Found a loose tin nut on IPR this thread... https://www.ford-trucks.com/forums/1...ally-quit.html

Had it running off and on all day logging diffrent parameters with AE. Preformed all the test succesfully. So thought I was good to go. I moved it out parked it. Went out a few min. ago to hook it up to the trailer for tomorrows work. It started right up like 1/2 crank. Put it in gear moved a foot or two and died. Will not start. I tried cranking untill the oil pressure came up which is several seconds. Good batteries checked out with ae earlier today. good ICP. Just took out the IPR disassembled made sure nothing was sticking put it back in and still nothing. No fuel pressure gauge but fills bowl fast. New filter. I dont know what else. Please any help is appreciated.
thank you

 

Was it idling normally before you put it in gear?

 

Yes sir. It has been ideling normally all day. I have been starting it up off and on several times today. AE had it ideling around 660-715 everytime I recorded settings. Probably at least a half dozen times today a couple min a piece. I let it idel for several min a couple diffrent times.

 

I was just remembering about the fuel bowl heater problem. Would that cause a no start I am trying to search but I live in the country with sub par speed on the old internet. Maybe someone can tell me what to look for before I can find it. I say this because I happened to notice that one of the wires inside the fuel bowl at the bottom looked to be loose on one side when I changed the filter today. It was some kind of a wire that looked to be anchored to the bottom at both ends with what looked to be a little round thing on the end of the wire. one side was not stuck down anymore.

 

It would.

But you would also have no communication with your scan tool. Ixnay on that idea.

 

I'll need some fresh data, using the same parameters as before.

 

I figured but of course I cant get any running data. I left out engine rpm. batts where above the 10.5 while cranking. ICP only made it to around 190 while cranking. ICP duty cycle I think i saw as high as 16.something while cranking. Left out engine rpm. and dont remember the pulse width.
batteries where starting to dip below the 11 mark so I put the charger on em for tonight.
awaiting further instruction. Will probably just work with someone tomorrow so I can keep some money coming in to either throw at this or a new truck. So I will probably keep looking for info for another hour or two then it will be tomorrow evening before I will be back here.

thanks to all
Joe

 

well damn. thank you though.

 

check the #30 30amp fuse.

 

ICP 190 and IPR 16%? I think your eye couldn't keep up with the changes.

That ICP has to pop 500. If it doesn't that IPR will climb as high as 65% while you crank. I have a tune, so the IPR can go higher.

Sorry - I'm an earlybird and I didn't know when you could get back, so I went to bed. You don't need the truck to run to record the data. You can record as long as you started the session with the key to on. If you shut the key off, it doesn't stop recording and you get a bunch of zeros - you actually have to stop the recording or stop the AE connection before it quits. It would do no good if AE couldn't see the engine parameters in a no-start situation.

I forgot to hit the record button here, but the vid does nicely. Top row, left-to-right: FIPW, ICP, and ICP DC (IPR)

 

This is a shot in the dark, and I'm going to do the one thing that I always complain others do on a forum....however, this one doesn't cost any money so I think I'm in the clear with the hypocrisy thing. This happened to me ONE TIME. However, the diagnosis is absolutely free and takes only a couple of minutes......

I had a vehicle that ran and idled fine and just stalled out of the blue like the key was shut off. It never started again after multiple attempts. Injection pressure never exceeded about 150 psi and the IPR was working correctly (I even threw another one at it - I have lots of spare parts).

Here's what you do....you'll need an air compressor and one of these:


Remove any of the high pressure plugs from either cylinder head (the second one back on the driver's head is about the easiest) and use the blow gun with a rubber tip to blow compressed air into the oil passage and LISTEN. Blow into it for about a minute to pressurize the whole system and purge out any oil (if there's a leak) and find out if you can hear anything from underneath either valve cover. It's possible that you will end up hearing air escaping/gurgling/bubbling from an injector spill port. ONE injector can dump all of your high pressure oil that way if it fails in this manner.


It's worth a shot.

 

Man... while ingenious, that's reaching. I hope it's simpler, like a bad ICP - but that's a good plan B. I just don't understand the low ICP and IPR - that needs to be a missed reading.

 

Rich, I am pretty sure about the 190 PSI guess I am not to sure about the rest. Also I think I mentioned about changing ICP for an ebay one, but I am not so sure now. I know I did an exhaust backpressure sensor along time ago but now I am thinking maybe not on the ICP.
There is no Oil in the ICP connection though.

 

I am out of time this morning. but you are right Tugly DC hit 64.something. The firt time i only saw around 190 again on pressure last time I cranked it hit 255 but now of course my batteries are to low to get the 10.5
I will try to get back at it this evening.
Thanks guys

 

I did not see a number 30 fuse in my box I looked. I think it only went to 29. Its an early 99