Dean Ferry

Scott,
Thanks for the link/data. I'm already committed to Ford fixing it, since they have the truck and are presently working on it. I hope that it will be covered under the 100,000 mile warranty? We'll see.
MD

MikeW

Mine cost me 196.00 for Ocala Ford last Dec.
MikeW

Dean Ferry

Well,
288.50 later and I'm fixed!
Mike W.
I guess there is a $$ increase in Brevard Co. for the same part!! They charged me 177.00 for the sensor, 85.00 for the diagnostics, and FREE installation! What a deal!
MD

MikeW

I had a scan tool with me I knew what the problem was.
That $196.00 was part only
MikeW

Dean Ferry

MikeW,
Thanks, I feel a little bit better!
Mean Dean

FindMe

Here are a few pointers about Ford Direct Injected trucks. Because of the design, oil type, viscosity and changing intervals are CRUTIAL to how your truck will run. Recommended oil types/info is below, and I will post a few other common problem fixes in a following post (this one too big with info included). And in another post, I will also post how the DIS works, and how the oil/oil pressure can and does severly affect how your truck will run. This is new technology and unlike any other diesel engine produced. I am a 19 year certified Ford tech, with certifications in all advanced electrical areas, electronic engine controls, Powerstroke Diesel engine management, and a ton more I won't bother to list. If you need an answer, I'm sure I can give you the correct answer as per FoMoCo procedures, and have unlimited access to any and all info, as well as the equipment and knowledge to reflash all Ford ECM's, and do so daily. These are some of the most common problem fixes listed below, and may not reflect on your problem. To get better answers I need more and accurate information provided to ensure we don't end up fixing **** that ain't broke.... Good luck!

Engine oil requirements
The most common problem with Ford's 7.3 Direct Injection Turbo diesel is related to engine oil change interval and type of oil being used. It is critical for proper engine operation that the customer or technician servicing the vehicle check that the correct oil is being used. This engine uses a high pressure oil pump to operate the fuel injectors. Typical system pressures are 500 psi at idle, 1200 at 3300 rpm in neutral, and 3600 psi at full load acceleration. Oil for the PowerStroke requires an anti-foaming agent to prevent the oil from aerating, which would result in poor fuel injector spray patterns and reduced power. Depending on vehicle usage, the anti-foaming agents are depleted in 3000-5000
miles.

The only oil recommended for the PowerStroke by Ford is Motorcraft Super Duty 15W40, 10W30. Each of these has the proper additives in them for use in a diesel engine including the anti-foaming agents. The 15W40 is recommended for normal climates, the 10W30 for temperatures below 20 degrees fahranheit. For temperatures below -10 degees, 5W-30 is recommended. There are other oils, however, that do meet all the requirments for use in the PowerStroke. The specifications the owner needs to look for on the label are the API rating of CF-4/SH or CG-4/SH or higher. Some other oils with the correct ratings are:

Penzoil Long-Life 15W40
Shell Rotella-T 15W40
Chevron Delo 400 15W40, 10W30
Mobil Delvac 1300 Super 15W40
Castrol Heavy-Duty 15W40
Valvoline All-Fleet Plus or Cummins Premium Blue: 15W40
Union 76 Guardol QLT 15W40
Wal-Mart's Tech 2000 Universal 15W40
Texaco Ursa Super Plus 15W40, 10W30
Quaker State FCI Universal 15W40, 10W30
Quaker State FCI HDX Plus 15W40
Kendall Super-D 3 15W40, 10W30
Kendall SHP Diesel 15W40
Exxon XD-3 Extra 15W40

For those of you wishing to use synthetic oil, the only ones I have seen with the correct specs for the PowerStroke engine are:
Motorcraft Super All Season 0W-30 Semi Synthetic
Amsoil Series 3000 Synthetic 5W30 Heavy Duty Diesel Oil
Amsoil 15W40 Synthetic Heavy Duty Diesel and Marine Oil
Amsoil 10W-40 and 20W-50 Synthetic High Performance Motor Oil
Amsoil 15W40 Semi-Synthetic Gasoline and Diesel Oil
Mobil Delvac 1 High-Performance Synthetic, Heavy Duty Diesel Engine Oil 5W40
Quaker State 4X4 15W40 Synthetic Blend
Shell Rotella SB (synthetic blend)
Shell Rotella T 5W-40
Royal Purple Synthetic 10W-30 and 15W-40 EO-L 5W-30, 10W-30, 20W50
Schaeffer's Supreme 7000 Synthetic Blend 15W-40
Conklin Convoy 15W-40, 20W-50
Valvoline Premium Blue Extreme 5W-40 Synthetic

