6.4 Ford sludge
- Thread starter nutsbolts
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I'm having a hard time following this.
You ran the factory fill for 5k miles, drained it, and filled it, drove it 15k for a total of 19k miles on the truck. No where in this whole thread did you mention:
Manufacturer of the Oil?
And if you ran it for the full 15k miles?
A 5w30 even in a non diesal engine that has a Turbo isn't usually recommended. Most recommend a full synthetic Xw-40 weight of some kind. I'd never run anything that wasn't even in teh same range/class of what the dealer recommended let alone run it for 15k miles(your talking about a really expensive truck, why skimp on oil)?
You ran the factory fill for 5k miles, drained it, and filled it, drove it 15k for a total of 19k miles on the truck. No where in this whole thread did you mention:
Manufacturer of the Oil?
And if you ran it for the full 15k miles?
A 5w30 even in a non diesal engine that has a Turbo isn't usually recommended. Most recommend a full synthetic Xw-40 weight of some kind. I'd never run anything that wasn't even in teh same range/class of what the dealer recommended let alone run it for 15k miles(your talking about a really expensive truck, why skimp on oil)?
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It really does not matter what brand oil it is.
I said it was a popular synthetic Diesel oil 5W30.
If I posted up the brand oil I would see one line post that claim that brand is no good or this and that, no facts.
so far the thread has been positive, I dont want that to change.
So far the dealer still has the truck they wont touch it.
As far as the add pack goes, the day the truck failed, the turbo blew oil into the engine and I had to add some gas station diesel oil "RoTella" one gallon worth to get it home.
Javier
I said it was a popular synthetic Diesel oil 5W30.
If I posted up the brand oil I would see one line post that claim that brand is no good or this and that, no facts.
so far the thread has been positive, I dont want that to change.
So far the dealer still has the truck they wont touch it.
As far as the add pack goes, the day the truck failed, the turbo blew oil into the engine and I had to add some gas station diesel oil "RoTella" one gallon worth to get it home.
Javier
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It really DOES matter what brand of oil it is, because there are NO 'popular synthetic diesel oil 5w30'.
All 5w30 diesels oils are very specialized, somewhat rare products. Only 2 come to my mind - Amsoil HDD 5w30, and Castrol 'Elixion' 5w30, and neither have an add-pack that looks like this.
Why don't you just admit you, or someone else, put regular gas-car 5w30 oil in the engine, and wrecked it? THAT is why the shop won't touch it - you voided your warranty!!!
All 5w30 diesels oils are very specialized, somewhat rare products. Only 2 come to my mind - Amsoil HDD 5w30, and Castrol 'Elixion' 5w30, and neither have an add-pack that looks like this.
Why don't you just admit you, or someone else, put regular gas-car 5w30 oil in the engine, and wrecked it? THAT is why the shop won't touch it - you voided your warranty!!!
let me explain something to you.
You are WRONG!
Ford has a copy of the original invoice of the oil I purchased.
The additive pack can become depleted as the oil is contaminated or diluted with fuel.
you know I have another thread with another truck that FORD wont fix it either!
It has to break first and I use regular Diesel oil in that truck.
why dont you yell at me in that thread?
Javier
You are WRONG!
Ford has a copy of the original invoice of the oil I purchased.
The additive pack can become depleted as the oil is contaminated or diluted with fuel.
you know I have another thread with another truck that FORD wont fix it either!
It has to break first and I use regular Diesel oil in that truck.
why dont you yell at me in that thread?
Javier
dnewton3
Staff member
Gosh - here's a real life example of what I've often touted about the misconceptions of the M/M Warranty act. In a nutshell, I can summize.
If you use the prescribed fluids in the prescribed manner, then the burden of proof is upon the OEM to show that your actions somehow caused the failure of the product in question. If you have good, solid evidence to show that you followed warranty parameters, then most OEMs won't even argue with you. If you use alternative materials and/or methods for maintenance, then the burden of proof is upon you to show that your selections did not cause the failure. It's that simple on the surface; use their specs and they have to show it's not their fault - use your stuff and it's up to you to show it's not your fault.
