111 isn't very warm at all. I guess I'd really like to see the ICP plugged in and you cranking. It sounds like you're bleeding off oil pressure pretty bad. I'm curios to see how high the IPR goes and what pressure it's able to build.

If you remove your fuel filter, do you see any signs of oil in the bottom of the bowl? A quicker cheap test that might tell you something if the fuel bowl is clean is to pull the valve covers and watch for any oil shooting out around where the injectors fit in the hole as you crank. Pulling the IPR and checking those o-rings would be a good idea too.

 

I'll pick up an o-ring kit tomorrow for the IPR if I can find one local. Is there a lot involved in removing valve covers? Of course I have to ask if I can expect oil to go everywhere while it's is turning over? Please look these over and let me know you thoughts.

 

Last ones for today...batteries are getting weak again.

 

It would take a couple hours to pull the covers, check, and put back, but no, your not going to have a horrific mess like if you were running a gasser with the covers off. Each injector has a little spout off to the side of it that oil comes out of while it is running.

Look for one spout that has either no flow, or significantly reduced flow when compared to the others. Just be careful what you are doing with the covers off, don't wanna knock dirt in your motor. I like to give the whole engine compartment a good cleaning before I start opening up anything like that where i could accidentally knock a mud dobbers nest into the motor.

F350- 6, I've never tried this, but what about starting it with the ICP unplugged and then plugging it in while its running to catch the real time readings before it kills? Any safety issues related to that? I know its suicide to dink with injector wires while its running without a breakout box, but this is only 14v so i would think it is ok.

 

Thanks Mike, I'm actually getting ready to wash it all down in preparation for doing that tomorrow. I am still planning on trying to find a IPR o-ring kit locally first. If the IPR IS bad, should I stick with the Motocraft one and not the knock off.

 

I would, but that is just a personal preference. There may be aftermarket ones that are just fine. I bet if you go to o-reilly's, you could get motorcraft w/o going to the dealer.

 

Unfortunatly here in Alaska, our Oreilly's has to special order it. They can get it though. I'm going to try an o-ring kit first and see how that works. I got the engine all cleaned up and air drying now.
F350-6, Oh yea, I did drain the fuel bowl and it looked surprisingly clean. Fills up fairly quickly, but not sure of course without a pressure guage of course.

Thanks for advise guys.

 

For your ICP to be that low while cranking with the PCM calling for max duty cycle I'd say your IPR is hung open. Even with bad injector o-rings you should see pressure start to build some while cranking. Unless you've completely blown out the injector o-rings, in which case it shouldn't start with the ICP unplugged.

I've done it trying to diagnose an ICP issue on a guys truck (that turned out to be a hidden 10k mod I later found). Plugging it back in while running won't hurt anything, but from what I remember, there is a delay after it's plugged back in while the PCM tries to decide weather to trust the ICP.

 

Good info F350-6, thanks. I agree this is sounding more like an IPR issue.

Got my own IPR starting to take a digger too I think. Starts out at 650 or so and drops back about 10 psi a minute till it hits 460 to 470. The other day, just flat out quit. Sat for a week while i was getting my AE software fixed and started right up first time. The truck has always been like that ever since I rebuilt it, with the old injectors but new o-rings, and from day 1 it ran like that. I guess its just time now to break open the pocket and get a new one.

The OP sounds like a similar issue, only way worse.

 

I picked up an IPR o-ring kit today and will install it this evening. Will see if that changes anything. If not, I'm looking at getting a new IPR tomorrow. One can only hope.

 

Replaced the IPR o-rings and looked over the wiring once again. Still the same. When I had the IPR out, I also checked it with a small screwdriver and the plunger seems to be moving freely and seating nicely. Just hate to spend another $259 for an IPR that I don't need. I'm exchanging the ICP today for a new one, just in case it was bad out of the box. I know I'm reaching. From looking at the results it does seem that it does not build pressure correctly when the ICP is plugged in. Only gets up to about 168psi.
I hate to say it but I'm getting closer to having to take it to someone who can better diagnose what is going on. I have to have this truck for work by the weekend.

 

There have been bad ICP's

 

My guess is a shop will tell you you need a new HPOP (which will come with a new IPR). Throwing money at parts sucks. What you've shown us seems to point to the IPR, but it's your money. Let us know what you decide and what the fix ends up being. (It's not the HPOP so don't pay someone for that.)

 

Believe me, I'm in no hurry to take this to anyone...I always try and do them myself. But this is my first encounter with a diesel and this is a whole new adventure. Thanks to all for being patient and helping out.

Now, I got home and placed the new ICP in and of course no change. When I first started it up with the ICP plugged in this is the scan results. It turned over fired up and died within 2 seconds with ICP psi at about 545 then dropped to 95, I then tried to start again and psi was 1696 for 2 seconds then died. Below is the scan.

 

This is the scan right after it died and I tried to restart. Notice the vehicle voltage is low on this one.