slim

I have some scope traces of a truck doing this except mine was just stalling at idle intermittently. It was loosing SYNC and then stalling and I thought I had two different problems but it was the injector causing noise on the CKP & CMP signals. I've been lazy about posting them but since you brought it up I'll get them on here by the end of the week, I need help setting up the scope too, I had a real hard time getting good pictures.

I can't recall any truck using that much oil unless the turbo turbine wheel was missing and the complaint was not using oil-it was smokes and lacks power. I would agree that oil can't enter the fuel rail but I never say never with these things.

It sounds like the high pressure oil system was in failure management mode with ICP and ICP desired reading the same with a high IPR duty cycle, if I'm reading that right. Since the ICP was reading correct after running up the RPM I would guess the IPR is sticking, maybe R & R the IPR and check the screen. Good Luck

I just read the message about hijacking threads too. Sorry to pile on.

I just saw this thread. That is not how I spell "potato". I don't think I know anybody that spells it like that. Don't worry though, I'm sure everyone else is weird, it's not you.

First thing that comes to mind is a leaking copper washer letting combustion gas into fuel system, maybe the last injector wasn't torqued, or bolt for hold down streched, or bad cup. Doesn't sound like air in fuel but I can't think of anything else right now.

FWIW I have always been able to duplicate EGT 13 concerns when the truck goes into regen, but without a DOC I wouldn't think the exhaust would heat up much during regen.

I had one with a long crank time which was slow to build HP fuel pressure and that was a bad pump. It was under 10k miles and didn't have any debris in the fuel either. If the owner had ignored the long crank it might have failed completely with more miles.

I'd like to see Ford release pre-mixed antifreeze with distilled water already mixed in. It seems impractical for every dealer to have a water processing plant for doing cooling system services.

I thought I would just add that excessive fuel in the crankcase also wears out rocker arm and pivots from lack of lubrication. They usually occur high mileage and might be out of warranty before a failure is identified. Just something else to think about besides total engine failure.

Good stuff. I don't think I've ever thought about monitoring amperage draw with a intermittent blown fuse concern like that. I usually just tie in fuses like you did until the faulty component is found. That's something else to add to the bag of tricks.

The only time I've replaced a MAF sensor was for failing during the EGR test. I don't think the MAF sensor was a casual part for any concern and I was running the EGR test just to verify other repairs. I did replaced a MAF on a 6.4L once for excessive regen after running the PP test. I don't think that fixed that concern either, it was just customer perception-it was a 450 that towed a race car trailer on the speed limiter all the time.

Was the dirty MAF related to any other symptoms besides not being able to run KOER test?

If they really are hurting, I'd remove the clutch disc, field, and pulley then reinstall a new pulley only. That will keep them going and if you feel generous you could give em a break on the labor. You reap what you sow or something like that. I'd think they would be back pretty soon since your in South Carolina. Nothing quite like a hot bus full of people in their Sunday best.

The customer never came back so I guess he's someone else problem. I'll just have to check OASIS in a couple of weeks to see what was replaced. I'm just not sure why the oil pan would crack to begin with, another unsolved mystery. Thanks guys.