If these are unavailable you can use a multi-grade synthetic designated CF for use in diesel engines along with an anti-foaming additive. Some synthetic oils with this rating are:

Mobil 1
Castrol Syntec
Valvoline SynPower
Quaker State Syncron Ultra Performance

Recommended anti-foaming additives are Fleetrite with the Navistar P/N CH1824392 or Lubrizol 888. These are primarilly used to counter the effects of silicone sealers on the anti-foaming agents in the oil or if the agents become depleted from use providing the oil is still servicable and uncontaminated. An anti-foaming additive could also be used between oil changes if an oil-related poor running condition is suspected, especially on a long trip. Under normal driving conditions the additive could extend the oil change interval to 6000 miles. For vehicles that are used for infrequent towing, using the additive at 3000 miles could extend the oil change interval to no longer than 5000 miles. Vehicles operated in dirty conditions, extreme weather conditions or constantly under heavy loads should stick to the 3000 mile service interval due to the other agents in the oil being depleted, and should only use the anti-foaming additive if performance problems occur between services. The refill for the crankcase is 14 quarts for 94-97's and 15 quarts for 98.5/99's with filter change. Some early 95 and older engines were equipped with a 12 quart dipstick (Navistar P/N 1820068C1) and need to be filled to just over the word "FULL", or replaced with the correct part (Navistar P/N 1824405C1; Ford P/N F4TZ-6750-E for F-series;
F5UZ-6750-A for Econoline). Some later dipstick tubes were not seated properly causing the crankcase to be over-filled in an attempt to bring the level up to the mark. The oil filter for the PowerStroke (Motorcraft P/N FL1995) is longer than that of the previous Ford/Navistar diesel, and the old-style filter should not be used. Due to its seal design, the oil filter should be hand tightened, then turned an additional quarter-turn--or torqued to 20ft/lbs--with the oil filter wrench to prevent leaking.

Tips

Do not use starting fluids for hard starting problems!!
With the glow plug system, starting fluids can ignite as the key is turned on causing engine damage. Keep your batteries and charging system in good condition, note any problems with the glow plug cycle, and if you experience a hard cold start problem, plug in the block heater, if your truck is equiped with one. This will heat the coolant enough to aid in starting. If you do experience hard starting, get you truck serviced as this condition could cause other system problems if left unrepaired, such as starter failure. Care should be taken when installing performance enhancing devises or "chips", or modifing any electronic engine component such as configuring the exhaust back pressure valve to act as an engine brake. This can cause driveability problems, "check engine" light to come on, and may affect your warranty. If you truck has an automatic overdrive transmission and you tow, remember that there is no engine braking in overdrive. It is recommended that the overdrive be cancelled when towing in hilly areas to prevent accelerated brake and transmission wear and transmission overheating.

You may want to pick up some items to carry with you, especially for long trips:
At least 2 quarts of the engine oil that you use. Don't mix two different oils, their chemical additives may not be compatable.
A pint of the Fleetrite CH1824392 or Lubrizol 888 anti-foaming conditioner.
A fuel filter; either a screwdriver or oil filter wrench to open the filter housing; 2 feet of 5/16 hose to attach to the filter drain and something to drain it into (ie, a coffee can).
At least 2 pints of the F8AZ-9C077-AA fuel lubricity conditioner, or
Stanadye Performance/All Season Fuel Conditioner.
A pint of the FW-15/-16 DCA4 coolant conditioner.
If you own an E-van or 99 F-series, air filter(s).
An accessories drive (serpintine) belt--you may not be able to install it yourself, but at least you won't be stranded for lack of one.
Some other non-essentials: An oil filter, 5 gallons of diesel, jumper cables, a CC2602A test kit for the DCA4, and an extension cord for the block heater.

Chances are, with as many of these engines out there, you'll come across another PowerStroke owner that carries some of these items if you are in need, but it's always good to be prepared when on a trip.

