Long cranking time
Postmaster
Joined: Aug 2015
Posts: 3,910
Likes: 18
From: NW IA
You won't really do any damage to anything running at lower boost, and it's not like that is a horrible number,
I am still curious if you ever checked each and every connection from the manifolds up to the turbo?
Manifold to up pipe both sides. a joint and either side of the bellows of the up pipes both sides, and since you are deleted, a joint on either side of that section as well.
Look for any signs of carbon tracking or soot leaks, and then the clamp from the y collector to the turbo itself.
It's also quite possible the turbo just needs a cleaning if that has not been done recently to your knowledge. The vanes might just be hitting the spot where the VGT solenoid won't push them open any farther.
Also curious, if your EGR valve still plugged in?
I'm curious what your IPR and ICP numbers look like hot idle, those might tell us something.
Nobody is avoiding anyone, friendly FYI. It's a case of folks having the time to log in and post things, after sorting through all these threads.
I am still curious if you ever checked each and every connection from the manifolds up to the turbo?
Manifold to up pipe both sides. a joint and either side of the bellows of the up pipes both sides, and since you are deleted, a joint on either side of that section as well.
Look for any signs of carbon tracking or soot leaks, and then the clamp from the y collector to the turbo itself.
It's also quite possible the turbo just needs a cleaning if that has not been done recently to your knowledge. The vanes might just be hitting the spot where the VGT solenoid won't push them open any farther.
Also curious, if your EGR valve still plugged in?
I'm curious what your IPR and ICP numbers look like hot idle, those might tell us something.
Nobody is avoiding anyone, friendly FYI. It's a case of folks having the time to log in and post things, after sorting through all these threads.
Thread Starter
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Senior User
Joined: Mar 2018
Posts: 298
Likes: 0
Sorry I’m working so this will be quick until later.
I did check everywhere for leaks and didn’t see anything that stood out.
The ipr koeo is showing 14.7 ebp is showing 9.3 snd has never changed from that number sk not sure if it’s even working. I don’t have a pid for baro.
Map is showing 14.3
I did check everywhere for leaks and didn’t see anything that stood out.
The ipr koeo is showing 14.7 ebp is showing 9.3 snd has never changed from that number sk not sure if it’s even working. I don’t have a pid for baro.
Map is showing 14.3
Postmaster
Joined: Aug 2015
Posts: 3,910
Likes: 18
From: NW IA
Those hot idle numbers tell me you likely have a weak pump, or a leak somewhere on the HPO side.
Typically hot idle normal readings you would like to see anything under 630 and 23%, give or take.
Most guys will see under 600 and 22% or less.
Try this tonight when you get home, park the truck nose down, or jack the rear end up pretty good.
If your shaft seal on the HPOP is getting weak, parking it this way tends to keep the oil in better overnight, so if it pops off easier in the morning it can help point to a weak pump.
This trick does not always work but a good place to start.
The VGT # does not mean much, but you should see that number moving anywhere from 15 up to 85, this means the vanes are sweeping.
No wide swings in readings would lead me to think the vanes are sticking.
You can also OHM out the solenoid when warmed up to see what the resistance is.
Typically hot idle normal readings you would like to see anything under 630 and 23%, give or take.
Most guys will see under 600 and 22% or less.
Try this tonight when you get home, park the truck nose down, or jack the rear end up pretty good.
If your shaft seal on the HPOP is getting weak, parking it this way tends to keep the oil in better overnight, so if it pops off easier in the morning it can help point to a weak pump.
This trick does not always work but a good place to start.
The VGT # does not mean much, but you should see that number moving anywhere from 15 up to 85, this means the vanes are sweeping.
No wide swings in readings would lead me to think the vanes are sticking.
You can also OHM out the solenoid when warmed up to see what the resistance is.
Postmaster
Joined: Aug 2015
Posts: 3,910
Likes: 18
From: NW IA
I think he has an 04, that makes it even more odd since it's inferred?
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Token Redneck
Joined: Jun 2007
Posts: 9,335
Likes: 344
From: Breckenridge, TX
Yeah you'd figure the inferred would either change, match BARO, or be something other than be stuck at 9.3. The EBP_DSD range in the PC-ED manual is from 3.23-10.25 psi, 9.3 is in range but weird that it's fixed. IIRC ICP_DES varies with the sensor unplugged.
He said he doesn't have a BARO PID, maybe that sensor is jacked? This is the boost side of the problem, not the cranking time side.
MAF at 6.3 is bad if that's in volts, cause you know, the PCM uses 5 volt VREF.
OP, can you please list the PIDs out on separate lines, with units, instead of just mashing random PIDS together in a text string? I can tell you what every value should be, it's just really difficult to sort through the mashed up posts.
He said he doesn't have a BARO PID, maybe that sensor is jacked? This is the boost side of the problem, not the cranking time side.
MAF at 6.3 is bad if that's in volts, cause you know, the PCM uses 5 volt VREF.
OP, can you please list the PIDs out on separate lines, with units, instead of just mashing random PIDS together in a text string? I can tell you what every value should be, it's just really difficult to sort through the mashed up posts.
Thread Starter
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Senior User
Joined: Mar 2018
Posts: 298
Likes: 0
Nav, I’ll try that nose down test tonight and see what happens. Thanks!
ok, hot idle values after a long hot pull just now.
HPOP 639-645 keeps jumping
ipr 24.7
map 14.4
EBP 4.1 (works in forscan)
maf 26-33 fluctuaties
vacuum pid shows .01-.07
intake manifold pressure 14.2
just giving you everything i can find. Lol
i
ok, hot idle values after a long hot pull just now.
HPOP 639-645 keeps jumping
ipr 24.7
map 14.4
EBP 4.1 (works in forscan)
maf 26-33 fluctuaties
vacuum pid shows .01-.07
intake manifold pressure 14.2
just giving you everything i can find. Lol
i
Last edited by Yoteman; Apr 30, 2018 at 05:38 PM. Reason: Spelling
Thread Starter
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Senior User
Joined: Mar 2018
Posts: 298
Likes: 0
The nose down test didn’t really have any effect.
I’m using forscan now so here are updsted values with units which torque pro didn’t show.
Idle and hot
ICP volts.93
IPR % 24.61
map psi 14.6
EBP psi 2.5
ICP psi 635-640
I’m using forscan now so here are updsted values with units which torque pro didn’t show.
Idle and hot
ICP volts.93
IPR % 24.61
map psi 14.6
EBP psi 2.5
ICP psi 635-640
Token Redneck
Joined: Jun 2007
Posts: 9,335
Likes: 344
From: Breckenridge, TX
ICP and IPR are high for hot idle, but not crazily so. Everything else is in line with hot idle. At this point I'd say you need an AE or IDS that can chart things like both SYNCs, ICP/IPR, FUELPW, and a few other things while cranking to see what's holding up the starting process. There's a list of conditions that have to be set for the PCM to start firing injectors, and some of them (like Cam/crank sync) can be to quick to catch on scanners that don't do data logging.
Thread Starter
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Senior User
Joined: Mar 2018
Posts: 298
Likes: 0
Mark,
i put two different RPM PID’s in to forscan but neither showed any value when i was cranking.
I found the sync, fuelPW, and baro PID’s in forscan so loaded those. It will allow me to graph live data.
Here is a screenshot of it hot and idling with the new pid’s installed.