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Old 01-03-2016, 08:32 PM   #21
JRTJH
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Originally Posted by bsmith0404 View Post
I'm surprised it went into limp mode 3 times without throwing a code.
Looking "literally" at the OP's first post, he indicates: "While going over mountain truck overheated three times. Temps going over 240 deg. Causing truck to go into limp mode."

He doesn't say that the truck "reduced power" or that he "had to pull over to the side of the road" or that "the check engine light illuminated" so, he may not have had a "computer induced limp mode" and may have just had the "check engine light come on". The Temperature gauges located in the instrument panel (one for transmission temp and one for engine temp) do not have any degree markings. They only indicate C H and a "normal range" between those letters. The only indication of actual temperature degrees is in the information display. In the "engine status" section, the engine oil temperature and the transmission temperature are indicated by the actual temperature of the fluid (oil or transmission fluid). An oil temperature of 240 degrees may (or may not) indicate an engine operating temperature but is, (I believe) the temperature of the oil as it exits the oil cooler on its way back to the engine from the secondary cooling system.

If the "check engine light came on, it may be for many "out of tolerance" indications, one of which is engine overheating but could be an EGT sensor problem, a voltage regulator problem or a host of other issues. The system "should" show a code if there was a malfunction, but may not show a code if the engine was within normal parameters and was "on the edge" of being outside the parameters.

One situation that occurred with me, during a hard climb up thte east face of Eisenhower tunnel was the DPF went into cleaning mode, the exhaust system was "on the edge of being too hot" because of the uphill towing conditions. On the other side of the hill, the check engine light momentarily came on as did the "CLEANING DPF" message. Shortly afterward, a "DPF MALFUNCTION" message appeared along with the check engine light (CEL). The CEL was still on when we pulled into the Ford dealership in Silverthorne. They checked the truck, no codes, the CEL was still on. Fortunately, one of the diesel techs remembered a TSB about DPF cleaning when in a "high performance mode" and said that the truck's computer will clear itself within the next two DPF cleaning cycles. Sure enough, climbing to the Eisenhower tunnel, the truck did a DPF regen, then again on the downhill side, it did another and all the lights went out, haven't come on again other than the normal "CLEANING DPF" message that appears momentarily when the cycle starts. There have never been any codes stored, no indication of any "problem" other than the "check engine light" that was on until the DPF cycled enough times to clean itself. Afterwards, all is good.

I don't know for sure, but the OP's truck may not have gone into "limp mode" but rather the truck turbo protection system went into "altered fuel/timing performance" mode and the check engine light came on. This is a "normal sequence" if the EGT gets too high and is a design feature to protect the truck. Possibly, when he checked the oil temperature, it was 240 degrees... I don't know if "higher than normal" EGT temps that trigger an engine reduction are recorded as a "problem code" or not ????

Maybe he had a situation similar to mine? Then again, maybe not ???

Unless Ford can find a trouble code, pretty much all any of us can do is "long distance guess" on possible problems ??????
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Old 01-03-2016, 10:38 PM   #22
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Op did say it reduced power......if there was no other indicator how about that it may have just been the fan coming on....just a thought as it does take away lots of power to run that big fan. I have never heard mine run so I am not sure what they sound like.
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Old 01-04-2016, 08:28 AM   #23
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"The turbocharger itself is being upgraded. Ford will replace the previous Garrett GT32 with a GT37. The GT37 features a larger 88 mm compressor wheel (exducer) that replaced the GT32’s siamese wheel. On the turbine side of things, the wheel is increased to 72.5 mm up from 64 mm. In addition, the wastegate and wastegate controls have been eliminated. “The original designers of the current Power Stroke V8 diesel forecasted the need for higher output. This facilitated the larger turbocharger, increasing airflow and creating more power,” said David Ives, Power Stroke technical specialist. “We’ve dramatically improved performance while reducing overall engine complexity by focusing on the turbo system.”

Another interesting article is here: http://www.greencarcongress.com/2013...0927-ford.html

Interesting. Most turbos have a wastegate or otherwise dump exhaust pressure somehow. Looking into it, the 2015 powerstroke controls boost pressure by changing the vane configuration on the turbo - result is the same, you get to control how much boost you're making electronically. Should not overboost / overspeed.

Didn't earlier Fords have issues with variable vane turbos in that if they weren't loaded and driven hard with some amount of frequency the whole setup tended to fail?

Turbo technology has come a long way....

Hopefully the OP will respond.
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Old 01-04-2016, 09:53 AM   #24
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Bottom line about this thread is the OP really did not give enough information to be helpful only guess what could have happened. The dealer checked it and found no codes. I could make more guesses but, whats the point. We will never know what the problem was or what caused it.
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Old 01-04-2016, 01:16 PM   #25
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First off...2011 up f250 and 350 srw come with 3:31 or 3:55 only if it is a diesel, you must go drw to get 3:73!

Second, I will not deny you are over the GVWR most likely as we tow about the same trailers in size, but I think my carbon is slightly lighter as it has less features. My truck is a 2011 with 3:55 f250 bone stock and has 98k miles, I have never overheated! I would take it to another ford dealer and have it checked.
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Old 01-04-2016, 04:12 PM   #26
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FYI...Ford eliminated the air to air intercooler when they released the 6.7l.
Thanks for the update but the water to air intercooler system can get heat soaked just like an Air to Air. It just takes a little longer.
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Old 01-04-2016, 07:31 PM   #27
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Thanks for the update but the water to air intercooler system can get heat soaked just like an Air to Air. It just takes a little longer.
Rarely do I ever find the secondary system very warm...maybe hot once, but then again I am in Alaska and rarely do we see ambient temps to much above 65*f.

