If it was a bad injector (oil blow by) than wouldn't I be able to see that as a drop in ICP and increase in IPR %? I don't seem to be experienceing any issues with pressure or duty cycle.

 

Can you please explain how the LPOP could cause this type of problem? I'm still learning about diesels and these two oil pressures keep throwing me for a loop.

 

LPOP pulls oil from pan and delivers it to the HPOP. HPOP increses the pressure and feeds injectors. Bad LPOP or HPOP and engine won't run. Could be ok as oil is thick and cold but as it heats up, oil thins and pump has its troubles.I would buy a guage and test.
I would also buy fuel pressure guage and check that while you are at it. Would hate to do a bunck of engine work for a fuel issue.

 

Just picked it up. Almost looks like the rear main is leaking.

 

Okay so I got it home and started to run a few more tests. One thing that I noticed right off the back is that after replacing the batteries it will stay running for a lot longer. It was on for almost 20 minutes before it died. I was able to run some test on it while it was warmed up too.

KOER - Test completede successfully
Cylinder Contribution Test -- P0284 (#8 Cylinder)

Watched the IPR Duty Cycle and ICP:

at 3k RPMs (truck in nuetral) I got 1100 PSI at about 21% (seems kind of low?)

 

Going to change the LPOP out tomorrow. I'm at the point now where I'm saying "screw it, it will need it eventually"

Also have a new IPR pig tail on its way from Riffraff. Noticed bare wire right at the connector in both wires which may have been causing intermittent continuity between the wires causing it to malfunction.

I don't know how the mechanic I took it to got it to throw the P1670 code but I haven't gotten it at all since I've had it home.

 

Am I wrong or does 1100 PSI at the ICP with 22% duty cycle on the IPR seem kind of low for 3K RPMs. I know there is no load on it but it still seems kind of low. Can somebody verify this for me on their rig?

 

ICP is read from the driver side of the motor. IPR command % is read from what the computer calls for based on the ICP sensor readings. If the passenger side had a leak, there's no way for the computer to see it, so it won't change the IPR %.

 

Injector leaking - YouTube

Watch the oil coming from the base of the injector...

Would run fine cold. Take it for a test drive and you better have your walking shoes on.

 

So in other words...you are telling me that I should finish changing the injector o-rings. I have done the driver side but lost interest in trying to fix this thing before finishing the passenger side. What is the point in having the ICP only read the drivers side?

 

In a perfect world, the driver and passenger side oil will read about the same. If nothing's broke, the computer only needs to see the pressure from one side since they should be very close to each other. Since the ICP sensor screws into the driver side head, that's the side you get to read the pressure from.

 

I reall hate this F*&KING Truck!! You touch one thing on this stupid thing and it breaks. I was having a great morning, went out to work on the truck and the first thing I touch BREAKS! F&*KING MAP SENSOR!!!

 

I noticed today that there is oil coming from the first exhaust connection after the downpipe. what are the chances that the turbo oil seals are blown?

 

Hey guys. Got the injector o rings changed on the pass side. I also took off the x pipe so that I could clean the valley and check for leaks. Before I put it back on today, is there anything that I should look for back there first?

 

Did you ever put a mechanical gauge to it and measure the Fuel, LPOP and HPOP pressures? When it dies is the HPOP reservoir filled or empty? Fuel suction line from the tank free and clear?

It's possible you do have some leaky turbo pedestal o-rings, but if they were leaking enough to cause the truck to not run you'd know it!

Are the batteries good? What is the voltage when it does run? Is the ALT charging?