High oil temperature on N14 celect plus

Have you ever heard the saying. "It's better to say nothing and have everyone think you're a fool than to open your mouth and remove all doubt"

 

Lol. Like 5 years that actually 6...... I got engine make wrong, you got kindergarten math wrong. Which one is going to affect ones life? Hmm....

 

My n14, which went to 1.6 mil without rebuild, is asking what problems exactly did you have?

 

Trying to help you out there kid. If you want to learn it's better to listen to others first, Ask questions. But if you want to pretend like you know everything anyone who has the knowledge you seek won't want to talk to you.

 

The L10, M11 and N14 all have problems with injector failures and the surrounding electronics. . A common occurrence will happen when, for example, when the ECM shows a 111 or 343 code in an N-14 Celect Plus model. This means the ECM isn’t grounded to the injector. Usually this starts out with only 1 injector shown to be malfunctioning but can quickly spread to others. If this happens you immediately want to shut down the engine.These early electronic engines offered no protection against the wiring harness shortening out. There are 6 injector driver connections on the ECM which are attached to the injectors via a wiring harness. If an injector goes bad pull out the wiring from the injector and replace immediately before the faulty wire burns up the ECM motherboard. Usually if you unplug # 1, 2, 3, or 4 injector drivers in time you can save the ECM/injectors. The wiring harnesses are known to have problems and are very expensive to replace.Another issue with the N14 ECM is a faulty fuel solenoid. The solenoid is situated on the bottom of the ECM. If the solenoid shorts it will heat up the ECM slowly and can then destroy the entire fuel solenoid circuit, memory chip and the injector timing chip. Usually the solenoid gets so hot it melts the solder on the chips. For a 50 pin connection all it takes is one pin to loosen from the heat to destroy the ECM. Drivers should carry 1-2 extra injectors in the truck in case one goes out. Usually they go out in pairs which makes sense to carry 2 at all times. Inectors overfill with fuel and it overfills the crankcase.
Injector O-Rings will leak.
Misfires occurring due to a clogged filter screen on top of the injector pump.Injector cup failures allow water in the fuel.
Over revving can cause scoring on the injector plunger barrel. Oil Coolers are prone to clogging.
Fuel lines prone to fraying allowing debris into the injector. Just what I've ran into on a few. I worked as a diesel mechanic for almost 5 years before I climbed up in the seat. First gen isx wasn't all that great either. You also probably took care of yours. That helps allot as with any engine.

 

I've seen some pretty bullet proof N14s over the years. They stood up to some God awful lack of maintenance and just kept going other than an injector here or there and those are easy to change on them. What don't you like about them?

Edit, guess you just stated it while I was posting

 

Just pulling your chain, not trying slow you down. I am always up for learning. That's how I got this far. #3rdgentrucker. Don't know allot just enough to get into trouble lol