Well hopefully a night owl will read this and provide some insight I'm down to two resolutions...

Background, another work truck has approx 200 on it, rosewood 160s with 60k on them, s366 and a t500, other than that I think the rest is irrelevant. We have been using the truck hard every day. Today I'm driving it home with approx 10k behind me. after about 130 miles all of 10 miles from home it starts missing, and literally sounds like a no fire cylinder. Truck has decent power but you can tell it lost a little. This happened instantaneously in the stock tune. It feels and sounds if one or two cylinders dropped out.

I am able to limp it home. Buzz test and all 8 buzz strong with #2 being somewhat fainter but not much. ICP and IPR look fine on the computer. Only code is a CPS and ICP out of range, these have likely been on there forever. I cleared them and during this iteration I'm about to explain hereafter, not once did I get A NEW CODE. Everything was replaced with OE new parts.

I replace the CPS with no avail, I then moved onto the icp, replaced new without change. I cleaned and checked all the plugs for the VC, oily as usual but nothing odd. unplugging with the truck changes minimally with 2 and 4 unplugged. the other 3 plugs made a bit more difference. I went ahead and changed the VC and UVCH for all 4 on cylinders 2,4,6,8 with no change. 70 psi of fuel at idle.

I decided to remove the chip no change. With the ECU out I swapped it with a spare auto ECU with no change. plugged chip back in. Went ahead and swapped the IDM, still no change. Lastly I changed the IPR, still no change. I popped the driver side VC, #2 is not spitting oil, before i swap it into #4s position, I'd like to hear if anyone has any other idea. Truck has ran terrific, and then out of no where it feels as if a cylinder or two are dead. I will note the exhaust seems much more potent as if stuck open on a cylinder.I got home at 8 and started on the truck trying to figure it out with no resolution. I need it back up and running ASAP, and waiting weeks for a return of injectors is out of the question...

I appreciate any and all help. I am leaning towards a failed #2 injector. I will get the other side off tomorrow and verify all 4 are pumping oil over there as well...I will likely pull all 8 out and send them back for him to take a look. I have a spare set of stockers in the shop in a motor I can use if need be to get by.

I dont know what else it could be minus a wiring issue, but I feel that has been somewhat clarified with the buzz test.

Injectors have minimal miles, were yanked out of another truck, I know 2-3 of them stick during the winter till you get on the throttle hard, then they are clear for the day.

I am a bit perplexed as this is an injector failure or something else when the truck has had no problems since we had it..... Usually you dont loose an injector when hot, but hey Im not an expert.

 

Not a night owl, but an early bird!

I would think swapping the injector is your next step and see if it oils in a different hole. It's never fun when they act up when you really need them.

 

Pull the coil and check the armature plate screw.

 

I do not have the tool, I don't typically fiddle with injectors outside of rings.... that the injector guys job ;-)

 

I should say if I need to adjust the screw I thought those read a special tool?

 

you need to shim the armature, there are kits on ebay

 

I am not going to assume this at the moment till I can check the clearance. I will also not be modifying Rosewoods injectors, they will be sent back if thats the case as I'll let the master do that....

 

all right rockstar you nailed it. I was not wanting to touch them as I have voided warranty even though they were second hand for one of the work trucks.

I pulled off the solenoid and saw the armature was pretty free spinning I then noticed the screw spinning.

I need to apologize to knotty rope as I thought it was a specific tool I googled for that screw. I have a machine bit set with the proper size.

clearance was near .2 not .002. I called Jim and explained what I did and hope all I can do is retorque that screw to 20 in lbs and be done with it. I left a vm as it's 1 his time. I assume the large clearance is why it wasn't firing. I will wait to hear back from the master and reinstall the injector, but for now I'll put the other side back together. Passenger side were all squirting.

i hope it's as easy as that and I can get it back up tomorrow night. If not I guess a stocker is on order if cylinder imbalance is not a concern. Cost a couple hundred bucks a day with it down as of now....

 

Spoke to the master. I will be retorquing to 14 in lbs and throw her back in.

Thanks for the help guys!

 

Glad you found the issue. We are all here to learn. Hope it's running well soon.

 

Ran like it used to, had about 600 miles on it without issue. I am not worried anymore. I guess there is a first for everything! Once again thank you all!

 

Bill had the same happen. That's how I cheated lol

 

Well i enjoy the cheating in that case. I am always apprehensive to touching injectors for void of warranty, but I learned something this go around for sure. I was pulling my hair out in a panic to get it rolling agian, throwing parts at it left and right, and being a fool snapping a brand new ICP with my fat hands.

What injector turbo combo are you running again? Might try 238/100s and a 472sxe vs the 369sxe in ol blue this winter, unless the firewall is to be modded extensively. the 369 will drop in over the older gen 2 366

 

I have a 468 and 250/200. I can't ever imagine needing more fuel than I have lol. Honestly looking at the compressor map I am very anxious to see how the 369 works for Todd. That lil guy has some big air hidden in it that I think is somewhat over looked here. I honestly may wind up wishing it were around when I bought my charger. For now I'm in need of a trip to Arkansas as soon as Clifford is back together...

 

I was a big proponent of the 369 about 1.5-2 years ago, we built quite a few different configurations of fuel for it and every one performed pretty incredibly. I still think its a terrific compressor for a wide variety of fuel and displacement. Comparing maps from the small 3 series, stock, 38r, on up into the 4 series, and was curious how a small 4 series would do with those injectors as we have already done them with a 369. Speaking with james at Barder he thinks the small 4 series sxe turbos are a perfect match, and I just want to try it.

I was laughed at on other boards when we were testing the 364 and 369 on 160s, baby swamps, and even 140s in a max tune.... now I see everyone is flowing that way, even the cummins crew. I was chided pretty hard on PSA, and low and behold a lot of those fellers are going the same route a couple years later..

What is Todd running for fuel?