Makes sense. Well everything except ever having 2400+ psi out of my worn out old 15* HPOP! I bet it has 1200 or so now and we'll find out soon enough now that my order's in with Clay : Riffraff Diesel: Diesel HPOP Pressure

I've actually wanted something like this for TEN YEARS now... Nice to finally have it so close. Just need a multi position rotary switch to change between my water, ZF6, and rear diff sending units... Gonna get rid of one of the temp gauges to make room for the new kid on the block.



But I do get a little gray cloud from the exhaust under heavy acceleration that has started about the same time as the consumption problem.

unclelee -

Here's some stuff I wrote about changing injectors: Replacing Injectors On 1999-2003 7.3L Power Stroke Diesels .: Articles

My comments are the ones from another user. To me every effort should be made to avoid getting oil and fuel into the cyl in the first place. Then the cleanup effort is less and the the chance of hydrolocking is less.

 

Andy,

At first you will enjoy watching that HPOP gauge. I had my HPOP gauge in the pillar pod but it's constant movement became distracting, especially at night with a lighted gauge needle, and I moved it to a pod under the cubby.

Unclelee,

As for fluid in the cylinders remove #7 and #8 first and let the oil and fuel galleys drain into just those 2 cylinders before removing the rest. The way the engine sits with the back lower then the front almost all the oil and fuel will drain to the rear. I got that tip from Dan's (Kwikkordead) procedure. When I hand cranked the engine with paper towels over the GP holes only 7 & 8 expelled fuid, all the others were essentially dry, barely a spot on the paper towel.

 

Quick question.

I had the ford dealer do a "buzz" test on the injectors. The report came back pass, but says buzz very weak.

Could weak injectors cause more than average oil consumption?
Is it normal for a report to say "all" injectors could be weak?

 

This is what the full report says.


Z16D PERFORMANCE DIAGNOSTICS DIESEL ENGINE

448 CPF1 1.90

154354 1.90

PERF KOEO ON DEMAND PASS

KOEO CONT PASS

KOEO INJECTOR TEST PASSED

BUZZ VERY WEAK

PID MONITOR ICP V AND ICP PRESSOR IPR COMMAND ICP PRESSURE 1200PSI AND IPR 30%

RPM CHECK OK

INSPECTED TURBO FINS SOME DAMAGE BUT NO SIGNS OF DUST INGESTED.

 

What was the 1200psi from. With bad o rings you can also have low icp readings. At wot you icp should be around 2800psi and 35% duty cycle.

 

For me the last time I measured it I got 1400. Just guessing it's worse now since it's been several years. I agree I *should* get 2800 and 35% but with an early 99 and a Tuner I don't think that's realistic even with a good OEM 15* pump. I'll data log some before and afters on doing the orings and see if we get a difference.

 

I'm assuming "Injection Control Pressure Sensor" was 1200psi. This is low? It was not flagged on the report from dealer.

 

I called the deal to find out what the 1200psi reading was from and if normal.
Waiting for call back.

 

Dealer said they don't know what is "normal" on the 1200psi reading. Acted stupid when I asked them to explain the data. Said truck was cold on startup, ran bad, so don't worry about the data.


What kind of idiots charge you $110 to scan your truck and tells you disregard the data because they did not allow enough time for warm up?

 

"Very weak" is a pretty subjective term. All weak or some weak, what are they talking about. Did they not pay attention as each injector was buzzed individually.

The buzz test is mainly an electrical test of the injector solenoids via the IDM. Has no bearing on oil consumption.

 

Where are you at OP? Maybe someone near you with an ae could be of some assistans!!

 

I've tried it all except new injectors & replacing the rings. Disconected the CCV hose from the filter intake, & ran the hose down the frame to behind the cab. Replaced the Injector outer o-rings, & turbo. New o-rings helped the smoking problem, but the turbo was a waste of money. Oil consumption got worse after I changed oil to 0W40 Synthetic. Tried a more expensive brand but still uses 2 L in 100 km & 10 mpg in my 2002 F550 with 126,000km. Disconnected the wire from the EBPV solenoid, to reduce sooting. Did a compression test. Lowest was 200 psi & highest was 320. There is some oil drops coming out the CCV hose, but with the boost pressure I can't see the pistons sucking oil into the cylinders. So I'm thinking there are some injectors leaking oil internally, causing the oil consumption. Not worth changing the injectors until I get the rings unstuck. What caused the rings to stick? Soot caused by the EBPV, or the increased chamfer on the piston rings 99-2003? We've got a 97 that runs like a top but this 2002 should have stayed on the drawing board. Comment about engine oil getting back to the fuel filter. I can't see it happening. The fuel filter bypasses excess fuel back the tank, but once the fuel gets to the fuel rails in the heads it can only go to the injectors & cylinders. There's no return from the heads.

 

200 to 320 PSI? I'm sorry... that motor is done. Any work to the outside of the motor at this point is likely just practice now. At 300K miles, my weakest cylinder is 365 PSI.

 

Since you have revived an old post: Is there blow by and if so, how much? Were the injectors torqued properly when the o-rings were replaced? What was the condition of the cups? Do you have a scan tool?

 

What scanner would you recommend, Rotunda?. Cups just looked at but don't know how to "inspect" them. How can I tell if somebody changed the odometer?