FindMe

More DIS info

1996-97 PowerStroke Stalling intermittently after a long deceleration in manual first or second gear in automatic
trucks, or in low gears with ZF 5-speed, when shifting back up into a higher gear or depressing the clutch may be corrected by: performing electronic engine control diagnostics; replacing the oil with the recommened SAE weight for the ambient temp (see my PowerStroke Page) and API rating; replacing the Injection Control Pressure sensor (ICP, P/N F6TZ-9F838-A) with one that has a date code of 6318 or higher ("C916318A" 6=1996, 318= Julian date Nov. 15); and adding a pint of Lubrizol 888 or Fleetrite CH1824392.
Note: California vehicles with E4OD automatics need to have the calibration of their powertrain computer updated as per TSB # 98-4-14.
Similar condition:
If you drive in low gear at idle speed for an extended time then experiences a stall when depressing the clutch, instruct the customer to drive in low range when this condition normally would occur. The stall is most probably caused by the PCM seeing the accelerator pedal in the idle position (IVS "OFF") and a load on the engine and adapts to this mode. Depressing the clutch suddenly removes the load, the PCM over-compensates, and the engine stalls. There is no repair for this condition

No start at times; Intermittent stalling while driving during warm-up or when hot, usually restarts;
Power "hitch" at cruise or under load; Possible DTC#'s P0340, P0341, P0344:
Cam Position (CMP) sensor.
The CMP (cam sensor)sensor provides the PCM with cylinder ID and engine RPM. Sometimes hard to detect, even with a scan tool while monitoring the RPM signal. If the PCM does not receive a clear CMP signal, it won't signal the Injector Driver Module (IDM) to energize the injector solenoids. If this symptom occurs, or if you find one or more of the above codes, check the wiring to the CMP for continuity--BOB (break out box) pin 90 to CMP pin B; BOB pin 65 to CMP pin A; BOB pin 49 to CMP pin C. NOTE: A code P0344 may be set any time the engine is cranked for an excessive period of time. Early CMP sensors were @ 1.152" in length, and with the different materials--plastic sensor, aluminum timing cover, steel tone ring) the air gap would change drastically during engine warm-up. There were TSB's published for shimming the sensors 0.010" to cure these problems as well as the drastic repair of replacing the camshaft--something a Navistar tech assist rep recommended not doing even if excessive end play was verified. There have been two updates to the CMP. One to decrease the length to 1.142", and also to improve the internal circuitry for less "noise". The CMP designed for engines built after serial number 375549 have gold-plated terminals and cannot be substituted with those designed for previous engines. 94-96 CMP: F6TZ-12K073-A; original Navistar part suffix C-96, C-97; replaced by C-98; replaced by C-99 97 CMP: F7TZ-12K073-A; early suffix C-91; replaced by late suffex C-92; both replaced by C-93. The suffex is stamped on the connector end of the CMP and can be used to identify the level of the part installed. Replace any CMP's with a suffex of C-96, 97, 91 if these symptoms are experienced. Lube the o-ring and connector with silicone dielectric grease when installing.

Loss of power, usually after a hard acceleration; Rough idle; Check engine light comes on, DTC P1211:
Intermittent high pressure oil leakage.
This condition usually occurs when the vehicle is cold and the oil is thick. When performing a hard acceleration, the truck
suddenly looses power, the check engine light comes on, and once returning to idle the engine runs rough and won't accelerate. Cycling the key may correct the concern, clearing the code from the PCM will correct it temporarily. If you can monitor data stream, at idle the ICP pressure normally is 400-700 PSI and the IPR duty cycle is 9-14%; at cruise, ICP is 700-1200 pSI and IPR is 15-20%; under normal acceleration, ICP is 1200-2000 PSI and IPR is 20-30%; and under WOT accel, the ICP is up to 3600 PSI and the IPR is 35% or higher. When the above symptom occurs, typically the idle ICP reading will be normal, but the IPR duty cycle will be high--over 20% and up to the max 50%. A "blow-by" condition has occured somewhere in the HP oil circuit. If you can get the problem to re-occur with some frequency, the most probable cause is worn or deteriorated injector or IPR o-rings. If the problem is intermittent, it could be a sticking IPR valve. Replace the injector o-rings with the latest-level kits--F8TZ-9229-AA. When replacing the IPR, make sure you get the correct part for the build date/serial number of your engine.