What most people fail to recognize is that the M/M act is not there solely to protect the consumer from the OEM; it also protects the OEM from the consumer - it works both ways! While the OEM cannot REQUIRE their own (or otherwise brand specified) products for maintenance unless provided at no cost, they CAN prescribe minimum standards for criteria that must be followed for warranty to be honored. Certain engineering standards can be set, whether they be for parts or lubricants. As long as those can be proved to be met, then the burden of proof lay at the feet of the OEM. But if you use a product that is not in concert with the OEM specs, then the burden of proof shifts upon the aftermarket supplier and/or consumer.
Here's a far-fetched example: Say I choose to run GL-5 75w-90 gear oil in my diff, but it's Mobil rather than Ford stuff. Ford would honor it if the API grade and specs are met; no one would argue that. But what if I choose to use synthetic ATF in the differential? Ford would have every right to place the burden of proof upon me to show that ATF was not at fault for some failure. Not only that, but even the aftermarket fluid suppliers typically have warranties written such that you must use their products in accordance with the OEM specs. It would not be Ford's fault if I used ATF in the differential, but neither would it be Mobil's fault if I used their ATF in the differential. You do NOT have IMMUNITY from all decisions made; the burden of proof is taken in account with the totality of the circumstances.
So how does this translate into this particular thread? Well, the OP refuses to state which of the two commonly known HDEO synthetic 5w30 engine oils he might have used. Does it matter? - Maybe not. But it casts doubt upon the validity of the claim. Further, if it were one of the two known products meeting that claim (Amsoil or Castrol), both of those companies are well armed with good information and evidence to back up their products. Keeping M/M in mind, if an out of spec HDEO is used (not CJ-4, not at prescribed OCIs, and not in grade), there still might be some hope in that, while Ford can cast the burden to the lube maker, in turn the lube maker might have good data to show that use of their particular product did not cause the failure in quesiton (sludging to turbo failure). If the OP successfully engages the lube maker, they might come to his defense. However, they also are going to want specific details of the event, and access to the evidence. So it might become a battle of the giants. And you better hope that you can convince the lube maker that you used the correct fluid in the correct application.
Maybe it was the engine's fault for leaching coolant into the engine oil (Ford's fault). Mabey it was the fault of a poorly manufactured lube (lube maker's fault). Maybe it was improperly selected lube (consumer's fault).
The problem is, even though Ford may ultimately be at fault for making a suspect engine, you have provided a large opening for Ford to wedge some doubt into, and at least call into question the validity of the fluid you chose. And all this happens while you get to sit on the sidelines, paying a financial note on a truck you don't even get to use, for choosing a product that didn't meet the OEM specs, while two dis-interested parties argue about whose fault it is.
I very much would like some truthful information about the actual companies and products involved. I would also like to be kept abreast of the dealings and outcome; although there are times when descretion is the better part of valor, because you make a deal with the devil.
If you use the prescribed fluids in the prescribed manner, then the burden of proof is upon the OEM to show that your actions somehow caused the failure of the product in question. If you have good, solid evidence to show that you followed warranty parameters, then most OEMs won't even argue with you. If you use alternative materials and/or methods for maintenance, then the burden of proof is upon you to show that your selections did not cause the failure. It's that simple on the surface; use their specs and they have to show it's not their fault - use your stuff and it's up to you to show it's not your fault.
What most people fail to recognize is that the M/M act is not there solely to protect the consumer from the OEM; it also protects the OEM from the consumer - it works both ways! While the OEM cannot REQUIRE their own (or otherwise brand specified) products for maintenance unless provided at no cost, they CAN prescribe minimum standards for criteria that must be followed for warranty to be honored. Certain engineering standards can be set, whether they be for parts or lubricants. As long as those can be proved to be met, then the burden of proof lay at the feet of the OEM. But if you use a product that is not in concert with the OEM specs, then the burden of proof shifts upon the aftermarket supplier and/or consumer.
