members on here have even had their dpf replaced and it not fix the problem. And, again, a sensor reads what is there. The sensor doesnt adjust, or recalibrate, it just reads what is there.The pcm is programmed one way (read all the posts about calibration levels) Its not going to change what it "sees" until you reflash it and change the calibration level.

 

Heres one for you, just came back from a 10,000 km (Canada eh) round trip hauling our 35" 5th wheel and had the truck quit twice on us. Truck would go into Regen mode then the check engine light would come on and then the message "stop safely now" would appear and the truck would shut down. Once the truck sat for approx 1hr then it would restart. When I called the dealer the service manger tells me it is EGT sensor and to drive it the remainder of the way and they will look at it when I returned home. Well this second time this happened was approx 3500km from home and it has not done it since but I now notice it blowing black smoke on take off and when I was pulling a long hill, tail pipe is black and the soot will come off in your hand when you wipe it. When it did it the second time I did take it into the next dealer that I came accross had them read and write down the codes before I reinstalled the stock program (was running superchips tow program). When I took it into my local dealer they tell me they cannot get it to reinact that same problem (no codes even when I gave them to them) they say there is nothing wrong with it to drive it and if it does it again bring it back. Cost me $250.00 for them to tell me that.

Truck has an AFE intake, 5" exhaust DPF back (DPF still intact) and the Superchips Programmer, I know these may contribute to some of the problem but the way I look at it is these 6.4's are known for having EGR and EGT issues as well as some DPF small problems and they should be fixed even if they cannot get it to throw the codes.

 

The intake, exhaust and programmer all alter perameters that we look at to make an accurate diagnosis. When you remove your programmer, you also remove all traces of the problem. In stock form it may well be operating within design perameters, thus "no problem found".

 

I would remove the superchips, not a good programmer to begin with. Secondly, just because you had the stop safely now does not mean it is your dpf.

What it does mean, it is hard to say...what were the codes?

When removing the superchips, take it out on a tow and see what it does.

Doubtful it was an EGT issue.

 

Codes were a P200E, the other 244A and the normal P2002

 

2002 and 244a can be caused by your exhaust and air modifications.200e can be from dpf regen during heavy load and high ambient air temp, excessive amount of soot in the dpf, damaged egt12 or 13 sensor, coolant contamination of the exhaust system, or oil contamination of the exhaust system. Its an informational dtc that is set in conjunction with other dtcs. Diagnose other dtcs first.

 

200e could be as it was about 40 celcius and with the 12k trailer pulling through the hills may have set it off, we will continue to drive it have a couple of trips planned over the next month or so so we will see what happens

 

That Aftermarket air filter is what I suspect...pulling heavy loads with that.

 

Vloney, my tail pipe tips were like new the first 18,000 miles; then they went black and have stayed that way. Took it in once and was told "all diesels have black tailpipes"; had a transmission shift issue too and all they did was flash it.

The tranny quit occassionally slamming going into 2nd or 3rd (not sure which) but now occassionally flares at same point.

Got it flashed again with the continous message while in regen during the venturi tee recall.

Over the life of the truck the coolant level very slowly dropped; and at somewhere around 50,000 I had to add 1/2 gallon to bring the level up to the bottom of cold.

It dropped another inch over just a few thousand miles; I took it in for the coolant dropping and the white smoke after extended slow drive in rain. They replaced air charge cooler and pressure checked cooling and said to watch the coolant level. I'm watching and it is not dropping

I have always used fuel additive and have been buying fuel from same place about 90% of time; and I believe it to be high quality.

I always do oil analysis; never any fuel dillution till 20,000 mile change. Regens most often about 375 miles; but at least every tank.

Other than 'making oil', black tail pipes, occassional shift flair, questionable coolant behavior, and dropping fuel economy it is one heck of a truck and pulls the fifth wheel great.

I wonder if I add coolant back to the cold level if it will once again loose it; or if I am going to loose any this weekend when I tow the fiver. Like if the level is higher if more apt to leak at my older style EGR valve.


