Cetane

No comments about today's broadcast messages? 3333 - 2011 F- SUPER DUTY - 6.7L DIESEL - TICK/TAP NOISE AT IDLE SOME 6.7L DIESEL EQUIPPED VEHICLES MAY EXHIBIT A 'TICK/TAP' OR 'TYPEWRITER' TYPE NOISE AT IDLE THAT MAY BE ISOLATED TO THE MAIN ENGINE BEARING AREA. THIS NOISE SHOULD BE CONSIDERED 'CHARACTERISTIC' AS IT IS NOT DETRIMENTAL TO ENGINE DURABILITY. 6.7L DIESEL ENGINES INCLUDE DESIGN IMPROVEMENTS TO REDUCE OVERALL INHERENT DIESEL ENGINE NOISE. THESE SOUND REDUCTION IMPROVEMENTS ENABLE CERTAIN CHARACTERISTIC NOISES TO BE MORE EASILY HEARD. USING THE INCORRECT ENGINE OILS FOR THE VEHICLES OPERATING CONDITIONS CAN NEGATIVELY IMPACT THE LEVEL OF NOISE EXPERIENCED. REFER TO VEHICLE OWNER GUIDES AND MAINTENANCE GUIDES FOR APPROVED ENGINE OIL VISCOSITIES AND USAGE INFORMATION. CUSTOMERS SHOULD BE INFORMED THAT THESE CONDITIONS DO NOT AFFECT ENGINE DURABILITY AND NO REPAIRS ARE NECESSARY. 3332 - 2011 F-SUPER DUTY - 6.7L TURBO NOISE CHARACTERISTICS SOME CUSTOMERS WITH 2011 6.7L DIESEL EQUIPPED F-SUPER DUTY VEHICLES MAY NOTICE A CHARACTERISTIC TURBO SPOOL-DOWN (HOOT) NOISE ON ENGINE THROTTLE TIP-OUT WHEN THE ENGINE OIL TEMPERATURE (EOT) IS BELOW 100F (38C) AND/OR A TURBO DROAN AT IDLE WHEN EOT IS BELOW 50F (10C). 6.7L DIESEL ENGINES INCLUDE IMPROVEMENTS DESIGNED TO REDUCE OVERALL INHERENT DIESEL ENGINE NOISE. SOUND REDUCTION IMPROVEMENTS WILL ENABLE CERTAIN CHARACTERISTIC NOISES TO BE MORE EASILY HEARD. USING THE INCORRECT ENGINE OILS FOR THE VEHICLES OPERATING CONDITIONS CAN NEGATIVELY IMPACT THE LEVEL OF NOISE EXPERIENCED. REFER TO THE VEHICLES OWNER/MAINTENANCE GUIDES FOR PROPER ENGINE OIL USAGE INFORMATION. CUSTOMERS SHOULD BE INFORMED THAT THESE CONDITIONS DO NOT AFFECT ENGINE DURABILITY AND SHOULD BE CONSIDERED CHARACTERISTIC AND NO REPAIRS ARE NECESSARY.

I will take that bet. I could use a good farm.

Have you tried the hotline? I could do it, but I would rather not get involved with something that could turn into a legal matter.

What do you consider good fuel economy? I get between 16-20 mixed cycle driving everyday. It has gotten worse lately with lengthy warmups in the morning and lots of idling during the day. That is a old P356 crew cab 3.73 4x4(no tcase)with a powertrain transplant. I think the 473's are slightly better with optimized axle ratios and aero improvements. I am not sure what you guys mean by passive regen. If you mean regen without post injection then you won't see much unloaded. I run around 250C on the highway which is way too low for passive. Volvo can probably get away with it because their customers are always loaded so the exhaust temps are high enough. Regen frequency should be better than the 356's but I wouldn't say there is less egr than before. The SCR is not a be-all-end-all solution. I can be driving down highway converting 99.9 percent of the NOx and decide to whip out and pass somebody. Shortly after I start pedaling in the juice the aftertreatment efficiency goes down. We have to make sure the feedgas levels are low or we won't make the strict emission targets.

I finished up the WBT this morning. Those things sure have come a long way. I only noticed a couple errors. Interesting part number on the GPCM....

I am a little surprised that it is that expensive. I have seen it at my local truck stop for $3.50 or so a gallon. I figured it would start off cheap so people wouldnt be hesitant to try it out. If you let spilled urea sit for a while it will form crystals almost like a really poorly maintained set of battery terminals. It cleans up easily with water.