Here's a far-fetched example: Say I choose to run GL-5 75w-90 gear oil in my diff, but it's Mobil rather than Ford stuff. Ford would honor it if the API grade and specs are met; no one would argue that. But what if I choose to use synthetic ATF in the differential? Ford would have every right to place the burden of proof upon me to show that ATF was not at fault for some failure. Not only that, but even the aftermarket fluid suppliers typically have warranties written such that you must use their products in accordance with the OEM specs. It would not be Ford's fault if I used ATF in the differential, but neither would it be Mobil's fault if I used their ATF in the differential. You do NOT have IMMUNITY from all decisions made; the burden of proof is taken in account with the totality of the circumstances.
So how does this translate into this particular thread? Well, the OP refuses to state which of the two commonly known HDEO synthetic 5w30 engine oils he might have used. Does it matter? - Maybe not. But it casts doubt upon the validity of the claim. Further, if it were one of the two known products meeting that claim (Amsoil or Castrol), both of those companies are well armed with good information and evidence to back up their products. Keeping M/M in mind, if an out of spec HDEO is used (not CJ-4, not at prescribed OCIs, and not in grade), there still might be some hope in that, while Ford can cast the burden to the lube maker, in turn the lube maker might have good data to show that use of their particular product did not cause the failure in quesiton (sludging to turbo failure). If the OP successfully engages the lube maker, they might come to his defense. However, they also are going to want specific details of the event, and access to the evidence. So it might become a battle of the giants. And you better hope that you can convince the lube maker that you used the correct fluid in the correct application.
Maybe it was the engine's fault for leaching coolant into the engine oil (Ford's fault). Mabey it was the fault of a poorly manufactured lube (lube maker's fault). Maybe it was improperly selected lube (consumer's fault).
The problem is, even though Ford may ultimately be at fault for making a suspect engine, you have provided a large opening for Ford to wedge some doubt into, and at least call into question the validity of the fluid you chose. And all this happens while you get to sit on the sidelines, paying a financial note on a truck you don't even get to use, for choosing a product that didn't meet the OEM specs, while two dis-interested parties argue about whose fault it is.
I very much would like some truthful information about the actual companies and products involved. I would also like to be kept abreast of the dealings and outcome; although there are times when descretion is the better part of valor, because you make a deal with the devil.
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Originally Posted By: BoiseRob
Nice post dnewton3.
That's exactly why I won't run 5w30 in my 2500HD transfer case...
Nice post dnewton3.
That's exactly why I won't run 5w30 in my 2500HD transfer case...
In the first line on the first page of this thread, you are asking for advice. People on here are trying to help you, but certain info is required, like what oil you used. No need to get defensive about it, just tell us what oil it was already.
OVERKILL
$100 Site Donor 2021
Originally Posted By: dnewton3
The problem is, even though Ford may ultimately be at fault for making a suspect engine,
Even better, Navistar would be at fault for making the suspect engine and selling it to Ford!
I still don't see the logic in running a 5w30 in this engine???
The problem is, even though Ford may ultimately be at fault for making a suspect engine,
Even better, Navistar would be at fault for making the suspect engine and selling it to Ford!
I still don't see the logic in running a 5w30 in this engine???
The dilution factor of the crank case oil would need to be near 50% for the typical HDD add pack to be that out of whack. Maybe the OP was a "victim" of mislabeling by the yet to be named oil company
. Add pack, even with dilution, is very similar to PCMO in my eyes.
Originally Posted By: OVERK1LL
Originally Posted By: dnewton3
The problem is, even though Ford may ultimately be at fault for making a suspect engine,
Even better, Navistar would be at fault for making the suspect engine and selling it to Ford!
I still don't see the logic in running a 5w30 in this engine???
+1
Originally Posted By: dnewton3
The problem is, even though Ford may ultimately be at fault for making a suspect engine,
Even better, Navistar would be at fault for making the suspect engine and selling it to Ford!
I still don't see the logic in running a 5w30 in this engine???
+1
tell me how the addpack "or the lack of" is affecting my engine in terms of wear.
for the first oil change and 19,000 miles on the oil how is my UOA showing engine component wear?
How is this horrible addpack, 5W30 mystery oil, treating my engine based on the UOA results?
Aluminum 13
Chromium 2
nickel 2
Iron 162
Copper 9
Lead 43
Tin 5
Moly 9
Potassium 15
Silicon 10
Sodium 424
Calcium 1709
Magnesium 63
Phosphorus 733
boron 5
Zinc 816
cST Viscosity @100 10.2
TBN 5.54
OXIDATION 15
NITRATION 16
fuel 0.4%
soot 0.6%
water infrared <.1
for the first oil change and 19,000 miles on the oil how is my UOA showing engine component wear?
