Opinion On Motor Oils
#111
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.
#112
The diesel engines found in Ford pickups do not require any special anti-foaming agent in the oil. I challenge anyone who makes this claim to present the factual information from the owner's manual or Navistar documentation.
It requires the same API-designated spec oil as any other consumer diesel engine sold in the U.S.
It requires the same API-designated spec oil as any other consumer diesel engine sold in the U.S.
#113
The diesel engines found in Ford pickups do not require any special anti-foaming agent in the oil. I challenge anyone who makes this claim to present the factual information from the owner's manual or Navistar documentation.
It requires the same API-designated spec oil as any other consumer diesel engine sold in the U.S.
It requires the same API-designated spec oil as any other consumer diesel engine sold in the U.S.
It is not "some special" anti foaming agent that is added to the oil, it is in the normal additive package added to all the CF-4 and CG-4 oils that are rated for use in the powerstroke motors.
The difference is the powerstroke depletes these additives, where as your cummins, and duramax motors do not.
You can also buy more of the additive to add to your oil, it often helps to eliminate injector issues when people do run extended drain intervals.
#114
Wassamatter, reading comprehension problem?
You've gone all along through this thread trying to make some "special" case about how powerstrokes a hard on oil, yet failed to answer specific questions about the oil and your personal experience with it, which might call your superior knowledge into question. At the same time you berate other members participating in the discussion.
Powerstrokes have no unique or special engine oil requirements.
I think you've proved your point, Way to go "supermoderator."
You've gone all along through this thread trying to make some "special" case about how powerstrokes a hard on oil, yet failed to answer specific questions about the oil and your personal experience with it, which might call your superior knowledge into question. At the same time you berate other members participating in the discussion.
Powerstrokes have no unique or special engine oil requirements.
I think you've proved your point, Way to go "supermoderator."
#116
Wassamatter, reading comprehension problem?
You've gone all along through this thread trying to make some "special" case about how powerstrokes a hard on oil, yet failed to answer specific questions about the oil and your personal experience with it, which might call your superior knowledge into question. At the same time you berate other members participating in the discussion.
Powerstrokes have no unique or special engine oil requirements.
I think you've proved your point, Way to go "supermoderator."
You've gone all along through this thread trying to make some "special" case about how powerstrokes a hard on oil, yet failed to answer specific questions about the oil and your personal experience with it, which might call your superior knowledge into question. At the same time you berate other members participating in the discussion.
Powerstrokes have no unique or special engine oil requirements.
I think you've proved your point, Way to go "supermoderator."
#118
Wassamatter, reading comprehension problem?
You've gone all along through this thread trying to make some "special" case about how powerstrokes a hard on oil, yet failed to answer specific questions about the oil and your personal experience with it, which might call your superior knowledge into question. At the same time you berate other members participating in the discussion.
Powerstrokes have no unique or special engine oil requirements.
I think you've proved your point, Way to go "supermoderator."
You've gone all along through this thread trying to make some "special" case about how powerstrokes a hard on oil, yet failed to answer specific questions about the oil and your personal experience with it, which might call your superior knowledge into question. At the same time you berate other members participating in the discussion.
Powerstrokes have no unique or special engine oil requirements.
I think you've proved your point, Way to go "supermoderator."
PowerStroke
Take a very few minutes and read this link... I'll quote it so you dont even have to click the link...
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.
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.
The Powerstroke motors require a special anti-foaming agent, oils with the correct rating already have that additive, ie- CF-4 and CG-4... If you try and use other oils in your powerstroke you need to add these anti-foam agents or risk damage to the injectors, HPO system, poor mileage, hard starts and eratic idle...
This is not something new, or made up. This is something well known in the powerstroke world and becomes even more apparent and important once you start doing performance mods to your powerstroke.
Another good page to take a few minutes to read...
PowerStroke
Again, so that you do not have to click the link if you dont want too...
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.
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.
#120
he is dead right ......oil in these motors is critical both on the lube side and the injection side what would be cool is a closed loop system where you would not cross contaminate lube oil with injection oil unless there was a cross contamination between oil and fuel but leave the crankcase oil out of the eqauation ...now that would be great but it would raise the cost significantly of the truck for a way to keep the oil seperate and also keep mechanicals lubed ..I know I'm pipe dreaming ...
It is possible I have a cracked oil pickup tube as well but since the motor has to come out to fix it that is my very LAST option I would rather arrive at that junction later than sooner we will see my modded hpop showed up last night and if higher ICP makes my truck run better then I can steer away from the cracked oil pickup tube on the LPOP and it's lube side issues...having a poorly running truck is like having a 2 inch pecker ...well maybe not I wouldn;t know about the former !
It is possible I have a cracked oil pickup tube as well but since the motor has to come out to fix it that is my very LAST option I would rather arrive at that junction later than sooner we will see my modded hpop showed up last night and if higher ICP makes my truck run better then I can steer away from the cracked oil pickup tube on the LPOP and it's lube side issues...having a poorly running truck is like having a 2 inch pecker ...well maybe not I wouldn;t know about the former !