Is anyone aware of a supplier out there who has a mechanical or electrical temp gauge that will install into the EOT port so I can check the oil temp in real time with something other than the factory system? It uses an o-ring to seal it and it would be really convenient to find a system I can buy instead of trying to make something else work.

Let me know if you know of anything.

 

Either tie into the test port or tee into the oil pressure sender. Leave the EOT sensor alone for testing.

Josh

 

My understanding is that the ECT MUST be at 190 or above to get a proper 15 degree delta test. If you're not getting it up to 190 it would either be the T-stat or the PCM correct?

From TSB 9-08-03

FOR ACCURATE TEST RESULTS, ECT PASSAGES TO BECOME EVIDENT. TEMPERATURE MUST BE GREATER THAN 190F (88C) WHEN MEASURING THE ECT AND EOT MAXIMUM TEMPERATURE DIFFERENTIAL.

>

 

Must is a very strong word..... just remember, in the world of electrical sensors, you can't get a more precise reading than the accuracy of the unit (I think I got that in the right order, I'm not an EE here). So if the sensor is +/- 2% accuracy, then the gauge reading 190* is really 190*+/-4*, or 186*-194*. So for an ECT of 186*, you can't automatically fault the t-stat, it could just be the sending unit's output is slightly off, but still instead it's accuracy range. That's why one of the early steps in temperature difference testing is to swap the two temp sending units, and if one is way off to install a new unit, then check again.

Now, layer in the fact that a 190* t-stat might have a 2-5% range in the temp is opens at, and a new out of the box t-stat might actually start opening at 180* or 200* (though probably shades towards the lower end) and won't open perfectly progressively as temps increase. The t-stat could be opening at 192*, which the sensor might register as 188*. Yes the test says 190*+, but 186-188* is probably in the ball park. There has to be a fudge factor build it because you aren't going to get insanely precise numbers out of the sending units on this engine. I'd set the rough bar at 180* or lower consistently for an new t-stat, if it's in the mid 180*s it might be on it's way out, but a new one might not be significantly better at that point.

...we have to have an EE on here somewhere that can fix all of my engineering fails and explain this better

Plus he's running cold ECT and an insane EOT number. Pushing up the ECT a few ticks isn't going to drop the EOT. He has a problem outside the scope of the coolant loss TSB tests.

 

The new oil cooler test doesn't even take into consideration what value the ECT is... Food for thought.

Also removing the EOT sensor to run an adaptor will throw off the PCM... More food for thought.

Josh

 

???

TSB 09-8-3 still has the statement about "ECT must greater than 190 for accurate results".

 

Apparently Ford Techs "Officially" use this:

https://www.ford-trucks.com/forums/1...l#post13361217

Josh

 

I guess I missed that thread.

I agree w/ the statements about over-thinking things.

It is easy to see a plugging oil cooler. We the owners do not have to worry about replacing it at the last minute (ie just before it fails) like a big company does.

When you see the problem, address it - pretty simple.

 

My reasoning for checking the oil temp at the factory temp sensor location is to verify that the oil is indeed as hot as the factory system indicates at that location...it would be installed only long enough to see what temps I have after a 30 minute drive on the interstate.

It will, of course, play hell with the processor due to the factory sensor indicating low or no oil temp.

My understanding is that the factory oil sensor location is at the point, or very near, where the oil exits the cooler.

If you think I'm off base please let me know...your thoughts are appreciated.

 

To "texastech diesel's" point:

I agree on your assessment of sensors and gauges.

No matter what the ECT is the EOT follows...if the ECT is 180 (which it commonly is on the interstate), the EOT runs 40 +/- degrees higher...if the ECT climbs to 190 the EOT follows a bit later and maintains the spread.

The spread is RPM related. At idle I see a 20 degree spread, around town at 35 to 55 MPH I see about a 30 degree spread and at highway speeds (65 to 78 MPH) I see about a 40 to 50 degree spread.

 

Oil pressure sensor, oil pressure switch and test port are all the same feed...



Josh

 

Nice graphic josh, where did that come from?

 

It's from the 6.0 Bible.

6.0L Bible Table of Contents

 

My tech, Ron, and I took the truck out for a look at HPOP operation.

The ambient temp was 91 or 92 degrees and speed was 70 MPH with the cruise set.

IPR was at 40 to 42% and the HPOP pressure hovered around 1,300 PSI.

Interestingly, the ECT stayed between 191 and 196 (it is typically low...182 to 186). The EOT ran 40 to 50 degrees above ECT.

After returning, I let the truck idle for 20 minutes...the ECT dropped to 180 and the EOT dropped to 202.

The best we can tell, we don't have a system working double time to heat the oil so we're still at a loss as to what is causing the high temps.

The information we're receiving is straight from the data stream that the processor is seeing and the EOT and ECT numbers are identical when I re-connect my Bully Dog GT tuner.

It would seem to us that if the oil flow was blocked to the cooler that the HPOP would essentially run out of oil and the truck would either run poorly or not at all.

So it leaves the engine coolant system or an electronic anomaly.

The fact that the "wrench" light does NOT come on with any regularity lends some credence to the argument that there's an electronic problem...the fact that the engine runs perfectly (save for the hot oil issue) tells us it's not electronics related.

Except for the heater core, every component in the engine coolant system has been replaced, which makes the argument that the coolant system is not at fault.

Maybe it's my magnetic personality...

Our next step is to swap processors with a 2006 that operates properly and see what, if any, change we find.

I'll report back when I know more.

Thanks again to all who have taken some time to provide input...WE will solve this riddle and I'll post each and every detail.

 

You do understand there is an oil cooler bypass correct?

The HPOP isn't going to run out of oil as long as the LPOP is functioning correctly, irregardless if the oil is flowing thru the cooler or thru the bypass.

Josh