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I have Excel and tried to make a graph myself with it however I was selecting all the data which it rejected.
Also the numbered column on the graph when to 10,000 or something like that so my lines were way at the bottom.
Didn't have time to sort it all out so I was glad to get your PM.
EBP still seems to be jumping all over the place, shouldn't it be more consistent?
I have Excel and tried to make a graph myself with it however I was selecting all the data which it rejected.
Also the numbered column on the graph when to 10,000 or something like that so my lines were way at the bottom.
Didn't have time to sort it all out so I was glad to get your PM.
EBP still seems to be jumping all over the place, shouldn't it be more consistent?
Glad I could help. I was tied to the computers for a few days, so worked on some things while they were processing and scanning and loading.
Spreadsheets aren't straight forward for graphing when new data comes in all the time with each log. That is why I made my spreadsheet, to automate a lot of the process.
EBP should be more steady. A bouncy EBP can be a sign of a turbo leak air leak (mine was a loose clamp at one time), or clogged EBP tube or sensor.
There may be other things presenting in the data that others might notice, too
Yeah... I caught it. My earlier assertion that the HPO system is tight just went out the window on that run. I saw some uncomfortably high IPR with less-than-stellar ICP numbers. I also caught a whiff of a Stinky spike at the end of the run. I could be mistaken, but I think I see a defueling by way of a reduced FIPW, rather than a reduced IPR/ICP at 22 seconds.
You may very well need fuel injector O-rings and a Hutch mod to get your HPO system up to 100%. What was your fuel level on that last run? Before whipping out the plastic to go online, I think a Cody test might be in order.
That EBP is pretty jumpy, and I would do the red line/7 turn mod to get the boost up. What kind of intake do you have? If it's stock, that would be my first money to spend on a replacement - be it AIS if you're keeping stock injectors and turbo, or 6637 if money is tight.
Did the Hutch Mod while working on the fuel sending unit. Fuel level was about 3/4 tank.
Does the fact that the BARO is actually flat lined make any difference in the performance or boost? Expacamper is adding in a reading when making his charts but
I get no reading whatsoever from the BARO sensor.
Also did a search for redline/7 turn mod but didn't come up with anything.
BARO on the OBDII port is not crucial, we can leave that one alone. I'll bet the PCM sees it just fine, but the OBDII port is not polling that data... I've seen this happen on an E99.
As for the boost, that 12.5 PSI at 4400 is a good reference to calculate from MAP.
John - can you throw the HPOI graph in there for fun please? I'm really leaning toward a Cody test, but maybe the HPOI numbers will change my mind.
The wastegate is likely killing your boost. I know removing the red line from the wastegate actuator and plugging the line helps a lot, then maybe tightening the wastegate actuator rod will give it that extra "oomph".
Stock sticks and turbo with air mods and a 60 HP tune:
Now you have me wondering about something.
When setting up Forscan I had to choose OBDII or PCM and I chose PCM. Will that matter since it was reading from the OBDII port?
Remember I am a total newbie to diesels but willing to learn all I can.
Now you have me wondering about something.
When setting up Forscan I had to choose OBDII or PCM and I chose PCM. Will that matter since it was reading from the OBDII port?
Remember I am a total newbie to diesels but willing to learn all I can.
I do not use Forscan. Are you sure it said PCM, not PWM? Our trucks use PWM1850 (I think), not a standard OBDII protocol. So if you chose PWM, that is the correct choice, though I am not sure what the options are in that software?
Okay, you're good on the connection part. Those are not communications protocols. They are the individual subsystems in our Powerstrokes. Each holds their own DTCs and built in tests that can be initiated.
All of these codes have been with me since the day I bought the truck. The glow plug system is working and the waste gate solenoid and hoses are new. Power is getting to it through the harness so ???
The B codes are blown light bulbs.
I traced the Fuel Pump Circuit to see if there is a bad connection but didn't see anything wrong.
The manifold intake Air Heater itself looks to be new so my guess is wiring or bad solenoid.
The IDM EN circuit I have no idea how to proceed in troubleshooting that one.
To prevent talking out the "wrong end"... I reviewed my copy of FORScan, updated it, added the Android version to my new Google Pixel 2, and went through the screens on both devices.
FORScan doesn't trouble you with the needed protocols, it's automatic. This makes sense since it's for Ford and Mazda, and nothing else... so it doesn't need as much input from you the way "one size fits all" apps do.
Looking at your list of DTC codes, your truck wouldn't run if any one of a number of those were active. Weird codes build up in the PCM memory over the course of years and scenarios, and they just need to be reset before you start troubleshooting any active DTCs.
Also, I have a slight oil leak not that I didn't have before. It seems to be at the back of the engine but I will need to clean the old valve cover gasket leakage before I can locate the source.
I know the UVCH is reusable but for how many times?
After two weeks of the batteries disconnect during the injector rebuild, the truck showed no codes on the initial run but on the third start up they came back. I have been suspicious of the PCM for a while now, since it is spray painted black and has no labels on it. (Another thread on here:https://www.ford-trucks.com/forums/1...blem-area.html)
Now with the BARO reading zero added to other continuous codes I am leaning toward sending the PCM out and having it looked at.
