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Discussion Starter #1
:help
Ok folks, I have been trying to get this rig to fire for a couple days now...
The story goes--- buddy started truck in am (30ish*F); was running for a minute, then 'studdered' (as he puts it) for a second or so, then went back to running smoothly...He ran inside to grab a couple things and was talking to his wife, truck stalled and never restarted again;
I can crank it over, and the tach is reading ~220rpms on my MT2500;
HPOP resivoir is full, but I am only seeing ~150psi on ICP pid, and IPR% is maxed at 65% on scan tool when cranking......tried disconnecting the Edge tuner to no avail; After researching, it seemed I was headed in right direction of a stuck IPR, so I ran into town (40 miles) and picked up a new IPR from Ford...installed it, and still no start---ICP still only gets to ~150; unplug the ICP completely, and ICP ramps to 2340psi, and IPR% at 34% when cranking---still no start!!! HELP!!! I think I'm on the right track, but am I missing something??? thanks in advance! :help
 

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Discussion Starter #2
Oh, and I can hear the fuel pump running, and the filter housing is full, the SES light comes on, as does the WTS light...
 

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Do you think the rpms is correct? At 220 rpm, I don't think you could get enough oil pressure to start. Try jumping it to see if if spins faster.
 

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Discussion Starter #4
Both batteries are fully charged, and I even tried leaving the Chargers (yes, chargers) in 200A crank mode, which didn't change the RPM reading any...which tells me the batts are charged...
I have worked on quite a few of these, and have seen anywhere from 200-250 cranking rpms on rigs that run perfectly...This one's got me stumped. can't seem to build HPOP psi...unless the ICP is disconnected of course...and still no start. Next step is to get it to my place so I don't have a 30+ mile drive to check it out---trying to get it here tomorrow. Hoping for any other leads or tips that I may be able to check out once here...Thanks!
 

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Discussion Starter #5
Oh, and a little more info I forgot to divulge---it did have the P0605 ROM error code I'm assuming due to the Edge tuner... Also had a P1211, and P1212 prior to me messing with it...Again, once it's here at home I will go over everything again---
 

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Discussion Starter #6
Anybody have any other tips to look at??? I'm starting fresh on this one once it gets here...
 

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My 01 done something like this after I changed the oil last time I think it was 2 thick of oil did he really recently change the oil? Like since he had drivin it last. is the truck smoking? Will it fire on a shot of ether?
 

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Discussion Starter #8
Not a fan of Ether..seen bad things happen...
no smoke at all out the pipe...and no recent oil change---it's actually overdue! :roflol: The temps here don't get cold enough to run a thinner oil than 15w40; and this thing has 275K miles on the clock, so I doubt this rig has real tight, like new tolerances anyhow! :shrugs
One thing I did notice is, even though my MT2500 showed rpm signal, the Edge does not show an rpm signal...maybe I didn't completely disconnect the Egde, and it is the problem all along!?!???? Now, when I disconnected the Edge from the ICP, the Edge doesn't light up at all, so I thought it was out of the loop...and the ICP reading does read 2300+ psi cranking at this point...could this possibly be as simple as a bad ICP sensor? If this were the case, wouldn't disconnecting the ICP connector cause it to go into a default value (limp mode) and start???
I don't know, I got the rig here today, and close to the shop door...:happydance So I will go back to the basics, and recheck everything---including a buzz test. I'll admit I jumped this step thinking I was onto something with low ICP readings...kinda took the elmerfudd (aka;shotgun!) approach, and it bit me! :damnit
 

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Disconnecting the ICP will send it in to default mode. It wouldn't hurt to try it.
 

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I've heard never seen bad things from ether lol it sounds like a chip or icp issue to me but I'm no expert.. You mIght try after the buzz test if it comes back good run the block heater see what happens.. Just my shade tree ideas I wish ya luck!
 