How is this horrible addpack, 5W30 mystery oil, treating my engine based on the UOA results?
Aluminum 13
Chromium 2
nickel 2
Iron 162
Copper 9
Lead 43
Tin 5
Moly 9
Potassium 15
Silicon 10
Sodium 424
Calcium 1709
Magnesium 63
Phosphorus 733
boron 5
Zinc 816
cST Viscosity @100 10.2
TBN 5.54
OXIDATION 15
NITRATION 16
fuel 0.4%
soot 0.6%
water infrared <.1
WOW I'm not going to contribute to this thread any longer. It wasn't a modern CJ-4 diesel oil that went into your crank case- it's obvious from the quick chemistry profile! You presented one data point and asked for help- we tried. I'd love to see the results of an analytical ferrography on your sample that probably show lots of large wear particles. Yes you had a decent amount of coolant contamination present based on the trace metal profile and I am sure it did hurt you, but you were also running the wrong oil and oil change interval for the design intent of this modern diesel engine (from Ford's perspective).
Your 1 gallon addition of Rotella (that you JUST told us about) is what obviously gave you the TBN boost that's showing up in this sample and has you exclaiming this oil is still good...LOOK AT IT! Face it you somehow ran the wrong oil, got bit by a reliability bug from Ford and now have given them the ultimate out from their problems. I wouldn't take the stand for you in this case if I were paid because there are so many holes in your story and evasive/abrasive comments made to members here that actually comprehend the extreme reliability demands that EGR/DPF diesel engines place on CJ-4 oils. I am probably going out on a limb here, but many folks have no empathy for your situation anymore and we are done listening/contributing to this circular argumentative topic.
Your 1 gallon addition of Rotella (that you JUST told us about) is what obviously gave you the TBN boost that's showing up in this sample and has you exclaiming this oil is still good...LOOK AT IT! Face it you somehow ran the wrong oil, got bit by a reliability bug from Ford and now have given them the ultimate out from their problems. I wouldn't take the stand for you in this case if I were paid because there are so many holes in your story and evasive/abrasive comments made to members here that actually comprehend the extreme reliability demands that EGR/DPF diesel engines place on CJ-4 oils. I am probably going out on a limb here, but many folks have no empathy for your situation anymore and we are done listening/contributing to this circular argumentative topic.
Quote:
WOW I'm not going to contribute to this thread any longer
I have not heard anything different than what FORD would of said.
Quote:
I'd love to see the results of an analytical ferrography on your sample that probably show lots of large wear particles.
how are you so sure? or ar you just speculating?
Quote:
It wasn't a modern CJ-4 diesel oil that went into your crank case
that caused my sludge and turbo failure?
Quote:
I wouldn't take the stand for you in this case if I were paid because there are so many holes in your story and evasive/abrasive comments made to members here that actually comprehend the extreme reliability demands that EGR/DPF diesel engines place on CJ-4 oils. I am probably going out on a limb here, but many folks have no empathy for your situation anymore and we are done listening/contributing to this circular argumentative topic.
You are a graduate of the Society of Tribologist and lubrication Engineers?
You speak for everyone at BITOG also?
could you please tell me something I already have not heard from
people who wish they had a clue.
Quote:
there are so many holes in your story and evasive/abrasive comments made to members here
your whole post is not abrasive toward my decision to use the oil I want in my truck?
WOW I'm not going to contribute to this thread any longer
I have not heard anything different than what FORD would of said.
Quote:
I'd love to see the results of an analytical ferrography on your sample that probably show lots of large wear particles.
how are you so sure? or ar you just speculating?
Quote:
It wasn't a modern CJ-4 diesel oil that went into your crank case
that caused my sludge and turbo failure?
Quote:
I wouldn't take the stand for you in this case if I were paid because there are so many holes in your story and evasive/abrasive comments made to members here that actually comprehend the extreme reliability demands that EGR/DPF diesel engines place on CJ-4 oils. I am probably going out on a limb here, but many folks have no empathy for your situation anymore and we are done listening/contributing to this circular argumentative topic.
