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I’ve been breaking in my 6.7L diesel in the f250. Been varying rpm, not using cruise, etc. Now near 500 mi. One of the most technical explanations published on this forum indicated that part of that process would be to go to a parking lot, hold the 10-speed in 1st and run the engine near red-line and then let it back down - repeating the process a few times. So, I did this about three times, but never got near red line because there seemed to be a limit at about 3k rpm. I never tromped on the accelerator - just a gradual increase, and backed down gradually, too. But it peaked out well before redline. Frankly, I probably would have stopped before anyway (“much sound and fury, signifying nothing”), but didn’t expect the system to limit acceleration 1000 rpm before redline (about 3k rpm). I’ll probably never hit 3k rpm in 1st gear under normal conditions, but I could imagine hitting near redline with a 10k lb towable RV, trying to get out of the passing lane on a hill. Is this normal? If so, why? Something related to no resistance or something? Guess I’m just wanting assurance that a new engine and turbo are working right. Thanks.
I have no idea what you are trying to accomplish, but if it were mine, I would just drive it and enjoy.
It sounds like the nannies are kicking in.........Wind it up in 1st gear in a parking lot? Sounds like some internet story.
One of the most technical explanations published on this forum indicated that part of that process would be to go to a parking lot, hold the 10-speed in 1st and run the engine near red-line and then let it back down - repeating the process a few times. So, I did this about three times,
I have no intention of doing this again. The truck is over the 500-mi period anyway. And every engineer’s recommendation probably should not be followed - even on this forum. The main question about the limit 1k rpm before redline hasn’t yet been addressed. I’d like to believe it was a limit that is supposed to be there under a no-pull situation. I typically drive my trucks pretty easy.
It was a lengthy “technical” explanation in one of the threads on 6.7L break-in. It focused primarily on the “mating” process of rings, cylinders, etc. during break-in. I haven’t a clue who the “engineer” was - and that was merely my assumption. I can try to find the response and link in that thread if someone things it’s important. I do have the rather lengthy article I copied into a word doc - don’t know if forum accepts PDFs. I recall there were warnings about not “lagging” the engine nor overpowering (towing, fast takeoffs, etc.). Sounds like you guys think this was bunk anyway.
It was a lengthy “technical” explanation in one of the threads on 6.7L break-in. It focused primarily on the “mating” process of rings, cylinders, etc. during break-in. I haven’t a clue who the “engineer” was - and that was merely my assumption. I can try to find the response and link in that thread if someone things it’s important. I do have the rather lengthy article I copied into a word doc - don’t know if forum accepts PDFs. I recall there were warnings about not “lagging” the engine nor overpowering (towing, fast takeoffs, etc.). Sounds like you guys think this was bunk anyway.
Not necessary to go looking. Just do what makes you sleep good at night. The last two 6.7’s I “broke in” with 18,000 in tow behind them through all the rocky mountain states. The ‘15 had a bunch of electronic problems and went away. The ‘16 just pulled with no issues. There were no purely mechanical issues with either.
The electronic issues with the ‘15 had no relation to how it was worked.
Ha - like that “sleep good” advice and your experience with 6.7’s is encouraging. One of the reasons I’ve been a bit “****” on this break-in is because of my 2016 F150 rear end problems pulling a 10k trailer (maybe 4-5k mi total over 4 yrs). With max trailer tow pkg,, book said I could do it. Reality said no. And I could have been stranded half-way between MI and AL with a major problem. This forum has really helped me with great advice and assurance that the F250 6.7 is a different animal. Today is Equalizer hitch re-adjustment day.
Just trying to drive around Dothan is plenty of varied RPMs. I think the intent is to not set the cruise at 70 MPH for 1,000 miles on I-10W with no traffic after delivery.
I agree, drive normally. If you have weight to drag, do that as a self excuse to "test things" before you need it.
These are not high RPM engines so it's good Ford has programming to limit stationary high RPM.
This image is for my gen1 engine, I don't know about the new gen3 but I can't imagine it's that much different.
Personally I have never heard anything about what OP is trying to do. The ONLY reason you dont hook up a 10,000# trailer is for the ring gear to go through some heat cycles. It has to do with how they were made and the materials. The motor doesn't need to brake in you dont need to remove the oil at 500 miles. These motors are completely different than those of the 60's The tolerances are in MM not thousands like the old days. If there is a brake in section in the supplement than follow that.
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