rlchv70

It's just a different alloy of iron. Different mixture of iron and carbon.

Bosch. Pump is in the front.

http://www.ford.com/about-ford/news-anno...ordtested-30879

I'd bet those minimum wage 20 year olds don't know the difference between gasoline and diesel fuel.

Small fuel leak?

Tailpipe looks like a flange. Probably for testing only to measure emissions on a chassis dyno. The production truck will probably be similar to the current trucks.

The oil shouldn't lead to a melted piston. I would suspect a leaky injector.

When I've seen it, it's been due to the interface between the injector and the injector harness. You can replace the harness and fix it for a while, but it won't go away until you replace the injector.

Diesel cycle: http://en.wikipedia.org/wiki/Diesel_cycle

IAT2 can't measure CAC efficiency since it is after the EGR valve. The heat from EGR would screw that up. Calculating combustion temperatures would take a lot of computing power. Therefore, it just uses tables based on running conditions to adjust the operating parameters.

My comment was only talking about the 6.0. I only included the 6.4 because I am not as familiar with the 6.0 as I am the 6.4.

I'm not as familiar with the 6.0s as I am the 6.4s, so I could be wrong. But, I believe IAT2 or MAT only disables EGR at low or very high temperatures. Otherwise, it plays no other role in EGR control.

I bet they'll stick with Power Stroke. 90% of the people that buy the trucks don't know that it is an International engine.

I believe this article is a few months old, probably posted in very early April.

I agree. Very high risk. Potential for a stuck open injector and toasted engine.

EGR cooler?

Try this: Run the bolts up and down the threads with an impact 4 or 5 times without them tightening up. This will "break in" the threads and prevent the chattering. You can then torque them to spec.

It looks like a unique housing for the intake elbow since there is no EGR valve there. Was there a unique exhaust tube where the EGR is normally pulled off, or did they just cap it?

Glow plug sleeve, cranked head, cracked case. Also, the EGR coolers sometimes only leak when REALLY hot.

It is not the external o-ring on the injector. There is an internal o-ring that will fail.

You risk an exhaust leak and/or warped flanges.

I'd be careful with the propane torch, you could damage a good cooler with a locally high stress. The horizontal cooler is the first cooler in series, therefore, it is the highest stressed since it sees the exhaust gases first. One good way to detect a leaking EGR cooler is to fully warm the truck up, then let it sit for a few hours. Cracking the rear flange will usually result in some collant escaping. You can also crack the exhaust manifold 3 bolt flange to check for coolant that has settled here. Note that you should then change this gasket. Also, the soot in a failed cooler will look wet. When pressure checking the cooler use VERY HOT water. If you don't see bubbles at first, let it sit pressurized for a little while.

Ford/Navistar are often required by the supplier to return parts intact for failure analysis. This would be the case for the HP pump.

Coolant would accumulate in the EGR cooler. It gets sucked into the intake manifold through the EGR valve. In bad cases, it will back up into the exhaust manifold and into the cylinders through an open exhaust valve. In really bad cases, it will cause a hydraulic lock. As you know, the piston rings aren't a perfect seal. That's why you get blowby and need crankcase ventilation. The coolant from the EGR cooler leak gets sent into the crankcase with the blowby gases.

EGR Cooler.