That looks like a pain in the ***, I'll try tomorrow. Thanks.

 

No problem. If it is closed you will hear it. The exhaust will have a completely different sound.

By unplugging the plug that goes to the solenoid you can disable it. You will get a soft code though.

 

jhl3 got you covered on the ebpv. Won't hurt to check this. It closes to warm up the motor by if stick closed a little power will be down.

 

Could I have caused turbo leaks when I installed my injectors? What's the best way to check this?

 

You could have caused boost leaks in the CAC system....just tighten them up or build a boost leak detector...be careful and don't overtighten the ones at the plenums.

However, let's see what the answers are to some of the previous questions.

You were wondering about the TPS. I realize that you can't use Crusise Control (CC) out of the hole...is that the only time that this happens is when you are first starting out or does it fail to respond to throttle input at speeds where the CC could be engaged. If it happens at speeds where the CC can be engaged then try speeding up using the Accel button on the CC and see if it still happens.

 

Was there oil in the ICP connector when you unplugged it? If so, that could be the source of you problem since it ran better. How much better?

 

My biggest problem is when starting from a dead stop. No oil on the ICP. Truck ran poorly again today. ICP still unplugged. I think I'll be buying a TPS soon.

 

Update: all I've done was plug the ICP back in and it seems to be running better.
Would a bad TPS show up on a scanner? What are your opinions on the scanner apps? I was looking at OBD FUSION.

 

You've already replaced all the UI's because of a Tech who couldn't find anything.

Un plugging the ICP seems to be the thing in this forum. But, without additional data one can not determine a point of failure within the HPO System. It's only a valid technique for "No Starts". There is no real-time data for the PCM to compare and signal IPR and Fuel Circuit - THAT's WHY THERE IS A CODE WHEN IT's UNPLUGGED. I would suggest only using this technique to "get home" until an issue can be identified. Otherwise, doing it may be more costly than you think.

So, with all that being said, here is an approach you should consider employing:

1. Do you have gauges? Specifically and EGT at minimum? How are you monitoring engine data on a daily basis?

2. Some real data collection needs to be done here and it can all be done in an Afternoon with the right tools. What you're seeking is to troubleshoot a poor performance diagnostics routine. Any one of these can cause the issue you describe. But, we need to eliminate the good items to find the left over which is the defective item.

Tools: Tools: Fuel Filter Cap Removal Tool / Flash Light / White Bond Paper / Stop or Wrist Watch w/Second Hand Sweep / DVOM / Vacuum Pressure Test Gauge Bar #014-00761 19-0002 / Fuel Port Adaptor and Pressure Gauge 0-160 PSIG

Step #1: Visual Engine/Chassis Inspection

Tools: Flash Light

Fuel Oil Coolant Electrical Hoses Leaks Check

Step #2 Check for:

a. Contaminates

b. Correct Grade and Viscosity

c. Miles/Hours on oil

d. Correct level.

Tools: White Bond paper

Step #3 Intake/Exhaust Restriction

Tools: Flash Light

a. Inspect air filter and ducts - Example: A guy said he just replaced his AIS Filter so that couldn't be it. Had he of looked before placing the new filter he would have found the family of 7 dead mice and associated dry foliage blocking the AIS Filter in the bottom of the housing.

b. exhaust system 2lbs / > RESTRICTED

c. Inspect exhaust back pressure device

Step #4 Intake Restriction

Tools: Vacuum Pressure Test Gauge Bar #014-00761 19-0002

a. Check filter minder or measure at WOT with magnehelic gauge.

b. Spec: Magnehelic-2"- 2.5" / Filter Minder / H20

c. See 3a above

Step #5 Perform KOEO on Demand Test

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

DO NOT CLEAR CURRENT CODES!

a. DTCs set during this test are current faults.

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


Step # 6 Retrieve Continuous Trouble Codes

Tools: Bi-Directional Scan Tool

Note: IDM DTCs are cleared when codes are cleared

Step #7 KOEO Injector Electrical Self-Test

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

All injectors will momentarily buzz, then individual injectors will “Buzz” in sequence 1 through 8.