You are a graduate of the Society of Tribologist and lubrication Engineers?
You speak for everyone at BITOG also?
could you please tell me something I already have not heard from
people who wish they had a clue.
Quote:
there are so many holes in your story and evasive/abrasive comments made to members here
your whole post is not abrasive toward my decision to use the oil I want in my truck?
dnewton3
Staff member
I'll admit a few things here, because I don't want to mis-represent myself. 1) I'm not a tribologist 2) I'm not a lawyer 3)I am a statisitical qualtiy control engineer. My "opinions" are not worthy of being quoted in court, which is where you're likely headed, if you have the time/money/fortitude to fight it out. But, that does not make my comments or insight worthless either. You came to us for advice, and now you question the almost unified response you're getting.
Regarding the "add pack" issue: for one thing, that's already been brought up, your Fe is sky high; average of 8ppm/1k miles. That's way more than normal for a well performing HDEO in a diesel engine. Also, adding a gallon of Rotella skews the UOA in your favor late in the game. In all honesty, that seems like a bit of a cover-up at this point. Also, UOAs do NOT show anything above 5um in size; you could have much more junk in the oil than you are aware of even at this point. A particle count analysis might also shed some light onto this topic as well.
I've suggested this, but you've declined a direct specific answer. So, now I'll directly ask you, nutsbolts: Have you engaged the specific oil manufacturer in your quest, and if so what information/assistance have they offered or declined?
Ford has the right, at this point, to shove the burden of proof onto you and/or the lube maker. Can the lube maker shove the burden back upon Ford? - perhpas yes, perhaps not.
CJ-4 compliant oils have many tasks, as do all oils. But one thing they are very good at, by necessity, is controlling soot, due to the ever increasing use of EGR. Not only is this important from a DPF standpoint, but it also is important to the internals of the engine. If you used a non-CJ-4 oil, then Ford has some legitimate footing to at least argue their side. Again, if the lube maker can show strong data that their product is worthy in the mis-application you chose, you might be able to heave the burden back upon Ford. Or, the lube maker might just tell you that you made a wrong choice, and therefore lump the burden of proof onto you, as they step aside. The problem here is that you probably don't have hundreds (if not thousands) of hours to spend on testing your selected oil/engine combination, nor the hundreds of thousands of dollars it would take to run such tests.
At it's core, I suspect that the engine was at fault for leaking cooling into the lube system. But, I also understand that when you veered outside the specified realms of engineering specs, you gave Ford the ability to deny you claim at the front end. In the end, you might still win, but are you prepared for the huge time/money/emotional battle?
I can shed some very legitimate light on this type confrontation, because I once involved myself in a "lemon-law" action against Ford. I involved the Ford "action response team", the Indiana Atty General, the BBB, and a lawyer. And my vehicle was completely stock and I had followed all Ford's recommendations, and it was still a massive fight. I ended up trading the vehicle in, because the dealership had mercy on me, and I tired of the battle. I was paying a note on a car that I didn't even have the use of! And the "lemon-law" depreciation rate allowance is not at all favorable (or at least was not at the time, in 1990).
So, in regard to your situation, I still have to wonder why you won't share the specifics of your plight? What gives? Why the mystery oil? They are the missing piece in this puzzle. Your whole claim is that the use of your non-compliant lube and extended OCI did not cause the turbo failure. So, where's the support of the lube maker? Or, did you already try that, and they dumped you for non-compliant use of their product? Further, everyone here worth their salt knows that if you extend your OCIs, then it's very advisable to do UOAs along the way. Do you have proof of successive UOAs showing trending of coolant contamination? Do you have UOAs every 5k miles showing the ranges of wear metals? From what I've read, probably not. You only did a UOA after you developed a problem, using a non-compliant fluid in a non-recommended manner, and after you pumped in some recovery HDEO.
I find myself, as do most people following this thread, doubting your credibility. I apologize if that offends you, but it's my nature as an engineer and a cop to call out things that don't add up. Like I said in an earlier post, you're finding out the hard way that warranty coverage and compliance are not boundless; there are pratical limits to most everything in life.
