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We did a Cody test and found the injector orings leaking and replaced them.
Did the test over and now hear air coming from the oil pan. Is that normal?
Whilst the testing can be accomplished in either the ICP, IPR, or adjacent ICP Bolt in the Passengers head, it is best accomplished through the IPR.
HOWEVER, just tossing a "Threaded Nipple" in won't net results as well as the specific adaptor designed for its use. The IPR (and specific Adaptor) have an O-Ring to seal the HPOP from the Lower Engine (hence noise in the Oil Pan).
Many use a "Blow Gun Tip" to force air in the ICP. I have used an A/C Line Tip as well which actually works very well (Coned Shaped End). But, is cumbersome to both use and identify leaks.
Someone said they took a old IPR, drilled it, tapped it, and put a 1/4" Nipple on the end which provides the O-Ring Seal. That is a lot less expensive than the actual tool I can assure you. And, since I have one (or 2, or, 3 .... however many left over from greedy hands in my Shop Days), I have never done it. But, it does sound doable.
Maybe I'll get board one day and try it with one of the many in my Tool Boxes and post a picture and how to do it. Sure beats the $650 (each) I paid for the Rotunda Tools in the day!
And, if you really don't want to mess with the above procedure, Install an additional ICP in the Passengers Head, using Motorcraft Part# D94T-50-A connected to the EBP and ICP, varying voltage will identify the culprit (the lower of the two is suspect). Ps: remember to select EBP Voltage PID (you’ll actually be viewing the second ICP). Many Scantools will convert the PSI to PSI for viewing as well. I've also done this many times.
Below is an excerpt which better explains the possible outcomes and how to narrow down the results quicker.
AIR TESTING THE HPO SYSTEM:
7.3L Powerstroke engines may experience hard start and or no start issues. In some cases the no-start issue may occur only with the engine hot. If the observed ICP pressure during cranking is less than the required 500 PSI, then the problem is in the high pressure oil system. One of the first checks that should be made is to remove the plug from the top of the high pressure oil reservoir (in front of the fuel filter) to observe if the reservoir is full. If the oil is standing within an inch of the top of the reservoir, then the problem is in the high pressure oil system and could be caused by one of three things:
- The high pressure oil pump itself
- The IPR Valve
- A high pressure oil leak
Tools: Adaptor ORB #4, Air Compressor capable of maintaining 90-100 psig, Air Line Adaptors which will allow connection to the #4 OBR , IPR Test Harness, Grease Gun Whip or any whip with a .0625" NPT. *Do not apply shop air in a burst, using a Regulator or similar metering device, slowly add air to the system until Shop Pressure is reached and maintain throughout the test to avoid damaging O-Rings inadvertently. Oil, while under extreme pressure, also functions as a "Buffer" and prevents shocking the system components.
Remove the IPR valve and insert the ORB #4 Adaptor. Attach Shop Air and pressurize the system. Wait for approximately 30 - 60 Seconds while the air travels throughout the HPO System. Listen for air escaping through the Oil Fill Tube (cap removed).
External high pressure oil leaks would have, of course, been obvious. The primary concern is internal leaks under the valve cover(s). These could include leaking injector O-rings, or leaking injectors. Listen for any air escaping under the valve covers and correct if present.
If the center injector O-ring has failed, high pressure oil may be forced into the fuel system. Remove the fuel filter cap and observe for air bubbles in the fuel. If necessary, individual fuel lines running from the fuel filter assembly to the cylinder heads can be disconnected in order to isolate the problem to which side it is occurring.
2. 7.3L: If no air leaks are observed, the next step is to isolate whether the problem is with the IPR or the high pressure oil pump. Remove the IDM fuse or unplug the IDM or injector connectors at the valve covers to prevent starting.
3. If this test does not assist in diagnosing the issue, remove both valve covers and witness oil from the deflectors as being uniform, look closely at the injector base for any sign of air or oil escaping during test. This is an indication of a loose injector or O-Ring failure.
I found an adapter at my local hydraulic shop that I will use when I get to it. It cost me $6.00 and will allow me to hook my compressor up and be free to move around and listen. It fits in where the HPOP fitting screws into the head and takes the air compressor's quick disconnect.
