The way to go is to drop the whole unit out the bottom. Not sure what to charge but what ever it is it isn't enough. Don't forget to add an alignment if you drop the subframe.

Quote: I see both systems (PVH and CVH) as being largely misunderstood. This is case #2 soon to follow.

If you guys don't like having to download these files to look at them, let me know and I can just put all them photos and text in a post. It's just a bit easier to create a PDF on my end.

I have ran into a string of ESOF issues lately. I thought I would document them and put them up. Here is the first one: ESOF case study 1.pdf

That's "Sinister Diesel".