You might still win this one, but only after a long, hard-fought up-hill battle ...
Regarding the "add pack" issue: for one thing, that's already been brought up, your Fe is sky high; average of 8ppm/1k miles. That's way more than normal for a well performing HDEO in a diesel engine. Also, adding a gallon of Rotella skews the UOA in your favor late in the game. In all honesty, that seems like a bit of a cover-up at this point. Also, UOAs do NOT show anything above 5um in size; you could have much more junk in the oil than you are aware of even at this point. A particle count analysis might also shed some light onto this topic as well.
I've suggested this, but you've declined a direct specific answer. So, now I'll directly ask you, nutsbolts: Have you engaged the specific oil manufacturer in your quest, and if so what information/assistance have they offered or declined?
Ford has the right, at this point, to shove the burden of proof onto you and/or the lube maker. Can the lube maker shove the burden back upon Ford? - perhpas yes, perhaps not.
CJ-4 compliant oils have many tasks, as do all oils. But one thing they are very good at, by necessity, is controlling soot, due to the ever increasing use of EGR. Not only is this important from a DPF standpoint, but it also is important to the internals of the engine. If you used a non-CJ-4 oil, then Ford has some legitimate footing to at least argue their side. Again, if the lube maker can show strong data that their product is worthy in the mis-application you chose, you might be able to heave the burden back upon Ford. Or, the lube maker might just tell you that you made a wrong choice, and therefore lump the burden of proof onto you, as they step aside. The problem here is that you probably don't have hundreds (if not thousands) of hours to spend on testing your selected oil/engine combination, nor the hundreds of thousands of dollars it would take to run such tests.
At it's core, I suspect that the engine was at fault for leaking cooling into the lube system. But, I also understand that when you veered outside the specified realms of engineering specs, you gave Ford the ability to deny you claim at the front end. In the end, you might still win, but are you prepared for the huge time/money/emotional battle?
I can shed some very legitimate light on this type confrontation, because I once involved myself in a "lemon-law" action against Ford. I involved the Ford "action response team", the Indiana Atty General, the BBB, and a lawyer. And my vehicle was completely stock and I had followed all Ford's recommendations, and it was still a massive fight. I ended up trading the vehicle in, because the dealership had mercy on me, and I tired of the battle. I was paying a note on a car that I didn't even have the use of! And the "lemon-law" depreciation rate allowance is not at all favorable (or at least was not at the time, in 1990).
So, in regard to your situation, I still have to wonder why you won't share the specifics of your plight? What gives? Why the mystery oil? They are the missing piece in this puzzle. Your whole claim is that the use of your non-compliant lube and extended OCI did not cause the turbo failure. So, where's the support of the lube maker? Or, did you already try that, and they dumped you for non-compliant use of their product? Further, everyone here worth their salt knows that if you extend your OCIs, then it's very advisable to do UOAs along the way. Do you have proof of successive UOAs showing trending of coolant contamination? Do you have UOAs every 5k miles showing the ranges of wear metals? From what I've read, probably not. You only did a UOA after you developed a problem, using a non-compliant fluid in a non-recommended manner, and after you pumped in some recovery HDEO.
I find myself, as do most people following this thread, doubting your credibility. I apologize if that offends you, but it's my nature as an engineer and a cop to call out things that don't add up. Like I said in an earlier post, you're finding out the hard way that warranty coverage and compliance are not boundless; there are pratical limits to most everything in life.
You might still win this one, but only after a long, hard-fought up-hill battle ...
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Originally Posted By: nutsbolts
Quote:
WOW I'm not going to contribute to this thread any longer
I have not heard anything different than what FORD would of said.
Quote:
I'd love to see the results of an analytical ferrography on your sample that probably show lots of large wear particles.
how are you so sure? or ar you just speculating?
Quote:
It wasn't a modern CJ-4 diesel oil that went into your crank case
that caused my sludge and turbo failure?
Quote:
I wouldn't take the stand for you in this case if I were paid because there are so many holes in your story and evasive/abrasive comments made to members here that actually comprehend the extreme reliability demands that EGR/DPF diesel engines place on CJ-4 oils. I am probably going out on a limb here, but many folks have no empathy for your situation anymore and we are done listening/contributing to this circular argumentative topic.
