So, my 99 f-250 with 207,000 miles on the 7.3 conked out on the way home. I got it towed home, ran codes with in law's Snap-on tool p1280, p1316, p0344, p1248, p0340, so I put in the brand new Ford CMP, changed the fuel filter, and cranked with battery booster on, no start, it tries to fire, puts out some gray smoke, but won't start, I have not found my ohm meter yet to check the UVCHs out. Since it tries to fire I think the IDM may be okay. I put some auto trans fluid in the filter housing which brought a little more sputtering, and white/gray smoke out the tailpipe. It did start once after first changing the CMP, and idled rough for a little bit before it quit, also when it conked out on the way home it bucked once like a CMP hit like when using intermittent wipers, and then stalled. At that time I drained the fuel filter bowl, re filled it with 3 cycles of the fuel pump and it started, ran real rough for two blocks and stalled again, which is when I had it towed. So, fuel pump is working, HPOP housing full of oil, crankcase full of clean oil, and unplugging the ICP sensor made no difference in trying to start. The ICP sensor was replaced 2 years ago, the UVCHs 1.5 years ago and IDM replaced with a used one at that time, no fuses are blown and tach shows 200 rpm when cranking. I am not sure what to check next other than ohm readings at UVCHs and external wiring, the only other thing I should mention is I filled up with diesel 2 days before the truck stalled out. Any advice is greatly appreciated, the last time this truck was broke down it was the forum members here who helped me find the problem. Thanks in advance for any responses, Jim

 

From your statement, the PCM is seeing the CMP and it appears, The IDM is commanding the Injectors which results in White Smoke while cranking.

p1280, p1316, p0344, p1248, p0340, will store just about anytime a hiccup occurs when stalling.

If you can get the Scanner back, monitor these PID's while cranking:
V-PWR 10.5 VDC Minimum.
RPM 100 RPM Minimum (0 - CMP Suspect)
ICP 500 PSI or 3.4 MPAM Minimum
ICPv (KOEO) Spec 0.20v - 0.30v
FUEL PW: 1 MS - 6 MS ( <1 / >6 IDM Suspect)
V-PWR - If indicating a low voltage condition, check battery voltage, charging system or power and ground circuits to the PCM.
DC% - Cranking NTE 20% / 65% is Closed. (IPR Suspect)

Have you checked the Fuel Pressure with a Fuel Pressure gauge? You can still get white smoke and yet not have enough fuel to fire the cylinder.

Post what your results are.

 

I agree with Tom, but symptoms also match those of a loose UVCH. Not being able to start in the morning may be related to glow plugs/glow plug relay, but that wouldn't have anything to do with it stalling/bucking while running - unless the loose UVCH connection is what's causing your lack of glow plugs at startup. Meter those pins on the UVCH connection.

Also, check for the always-possible short from the harness rubbing on top of the driver side valve cover.

 

Thanks, guys, I have not had time to check the UVCH wiring or have my In-law hook up his Snap on scanner to it again. He is not a diesel mechanic so he may not know how to access those advanced readings and features on his scanner, I need to get my own because he uses his for work and is seldom available.

 

Sorry it has taken me so long to get back on this thread, I just received the used Snap on mt 2500 scanner I bought for $130. on Ebay, and it works great! It will do all the same functions of my in laws Solus scanner. I ran some tests and my left side UVCH is shorted open according to codes p1272, p1274, p1276, p1294, which came up both at KOEO test and after injector buzz test. The other readings while cranking are 10.6 volts, 170 rpm, IPR 36% ICP 2200, I have not yet checked fuel pressure, but replacing the UVCH will be first repair, It maddens me that it lasted less than 2 years, I am looking at using the new design that has the wires built into the valve cover gasket. The other codes from the original scan are still present, but only as memory codes, not active codes like the ones I listed here. I don't want to clear them until I have the truck running again.

 

2 Years? I see some stiff that won't go 2 Weeks!

Good deal. BTW: The proper terminology is "Open" and not "Open Shorted". You can't have a short if it's open.

1. Open (Broken circuit)
2. Short to Ground ((+) Copper to steel))
3. High Impedance (resistance / Corrosion)

Yes, I am ****. My wife is also. Apparently there are several types of ****. Wish I had of know that 30 years ago...

Anyway, you now have a direction to pursue.

As for the numbers, they look good. The UVCH is just an issue which seems to act up at the worst possible times. The Newer OEM's have clips on them to help prevent separation so there is no need for the mod.

The MT2500 is a good unit. It's just been superseded. You can still get service with Snap-On as well as cartridge kits all over the Net cheap.

Here is some pointers:

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HARD START/NO START DIAGNOSTICS

**NOTE: A hard start/ No start concern with EOT Temp. Below 60F perform step 10 first.

Tools: Fuel Filter Cap Removal Tool / Flash Light / Tools Flash Light / White Bond Paper / Stop or Wrist Watch w/Secong Hand Sweep / DVOM

Step #1: Visual Engine/Chassis Inspection
Tools: Flash Light

Fuel Oil Coolant Electrical Hoses Leaks Check

Tools: White Bond Paper

Step #2 Check for contaminates Correct Grade and Viscosity Miles/Hours on oil, correct level.