My 06 had an oil analysis come back one time with fuel dilution and when I took the truck in I was asked "what do you want me to do about it" by the service advisor who up until then I really respected (he owned a 6.0 too and was technically very savy).

My mileage has been dropping off; but the standard reply is they are not rated for any particular mileage.

Vloney, I really appreciate the insight you and other Ford Dealer techs offer; I also actually believe the diesel techs at my dealer are pretty good but the customer doesn't get to talk with them. They have some new service advisors of which I am now using.

Vloney, my question to you is should I bother taking it to the dealer again regarding my black tailpipe tips?

Someone posted emissions warranty is 100K; I think it might be 80K depending on the truck GVWR.

Totally stock, & never a tuner.

Thanks,

Bob

 

Personally, I don't like the 6.4. Whether someone believes it or not, it IS a 6.0 with extensive emissions hardware added on. None of this works well together in my opinion. There are so many variables that can contribute to sooty buildup in the tailpipes. If it was me, I don't think I'd do anything unless there was a driveability issue associated with it. Keep monitoring coolant levels, oil levels, and general behavior of your truck. As far as the emissions question (this is the unpopular part) its a 50/50 shot as to weather its a violation or not. Bet you that if it was tested for tailpipe emissions, it would pass. For me, its just more of a hassle to pursue it, and any "repairs" might compromise your good feelings toward your vehicle.

 

You guys scared me out! I just bought a brand new 2010 F-250 Lariat 4x4 Crew Cab short bed pickup a month ago. It has a 6.4. It runs great and lots of power! I love that thing! You made me sorry that I bought a 2010 after I read all that negative posts. I don't know if I can sleep tonight.

 

I love my truck. On the other hand I like everything to work as it is suppose to; so the black tail pipe bugs me; but, I tell myself it is running okay and the substrate is probably cracked. It is a guess on my part. My regens are normal so I will not worry about it.

I suspect the coolant loss which was very minor is the old style EGR valve on my job 2 2008; but, another guess.

What I do know is that this truck pulls the fifth wheel much better than the 06 6.0 previously. The fifth wheel is 14,000 lbs (16K GVWR) and 37.5 ft. long. I can run from OKC to Vian exit on I-40 w/o it downshifting on the hills; the 06 6.0 couldn't do that; nor does my son-in-law's 6.0 when I am following him.

More than likely something will be less than perfect on the 6.7 that only time will bring out.

Since many of the 6.4's (but not all) experience diesel fuel oil dilution; keep the oil changed every 5,000 miles. Try to let it complete regens; and hopefully on the highway vs. in slow city driving.

Your 2010 should be the best of the best with respect to the 6.4; I wouldn't loose any sleep over it. Remember, those that haven't had any issues are less likely to be on here posting so you will see a negative perspective from some of us which biases the reality......

Bob

 

Thanks, that is direction I am taking. Have a great weekend.

Bob

 

The 6.4L I think is a great engine and has a more reliable fuel system than the previous the 6.0L. What you have to remember is that these 6.4L engines are still new, along with the new exhaust sytem that goes with it, and the time that it takes to get the bugs worked out has still not been long enough. As with any new product, something is usually bound to go wrong.

What is good is that the fuel system is a good proven common rail system. No more 4000 psi oil pressure running at 200 degrees. The HEUI system is good, and works great when working, but much higher maintenance in regards to stress and failure of components. Anything running 4000 psi and 200 degrees is a glutton for punishment.

With the common rail, all I can say is fuel filters and clean tanks. Keep them clean and filtered.

One thing I do fear about the 6.4L (in the Fords) is that since Ford has only used them for 3 years and they are done with International engines, they are just trying to get them out of their hair and hope they can just ignore them and they will eventually go away. Luckily International is still using them (Maxxforce 7), so most support is still there if Ford just wants to ignore them.

 

Don't let all this bother you. If you run it hard and for its intended purpose It will serve you well.

It was made for long hauls, not 2 mile trips. Get up to temps, do your maintance at the severe duty schedule and you will be fine.