Originally Posted by jgilrfr

1235$ of PBR's,theres a good weekend or so

Originally Posted by SMT_FORD

Here is my 1976 Engineering Degree finally doing some good.

Originally Posted by tjc transport

that should buy just about enough PBR's to change the injectors and rebuild the turbo to engine system.
new intercooler and plenum boots, plenum inserts, and turbo rebuild

Originally Posted by SMT_FORD

Here is my 1976 Engineering Degree finally doing some good. And they said the University of Maryland was worthless...


I have worked for the big three.... CAT Detroit and Cummins.


Stiction can be found in any internal combustion engine regardless of fuel or stroke. And, most notably is found in every HEUI System including; Caterpillar, Navistar, and some Cummins Diesels. To what extent is debatable.


You have to think more than just "injectors". Anywhere Oil is present in the Engine Stiction can be present. First found in the 1980's when the requirement for cleaner air was introduced one easy way to meet the requirements was to increase the OT of vehicles to 195*F. This became an issue because the Oil did not change. The same Base was used and as such oil began to sludge in return paths. Sludge was created by the excessive heat now found in the top ends and often coked valve stems, springs, and return galleries.


..... Add sludge to any moving part and you have what some refer to as Stiction: Sticky Stuff that causes Friction... "Stiction". This phrase was first used by Winn (There is a name from long ago) when they made additives to help reduce the process. So, the manufacturers of additives are the ones who named it.


Vehicle Manufacturers immediately met with Oil Manufacturers to resolve the problem. The Oil Manufacturers then realized the need to create Bases that could remain viscus at higher temperatures. Hence the rating system found on Oil Today versus pre 1985. And, much of the Air Quality Requirements are met by todays Lubricants in internal combustion engines. Most oils today (Quality) can hit 360*F and maintain a quality lubrication.


The term Stiction was first noted by Caterpillar in their HEUI Engines in 1993. Extremely hard starting in field equipment which sat overnight on construction sites and the logging industry. And, later in Light Duty Truck Applications.


While there is little similarities between the actual components of these engines, any build up caused by oil and heat is referred to as Stiction.


What we have today vs earlier is additives and laboratory research which all but eliminates these issues in the engine. But, regular maintenance is required. Also, operators need to be aware of what their engines are doing. High EGTS for example will cause Stiction on valve seats and stems as well as damage to face seals. All due to heat.


Extended oil changes, incorrect oil, "cheap" filters will eventually catch up in the long run.


Fuel Side Stiction?


Another issue we have today is fuel quality. This all changed in 2007 when mandate to reduce Air Contaminates was introduced. How did the fuel refineries deal with it? Producing ultra-low sulfur diesel fuels (ULSD).


Diesel fuel is principally a blend of petroleum-derived compounds called middle distillates (heavier than gasoline but lighter than lube oil) and may or may not contain additional additives.


Sulfur content, Cetane CN number (ignition quality), cleanliness, lubricity, low-temperature operability and stability are the diesel fuel requirements of principal concern. The measuring factor is its ignition at 1,067*F and 325 lbs. Compression.


Originally, the pre-2007 vehicles were designed to run and operate on 42 CN - 47 CN for maximum efficiency. Often today, only 35 CN (or less) is found. Especially if your fueling at a "Quick Go" or something similar. If you're wondering where that extra mileage has gone, its most probably not the engine. But, the fuel.


ULSD is acceptable for use in all diesel engines. Well, remember when Unleaded Fuel was acceptable for use in all vehicle? It worked. But, engines manufactured to run on leaded fuel saw a negligible failure of internal parts.


So the Stiction which is referred to on the "Fuel Side" is really a fuel quality and lack of additive issue since 2007.


So, Class, In summation: Stiction can exist in any Engine and the best thing for our fuel is to treat it.

SPECIAL NOTE: I would ONLY add what the manufacturer recommends on newer Diesel Engines. I can't speak for the Bow Tie or Ram. I have several 6.7L and a 6.4L (which has been here for over 45 days) waiting to see if Extended Warranty is going to cover the almost $9,000 bills associated with the repair. These engines are remarkable! But, are not forgiving of fuel contaminates.

Originally Posted by binuya

No stiction issues, no additive, no problem. Save money.

Originally Posted by SMT_FORD

Here is my 1976 Engineering Degree finally doing some good. And they said the University of Maryland was worthless...

Originally Posted by Pikachu

When you hear about stiction on a Powerstroke, 99.9% of the time it's related to the spool valves in the injectors of a 6 liter. The 7.3 injectors don't use spool valves, they use poppet valves. When 7.3 injectors start exhibiting symptoms similar to stiction on a 6.0, it's usually due to a worn lower poppet seat. As the lower seat wears, the armature plate gets closer and closer to the poppet body. When the clearance gets below about 0.0015", the oil trapped under the armature plate causes the suction to be too great for the solenoid coil to overcome when the oil is cold and thick. The engine runs with a misfire. As the oil warms up and it's viscosity decreases, the injector will start working suddenly as though a switch was thrown. Calling this stiction is a misapplication of the term.

Originally Posted by BigRed1Ton

Interesting. Thank you, professor, that was great ! So what fuel additive do you use ? What does CAT recommend for the heui to guard against the new liberal EPA fuel ? Is Stanadyne a good quality product ? They build diesel Injector Pumps, so I figured they should know their stuff.

Originally Posted by SMT_FORD

Today, the Oils possess preventatives, among other things to help prevent it.


I would think, as you have stated, Stanadyne to be an adequate supplement for lubrication and I'm sure it has a catalyst to improve combustion.


Archoil, Hot-Shot Secret, Diesel Extreme, and Stanodyne probably have the same Ester and Nano Particulate Molecular Makeup to penetrate and adhere.


As for one being better than the other? I use whatever is on sale of three or four major product manufacturers. There was just a heck of a sale on Stanodyne. For the next few months.... it's Snaodyne.


As for the 6.0L Injectors, they are more prone due to design in general. The 6.0L Injector is light years ahead of the 7.3L. In fact, they almost can't be compared to one another as the only thing in common is the environment they are used. The minute movements of the spool valves accommodate a range of 700-4000 psi oil pressure, changes which can occur in a short amount of time. The spool valve needs to be clean, smooth, and slippery as it operates within a very small orifice. Especially when the oil is cold, it does not flow as easily through the injector, and this or any contamination can cause the valve to get stuck because of free-play wear of the valve or side-loading


Large construction sites use Lubrication Trucks On-Site to both start and fuel the equipment. Often prior to the arrival of the operator. Most Service Trucks have an abundance of Ether on board for use as well.


As for the Duke Alum...... At least I would have sports teams to follow.... Last time we won anything was when Lefty was there. Let's leave it there....

Originally Posted by BigRed1Ton

SMT FORD, I am also very hesitant to use any oil additives in my 7.3, for many reasons. We have had 4 of these rigs in my family, and have clocked well over a million miles of reliable history between them. If it ain't broke, right ??? Leaving aside the sticktion topic, is there any OTHER concrete and measurable benefit to using a product like Archoil, or others ? Or could it cause harm by changing the properties of the oil ? Do nothing at all ? What is your opinion ?

Originally Posted by BigRed1Ton

So what fuel additive do you use ?

Originally Posted by SMT_FORD

Over the road diesels often travel 100,000 miles [or more] between any fluid changes by using manufacturers supplements based on periodic testing. Where there is a need, there is a way. Changing 30 - 40 Qts. of oil and a Filter every 5,000 miles on a commerce vehicle would brake the company or cost the consumer out the kazoo. There is no difference between what we use and they use... "CJ"