The other day my 2001 F-250 lost all power and I was left on the side of the road. read codes with the cheap reader and got an IDM code 1316 and a 1247 code low boost detected I think.
Some quick tests led me to believe that the UVCH had failed or came unplugged on the passenger side. (I determined this my unplugging each side one at a time)
The next day I tried starting the truck and it would fire up run for a second oe two start running like crap then die. ohmed out the UVCH on Passenger side from the outside and everything appeared to be ok plugged cable back in and the truck started and ran fine.
I then grabbed a snap on meter and did a Buzz test and it came back with the 279 code cyl 7 inj circ low. and during the test could hear the difference in injector 7. I then opened up the passenger side Valve cover and found that the UVCH and the gasket plug were slightly separated and when I pulled them apart found that there was a pretty good amount of shorting on the 5 and 7 GP pins.
At this point knew I had to replaced the Gasket and the UVCH. I did both sides and also put new GPs in. After reassemble I still have the same #7 injector code. Truck seems to be running fine and I have driven it 300 miles since the repair.
My question is this will: the single injector showing the code cause the IDM to shut down that bank entirely? If so will this injector need to be replaced? I looked at the wiring closely across the engine to the harness on the driver side VC didn't see anything of concern as far as rubbing.
Do I possibly have a failing IDM?
Or is it most likely the UVCH condition that caused my breakdown?

Thanks for any help.

 

More than likely a short between the IDM and the Injectors. Suspect would be the UVCH connectors or wiring. You'll have to re-run some troubleshooting to determine which one. I suppose there is an outside chance the IDM could be faulty but unlikely (never say never).

 

You might try moving the solenoid to a different injector and see if the code follows the solenoid.

 

I'm not seeing where you cleared the codes. I missed it, it's a foregone conclusion, or it's a good thing I bring it up. I'm betting against the latter.

 

I will take a better look at the wiring and look for obvious damage. Is the wiring from the IDM direct to the Connector on the drivers side VC? (The one that splits to each VC Gasket)
I did clear codes each time and ran a few Buzz tests all resulting in the same codes, so swapping the solenoid might be my best tests after simple wire tests.

Is the 279 code telling me I have a short or a possible weak injector/ solenoid?

And is it possible I'm at a loss to the whole thing until it fails again?
Lastly I have no baseline of what a buzz test did prior to this last issue, after reading a lot of posts here and there it seemed that the buzz test was in need of being done.

Thanks for the help and ideas.

 

Maybe I'm a solid Dumb ***. So after driving 300 miles or so just ran out to test again. All the injectors sound exactly the same on the buzz test and no codes now. I'm confused but that's easy to have happen. I will keep an eye on it for a bit and see if anything changes. Maybe paranoia got to me and maybe I missed clearing codes after reassembly.

Again thanks for every ones help.

 

Pretty much all the wiring that isn't for the alternator or the glow plug power goes through the 42 pin connector over the left valve cover. Which brings up another point; where the wiring crosses over that valve cover, it's known to be a point of chafing. It's a quick, free check to make sure nothing is shorting to the valve cover.