Step #8 Fuel Pressure Tests

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

8a. Fuel Pressure at the right head

a. Verify that fuel is in the tank and the pump is being powered.

b. Measure fuel pressure at the front of right cylinder head Road Test- engine at full load condition Spec. Measurement / Head 0-160 PSI / WOT 45 PSIG min.

c. If fuel pressure fails low, go to step 8c.

d. If pressure is above min. spec, go to step 8b. 8b. Fuel Pressure at the left head

e. Measure fuel pressure at the front of right cylinder head Road Test- engine at full load condition Spec. Measurement / Head 0-160 PSI / WOT 45 PSIG min.

f. CAUTION: Secure hose away from turbo and exhaust

g. If fuel pressure is below min. spec, replace left check valve > If fuel pressure is above min. spec, Go to step 9.

8c. Electric Fuel Pump Pressure

a. Measure at fuel outlet from electric fuel pump: 45-80 PSIG > Road Test- engine at full load condition 45-80 PSIG

b. If fuel pressure fails low, go to step 8d.

c. If pressure is above min. spec, replace right check valve.

8d. Electric Fuel Pump Inlet Restriction

a. If fuel line is restricted above 6 Hg, check for: blockage between pump and fuel tank.

b. If fuel line is not restricted, inspect regulator valve condition and for debris, If OK replace pump

c. WOT under load Spec: > 42 psig

Step #9 Perform KOER on Demand Test

Step #10 Injection Control Pressure Tests

Tools: Bi-Directional Scan Tool / Stop or Wrist Watch w/Second Hand Sweep

10a. Injection Control Pressure Tests (Oil Aeration - Poor idle quality)

a. All acc. Off

b. Monitor ICP and RPM with Bi-Directional Scan Tool Hold engine speed at 3400 RPM for 3 minutes

c. Spec: ICP: 1800 PSI MAX @ 3,400 RPM

10b. Low Idle Stability (ICP Pressure)

a. Check at low idle, EOT above 180 F

b. Monitor ICP and RPM with the Bi-Directional Scan Tool 400 – 600 PSIG @ 670 RPM’s If engine RPM is unstable, disconnect the ICP sensor, If RPM is still unstable, change IPR and re-test.

c. If RPM smooth’s out, the ICP sensor is at fault. Note: ICP will default to 725 PSI when disconnected

Step #11 Crankcase Pressure Test

Tools: Vacuum Pressure Test Gauge Bar #014-00761 19-0002

a. Verify engine is at normal operating temp

b. Measure at oil fill with adapter and orifice tool P.N. 5631 & 014-00743 installed.

c. Block breather tube on left valve cover

d. Measure at WOT no load Spec < 3 H20

12. Cylinder Contribution Test

Tools: OBD-II On-Board Diagnostics, Phase 2 Vehicle Media Communications Unit (Scanner) / Stop or Wrist Watch w/Second Hand Sweep

a. Verify that EOT is above 70 F

b. Turn A/C and all accessories off

c. Select Cylinder Contribution from the test menu

d. NOTE: The test will run at idle speed for about 120 sec. and no engine change will be felt during the test

13. Exhaust Restriction

Tools: OBD-II On-Board Diagnostics, Phase 2 Vehicle Media Communications Unit (Scanner) / Stop or Wrist Watch w/Second Hand Sweep

a. Visually inspect exhaust system for damage

b. Verify EBP device is open at WOT in park or neutral

c. Monitor EBP with the Bi-Directional Scan Tool with the engine temperature at 170°F minimum at 3400 RPM

d. Spec: 34 PSI Max @ 3,400 RPM

14. Boost Pressure Test

Tools: OBD-II On-Board Diagnostics, Phase 2 Vehicle Media Communications Unit (Scanner) / Vacuum Pressure Test Gauge Bar #014-00761 19-0002

a. Verify that MAP hose is not damaged, plugged or pinched - VISUALLY INSPECT, UNCOVER, LOOK.

b. Verify that intercooler hoses or intake are not leaking. You may wish to use a Leak Detector on the intake side of the Turbo with 15 psig Shop Air Pressure applied.

c. Verify that the green Wastegate hose is not plugged.

d. Monitor MGP (manifold gauge pressure) and RPM

e. Road Test - select appropriate gear to obtain desired engine speed and full load on engine (best accomplished climbing hill or truck fully loaded).

f. Spec: MGP 15 PSIG Min

15. Data List Monitoring Parameter:

V-PWR 10.5 VDC Minimum. (The CMP may fall out of the PCM circuit if vehicle voltage falls below 10.5v).

