Help!! Oil sprayed/full valley, HPOP lines seem ok
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Junior User
Joined: Nov 2011
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New o-ring on, won't start still
Well, the o-ring was likely the culprit on the rear plug, all torn up on one side and blown out, which was likely facing the passenger side.
New o-ring installed and refilled with oil. No fire, no start. It turns over, but nothing.
I pulled the connector to the ICP. Wet with oil. The leak/blown o-ring directed oil away from the ICP, the ICP was dry, not wet with oil on the outside.
Did the blown o-ring cause the ICP to fail?? Or just a coincidence, the o-ring and maybe the ICP was bad or going bad too?
Will this cause the no start? Any other ideas on the no start?
Thanks again guys.?
New o-ring installed and refilled with oil. No fire, no start. It turns over, but nothing.
I pulled the connector to the ICP. Wet with oil. The leak/blown o-ring directed oil away from the ICP, the ICP was dry, not wet with oil on the outside.
Did the blown o-ring cause the ICP to fail?? Or just a coincidence, the o-ring and maybe the ICP was bad or going bad too?
Will this cause the no start? Any other ideas on the no start?
Thanks again guys.?
Posting Guru
Joined: Feb 2010
Posts: 1,411
Likes: 1
From: Opelika, AL
how much have you tried to crank it? could have air in the system and will take a bit of crnaking and when it does fire off it will smoke and run rough for a while.
you can leave the icp connector unplugged and it will use defualt pressure to run.
alsdo check you HPOP resevoir to make sure the oil is within and inch or so from the top. take the little allen wrench plug on top of resevoir and look inside....not while running.
you can leave the icp connector unplugged and it will use defualt pressure to run.
alsdo check you HPOP resevoir to make sure the oil is within and inch or so from the top. take the little allen wrench plug on top of resevoir and look inside....not while running.
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Junior User
Joined: Nov 2011
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Fired up!
how much have you tried to crank it? could have air in the system and will take a bit of crnaking and when it does fire off it will smoke and run rough for a while.
you can leave the icp connector unplugged and it will use defualt pressure to run.
alsdo check you HPOP resevoir to make sure the oil is within and inch or so from the top. take the little allen wrench plug on top of resevoir and look inside....not while running.
you can leave the icp connector unplugged and it will use defualt pressure to run.
alsdo check you HPOP resevoir to make sure the oil is within and inch or so from the top. take the little allen wrench plug on top of resevoir and look inside....not while running.
Didn't really miss, chug or sputter, no white smoke either.
Let it run for 20 minutes and it idled fine. Punched the accelerator and RPM's ran right up, no hiccups at all.
I have a scan gauge II, but it's in my van at the shop. As soon as I get it back, I'll see if anything is reporting anything different from before.
Now to the ICP. With oil in the connector, which I don't think came from the o-ring failure on the HPOP rear plug, what is this doing to me, what performance am I losing or missing?
Previously, Scangauge II was reporting ICP consistent with my foot in the pedal so it seemed to be working properly.
Can it still work correctly with oil in the connector? How critical is it to get to this right away?
Thanks again guys.
Fleet Mechanic
Joined: Dec 2010
Posts: 1,546
Likes: 9
From: Wellington, Co
I am guessing the oring fixed your initial problem?
A couple of months ago, one morning my truck almost didn't make it into the driveway after I let my wife out. There was a thread on this, checked, mine was oil soaked. Cleaned with contact cleaner, ran fine. Replaced the next week and no issues since.
Seems to be an issue after a while. They are expensive critters but nec.
Clay, (RiffRaff) sells them for a good price.
A couple of months ago, one morning my truck almost didn't make it into the driveway after I let my wife out. There was a thread on this, checked, mine was oil soaked. Cleaned with contact cleaner, ran fine. Replaced the next week and no issues since.
Seems to be an issue after a while. They are expensive critters but nec.
Clay, (RiffRaff) sells them for a good price.
