I believe so and then codes, but worth checking into

 

Engine shakes until boost. Sounds like a bad injector. It's either dumping fuel, or being very lean. If it didn't have a DPF, it would puff smoke as a sign. Follow the basics, air, fuel, ignition. lack of the first two will lead to the lack of the third one in a diesel, too much of the second one can lead to poor ignition. Boost will compensate for too much or too little fuel. It should throw a CEL if its misfiring, but no CEL is suspicious with what has been described. It clearly sounds like a misfire.

OTOH loading up at just above idle can cause shakes too, so what can be loading up the engine off idle? If it shake in Neutral, then only the torque convertor can do it since only it and the pump are spinning.

This will be an interesting one to keep track of.

 

Yes, this is the issues I was complaining about prior to the CP4 failure. It was way worse then but still a problem now just not as severe. Yes, I am quite sure they are being honest about the CP4 implosion - they clearly showed me the metal in my filter as well as my imploded CP4. I have worked with this dealership for over 10 years now and while they aren't the flawless/error free I have never found the to be blatantly dishonest.

Now I am not an expert on the torque converter but I don't believe it is slipping... There is no sound or grinding coming from the transmission - just the engine not building RPMs, not building boost and just kinda bogs for 2 to 8 seconds before the boots kicks in and the engine revs and truck moves. The truck is moving during this lag time but it has no power.

 

I wondered about that.. Maybe an EGR valve issue? EGR valve controls this turbo, right?

 

I agree with your line of thinking but no CEL light has ever come on in this truck. Never. I wish I had checked for codes with my scanner before dropping it off...

I will keep everyone updated. Thank you sir!

 

Don't rule out the throttle pedal since it is drive by wire. Maybe disconnect and reconnect the pedal and see if that helps. It might have a dead spot in it.

 

EGR valve has nothing to do with turbo control.
And, if it was the turbo actuator, it should turn on the engine light and post a code.

 

I am not an engine expert but "the Google" says the following:

Does the EGR affect the turbo?
This can have a significant effect on the performance of the turbocharger. A faulty EGR valve can result in excessive carbon/soot at the turbine end. This could cause the VNT mechanism to stick. It is important to check the EGR valve is functioning correctly.

 

But, you said/asked "EGR Valve controls the turbo, right?"
Which was what my response was about, it does not control it, but I suppose it could affect it if excess soot from a malfunctioning valve built up in the variable vain mechanism, BUT a malfunction such as that, or a malfunctioning turbo actuator would turn on the engine light and post a code, or more likely, a few codes.

 

MAF sensor? Some here recommend cleaning it every oil change--just a popsicle stick to scrape the soot off, and maybe some air or a very light touch with a toothpick to clean out the hole--no solvent, lest you foul the sensor.

 

I recall reading somewhere that European diesel is a higher grade than US diesel, more lubricating and more boom.

 

actuator is controlled on its own and not dependant upon the EGR valve position.

But a Bad EGR valve would make it run bad and throw a code.

 

Not so sure about the EU diesel being a higher grade, or more boom, but they do have a better lubricity standard. That shouldn't matter, since the CP4.2 used in these trucks should be designed around our diesel fuel characteristics.

 

Update - Saturday, October 7, 2023

Well, I got my truck back yesterday from the dealer. I was able to spend a few minutes with the shop foreman to try to understand the root cause and the corrective action. (Forgive me if I don't lay this out 100% accurate as I am not a mechanic and he dumped a ton of information on me...)

If you recall, after the high pressure fuel system replacement, I got the truck back and it just had no power from a dead start. It takes seconds for the power to build and even move the truck on flat ground. Once the turbo eventually spools up, then things were close to normal.

So apparently the CCV (crank case vent) filter / (fuel - oil separator) was partially clogged. As throttle was applied to the engine, manifold pressure starts to build. Since the CCV filter was partially clogged the manifold pressure would build too high so the PCM would retard the engine. Eventually enough pressure would build and flow through the hosed CCV filter, at that point the manifold pressure would reduce and the PCM would let the truck build power / revolutions. It took them a while to figure it. The resolution was to replace the CCV filter assembly. The shop foreman said he had been working on 6.7 Powerstrokes since they came out in 2011 and he had never seen a truck behave like this -- i.e. not throwing a code and only retarding to a certain point then "breaking free". He said every other time the saw issues with a CCV there was a code being thrown. Strange. He said they probed the CCV filter with a bore scope and could see that the inside of the filter didn't look right with "globs" of filter material in places that didn't look normal. The suspicion is that the CCV filter itself was defective. The CCV filter is going back to Ford corporate. It is important to note that during the fuel system replacement, they replaced the CCV. He said it was "standard practice" when replacing the fuel system. So this CCV was brand new and defective.

The truck drives 100% normal. Plenty of power from a stop. I drove it about 120 miles today and all seems good.

Anyone ever heard of anything like this before?

 

Strange that they did not replace the CCV with the latest version deleting the actual filter inside that was problematic.