@ZMANN bobbled on quoting youThat's interesting to know thanks.
I never worry about the CEL DTC's as I know they are from the mod and don't affect anything that I know of. Kinda the same as the P0611 FICM one - it's always there due to a Swamps Diesel 58v FICM. Don't affect anything and when I check DTC's I just pass over these 3.
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I would not run with a CEL illuminated for very long , it will keep you from being alerted to a any other CEL worthy issueI never worry about the CEL
Sorry CEL I do pay attention to, I will run with it on as I did when glow plug 4 DTC came up (until I could repair). When I do run with it on I check daily to make sure nothing else is amiss (as you said worthy issue). I should have been more clear in previous post.I would not run with a CEL illuminated for very long , it will keep you from being alerted to a any other CEL worthy issue
the trouble codes are no biggie for me since emissions doe not fail us for those. I get one for my 52 gal fuel tank ( until I can figure out forscan) and the blue wire mod if I use it and don't clear it
good proof why Ford states only oil meeting is spec should be used to limit wear.Edited after proofing.
I think lubricity is the major issue with the cam lobe and lifter failures on the 6.0, both in terms of temperature and debris in the oil. Both of those items are highly stressed from the standpoint of Hertzian contact pressure. I researched papers looking at the lubrication effect and failure modes, started a video but never finished it. Some of the findings were presented in a thread over on FTE. This is a motor that needs good oil temps and clean oil. You can trace people's oil cooler clogging to a later cam/lifter failure to some extent. While we might say that the oil filters have a high capture rate, there is a pressure bypass related to the differential across the filter media when the oil is cold and has a higher viscosity. Just about all engines have this, the filter bypasses when cold and debris that has settle overnight in the pan is pulled up at the cold start, bypassing filtration and into the channels to the lifters and lobe lubrication. The inspections are done with lifter needle bearings from the lifter that appear to be in good condition show fracture on the rolling surface. That material adds to the potential of more fracture as the displaced material becomes another high-stress point for another needle bearing.
From my lifter video: My lifters never failed, saw up to about a 20º ECT/EOT differential, but when the Ford reman was assembled, they left a lot of debris in the engine. So along with main bearing debris, I think the needle bearings show both fracture and debris scoring the needles.
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Non-published, from 87crewdually (FTE) non-lifter failure at ~185k miles). There are more fractures than I arrowed; Pete had a wye pipe failure and lost his coolant, later replaced his heads as the over temperature stressed the bolts over the exhaust ports. However, Pete had taken care of his truck exceptionally well; good oil, good filters.
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I still haven't torn down G8orford's lifters that I got from him almost two years ago; I'm so behind. He had a cooler that was clogged and later had cam/lifter failure.
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So for me, temperature matters, as does clean oil. Would it matter if there was a bypass filter? That's hard to say. I had one on my 7.3L and maybe will install it on the 6.0L. Unfortunately, it does not do much sitting on the shelf.