Yes 15 QT engine & transmission not sure I only have done a flush,but always heard 7 QT just dropping pan.

 

Here's a good list of it all

7.3L Power Stroke Maintenance Schedule & Service Information

 

Think it's about 19 Qts. for the Trans. doing the flush. But that was the amount to have a little bit extra just in-case you flushed a bit to much on the last cycle.

 

When I change the oil in ours I fill the new filter with oil from the gallon jug then add the rest of that one and then 2.5 additional gallons into the engine...so 3.5 gallons total.

 

With this CK4 oil, I'd leave room for ZDDP additives.

 

Wow Tugly
Does that mean all those millions of dollars spent by that list of over 100 oil company's that were (supposedly) tested and approved to be used in ALL vehicles (even those that previously called for CH ,CI ,CJ)
IE: Reverse Compatible... were just wasted dollars OR can (we) all just assume this is some outrageous conspiracy either by the Oil institute or Fords (Approved oils list)?....
Not to mention IIRC the dosage for a 35 gallon tank was something like 3 quarts!
It wasn't enough that I had to go through 3 months of Panic Attack trying to figure out if & when I would be able to continue to use Shell Rotella 15W-40. Now I have to worry about if the whole thing is a LIE and I should be adding ZDDP additive!
Is that why my 7.3 seems to be idling rough since my last oil change 600 miles ago? DDT

 

I like the list, but how come I can't print it?

 

Somebody **** in your Wheaties this morning?

Stewart

 

No, Wheaties were O.K.
I didn't mean it (against) Tuglys post or Tugly personally.
I just mean.....I hope the whole approved oils list thing and the simple
fact of all the controversy that surrounded the issue when the new CK rating came out
does not turn out to be a SCAM. And only find out at some later date/ miles later, That
(I) couldn't trust what (they) put out on that list or the bulletins about backwards compatibility...
I don't know if Tugly was seriously suggesting that we REALLY should be adding ZDDP or else,
Or if it was just sort of something he was saying casually or off the cuff.
There was a LOT of talk in the beginning of all this CK change over about how the oil company's
might be removing certain chemicals but had certainly replaced them with OTHER chemicals that
could do the job equal or better than the old formula.
Having said that. I guess we all have gone through the same thing with the low sulfur diesel.
And I admit that I add some 2 stroke oil at (almost) every tank full of fuel!
But that amounts to about $1.00 per tank. Not sure how much it will cost to add the ZDDP at every oil
change? And I don't want to add another expense if I don't HAVE to.
Sorry if Tugly or you Stewart took it as some offense. Didn't mean it as such. DDT

 

I too wonder about the ck spec and haven't seen any used oil analysis here... I went to the motorcraft oil after the ck hit the shelves.
I put this together because i dont think this new oil list is just mumbo jumbo and is actually something for concern.
Lets take a look at what chevron had to say about delo 400 in the 6.7 test and why its not currently on the approved oil list. I'll put links at the end of reply.

Following is from chevron pdf,
"Ford’s own 6.7 liter diesel engine durability testing with early prototype API CK-4 formulations revealed accelerated wear on rocker arm fulcrums, pads and push rod ends that were not replicated in tests run with API CJ-4 oils."
https://go.chevronlubricants.com/rs/...-Statement.pdf

Ford has also made mention of a 1000ppm minimum of phosphorus in BOTH new and older engines with some included wear images in this pdf. The wear on those pushrod tips alone is enough to open eyeballs wide.
ftp://ftp.astmtmc.cmu.edu/docs/diese...4%20120616.pdf

Of course Fords testing was on the 6.7 but the wear items of concern aren't radically different from any other pushrod engine...
A quick search turned up some virgin oil numbers for oils that are *NOT* on the WSS-M2C171-F1 approved list, along with rotella t4 15w40 which did make the list.
The rotella has a good bit higher Calcium ppm than the other oils. Its Zinc and Phosphorus numbers are close to the 15w40 Blue Valvoline but its Calcium number is a good bit lower than the rotella. The other two oils have a lower than 1000 Calcium. It also looks like the rotella has moved to boron for some of the wear package.
With all this in consideration I'll stick to the oils on the approved list, Id also be careful about zinc additives as it may disturb the balance of the blended wear package and be counterproductive.
*EDIT* found results for motorcraft WSS-M2C171-F1 10w30 and added link for comparison
Ford Motorcraft Super Duty Formula SAE 10W-30
Shell Rotella T4 Triple Protection SAE 15W-40 API CK-4
Valvoline Premium Blue SAE 15W-40 API CK-4/SN
Mobil Delvac 1300 Super SAE 15W-40 API CK-4/SN
Chevron Delo 400 SDE SAE 15W-40 API CK-4/SN

 

Well, I've had those days (you know, the bad cereal mornings, LOL) and it sure seemed like you were having one, so I figured I'd just ask.

Here's to a clean cereal morning!

Stewart

 

Appreciate that Stewart.
I can admit I find it tough sometimes to write out things in the non argumentative way I really mean them.
And since Tugly has about 100000000 times more knowledge than I do about these engines I am certainly not trying to get into a pee pee match with him. Neither do I just do things because anyone in any professional or expert capacity says to do it. That's a BIG part of the reason I am attempting to learn as much as I possible can about my engine. Because I am TERRIFIED to bring it in to any (so called) expert to work on it. (Not to mention the cost).
Actually, I just read a post from Tug that I think finally made it through to my thick head about the reason the ICP spike happens when you go from WOT to letting off.
What say you Tugly, Am I getting it.......
At WOT you have 65 or 100% IPR (meaning the PCM is calling for all the HOP the HPOP can put out to the oil galleries). But the IPR and oil (fluid dynamics) cannot react as fast as the PCM or IDM can when you lift your foot out of the throttle. (PCM or IDM being an almost instantaneous electrical reaction).
So in that micro moment the PCM/IDM stops feeding signals to the injectors and I guess the injectors stop receiving oil (closed valves so to speak) while the HPOP is still momentarily pouring out full pressure that finds itself running into that closed volume area of the oil supply lines and the galleries. Resulting in the momentary high pressure oil spike as your grapg and plotting of events shows?
Geez, I hope that's close. I have already patted myself on the back for thinking I figured it out. DDT