The system is actually very well designed and actually a rarity to become heat soaked. The systems are actually very compact and very effective at keeping intake temps stable even during high loads.

I am learning alot on water to air vs air to air. I just changed my snowmachine over to a water to water cooler and rarely do I see more then a 4 to 5 degree temp difference. The old air to air system was not uncommon to see more then a 50* difference depending on load. Last benefit...no other changes then the intercooler, I gained 3 pounds of boost. Which in this machine should net me about 25 horsepower.
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Old 01-06-2016, 10:54 AM   #28
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Without knowing how the OP is driving up steep grades it is impossible to guess what happened. If he just planted the pedal to the floor towing over capacity while going up a steep hill I would suspect that caused some problems
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Old 01-07-2016, 11:15 AM   #29
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BOB I AM WITH YOU! IT SHOULD HAVE THROWN A CODE. HAS ANYONE CHECKED "HISTORY CODES"? OR PENDING CODES?. ALSO IF YOU CAN PLUG IN A SCANNER NOT A CODE READER. DO THE DASH TEMP AND THE ECU COOLANT TEMP NUMBERS MATCH? IF THE ECU READS LOWER THAN THE DASH UNIT, THE DASH UNIT (DIM) MAY BE BAD OR OUT OF CALIBRATION. i AM NOT A TRUCK TECH, BUT THIS IS NOT UNCOMMON IN SAABS VOLVOS AND OTHER CAR THAT I WORK ON. HOPE IT HELPS.
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Old 01-07-2016, 04:34 PM   #30
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Originally Posted by Big Boy w/ Big Toys View Post
Rarely do I ever find the secondary system very warm...maybe hot once, but then again I am in Alaska and rarely do we see ambient temps to much above 65*f.

The system is actually very well designed and actually a rarity to become heat soaked. The systems are actually very compact and very effective at keeping intake temps stable even during high loads.

I am learning alot on water to air vs air to air. I just changed my snowmachine over to a water to water cooler and rarely do I see more then a 4 to 5 degree temp difference. The old air to air system was not uncommon to see more then a 50* difference depending on load. Last benefit...no other changes then the intercooler, I gained 3 pounds of boost. Which in this machine should net me about 25 horsepower.
Yea we live on two different ends of the world. LOL

I had a turbo 1st gen neon swap that was my baby for a long time but I had two different tunes for the beasty. One for the summer when temps are in the mid 90s to 100 degree range and one for the rest of the year. My air to air intercooler would get heat soaked in the summer, which I expected. But I loved the fall and winter time when it was cooler. The car made a lot more power in those cooler months.

My buddy has a Vortec SC 2003 Mercury Marauder. Its none stock and makes close to 500HP to the RW. His has a Water to Air intercooler and its sweet but he has had to replace the circulation pump out at least three times. We cant figure out why it keeps going out. If I owned a Water to Air vehicle that's something I would keep in the storage area as a spare. Just my two cents.
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Old 01-07-2016, 05:04 PM   #31
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Yea we live on two different ends of the world. LOL

I had a turbo 1st gen neon swap that was my baby for a long time but I had two different tunes for the beasty. One for the summer when temps are in the mid 90s to 100 degree range and one for the rest of the year. My air to air intercooler would get heat soaked in the summer, which I expected. But I loved the fall and winter time when it was cooler. The car made a lot more power in those cooler months.

My buddy has a Vortec SC 2003 Mercury Marauder. Its none stock and makes close to 500HP to the RW. His has a Water to Air intercooler and its sweet but he has had to replace the circulation pump out at least three times. We cant figure out why it keeps going out. If I owned a Water to Air vehicle that's something I would keep in the storage area as a spare. Just my two cents.

LOL 500 HP at the rear wheels.

I finished a motor over the summer for my sled for racing that is running over 550 hp on the dyno.....that is from a two cylinder. The thing is a beast. I am hoping for 170 to 180 mph radar runs...if we get some snow. On the ice out on the lake before Christmas I ran 131 mph in a measured mile run on the almost stock motor. All computer programming and pump fuel.

What circulation pump is he running??
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Old 01-07-2016, 05:40 PM   #32
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LOL 500 HP at the rear wheels.

I finished a motor over the summer for my sled for racing that is running over 550 hp on the dyno.....that is from a two cylinder. The thing is a beast. I am hoping for 170 to 180 mph radar runs...if we get some snow. On the ice out on the lake before Christmas I ran 131 mph in a measured mile run on the almost stock motor. All computer programming and pump fuel.

What circulation pump is he running??

That is crazy!!! Strap in and hold on for one hell of a ride! His car can be a daily driver if he wants. But it can turn low 12 second quarter miles which is pretty good for a 4500 lb car. It's the stock Votec Supercharger unit that the company sales that he has replaced.
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Old 01-13-2016, 05:44 PM   #33
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Thanks for the tip. I was unaware and about to buy a new diesel. Hate to kill a $60k machine .
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Old 01-13-2016, 06:13 PM   #34
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Thanks for the tip. I was unaware and about to buy a new diesel. Hate to kill a $60k machine .
Always buy more truck then you need....within reason.
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