I am still thinking fuel has something to do with this issue, and my brother does still think it is fuel, yes I have used trans fluid (usually try to use new when needed for readding lubricity to the low sulfur fuel) but reciently before this issue started and we replaced the fuel pump (due to dead fuel pump) I threw some old oil that had been sitting in a diesel can (hadnt mixed it with the usual 2:1 mix of Diesel to oil) and we think that may have caused part of this situation.


so far we have replaced the fuel pump and the ICP at this time.

 

It is the IPR solenoid that has issues of overheating and causing shutdowns when hot, not the ICP. Next time it shuts down on you try cooling the IPR solenoid off and see what happens.

 

Not sure if I missed this on the thread somewhere, but how's your fuel filter looking?

 

like normal, its a light brown color. I usually replace the fuel filter every 500 or so miles though. I know might be excessive.

 

should I try this while the truck is running or does it not matter if it is off or on?

 

Try it when it dies on you again.

 

ok I will give it a try and see what happens

 

How many miles are on the truck?
How many miles are on the injectors?
Do you know what the IPR% is reading while under accelleration?
And, while accelerating, what's the ICP reading?
Is the ICP dropping while the IPR% is climbing?

 

at the moment no I don't have any reading as I can't see to find the tablet with torque pro

as for how many miles the truck just rolled 460K and had a fresh oil change.

 

Ok I was able to locate my Torque Pro tablet, and at this time the Enigma resides to start, at the moment if I let it sit for a few seconds and crank with my jump box on I can get her to start with a severe case of the diesel rooms, then it dies, I am trying to get it to run long enough to get a snapshot of the injection pulse with and any thing you guys may find of value.

EDIT: I did get him going, so far the readings are as follows:

InjPW hovering about 2500.0
Volts: 14.5
Hpop: 700.0 - 800.0
MFuel (mass desires fuel I think?) 14.5 - 18.0
revs are around 650.0 - 700.0

I did drive it around for about 5 min or so to warm it up (and burn some possible bad fuel) and all seemed ok…


not sure if I can get anything more but I hope that helps, all numbers are given at idle and while cold

 

IPR duty cycle %
map & ebp readings at koeo

 

IPR readings and ICP readings need to be done while warmed up, going down the road under the throttle. What you're looking for is the IPR% going up while the ICP is dropping. This is a test to see if the o-rings are leaking in the injectors. If you're actually changing the fuel filter every 500 miles, you'll never see any discoloration in the filter changing it that often.

 

EDIT: I found the two items, I will be taking out the truck today to get it warmed up and see what happens now I can see the IPR and ICP values

@John: I change it (fuel filter) more often due to running a diesel/oil mix for fuel, however the fuel bowl is about 4 months old as I had to replace it when the last one broke

as for the duty cycles I saw it looked to be about 12/14% respectivly for IPR/ICP (may need to take the truck out again as it was not fully warmed up at the time, but I am waiting on the tablet to charge back up

EDIT #2: Took Stinky JR our and got the issue to happen again (at the time of post I am pulled over as he fights to stay running) but I hope the following helps

MAP is a rage Ong around 14.5 but went as high as 24.2 psi and IPR is around 7.0 but went as high as 40.6% And ICP (I’m guessing torque pro has this labels as HPOP) is around 440.0 but spikes up to mid 500’s and went as high as 2100 while under load and injector pulse with is reading around 3000.0 (while struggling to keep running).


i hope this help you guys some, I’m still leaning to bad fuel, but could the IPR be showing signs of possible failure (the ICP replacement did clear out the SES Light)?

also the truck did die as I went up a slight incline not sure if that will help either

 

I was able to drive the truck again and when it got warmed up and became anemic it was spewing a lot of white smoke as I looked for a spot to stop.

 

You might want to go back to pure diesel just to eliminate at least one issue.