|Thread Details Posted by nitronick, this thread has received 1 replies and been viewed 6515 times.|
||Thread Tools||Display Modes|
|01-07-2012, 10:09 PM||#1|
Join Date: Mar 2011
Thanked 11 Times in 8 Posts
Injection Control Pressure issues International 4200 VT365
Hey Guys. I have an International 4200 VT365 with some ICP/IPR Issues. I have a Nexiq interface monitoring via Internationals Master Diagnostics software, as you can see in the pics below.
I should note that the HPOP, ICP and IPR were all changed earlier in 2011. I also have changed all four injectors on the driver bank.
It is kind of difficult to see what is what with the resized photos. It is easier to read if you click on the pics to make them full size.
ICP - White
ICP Desired - Yellow
IPR % - Teal
RPM - Pink
Engine Load % - Gray
This one is me running through the gears from a stop getting up to about 40 mph.
Notice 2nd and 3rd gears seem to be fine, but 4th & 5th show the ICP slowly climbing
along with the engine RPM, but not giving the desired pressure.
This one is running through the gears getting up to highway speeds. Same ICP lag as
in the first graph.
I was going about 40 MPH here on slightly hilly terrain. Note the correspondence of the
ICP drop to the engine load increase.
In these two, I am driving at highway speeds. The truck has a 65MPH speed limit through
the ECM. Note again the ICP drop in relation to the engine load.
The last one is climbing a kind of long hill. The engine load is at 100%. When
the ICP registers a difference of 400PSI or more from the ICPDesired for 8 seconds, it
throws the 333 code. I am assuming that when it throws the code, it goes into a limp
mode or something similar. I can feel the engine change. When it throws the code, you
can note the ICPDesired drops slightly and the ICP increases. When I clear the code, it
drops back down, and throws the code again after 8 seconds.
At first, I thought I was only having the problem when the engine was going to 100% load but, as you can see in the graphs above, it occurs when there is a sharp increase in engine load.
So what do you guys think? I am leaning towards a leak in the high pressure oil system somewhere, although I have not yet ruled out a malfunctioning IPR valve.
One more thing. Engine fires right up when cold. If it is at operating temps, it will only generate around 375PSI and will not fire. I have to let it sit for 1/2 hour or so to cool down before it fires, which is why I came up with my leak theory.
|01-09-2012, 04:56 AM||#2|
Join Date: Jan 2012
Thanked 5 Times in 5 Posts
HEUI engines not firing when hot is pretty much a dead giveaway to a leak in the oil system. There is a test you do w/ shop air to determine if there is a leak. A special test fitting screws into where the ICP sensor goes. Energize the IPR w/ battery power and listen for leaks in the system. There will be a leak until the IPR is energized. It has been several years since I worked for international, this is what I remember from when I was working on these dreaded engines. Some common places oil can leak from is the injectors, the oil manifold plug, case to head tube, oil manifold from pump to each bank, or the pump block under the pump cover.
|Thread||Thread Starter||Forum||Replies||Last Post|
|Need some help concerning VT365 6.0L International||nitronick||Medium Duty||23||04-05-2011 04:21 AM|
|Injection Control Pressure||Hellfighter 17||5.9L Cummins (2003-2007.5)||2||02-11-2009 08:12 PM|
|fuel injection control module||brucemxz||Duramax 2001-2004 (LB7)||2||12-23-2007 04:07 PM|
|ICP (Injection Control Pressure) & IPW (Injection Pulse Widths)||hhrecovery||2003-2007 6.0L Power Stroke||4||08-04-2006 08:04 PM|
|P1280 Injection Control Pressure OORL||Michael||1994-2003 7.3L Power Stroke||10||06-07-2006 05:19 AM|
|New To Site?||Need Help?||TDG Specials|