how do I cleann the ipr. It is sticking in the morning. I drove a while shut it down staeted back up and it
Was good

 

since you are in tallahassee call me we can meet up and try your scanner my number is 8502120418

 

Ok i have narrowed it down..... kinda. Well the surging prolbem i am having only seems to happen in the morning. Truck normally sits from 7pm till 645 or 730am. After it warms for 5 min or so i pull out of the house and the prolbem starts. Takes bout 10 to 15 min to get to the job im doing and its doing the surging thing while holding a steady speed weather its 1400rpm or 2000rpm. It idles fine. In the afternoon when leaving work it runs fine other than it feels like its lacking some power even with the chip on +80hp.
So after testing fuel pressure and un-plugging the icp and having the results ive posted above i really dont know what it is. I dont think the tank screens are clogged. I wanna say the ipr but im real unfamiliar with how the ipr works and why it would stick and if it is stuck why only in the morning. I need some ipr info????

 

here is a link to the rebuild/reseal kit, can clean it while it is apart. If you wanted a new one, Clay has them for about 190 if i remember correctly.

 

Some Injection Control info you might find useful. Sorry so long, I'm a computer tard and this is the only way I know to post it.

IPR--
Injection Pressure regulator is controlled electronically, and actuated electrically. Actual high-pressure oil values are managed by the IPR.
It is a spool valve, positionally controlled by a pulse width modulated signal to achieve a range of injection control pressures(ICP). It operates at 400 Hertz. The ECM pressure regulating signal determines the magnetic field strength in the solenoid coil, and therefore, armature position. Integral with the armature is a poppet valve designed to control the extent to which high pressure pump oil is spilled to the drain port and therefore the pressure of the oil that is used as the hydraulic medium for actuating the HEUI’s.
HEUI’s--sub-components of a Hydraulically Actuated Electronically Controlled Unit Injector
Solenoid- The solenoid is switched by the ECM using a 100-120v coil induced voltage(from the IDM). The HEUI electrical terminals connect the solenoid coil with wiring to the ECM injector drivers.
Poppet Valve-The HEUI poppet valve is integral with the solenoid armature. It is machined with an upper and lower seat. For most of the cycle, the poppet valve seat loads the lower seat into a closed position, preventing high pressure engine oil from entering the HEUI; the upper seat is open, venting the oil actuation spill ducting. When the HEUI solenoid is energized, the poppet valve is drawn into the solenoid, opening the lower seat and admitting high pressure oil from the IPR. When the poppet valve is fully open, the upper seat seals, preventing the oil from exiting the HEUI through the spill passage.
Intensifier of Amplifier Piston- The intensifier piston is designed to actuate the injection plunger, which is located below it. When the poppet control valve is switched by the ECM to admit high pressure oil into the HEUI, the oil pressure acts on the sectional area of the intensifier piston. The actual oil pressure(managed by the ECM) determines the velocity at which the plunger located below the intensifier piston is driven into the injection pump chamber. The sectional area of the amplifier piston determines how much the actuating oil pressure is multiplied in the injection pump chamber. The intensifier piston and injection plunger are loaded into their retracted position by a spring.
Plunger and Barrel- The plunger and barrel form the HEUI pump element. The first versions of the HEUI injectors did not offer the pilot injection feature. This description will use the recently introduced HEUI with the PRIME feature. The acronym PRIME is produced from the words “preinjection metering”. As the injection plunder is driven into the pump chamber, fuel is pressurized for a short portion of the stroke, actuating and opening the injector nozzle(split shot injector). The pressure rise is of short duration because when the PRIME recess in the plunger registers with the PRIME spill port in the barrel, the pressure in the pump chamber collapses as fuel spills through the PRIME spill port. This closes the injector nozzle and injection ceases. However, the moment the PRIME recess in the plunger passes beyond the spill port, fuel is once again trapped in the pump chamber and pressure rise resumes. This results in the injector nozzle being opened for the delivery of the main portion of the fuel pulse. The fueling pulse continues until the ECM ends the effective stroke by de-energizing the HEUI solenoid. At this point, the poppet control valve is driven onto its lower seat, opening the upper seat and permitting the actuating oil to be vented. With no force acting on the intensifier piston, the plunger is driven upward by the combined force of the high-pressure fuel in the pump chamber and the plunger return spring. This causes an almost immediate collapse of pump chamber pressure and results in almost instantaneous nozzle closure.
Injector Nozzle- The HEUI injector nozzle is a multi-orifice nozzle of the VCO type that is a little different from any other injector nozzle used in a MUI or EUI assembly. A duct connects the nozzle pressure chamber with the HEUI pump chamber. A spring loads the injector nozzle valve onto its seat. The spring tension defines the nozzle opening pressure(NOP) value. When the hydraulic pressure acting on the sectional area of the nozzle valve is sufficient to overcome the spring pressure, the nozzle valve unseats, permitting fuel to pass around the nozzle seat and through the nozzle orifices.