Step #3 Intake/Exhaust Restriction

Tools: Flash Light

Inspect air filter and ducts -exhaust system / Inspect exhaust back pressure device

Step #4 Sufficient Clean Fuel

Tools: Fuel Filter Cap Removal Tool

a. Check if the WATER IN FUEL lamp has been illuminated.
b. After verifying that there is fuel in the tank, drain a sample from fuel filter housing at
key on.
c. NOTE: Fuel pump will run for 20 sec. at key on

Step #5 Electric Fuel Pump Pressure

Tools: DVOM / Fuel Port Adaptor and Pressure Gauge 0-160 PSIG

a. Verify that the fuel pump has voltage and gnd. present at key on.
b. Measure fuel pressure at the Fuel Bowl Test Port key on.
c. Instrument Spec. 45 PSIG min. / WOT Under Load =/> 42 PSIG.
* If pressure fails low, go to step 8c on the Performance side of this sheet to identify cause

Step #6 Perform KOEO On Demand Test

Tools: OBD-II On-Board Diagnostics, Phase 2 Vehicle Media Communications Unit (Scanner)

DTCs set during this test are current faults.

Note: IDM DTCs displayed here could be current or historical faults

Step #7 Retrieve Continuous Trouble Codes

Tools: OBD-II On-Board Diagnostics, Phase 2 Vehicle Media Communications Unit (Scanner)

DTCs retrieved during this test are historical faults. Note: IDM DTCs are cleared when codes are cleared.

Step #8 KOEO Injector Electrical Self-Test
Tools: Bi-Directional Scan Tool.

a. All injectors will momentarily buzz, then individual injectors will buzz in sequence 1 through 8. IDM DTCs may be transmitted after test is completed.
b. Note: IDM DTCs may be historical if not cleared above.

Step #9 Data List Monitoring

Tools: OBD-II On-Board Diagnostics, Phase 2 Vehicle Media
Communications Unit (Scanner)

1. Select the parameters indicated from the NGS parameter list and monitor while cranking engine.
Parameter/Spec:
a. V PWR / 10.5 volt min.
b. RPM / 100-150 RPM minimum
c. ICP / 500 PSI or 3.4mPa min.
d. ICPv / 0.25v – 0.30v
e. FUEL PW / 1 mS to 6mS

* V PWR -If indicating a low voltage condition, check battery voltage, charging system or power and ground circuits to the PCM. GO TO PINPOINT TEST A

* RPM -Low RPM could be an indication of starting/ charging system problems, RPM indicated with the engine cranking -could be CMP circuit fault, check for Diagnostic Trouble Codes. GO TO PINPOINT TEST DG

*ICP -A minimum of 500 PSI (3.4 mPa) is required before the injectors are enabled. No or low oil in the reservoir, system leakage, injector O-Rings or faulty IPR could cause pressure loss.

*Go to section 4 step 9c in the PC/ED Manual for a detailed description on how to perform this test. Note: If no RPM signal is received, IPR duty cycle will default to 14%

*FUEL PW -Even though a 1 to 6 mS FUEL PW is shown, it’s possible the IDM did not receive the signal due to a CI or FDCS circuit fault or internal IDM failure.

Step #10 Glow Plug System Operation

Tools: DVOM / Stop or Wrist Watch w/Secong Hand Sweep

a. Glow Plug ON time is dependent on oil temperature and altitude. The Glow Plug relay comes on between 1 and 120 sec. and does not come on at all if oil temp is above 131 F.
b. Verify that B+ is being supplied on the large BK/W wire going to the Glow Plug relay.
c. Install a voltmeter to the glow plug feed terminal (two brown wires or center terminal on the shunt).
d. Using a Bi-Directional Scan Tool and EOT PID’s, verify glow plug "on" time.
e. Turn key to run position, measure voltage ("on “time) (Dependent on oil temperature and altitude) Relay on time Spec. Measurement 1 to 120 seconds B +
f. Note: Wait to Start Lamp "on" time (1 -10 sec.) is independent from Glow Plug "on" time
g. Glow Plug Resistance
h. Remove both 9 pin connectors from valve covers • Measure each Glow Plug resistance to Bat. Ground. Measure engine harness resistance to relay. .1 to 2 ohms
i. Glow Plug Connector to relay 0 to 1 ohms

FRONT
#2 #1
#4 #3
#6 #5
#8 #7
*Add 5 seconds to glow plug on time when above 7000 feet in altitude, but not to exceed 120 seconds.

Injector Resistance and Wiring Tests:

The IDM module can fail as a result of an internal failure or be damaged by other malfunctioning components on the vehicle. In order to assist in the diagnosis of the IDM module and ensure the replacement module is not damaged when installed, the following tests and procedures should be performed.