99.5/2000 High Injection Control Pressure Readings:
Ford has finally released information that engine built after serial number 896812 have a higher ICP reading than earlier engines. This is due to a calibration change and high pressure/low mass poppet injectors. International says it is also due to a higher volume HP oil pump. When performing an oil aeration test, an ICP reading of over 1800 PSI after the engine has been run at 3400 RPM for three minutes indicates the anti-foaming agents may have been depleted. Replace the oil or add defoaming agents to the oil and retest. TSB# 00-17-4

FindMe

How the PowerStroke injection system works

Understanding how the injectors work on the PowerStroke engine can help in diagnosing a concern with this engine. Older diesels used a hydraulic injection system in which fuel pressurized by the injection pump would actuate the injector. The drawback to this system is that any air which enters the fuel lines will affect the operation of the injectors, or even prevent them from operating. Also, the amount of fuel injected is dependent on the mechanical operation of the injection pump governor, which adjusts volume based on engine load/RPM. Gasoline engines with electronic injection use a pressurized fuel system and the computer varies the actuation of the injector based on input from various sensors in order to control the amount of fuel to the cylinders. Since gasoline engines have an ignition system to ignite the air/fuel mixture in the cylinders, fuel pressure only needs to be sufficient to supply the injectors and provide an adequate spray pattern to ensure efficient combustion. But a diesel engine uses heat from compression to ignite the air fuel mixture, and this high compression requires high injection
pressures.

What has been done on the PowerStroke is both of these systems are used in conjuntion with each other. Fuel is supplied to the injectors through fuel rails inside the cylinder heads. Also supplied to the injectors is high pressure engine oil. As the computer determines that a cylinder should fire it signals the Injector Driver Module. The IDM sends a 110 volt pulse-width modulated signal to the injector solenoid. When the injector solenoid is actuated, it opens a poppet valve which allows high pressure oil to flow into the intensifier piston. The intensifier piston is forced down, pressurizing the fuel inside the injector. When fuel pressure inside the injector reaches approximatly 2700 psi, it causes the injector pintle to rise off its seat and fuel is injected into the cylinder from the nozzel. As long as the poppet valve is open and oil is flowing into the injector, fuel will be injected.

The computer controls how long the injector solenoid is energized (pulse-width, or time on in milliseconds), but it also determines the pressure of the fuel being injected by controlling the pressure of the oil (IPR duty-cycle, or the percentage of time on vs. off--AKA dwell) in the cylinder heads. The computer determines this based on engine load and driver demand by monitoring various sensors. Since the cavity at the top of the intensifier piston is seven times the size of the fuel cavity at the bottom, fuel is injected at a pressure seven times that of the computer-controlled oil pressure--oil pressure 3000 psi = injected fuel pressure 21000 psi. Due to the high oil system pressures, the spring which closes the poppet valve once the injector solenoid is deactivated has to be very strong--and because of this, the solenoid needs to be 110 volts. Once the poppet valve is closed, spring pressure returns the injector to its normal state and the oil is exhausted into the valve cover area to return to the sump.

Because of the nature of how this system operates, air in the fuel is not as great of a concern as air in the oil. The PowerStroke requires a special anti-foaming agent in its oil to prevent this aeration. Oils with an API service rating of CF-4 or CG-4 already have this agent, but it becomes depleated as the oil breaks down, so regular oil changes (3000-5000 miles depending on vehicle use) are necessary. The anti-foaming agent can also be depleated by interaction with some silicone sealers.

Split-Shot Operation

Split-shot injectors were originally installed on 1996 and 97 model/year trucks with California emissions, and are used in engines from 98.5 on. These injectors prolong the injection time to decrease emissions without reducing power. Fuel is delivered to the injector (green) past a check valve in the same manner as in the standard injectors. As the intensifier piston is forced down the fuel is pressurized (orange) and the check ball (blue) is lifted off its seat and fuel injection begins. Cut into the piston is a land (yellow) which receives fuel through bleed holes (red) as it is pressurized. As the piston travels down the land aligns with a port in the injector. When this happens, pressure drops below the piston and the check ball reseats and injection is suspended. As the piston travels further, the port in the injector is covered and fuel injection recommences.

This is an overview, not a complete explanation of this system, hope it helps understand some of the quirks of the PowerStroke Diesel...