gas smell in oil
07-09-2012, 11:11 PM
#21
I see where you are at, the 11 6.7L max is 29,000 psi, but calibrations are minimum 500 bar ( 7250 psi ) and maximum calibration is 1200 bar ( 17500 psi ). Since the High pressure pump is internal to the engine I would still look for a leak in plumbing if you are getting serious rises in oil dipstick dilution befor believing it is making oil. As the injectors are callibrated to inject a definate amount of diesel using 400 microseconds, it would be important to have the proper max Bar/PSI from the High Pressure pump.
Last edited by papa tiger; 07-09-2012 at 11:14 PM.
07-10-2012, 07:39 AM
#23
Make sure you are using the proper oil for the fuel. Old oil formulations will create problems with the Ultra Low Sulfur fuels. When you see the deals on oil make sure it is formulated for ULSD. The use of the new fuel puts the engine into a hard use catagory.
The same for the EB. Use good oil with super lubrication qualities. Don't idle around a lot and cold starts to a minimum.
The same for the EB. Use good oil with super lubrication qualities. Don't idle around a lot and cold starts to a minimum.
07-10-2012, 02:32 PM
#24
Originally Posted by Mach 1
1quart per 3000 is excesive in my opinion. Thats 7%, then every 3000 miles? Dont think so..papa caught you on the 50000psi.
The limit on fuel oil dilution is usually 1%.
The limit on fuel oil dilution is usually 1%.
07-10-2012, 08:11 PM
#25
There is a TSB from Ford covering leaking seals on injectors allowing excess diesel fuel into engine crankcase. Also the following info follows.
6.4 PowerStroke Injection
New for the 6.4 PowerStroke is the high pressure common rail fuel injection system with piezo-electric injectors. While technically the 7.3 and 6.0 PowerStrokes had a common rail system (all injectors fed from a common fuel rail and not individual lines), it was classified differently due to the high pressure oil system used to actuate the injectors. The high pressure oil pump has been replaced by a high pressure (up to 26,000 PSI) fuel pump driven off the camshaft at the rear of the engine. Built into the high pressure pump are computer-controlled fuel pressure and volume control valves. The high pressure pump supplies the injectors fuel through fuel rails under the valve covers. Fuel returns from the rails back to the tank through the same cooler used by the VGT actuator.
The piezo-electric injectors are designed to provide more precise fuel control through multiple injection (up to 5 injections per combustion event) with reduced noise. Fuel is supplied to two chambers in each injector: the high pressure (delivery) chamber at the nozzle, and the control piston chamber. The nozzle needle is held closed by a spring and by fuel pressure in the control chamber. The injector is actuated when the engine control module (ECM) sends a high-voltage signal to the piezo actuator at the top of the injector. The piezo discs in the actuator flex and press on a hydraulic check valve, which causes fuel pressure in the control chamber to bleed off. Fuel pressure in the high pressure chamber causes the nozzle needle to lift off its seat and fuel passes through the spray holes at the nozzle tip. The ECM deactivates the injector by reversing polarity to the piezo discs. This allows spring pressure to close the check valve, fuel pressure builds in the control chanber, and the nozzle needle closes, ending injection. The ECM alone controls injector operation, with no extermal IDM/FICM as found on the 7.3 and 6.0 PowerStrokes.
FRP Sensor (Fuel Rail Pressure)
The FRP is a three-wire variable capacitance sensor. Its function is to provide data to the controller indicating the pressure in the fuel rail. The ECM and PCM monitor the FRP sensor as the engine is operating to modulate the pressure control valve. The FRP is also used to command the proper injection timing.
Read more: http://www.dieselpowermag.com/tech/f...#ixzz20GllxBIz
This is getting away from the EB 3.5L thread though. Hope it helps and relieves some or to get help from the TSB.
6.4 PowerStroke Injection
New for the 6.4 PowerStroke is the high pressure common rail fuel injection system with piezo-electric injectors. While technically the 7.3 and 6.0 PowerStrokes had a common rail system (all injectors fed from a common fuel rail and not individual lines), it was classified differently due to the high pressure oil system used to actuate the injectors. The high pressure oil pump has been replaced by a high pressure (up to 26,000 PSI) fuel pump driven off the camshaft at the rear of the engine. Built into the high pressure pump are computer-controlled fuel pressure and volume control valves. The high pressure pump supplies the injectors fuel through fuel rails under the valve covers. Fuel returns from the rails back to the tank through the same cooler used by the VGT actuator.