A common failure found on the Powerstroke 7.3L injection system is faulty electrical wiring between the IDM module and the fuel injectors. The wiring passes through connectors which are molded into the valve cover gaskets (see Figures 1 and 2).

The following test ensures the wiring between the IDM module and injectors are within specification. This procedure will also test for defective injector solenoid(s).

By measuring the resistance (ohms) between each injector’s power-feed and ground circuit, the total circuit and wiring resistance can be verified. This ensures that there are no shorted or open circuits to the injectors.

TEST 1: Use a multi-meter to measure the resistance between each power feed and each injector’s ground circuit at the IDM harness connector. There is one power feed for each cylinder bank.

TEST 2: Measure the resistance between each power feed and ground. This should indicate an open circuit. If resistance is present check for damaged valve cover gasket connectors and the wiring beneath the valve cover gaskets (see Figures 1 & 2).

TEST 3: Check for damaged injector wiring harness; Measure the resistance between the each injector power feed and the ground shield for the injector wires.

WARNING: The wires to the injectors are shielded wire, DO NOT pierce injector wires, doing so will permanently damage the harness.

Nominal solenoid resistance for Powerstroke injectors is 2.9 Ohms. This test measures entire circuit resistance which includes wire and valve cover connector resistance. All readings for the vehicle should be consistent between each circuit. This test checks for injector circuits that are shorted to ground, which will cause immediate and permanent damage to the IDM module. The resistance between these pins should be open (infinity), indicating no path to ground. This should indicate an open circuit. If resistance is present inspect the wiring harness for damage.

NOTE: Always consult vehicle specific service and diagnostic information. Visual Inspection – Wiring Harness & Connectors Inspect the connectors at the valve cover gaskets for damage and proper fit. Over time the connectors can become brittle and crack. Wiggling the connectors while performing the tests on the previous page can help detect intermittent connections. If the electrical tests indicate there is a problem remove the valve cover and inspect the Injector harnesses.
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Thanks for the reply and advice, when I installed the UVCH last time I also installed the Ford retention clips that were supposed to hold the harnesses on like the .50 cent mod, I just bought a fuel pressure gauge so I can check that and hopefully tomorrow I will have time to due the meter checks, too many Honey do's this weekend.I made a break out tool that allows testing the UVCH right the plug outside the valve cover to test just that part of it. I still really like the new style valve cover gasket I saw on Ebay that has the harness built in to the gasket so there is no plug under the cover to come loose, has anyone on this forum tried these?

 

Well, today when I finally had a chance to take the OHM readings with my meter it confirmed what the Snap-on tool told me, cylinders #2, #4, and #6 are all open with no readings so I only got one year and two months use out of the genuine Ford harness I installed new in January 2014. I am going take a chance and buy the new design valve cover gasket that has the wiring built into the gasket.

 

so what is the UVCH.. , under valve cover harness, So now you/I know.

one thing i like on powerstroke nation site, the UVCH would be highlighted and when you put your mouse on the text it will show the full name.

now glad you got that figured out.. is the OEM harness not all that great.. what is a good aftermarket brand to use. ??

thanks and good luck.

 

Report back when installed. I always use OEM gaskets. To many problems with others.First I've read of one going out that quick.

 

When I had trouble before, I had bought some aftermarket harnesses that I never installed because right out of the box they did not ohm out right. I've heard the Dorman harnesses are no good. The Ford harness I bought at the Ford dealer still stated made in China which is a major disappointment and is why I want to try these new improved ones that have the wiring permanently attached.

 

This will probably anger some of you, but I think the whole concept of having injectors under the valve covers is an extremely stupid set up. I installed my new gasket with improved harness on the drivers left side and as before it was a pain in the *** to install. The truck started up and ran rough obviously missing, so I ran codes p1280, p1316, came up on koeo test. With the engine running I got p0476, p1316. I then ran a cylinder contribution test and got p1293, p0269. Okay p1280 ICP out of range low, p1316 injector circuit/IDM code. P1293 high side open bank#1 (right) and p0269 cylinder #3 contribution/balance fault. I also ran an injector buzz test with 4 strong buzzes and 4 weak buzzes and p1293 high side open. This why I hate under valve cover harnesses because the one I replaced on the drivers side was not damaged it had simply came loose and that is probably what I will find when I remove the other side. So every time the engine stalls the harnesses come unplugged even though I installed the retaining clips which is why I think this is a useless design.

 

I agree completely. The GP location is stupid too.

 

Today I removed the passenger right side valve cover and the harness was not damaged or unplugged, with the breakout tool connected to the harness the OHM readings were high but consistent. I started the truck without the cover on and none of the right side injectors spurt any oil so they are not firing, and with the valve cover back in place I disconnected the right side plug which resulted in the same result as when it was plugged in, the engine only runs on the left side 4 cylinders. With the 1316 IDM code is it possible that the right side of the IDM is burnt out? Any ideas?

 

Nothing new to report today, been working nights which leaves no time to work on the truck, still looking for some input on the IDM choosing to shut down the right bank.