When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
was wondering if these injectors are going bad? did a perdels test, these 4 injectors were the only ones showing anything. the other 4 showed 0.this is with a new icp and a new black cps.
aaronbob - If that graph was on Stinky, I'd aim the laser thermometer at each hump (cylinder outlet) on the exhaust manifold. Is the idle rough?
milehi_350 - Sorry bud, 14% IPR is not a normal IPR at warm idle, that's too high. You have an oil demand problem (leaking injector O-rings or the like), a sensor problem (ICP), a control problem (IPR), or a supply problem (LPOP or HPOP). A bad LPOP would introduce air in the ICP oil, making long cranks when starting, and really loud injectors.
idle is really smooth, you think it could be injector orings mabey?
With a smooth idle, it's likely just an **** PCM/CPS combination. I've felt a legitimate PERDEL that high on an injector other than #8 - nobody would call it smooth. I can pick out 2% (idle-balanced injectors and a Swamps 140 IDM), most can pick out 3% on stockers, everybody can pick out 4%, and that graph has a peak of over 5%. If that was not a ghost number, you'd know it.
After having Tugly listen to my injectors and hooking up to AE we also came to the conclusion that the "grinch" my truck was in need of a good tightening along with new O-rings on the injectors. I believe we saw around 12.6% IPR.
Well, I put the new pump in. The pressure is better and the truck feels like it has more pull. But their must be a leak somewhere. Maybe injector orings? I put new ones in about two years ago.
Maybe the high number five points to orings? The truck now idles a lot rougher.
I... uh... er... hate to bring this up, but you lopped off the index of what the colored lines represent, my friend.
I'm going to guess red is MFD, green is ICP DC (IPR), blue is ICP, and orange is FIPW. The top 4 I'd need are ICP, ICP DC, FIPW, and RPM.
If you rename your "new t500.csv" to "new t500.doc", you can attach it in a post. Be sure to rename it back to the original name when done, so you can see it in AE again.
I see your IPR came way down at idle - excellent! I also think I see a Stinky Spike, but I'd need to see more detail.
Thanks for taking a peek Rich. I'll try to get the data log posted this evening. I also forgot to mention that my fuel filter was black after only 8k miles. I don't understand how the injector orings could go bad this fast. Can they twist or something when installing the injector?
My biggest issue with touching an injector is the process I have to go through to get that bugger to stay down. It's like telling the family dog "stay" before closing the door, and you return home to find your shoes in his droppings on the carpet. Your O-rings may be fine, and an injector has worked loose - or an O-ring could have been nicked or rolled on install. Both have happened to me. We had one member where the oil shot straight through the reman injector and into the fuel portion of the injector.
EBP KOEO is 53 on a cold morning (2nd time I've noticed this) and then it seems to fix itself. This chart also shows (I believe) the EBP being held high until the engine warms up. This can be seen with EBP-MAP being higher until the EOT gets up to 130-140 degree range. to You can also see multiple start attempts and high idle...
For the loose ground scenario, wouldn't I expect to see the sensor bounce back up to 53 during driving as well?
Not necessarily. PWM circuitry is a another realm of "real-time" in itself (kind of "archaic").
We're seeing sensor data being returned to the PCM. And, the EBP being commanded by the PCM based on that data.
What we're not seeing is the Reference Voltage, data being sent to the sensor, used by the sensor (resistance) and the remaining returned to the PCM.
It would be helpful in diagnostics of the sensor itself to monitor the KOEO Voltage, and then see it graphed during the event in addition to the data provided.
Inconsistencies (Hi/Low Spikes) would indicate a defective sensor (soot, exceeded its lifespan, or wiring).
A steady and unremarkable graph would indicate and issue with the EBPV.
Rezvani's Latest Post-Apocalytic Monster Is a Ford F-150 Raptor Underneath
Slideshow: Called the Fortress, the 850-horsepower pickup combines Raptor underpinnings with military-inspired features, survival equipment, and a starting price of $285,000.
