Guys,

I'm fairly new to diesels and am working my way through figuring stuff out. I have a couple of questions in regards to the EOT/ECT deltas and calculating.

First a little info. My FICM went bad a couple of weeks ago so I replaced it. In replacing it, since I had to drain some coolant to get the degass bottle out, I figured why not do a coolant flush. So, started doing some research on what coolant was the best. Discovered the wealth of info about the Gold coolant and needing to do the switch to an ELC. So, I proceeded to do the switch. I have no baseline before doing it as I wasn't privy to knowing I needed to monitor the EOT/ECT deltas. Haven't done it yet, but planning on putting a coolant filter in as well, to help prevent things from getting worse. The truck is an '05 F250 and has 74K miles on it, I have the EGR unplugged, not deleted as I have to pass emissions in Colorado.

I've been monitoring the deltas since the flush around the city, they're running under 15 while just driving around, usually under 10. Yesterday was the first chance of actually getting on the highway so I monitored it. I had a good 15 minute drive to get to the highway, so it was good and warmed up. I got on the highway and set the cruise to 75(not towing, flat but a few light up/down grades). For the first 10/15 miles the temps rose but deltas stayed within 15*. But, after that the EOT continued to rise, got up to about 239-241* and stayed there very consistently. Total run was about 60 miles on the highway. The ECT stayed at 201-204*. Once off the highway, I had a 15 mile run before climbing into the mountains. The temps dropped back down to the 190's for both in that time. I then went up the mountains. There was plenty of steep ups/downs and getting on it hard at times. The temps were pretty much what I expected. The EOT spiked, the ECT followed suite, the ECT dropped, the EOT dropped. They were out of the 15* window for a few minutes, but then back within a bit later after being on some flats for a bit, then repeat on next uphill.

So, here are my questions. I've read various things on how to calculate the EOT/ECT deltas, anywhere from 10-20 miles is max run for the test, to it should never go over the 15* no matter how far you drive. So, how far do you go? Was the first 15 miles or so my "test" or was the "total highway drive" and the 240* temps the indicator. Second, is 240* too high or is that normal for extended runs on the highway at that speed? I have nothing to tow yet, planning a f'ver in the spring that'll be about 10K, so I don't know or have any way of testing what the temps would be under towing. The other thing I've read is that the test and the 15* delta is out the window with any kind of an EGR delete. Does that include just unplugging the EGR valve? Either way, can you provide and explanation of why it does/does not include the EGR being unplugging? Like I said earlier, still figuring things out and haven't gotten to the EGR and learning about that yet.

 

20 to 25 miles, flat highwat between 60 and 65 mph unloaded. 15 degree spread max. There is no delta. Deltas are three way comparisions. You appear to have a plugged oil cooler. You could redo the test at the proper speeds but odds are your cooler is plugged. Get it replaced before it leaks. A lot more money and hassle if it does.

 

240 is too high, I never see over 220 in any kind of normal driving, including towing, unless it spikes to 225 on a hill climb, and quickly comes back down. I think it's oil cooler time for you.

Brian

 

X2
I drove 620 miles at 75 and the deltas stayed the same as a 10 mile drive ( not towing)

X2
240 is way to high for not towing.

 

That's pretty much what I figured.

So, I hear the BPD oil cooler is just that, bullet proof, but the price is ridiculous and well outside the range of my wallet. The IPR is still expensive, but better. I can't find much as to good/bad though on that system. Any input on IPR? I am usually the 'fix it once' type of guy, but I can't justify the BPD or the IPR really. Are there other systems that fix the problem once and for all but for a more reasonable cost? Since I've done the ELC switch and will be putting on a coolant filter very soon, will that almost guarantee a one time fix with putting a normal/stock/OEM oil cooler back on or am I really just chasing my tail around in a circle by putting a stock cooler back on? Most of my driving is just around town and about 30 minutes to work once a week(this isn't a daily driver truck). I was hoping that installing the coolant filter and driving it for a while before replacing the cooler would pull most of the crap out of the coolant thereby prolonging or making the replacement cooler a permanent fixture. Thoughts?

 

Once an oil cooler is bad, it's bad. Nothing wrong with the stock cooler if you keep the maint. up on the cooling system. Some here don't believe in the coolant filter, I do. Matter of preference.

 

What would be the maintenance(since I've already gotten the Ford Gold out) other than keeping a cooler filter changed and changing the fluid at the recommended intervals?

 

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