The piezo-electric injectors are designed to provide more precise fuel control through multiple injection (up to 5 injections per combustion event) with reduced noise. Fuel is supplied to two chambers in each injector: the high pressure (delivery) chamber at the nozzle, and the control piston chamber. The nozzle needle is held closed by a spring and by fuel pressure in the control chamber. The injector is actuated when the engine control module (ECM) sends a high-voltage signal to the piezo actuator at the top of the injector. The piezo discs in the actuator flex and press on a hydraulic check valve, which causes fuel pressure in the control chamber to bleed off. Fuel pressure in the high pressure chamber causes the nozzle needle to lift off its seat and fuel passes through the spray holes at the nozzle tip. The ECM deactivates the injector by reversing polarity to the piezo discs. This allows spring pressure to close the check valve, fuel pressure builds in the control chanber, and the nozzle needle closes, ending injection. The ECM alone controls injector operation, with no extermal IDM/FICM as found on the 7.3 and 6.0 PowerStrokes.
FRP Sensor (Fuel Rail Pressure)
The FRP is a three-wire variable capacitance sensor. Its function is to provide data to the controller indicating the pressure in the fuel rail. The ECM and PCM monitor the FRP sensor as the engine is operating to modulate the pressure control valve. The FRP is also used to command the proper injection timing.
Read more: http://www.dieselpowermag.com/tech/f...#ixzz20GllxBIz
This is getting away from the EB 3.5L thread though. Hope it helps and relieves some or to get help from the TSB.
Last edited by papa tiger; 07-10-2012 at 08:33 PM.
07-10-2012, 08:58 PM
#26
Originally Posted by papa tiger
There is a TSB from Ford covering leaking seals on injectors allowing excess diesel fuel into engine crankcase. Also the following info follows.
6.4 PowerStroke Injection
New for the 6.4 PowerStroke is the high pressure common rail fuel injection system with piezo-electric injectors. While technically the 7.3 and 6.0 PowerStrokes had a common rail system (all injectors fed from a common fuel rail and not individual lines), it was classified differently due to the high pressure oil system used to actuate the injectors. The high pressure oil pump has been replaced by a high pressure (up to 26,000 PSI) fuel pump driven off the camshaft at the rear of the engine. Built into the high pressure pump are computer-controlled fuel pressure and volume control valves. The high pressure pump supplies the injectors fuel through fuel rails under the valve covers. Fuel returns from the rails back to the tank through the same cooler used by the VGT actuator.
The piezo-electric injectors are designed to provide more precise fuel control through multiple injection (up to 5 injections per combustion event) with reduced noise. Fuel is supplied to two chambers in each injector: the high pressure (delivery) chamber at the nozzle, and the control piston chamber. The nozzle needle is held closed by a spring and by fuel pressure in the control chamber. The injector is actuated when the engine control module (ECM) sends a high-voltage signal to the piezo actuator at the top of the injector. The piezo discs in the actuator flex and press on a hydraulic check valve, which causes fuel pressure in the control chamber to bleed off. Fuel pressure in the high pressure chamber causes the nozzle needle to lift off its seat and fuel passes through the spray holes at the nozzle tip. The ECM deactivates the injector by reversing polarity to the piezo discs. This allows spring pressure to close the check valve, fuel pressure builds in the control chanber, and the nozzle needle closes, ending injection. The ECM alone controls injector operation, with no extermal IDM/FICM as found on the 7.3 and 6.0 PowerStrokes.
FRP Sensor (Fuel Rail Pressure)
The FRP is a three-wire variable capacitance sensor. Its function is to provide data to the controller indicating the pressure in the fuel rail. The ECM and PCM monitor the FRP sensor as the engine is operating to modulate the pressure control valve. The FRP is also used to command the proper injection timing.
Read more: http://www.dieselpowermag.com/tech/f...#ixzz20GllxBIz
This is getting away from the EB 3.5L thread though. Hope it helps and relieves some or to get help from the TSB.
6.4 PowerStroke Injection
New for the 6.4 PowerStroke is the high pressure common rail fuel injection system with piezo-electric injectors. While technically the 7.3 and 6.0 PowerStrokes had a common rail system (all injectors fed from a common fuel rail and not individual lines), it was classified differently due to the high pressure oil system used to actuate the injectors. The high pressure oil pump has been replaced by a high pressure (up to 26,000 PSI) fuel pump driven off the camshaft at the rear of the engine. Built into the high pressure pump are computer-controlled fuel pressure and volume control valves. The high pressure pump supplies the injectors fuel through fuel rails under the valve covers. Fuel returns from the rails back to the tank through the same cooler used by the VGT actuator.
