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5 PIDs? No FIPW, no EBP, no MAP..... We at least know the ICP sensor is lying (I forgot if you bought OEM), but I can't know how the engine is running with those 5 PIDs alone.
I have been distracted for a few days, I'll PM Baatzy.
Baatzy appears to be nervous of the tach turning to the right. The turbo won't even get a workout until you get the RPMs up there a bit. His driving method is very smart and fuel efficient - but for testing purposes, we won't know what the truck can do. It's OK to wrap it out to 3000 RPM - that's still plenty short of redline, and we can see what the turbo is up to if MAP and EBP is in the data set.
Pay no attention to the engine noise in this video - many changes have taken place to make it sound healthier.
I made a couple runs this morning, pretty close to WOT if not WOT. I can post up graphs from the runs if people would like to see them, otherwise I got the excel files to Rich already so I won't mess around with it. Below are a couple videos of the main acceleration on those runs. I apologize for the bad quality but I didn't have any helpers so I was trying to keep an eye on everything. Also, please excuse my words part way through the one video, the lady in the lane next to me wouldn't move over, then swerved about a foot towards my truck before moving over. I wasn't very happy with her....
Well, the truck got me the almost 400 miles home tonight, ran in stock tune the whole way. It definitely is not as snappy or quick as the DD tune but I didn't have any troubles like I did on my trip out. Makes me feel a bit better about the truck again.
Well, Baatzy and I spent about 4 hours today on his 7.3L. We swapped the ICP sensor with the one in my F-250. We basically experience the same readings for his truck previously posted in the video clips and the data tables. Still 500 ICP & 6% Duty Cycle at idle. His ICP sensor in my F-250 displayed the usual reading I see in my F-250. at idle 700ICP, 12% DC.
So is this 6-8% normal in a manual transmission setup? Maybe MontanaSteve or Cody can verify this.
KOEO, KEOR test all came back fine along with the buzz test.
Took her for 4 test drives. Once in stock with the chip removed. Truck ran very well and besides the EBP sensor being off by 1 psi all looked good. Heck, she even hit 18 psi boost. Here is a clip of the stock run:
The other runs in 60 daily driver & 80 daily driver tunes (PHP) yielded expected results. The ICP would climb and the duty cycle would shoot up trying the keep up with the increased demand from the chip. But the truck ran smooth and accelerated well. We just could not duplicate the power loss he experienced last week.
The only codes present were the expected 1211 code during the 80 daily driver run and a transfer case ground trouble code.
I am curious to see what other zf6 guys say about the ICP and IPR DC but otherwise I am once again very happy with my truck.
A huge shout out to Rich for taking the time to help me yesterday, I really appreciated it. Also thanks to the other contributors in this thread for helping me chase the problem (even though it may likely have been a false alarm).
I will keep an eye out for the original symptoms that caused me to start this thread, but Rich pointed out yesterday that my chip may have wiggled lose just enough to cause it to run weird.
Rich, I got your voicemail late last night. I took a look at my old logs, when I was still running the Swamps tunes. They're the only logs where I have plenty of data at full operating temp. The verdict is...I never see IPR drop below 10% at idle at full operating temp. It occasionally approached 10% backing off throttle, but would settle in around 12.5% at idle. I imagine Cody's tune would be the same.
I'd have to read back through the whole thread again, but what do you all think about Ethan's IPR sticking at end of travel (5%), but not sticking when he's running his stock tune, when it doesn't drop below 10%?
Wow, almost exact same timing, haha. We wondered about the IPR sticking, I tapped on it with a hammer and screw driver, and it didn't seem to change anything. The other thing was the IPR DC and ICP would always return to that 5-6% and right around 500 psi at idle, in all tunes we tried, even stock on the chip and stock with chip removed.
It's interesting that you seem to have exact same ICP and IPR DC as an auto truck.
.;……I have a feeling I could mash the pedal in OD and not have to worry about my tranny downshifting on me. It's kind of a high maintenance thing, requires a lot of hand holding to get it to shift.
It drove fine yesterday when I took it on a run. The power felt like it should in the 80 HP tune - we hit 22+ psi of boost and moved up to 90 mph pretty quick. In the stock run with the chip removed she ran very nice and got up to 17psi of boost. If we hadn't looked at the sensor readings on Auto Enginuity I would not have know there was an issue.
I finally got away from work long enough to look the data over - the stuff that was emailed to me. I everything looks good, except for that funky IPR. It's possible it's sticking and need a rebuild kit. You guys checked to make sure the tin nut was secure?
A manual in neutral idle will read the same as an auto - so no tuning differences there. The only time I've ever seen this IPR data is with big nozzles or a malfunctioning ICP - this could be something new.
Rich, thanks for looking over the data, I appreciate you taking your time to do that. I put all the O-rings that Clay offers in/on the IPR in December of '13 when the engine was out. The ICP was new at that time as well. However, that's not to say its not sticking now. Also we did not check the tin nut, I will do that in the morning.
I was talking with the other Rich (white Buffalo) today and he noticed one other odd thing that occurred on our data trips. When in the 80 hp tune, my IPR DC went as high as 90ish %. Other data logs he had showed IPR DC remaining below 70%.
If I am thinking about this correctly, that could be caused by an IPR valve sticking open, right?
Also, what is the max psi for the HPOP?By this I mean if all of the oil was being directed to the heads/injectors, but the injectors were not using any of it, what ICP value could I expect?
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