RPM 100 RPM Minimum (0 - CMP Suspect)

ICP 500 PSI or 3.4 MPAM Minimum the ICP should steadily climb during cranking. This indicates a healthy HPOP depending upon how high it climbs.

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)

2. RPM - Low RPM could be an indication of starting / charging system problems **

3. No RPM indicated with the engine cranking - could be CMP circuit fault, check for DTC’s.

4. 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.

Note: If no RPM signal is received, IPR duty cycle will default to 14%

5. 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.

6. MAT: Manifold Air Temperature the PCM uses this signal to adjust fuel and timing.

7. VFD (Volume Fuel Desired)

8. MFD (Mass Fuel Desired)

9. ** If your scan tool supports, please export to a "*.cvs" file and post to Forum for review and chart formation. **

Known Good Sensor KOEO Voltage:

AP: 5 volts in, 0.5-0.7 volts at idle, 4.5 volts at WOT. PID: AP

BARO: 5 volts in, @4.6 volts/14.7 psi at sea level, decreasing as altitude increases.

CMP: high, 12 volts, low, 1.5 volts.

EBP: 5.0 volts in, 0.8-1.0 volts/14.7 psi

EOT: 5.0 volts in, 4.37 volts@32°F, 1.37volts@176°F, .96volts@205°F.

PID: EOT (degrees)

EPR: Exhaust Back Pressure Regulator, also EBP regulator Output: For quicker engine warm-up at cold temperatures. If the IAT is below 37°F (50°F some models) and the EOT is below 140°F (168° some models) the PCM sends a duty cycle signal to a solenoid which controls oil flow from the turbo pedestal. This causes a servo to close a valve at the turbo exhaust outlet. The PCM monitors the EBP input to determine if the EPR needs to be disabled to provide power for increased load, then reapplies the EPR as load demand decreases until EOT or IAT rises.

IAT: 5 volts in, 3.897volts@32°F, 3.09@68°F, 1.72@122°F.

ICP: 5 volts in, 1.0volt@580psi, and 3.22volts@2520psi.

EXBP 10-15psig w/ EBPV closed and not exceed 45psi at WOT Note: EXBP showing low (3-5psi) that barley rises with acceleration indicates bad sensor or plugged tube.

IDM: 110 volt signal to the injectors. Grounds each injector as fuel is required for that cylinder. Fuel Pulse width is increased to deliver more fuel. The IDM sends a feedback signal to the PCM for fault detection.

IVS: 0 volts at idle, 12 volts off idle. PID: IVS (off/on)

MAP: Frequency output; 111Hz / 14.7 psi, 130Hz / 20psi, 167Hz / 30psi.

IPR: Coil OHMS = 10.2 - 10.6

MAT: Manifold Air Temperature the PCM uses this signal to adjust fuel and timing.

VFD (Volume Fuel Desired)

MFD (Mass Fuel Desired)

HPO: O-Rings - Injector Sealing:

Use an M12 1.5" adapter (same as fuel port adaptor on the 7.3) with a Grease Gun Whip (Dead Heads the Pump).
** Note: All supplies should be rated at 5,000 psig or greater.

a. Remove the ICP and screw in the M12 Adaptor with whip attached and female air fitting attached.

b. 7.3 Put 12vdc from battery to the IPR (maximum 15 minutes, then a 15 minute break). Many Scan Tools will not allow the commanding of the IPR on the 7.3 your results may differ. You can make a jumper from any plug which fits. This way you not only check the integrity of the Injector "O-Rings", but the HPOP Fittings and pump as well for seal leaks.

Post back your findings.

 

take your air filter off and see