The piezo-electric injectors are designed to provide more precise fuel control through multiple injection (up to 5 injections per combustion event) with reduced noise. Fuel is supplied to two chambers in each injector: the high pressure (delivery) chamber at the nozzle, and the control piston chamber. The nozzle needle is held closed by a spring and by fuel pressure in the control chamber. The injector is actuated when the engine control module (ECM) sends a high-voltage signal to the piezo actuator at the top of the injector. The piezo discs in the actuator flex and press on a hydraulic check valve, which causes fuel pressure in the control chamber to bleed off. Fuel pressure in the high pressure chamber causes the nozzle needle to lift off its seat and fuel passes through the spray holes at the nozzle tip. The ECM deactivates the injector by reversing polarity to the piezo discs. This allows spring pressure to close the check valve, fuel pressure builds in the control chanber, and the nozzle needle closes, ending injection. The ECM alone controls injector operation, with no extermal IDM/FICM as found on the 7.3 and 6.0 PowerStrokes.
FRP Sensor (Fuel Rail Pressure)
The FRP is a three-wire variable capacitance sensor. Its function is to provide data to the controller indicating the pressure in the fuel rail. The ECM and PCM monitor the FRP sensor as the engine is operating to modulate the pressure control valve. The FRP is also used to command the proper injection timing.
Read more: http://www.dieselpowermag.com/tech/f...#ixzz20GllxBIz
This is getting away from the EB 3.5L thread though. Hope it helps and relieves some or to get help from the TSB.
Last edited by FSM; 07-11-2012 at 11:16 AM.
07-12-2012, 05:54 PM
#27
Awesome, facts on the forum are for a average guy and gal to make good choices. We are all just trying to help. Seals and o-rings harden quickly and may start leaking anytime or not. There have been changes to many of the seals by OEM's. If one idle's a lot or cold starts alot, he is going to get oil dilution. Not all of us drive all day. I don't envy the hard working mechanics, for it is very hard work. Let's all hope for the best help we can get. Obviously with Fords spec of 1200 bar ( 17500 psi. ) for the 6.7 as top end pressure from Ford Calibration list and pump desigh top end pressure of 29,000 from Fords specs for service manual, and with the 6.4L max FRP pid realistic PSI aroung 26,500 max. Would look into the FRP and programming myself and ask many questions. Especially of/about constant or often DPF regen of EGR and maintenence of.
Additionally, the fuel lines which feed the injectors from the high pressure fuel rail are prone to leak into the engine crankcase, which can dilute the engine oil and lead to major engine damage. The easiest way to detect this is by checking engine oil regularly, as overfull engine oil is a likely sign of this problem. The fuel lines are mounted under the valve covers, and as a result fuel will leak into the engine crankcase causing oil delution and can lead to major engine damage, without visible fuel leakage to the outside of the engine.The newest software strategy has an enhanced oil level monitor. this monitor will alert you to a higher than normal oil level through the message display,set a DTC, etc. it is normal for the 6.4l to have increased oil levels due to DPF regen. towing heavy loads will increase this effect due to the increased amount of soot that will be trapped in the particulate filter. when pressure differential and exhaust temperature criteria are met, DPF regen will occure. Fuel is injected using injector 7 and 8 on the exhaust stroke of these cylinders. this fuel passes through the exhaust system to the DOC/DPF where it ignites and burns at a very high temperature to burn the soot in the particulate filter to an ash. a portion of the fuel injected into these hot cylinders on the exhaust stroke will pass the piston rings and enter the crankcase elevating the oil level. this is why it is important to change the motor oil every 200 hours of engine operation.
Additionally, the fuel lines which feed the injectors from the high pressure fuel rail are prone to leak into the engine crankcase, which can dilute the engine oil and lead to major engine damage. The easiest way to detect this is by checking engine oil regularly, as overfull engine oil is a likely sign of this problem. The fuel lines are mounted under the valve covers, and as a result fuel will leak into the engine crankcase causing oil delution and can lead to major engine damage, without visible fuel leakage to the outside of the engine.The newest software strategy has an enhanced oil level monitor. this monitor will alert you to a higher than normal oil level through the message display,set a DTC, etc. it is normal for the 6.4l to have increased oil levels due to DPF regen. towing heavy loads will increase this effect due to the increased amount of soot that will be trapped in the particulate filter. when pressure differential and exhaust temperature criteria are met, DPF regen will occure. Fuel is injected using injector 7 and 8 on the exhaust stroke of these cylinders. this fuel passes through the exhaust system to the DOC/DPF where it ignites and burns at a very high temperature to burn the soot in the particulate filter to an ash. a portion of the fuel injected into these hot cylinders on the exhaust stroke will pass the piston rings and enter the crankcase elevating the oil level. this is why it is important to change the motor oil every 200 hours of engine operation.
Last edited by papa tiger; 07-13-2012 at 11:54 PM.