Hello all,i am looking for a little help on my psd. I last week my truck died in the driveway and would not restart. I cranked it and saw I had no rpms showing on the gauge while trying to start so immediately I thought CPS. I bought one and also batteries because they were due anyways. I installed the batteries and CPS the truck started and drove for almost 400 miles. Than 2 days ago truck dies again in the driveway. Lucky right always in the driveway. So this time I got out AutoEnginuity and am wondering if anyone has any suggestions for the components I should look at. I already ran and checked the ICP switch and it runs between 250 - 300. The injector Control duty cycle started at 14% and ended at 64%. Any ideas if my problem is the IPR valve? My HPOP is full and oil is okay. Any help is appreciated. Thanks

 

In order to start your ICP needs to be really close to 500PSI, you are too low. You either have a bad ICP, a bad IPR or an o-ring problem bleeding off ICP at start up.

 

Unplug the ICP and give it a try. It might have gone south on you.
Check the IPR, is the nut intact? The coil also fails on them sometimes, you should be able to test it by measuring its resistance, but I don't know the correct. If you have a ohm meter, measure it and post the value. Someone should know the correct resistance range.

 

From your posting, it appears you have a loss of High Pressure Oil. But, often, sensors are defective causing the indication. The PCM doesn't know the difference.

Here are some data variables for your use.

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Here are some DELTA'S for you to copy and paste for future reference.

SENSOR VOLTAGES, KNOWN GOOD:

Delta for comparison:

AP: 5 Volt Reference Circuit, 0.5-0.7 vdc at idle, 4.5 vdc at WOT.

BARO: 5 Volt Reference Circuit, @ 4.6 volts / 14.7 psig at sea level, decreasing as altitude increases.

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

EBP: 5.0 volts Reference Circuit, 0.8-1.0 vdc / 14.7 psig

EOT: 5 Volt Reference Circuit, 4.37 vdc @ 32°F, 1.37volts @ 176°F, 0.96volts @ 205°F.

IAT: 5 Volt Reference Circuit, 3.897 vdc @ 32°F, 3.09 @ 68°F, 1.72 @ 122°F.

ICP: 5 Volt Reference Circuit, 1.0 vdc @ 580 psig, and 3.22volts @ 2520 psig.

ICP Vdc
0 0.2
200 0.4
400 0.73
600 0.96
800 1.2
1000 1.4
1200 1.6
1400 1.9
1600 2.1
1800 2.3
2000 2.6
2200 2.8
2400 3.0
2600 3.3
2800 3.5
3000 3.8

EXBP 10-15 psig w/ EBPV closed and not exceed 45 psig at WOT

*Note: EXBP showing low (3-5 psig) 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 vdc at idle, 12 volts off idle. (off/on)

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

IPR: Idle Warm: 8% - 14%, Idle Cold 10% - 15%, Electromagnetic Coil Test: OHMS = 10.2 - 10.6, Range: 0% - 65% (Not more than 20% Starting).

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.

The Exhaust Back-Pressure sensor is a variable capacitor sensor that is supplied a 5-volt reference signal by the PCM and returns a linear analog voltage signal that indicates pressure. The Exhaust Back-Pressure sensor measures the pressure in the RH exhaust manifold. This sensor is used in conjunction with the exhaust back-pressure regulator to form a closed loop exhaust back-pressure control system.

The exhaust back-pressure is controlled by the PCM to provide more heat to the coolant for cab heating when ambient air temperature is below 7°C (45°F) and engine oil temperature is below 75°C (167°F) during low load, low speed operating conditions.

An open or short in the Exhaust Back-Pressure sensor wiring will result in a low out of range voltage at the PCM, and the PCM will disable Exhaust Back-Pressure control.

** NOTE: The Exhaust Back-Pressure sensor is not present on F-650 and F-750 models. **

Here are some to monitor when Troubleshooting with AE. Important to note, you will have to set the variable limits manually when performing tests. If you save the profile, you can then recall it each time and the data should be automatically displayed.

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OPERATING PERAMETERS FOR A 1999.5 7.3L DIT:

ECT Engine Coolant Temperature: 140°F - 230°F

**This is only Accurate if one has an M/T. A/T Equipped Vehicles obtain its reading by a compilation of other known variables.
The EOT is probably a more important number to observe as it's measuring the core of the Engine and the suffrage of the bearings and so forth.

EOT Engine Oil Temperature: 140°F - 235°F

EB Turbo Boost Pressure Boost: 15 - 27 PSI

TFT Transmission Fluid Temperature: 150°F - 230°F

EGT Exhaust Gas Temperature Gauge: MAX = 1,250°F

EBP Exhaust Back Pressure: 0-45 PSIG at WOT

IPR Duty Cycle 10% - 65% (Hz)

ICP Injector Control Pressure 490 – 2,800 PSIG

FPW Fuel Pulse Width) Span: 1-6 mS

GP%: 99=On / 0=Off

 

Thanks for the great info. I will update when I am off work and have checked all the possibilities given. I also added the Deltas to my binder I’ve built over the years.

 

Also i forgot to ask this question. If I have to replace the IPR will I need to pump the oil out of the HPO reservoir ? Thanks again for all the help. My brother before he joined the army and i was navy he was a Ford Diesel Mech and we don’t roommate anymore. We are living on opposite coasts so all the help here is appreciated. Back than I had a ram 2500 Diesel.

 

I take the oil out my HPOP reservoir when I do my IPR. I used one of these available at Poop Boys and TSC and probably everywhere else too. The tube it comes with will fit into the hole and is too long to fall off and get lost in there.

https://www.tractorsupply.com/tsc/pr...hoCfq0QAvD_BwE

 

You can but you don't need to pump the HPOP out. A little will leak but not a lot.

 

Well I finally had time to look at my truck after all the advice. My buddy gave me a brand new sealed in the bag IPR (we have the same truck and he had it and never returned it due to misdiagnosis) so I looked there first and found the aluminum but missing completely. I went ahead and replaced the whole IPR since I had one. On startup now I still have 64% at IPR duty cycle and 220 on my ICP sensor. I unplugged the ICP sensor and I now I get 2191 on the ICP and 30% duty cycle on the IPR valve but no start still just a lot of cranking. Icp volt is .5 when it is plugged in. Any suggestions ? I’m still learning this engine and the help is appreciated

 

It sounds to me like you are not building ICP. I would do a Cody test (search on this forum) before spending any money.

Very useful links are available in my signature.

 

Update ...

I got my truck started and running good now. I looked at the old IPR and found that I mistakenly installed the new ipr with the old solenoid. So after installing the new solenoid it started right up no issues.
Thank you all for the help and valuable information.

 

It seems like failed IPR coils are starting to become more common.