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Discussion Starter #11 (Edited)
Disconnecting the ICP will send it in to default mode. It wouldn't hurt to try it.
I did disconnect the ICP, although wiring from the Edge tuner also ties into it, so I'm not sure I got valid results, as the tuner may well be teits up but I didn't get it completely out of the loop the first try...we'll see what happens tomorrow (well, later today! :usflag)....
I've heard never seen bad things from ether lol it sounds like a chip or icp issue to me but I'm no expert.. You mIght try after the buzz test if it comes back good run the block heater see what happens.. Just my shade tree ideas I wish ya luck!
This one's not a GP/cold temp issue---they're working, but thanks! :) Keep in mind I have absolutely no smoke out the pipe.... ;)
 

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I think you have a stuck injector. i would pull the valve covers remove the relay for the IDM and crank it to see what one was dumping the oil. when it shuttered it all most stuck and when it stalled it did stick.
You really dont need to pull the relay if it is dumping enough oil that it wont start then you will see it any way.
 

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Discussion Starter #14
Now THAT makes sense Dave....I'll keep this info in mind....Heading out shortly to look this thing over...:) Sure hope it's not the one I replaced last yr (New Alliant)...
 

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Discussion Starter #15
Course, now that I get the chance to check it out---the Batt's are low (tow truck driver left key on, or owner tried to crank it over since I last charged batt's...who knows!)---thinking maaaybe there's an issue there, but shouldn't cause the low ICP pressure issue-
Did manage to run the buzz test, and did get P1280, P1211, and P1212 codes....cleared them and re-ran buzz, but the test keeps aborting (low voltage I'm assuming), so they are on the chargers....
Thinking about the whole injector stuck open possibility now....shouldn't this only cause low pressure on one bank, since there are two high pressure lines coming off the HPOP??? If so, then wouldn't the rig start, just run like poopoo??? Or does a sticking injector cause low ICP across the board because the two ports off the HPOP are coming from a common chamber???
Sorry if I'm overthinking this, just would like to know!
 

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Course, now that I get the chance to check it out---the Batt's are low (tow truck driver left key on, or owner tried to crank it over since I last charged batt's...who knows!)---thinking maaaybe there's an issue there, but shouldn't cause the low ICP pressure issue-
Did manage to run the buzz test, and did get P1280, P1211, and P1212 codes....cleared them and re-ran buzz, but the test keeps aborting (low voltage I'm assuming), so they are on the chargers....
Thinking about the whole injector stuck open possibility now....shouldn't this only cause low pressure on one bank, since there are two high pressure lines coming off the HPOP??? If so, then wouldn't the rig start, just run like poopoo??? Or does a sticking injector cause low ICP across the board because the two ports off the HPOP are coming from a common chamber???
Sorry if I'm overthinking this, just would like to know!
nope it will drop the pressure all over. with the right tools you can plug the one side then the other to figure out what side the leak is on. i would be heading to the injector you changed.
 
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Discussion Starter #17
I recall being able to figure out which side the leak's coming from now that you mention it...Thanks!
Why would you go after that one? I Haven't had any issues with them in the past personally---that's not to say their quality's not changed though...
 

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I recall being able to figure out which side the leak's coming from now that you mention it...Thanks!
Why would you go after that one? I Haven't had any issues with them in the past personally---that's not to say their quality's not changed though...
Because I seen them stick before not just them but any reman injector.
 

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Discussion Starter #20 (Edited)
GOT IT!!!

Welp, pulled the valve covers and had the wifey crank it over....SURE ENOUGH, Injector #4 is DUMPING oil into the valve cover area (#2 was the one I replaced last yr! There are now 7 NEW injectors on order...
I Should mention that these OEM injectors made it 275K, the #2 OEM made it approx 235K before puking, so 200K expectancy isn't too far off!

:happydance Dave, thanks fer the tip! :rock
:usflag Once again, the folks here on TDG come thru! :usflag
 
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