I think they serve both purposes. Otherwise why would we "wait-to-start" when its cold outside. These new plugs heat up super fast. Once the engine is running, I doubt the GP's have much effect on combustion air temp. There isn't enough time to propagate much heat. I am surprised to see how much the glow plugs run during normal operation, it isn't like it used to be. They run for a good portion of engine warmup(minutes not seconds) and shortly after overrun starts. It wouldn't surprise me to see more frequent GP changes.

DEF contamination is based on conversion efficiency across the SCR. The system models feedgas NOx and monitors tailpipe. If the conversion eff is too low over a given period of time then it assumes a bad batch of urea. I can't say with any experience how well piss converts NOx, I am sure you guys will figure it out shortly after launch.

41.1 quarts(38.9L) total for the HT&LT loops. Should be a cheap coolant flush....

The IQA codes are used to correct injection quantity per cylinder and as an aid to help the system understand how far each injector is drifting as time passes. The code supposedly indicates how much the injector flowed at some condition(s) when new. If the ECU knows that value then it can calculate drifting and individual correction over time. At least that is how it was explained to me.

I am no gas engine expert but I just did diagnosed one with similar symptoms and it ended up being some cracked rubber just under the throttle body/upper intake. I think it was the something to do with the PCV but the guy I diag'd it for actually replaced the part.

My trucks have both heated urea tanks and lines. They are really old though, the production trucks may just have heated tanks. When it gets cold enough to freeze urea the EGR is off anyway(no emission requirement) so it doesnt really matter initially. By the time it does matter enough urea will be thawed out. It shouldnt be a concern IDS was working fairly well when I tried it. I dont have daily access to it so I cant say when that code started working. P473 is the vehicle code not the engine, they do this with most new vehicle programs. In the past we used 0000 to get access to preprogram functions but it looks like they have already moved beyond that. Most of the pids and functions worked when I tried it but I didnt try any of the resets or IQA functions.

If you do a manual vehicle entry with IDS and put in P473 as the teartag it will start a session with the 6.7L. I am not sure how well it works without a 6.7L in the driveway but I can see the pids and do most of the tests. It might be useful to see what kinds of things you guys get to do with it.

Surprise...no puller required. It is integral to the housing.

That looks just like the one I use, it runs IDS fine(mine is a CF-29 dont know about the suffix). The only problem with mine is the touchscreen doesnt work right(for any app).

Thats not me, he's a lot better looking than I am. I think its a picture from SEMA.

Its not my project but its in our garage. Its the Ecoboost '34 from SEMA.

I guess I stand corrected then. Some releases did use MAF, maybe they were development only.

Keith, MAF absolutely has an effect on regen frequency. It not only is an input to exhaust volume but the gas exchange system as well. So if the MAF thinks you are flowing more air than you actually are it will increase the EGR rate until you meet requested amount. In most cases this will lead to more soot production. That being said I dont think you are looking at a MAF concern(at least as the reason for frequent regen). If it were, the pid that says clean would say dirty/plugged/clogged/f'ed up whatever message it gives you guys. There are five separate "rules" for requesting regen, it doesnt sound like you are tripping the one for high soot loading.

The reason there are different two different systems is due to the way they are emission certified. The SCR and DPF positions will be reversed on dyno cert engines as well. MGP should be in included in the pid list, it is part of the parameters that are supposed to be available. It may be an absolute number now which should give it a different name. Any examples to give on parameter names? I am curious if they adopted our nomenclature.

You guys are no fun. I didnt know that info had been released, nobody is talking about it. There will be two different versions depending on weight class, the dyno cert engine will not have the SST or a wastegate. The engine pictured also does not have a P3 sensor, that was recently reimplemented.

Thats an old engine. There have been some changes since that one was built. Bruce, I cant tell from the pictures but it doesnt look like there is a second compressor wheel or wastegate in any of those pictures. Did I miss them or is the ultrahigh resolution of the blackberry letting me down?

There are side effects????????

The video was pretty poor but it looked like white smoke. Wouldn't surprise me, if they were sitting there idling for a long time or if the exhaust was cold. There is even more mass for water to accumulate in now. The truck is a 450 with 4.30 gears, I doubt it ran out of power. They probably don't know what they are doing and got out of it early. Or maybe they had enough sense to stop before something broke(unlikely, they are engineers). By the way how did this end up in the 6.4 category?

There is a video of a 2011 pulling at event near KTP on powerstrokenation.com