IDM-Injector Driver Module--is responsible for switching the HEUI’s.
4 functions-
1.) Electronic distributor for the HEUI’s
2.) Powers the HEUI’s
3.) Output driver for the HEUI’s
4.) IDM and HEUI diagnostics




Injection Control

Here is how the system works. The HPOP makes a ton of pressure, all the time. It's directly driven off the engine so the faster the engine spins, the more pressure it makes. The IPR (Injector Pressure Regulator) valve works by bleeding off excess pressure to control how much pressure is provided to the injectors. If the IPR is closed, then it blocks the drain and sends all the oil to the injectors. As it opens, it allows some of the oil to drain back to the oil pan. Open all the way means the injectors don't get very much oil pressure, etc.

The IPR receives it's instructions from the PCM based on the information the PCM receives from the ICP sensor. So, if the ICP sensor reports 500 psi and the PCM wants higher pressure, then it commands the IPR to close off the bleed orifice and direct more pressure to the injectors. The PCM then checks back with the ICP and determines if pressure has increased. If not, then more IPR duty cycle % is requested and so on. If the IPR duty cycle is high 40-60% and ICP is low (less than 600 psi) then the IPR isn't working correctly.

So, you might want to try and determine if the ICP sensor is bad before you buy another one. If it's leaking oil, that would be a sign it's failed or failing but that isn't necessarily the case. I have seen leaking ICP sensors that still work fine. If you unplug the sensor and it runs better, then that usually means the sensor is providing false data and making the truck run poorly. If your sensor isn't leaking any oil then plug it back in and connect the scanner and check Injector Control Pressure with the key on and engine off (KOEO). Should be 0 psi. If you have any other reading then replace the ICP. Also with KOEO, the IPR duty cycle should be around 14% as that is the position it holds when it's ready to start.

Next, with the engine running your Injector Control Pressure should be around 500 psi with IPR duty cycle around 11%. An IPR duty cycle of 14% should yield IC pressure of 600 psi or so on a stock engine. If you are seeing IPR duty cycles higher than 20% with IC pressure of 500 psi then your IPR is not operating properly. A quick test drive will confirm. If you see IPR duty cycle over 60% at WOT under load then clean or replace the IPR.

IPR Rebuild with pics

 

izzy ,thats a lot and really good info, excuse me not meaning to steal this thread i'm having kind of the same issue i'm really not a mechanic but i dont mind getting dirty so i will follow all that advice from you it seems like this is not your first rodeo.

 

It's a good bit of info, but I certainly cannot take credit for it. It's simply something I copied and placed in my Powerstroke library. Hope you can make good use of it though. Where you located in Texas?
As for first rodeo, not my first. But I'm one of those 2.7 second cowboys, .4 seconds on the bull and 2.3 seconds high tailing it to the fence.

 

good one!!! am in austin.....

 

Hey, local feller. Let me know if you ever need some help or whatever, I'm just a spit NW of you.

 

[quote=izzybird;10325278]Hey, local feller. Let me know if you ever need some help or whatever, I'm just a spit NW of you.[/quote I will defenitly take you up on that offer. And it will be sooner than you think.