Thread Starter
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Junior User
Joined: Nov 2011
Posts: 84
Likes: 0
I am guessing the oring fixed your initial problem?
A couple of months ago, one morning my truck almost didn't make it into the driveway after I let my wife out. There was a thread on this, checked, mine was oil soaked. Cleaned with contact cleaner, ran fine. Replaced the next week and no issues since.
Seems to be an issue after a while. They are expensive critters but nec.
Clay, (RiffRaff) sells them for a good price.
A couple of months ago, one morning my truck almost didn't make it into the driveway after I let my wife out. There was a thread on this, checked, mine was oil soaked. Cleaned with contact cleaner, ran fine. Replaced the next week and no issues since.
Seems to be an issue after a while. They are expensive critters but nec.
Clay, (RiffRaff) sells them for a good price.
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Joined: Feb 2006
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From: Tennessee
From Bob's (Guzzle's) website- Replacement O-rings for Ford Diesel Engines-
Differences between the black Viton (A), Brown Viton (B) or the Blue Fluorosilicone fuel drain o-rings sold on this page:
- The black Viton o-rings are polymerized from two monomers, vinylidene fluoride and hexafluoropropylene (Viton type A). The low temp flexibility of Viton(A) is -2deg F but will continue to perform well in our type of service at a much lower temperature (-20 F).
- The brown Viton o-rings (Viton type B)are polymerized from three monomers, vinylidene fluoride, hexafluoropropylene and tetrafluoroethylene. The terpolymer blend of Viton has shown to have additional resistance to fuel permeation and swell when used with ULSD and BioDiesel than standard Viton (A). The low temp flexibility of Viton(B) is +9 deg F but will continue to perform well in our type of service at a much lower temperature (-9 F).
- The Blue Fluorosilicone elastomer is a Military Specification material that has a much wider temperature range than Viton (A) or Viton (B) and is widely used where fuel contains corrisive agents that are found in ULSD. Bio and veggie fuels. They will stay flexible in artic conditions down to -70º F and can withstand temperatures in excess of 400 F.
Hotshot
Joined: Nov 2006
Posts: 11,286
Likes: 263
From: North of Greenville
There have been multiple reports of the internal seal in the ICP beginning to fail and letting oil slip out into the connnector BEFORE teh sensor completely fails itself. The loss of the oil seal is indiciative of pending failure on the sensor, but the timeline between leaking oil and complete failure is neither known nor predictable.
As has already been mentioned, given the age and mileage on our trucks, proactive maintenance when you know you have a pending failure lets you get the situation resolved without unplanned downtime, being stranded, and perhaps having to pay someone else BIG bucks to get you out of a pinch. Much better to R&R on your own schedule and convenience.
As has already been mentioned, given the age and mileage on our trucks, proactive maintenance when you know you have a pending failure lets you get the situation resolved without unplanned downtime, being stranded, and perhaps having to pay someone else BIG bucks to get you out of a pinch. Much better to R&R on your own schedule and convenience.
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Junior User
Joined: Nov 2011
Posts: 84
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There have been multiple reports of the internal seal in the ICP beginning to fail and letting oil slip out into the connnector BEFORE teh sensor completely fails itself. The loss of the oil seal is indiciative of pending failure on the sensor, but the timeline between leaking oil and complete failure is neither known nor predictable.
As has already been mentioned, given the age and mileage on our trucks, proactive maintenance when you knkow you have a pending failure lets you get the situation resolved without unplanned downtime, being stranded, and perhaps having to pay someone else BIG bucks to get you out of a pinch. Much better to R&R on your own schedule and convenience.
As has already been mentioned, given the age and mileage on our trucks, proactive maintenance when you knkow you have a pending failure lets you get the situation resolved without unplanned downtime, being stranded, and perhaps having to pay someone else BIG bucks to get you out of a pinch. Much better to R&R on your own schedule and convenience.
I placed an order tonight with Clay for an ICP, lines and complete rebuild kit plus a couple of other things.
Thanks again!
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