You are a graduate of the Society of Tribologist and lubrication Engineers?
You speak for everyone at BITOG also?
could you please tell me something I already have not heard from
people who wish they had a clue.
Quote:
there are so many holes in your story and evasive/abrasive comments made to members here
your whole post is not abrasive toward my decision to use the oil I want in my truck?
You call us people who wish we had a clue?? I believe the rest of us know what oil to use for our specific application and not try to make a manufacturer pay for our obvious mistakes.
Quote:
WOW I'm not going to contribute to this thread any longer
I have not heard anything different than what FORD would of said.
Quote:
I'd love to see the results of an analytical ferrography on your sample that probably show lots of large wear particles.
how are you so sure? or ar you just speculating?
Quote:
It wasn't a modern CJ-4 diesel oil that went into your crank case
that caused my sludge and turbo failure?
Quote:
I wouldn't take the stand for you in this case if I were paid because there are so many holes in your story and evasive/abrasive comments made to members here that actually comprehend the extreme reliability demands that EGR/DPF diesel engines place on CJ-4 oils. I am probably going out on a limb here, but many folks have no empathy for your situation anymore and we are done listening/contributing to this circular argumentative topic.
You are a graduate of the Society of Tribologist and lubrication Engineers?
You speak for everyone at BITOG also?
could you please tell me something I already have not heard from
people who wish they had a clue.
Quote:
there are so many holes in your story and evasive/abrasive comments made to members here
your whole post is not abrasive toward my decision to use the oil I want in my truck?
You call us people who wish we had a clue?? I believe the rest of us know what oil to use for our specific application and not try to make a manufacturer pay for our obvious mistakes.
Originally Posted By: addyguy
This guys a troll. I give up.
Quote:
It really DOES matter what brand of oil it is, because there are NO 'popular synthetic diesel oil 5w30'.
All 5w30 diesels oils are very specialized, somewhat rare products. Only 2 come to my mind - Amsoil HDD 5w30,
and Castrol 'Elixion' 5w30, and neither have an add-pack that looks like this.
Why don't you just admit you, or someone else, put regular gas-car 5w30 oil in the engine, and wrecked it?
THAT is why the shop won't touch it - you voided your warranty!!!
Quote:
The add-pack on that oil isn't a HDEO add-pack.
I think the OP put in PCMO 5w30, the engine failed, and now he wants Ford to pay for a new engine.
Very silly move if this is a work truck, its gonna take a long time to resolve, and you won't have a vehicle to use!
I find it very interesting that the OP won't actually tell us what type of oil was put in the truck.....
Good luck with htis, I'd love to hear how this turns out!
so I dont get it. where is your advice? calling me a troll, whatever that means, is good advice?
you seem to be so sure I put cheap oil in my truck based on the additive package on my UOA.
let me ask you, what passenger car 5W30 oil would last 19,000 miles and have a UOA that looks like mine?
Javier
This guys a troll. I give up.
Quote:
It really DOES matter what brand of oil it is, because there are NO 'popular synthetic diesel oil 5w30'.
All 5w30 diesels oils are very specialized, somewhat rare products. Only 2 come to my mind - Amsoil HDD 5w30,
and Castrol 'Elixion' 5w30, and neither have an add-pack that looks like this.
Why don't you just admit you, or someone else, put regular gas-car 5w30 oil in the engine, and wrecked it?
THAT is why the shop won't touch it - you voided your warranty!!!
Quote:
The add-pack on that oil isn't a HDEO add-pack.
I think the OP put in PCMO 5w30, the engine failed, and now he wants Ford to pay for a new engine.
Very silly move if this is a work truck, its gonna take a long time to resolve, and you won't have a vehicle to use!
I find it very interesting that the OP won't actually tell us what type of oil was put in the truck.....
Good luck with htis, I'd love to hear how this turns out!
so I dont get it. where is your advice? calling me a troll, whatever that means, is good advice?
you seem to be so sure I put cheap oil in my truck based on the additive package on my UOA.
let me ask you, what passenger car 5W30 oil would last 19,000 miles and have a UOA that looks like mine?
Javier
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