Ok I will check it out in the morning. If either of those are bad would that create the excessive exhaust issues?

 

Heres some imfo. I added multiple if it had 2 options as unsure on which one to use.

 

After 5 minute or so drive with vehicle parked and in idle

 

Somethings up with #5. Try swapping 3&5 and see if the problem moves with the injector.

 

Will do. I am assuming when I do it to pull the closest injector first so must of the oil/fuel drains into that cylinder head? Is there a better way to get the cylinders clear of liquids then using a vac pump etc through the glowplug area. Any tips and tricks would be appreciated

 

A link to some good information about PERDEL readings is below.

https://www.ford-trucks.com/forums/1...explained.html

This information can also be found in the 7.3L PSD Tech Folder.

 

The engine slopes toward the rear in its natural habitat. Pulling the rear injectors first allows most of the fuel and oil to run into the back cylinders. You have to evacuate the cylinders no matter what, so it really doesn’t matter much.

i’m not sure which links Sous posted above, but there are some good write ups for injector removal. Just don’t pull the oil galley plugs like some of them suggest. Just let the oil run down into the cylinders and pump it out

 

So I pulled the injector and swapped with 3. Problem didn't transfer to the 3rd cyclinder. Pulled injectors back out, had a buddy who does diesels clean the 5th one. Reassembled everything and reran the diagnostic. No more perdel on the 5th cyclinder but had a ICP code thrown and wouldn't get above 500PSI cranking. Pulled the ICP and replaced with a OEM ICP. (Tried the whole disconnect to get it to run in default, wouldn't turn over either). Put new ICP in, and it fired right up. Only thing is now is the PSI is insanely high from what the old one ran at. 1100ish for about the first 4 minutes while in park. Dropped down to 765 after about 5 minutes and stayed there. 0 perdel on any of the cyclinders, still smoked alot, but only ran it for about 10 minutes and doubt it was warmed up. Turned it off and started again after 5 minutes of waiting, cranked over immediately same issue 1100ish psi for icp then dropped into the 700 range.

going to give it a little drive tomorrow and see how the diagnostic reads on everything. Is it normal for it to be that high? Or should i start looking at other tbings such as the IPR next. Is there a decent quick way to check the IPR?

I am getting new injectors in probably 2 months mainly because I want to attempt to rebuild the current ones in the truck.but wanting to make sure I don't have a larger problem first.

Thanks for the help guys.

 

First crank. First 4/5 minutes of running.

Rest of running diag from the first screenshot showing perdel etc.

After 4/5 minutes of running. Not sure why both the icp sensor readouts are so far apart(in forscan if i had 2 for options i selected them. Probably should figure out which one is more accurate and delete the other).

 

ICP will be higher on a cold engine.

There will be smoke after injector swap depending on where piston/valves were when injector came out. Oil can run out into the exhaust manifold and takes a bit to burn off.

This truck runs smoother now?

 

Going to take it for a test drive today. It started up quicker than it has since I bought it and the idle seemed way better.

 

Insane anounts of smoke. RPM at idle drop once in awhile which kills the engine. No DTC codes when running forscan....

 

Pulled all injectors today. #5 lost a Oring (ripped but still attached)when we reinstalled. Not sure why it wasn't throwing a code on forscan. Pulled the other 7, definitely need new Orings etc. My friends brother has a set of new remanned AA1816187C3 injectors. Assuming correct the AAs are fir 94-97 and are single shot? Am I able to swap out my AD for the AAs temporarily while I either rebuild my injectors or send them off for remanned ones? I looked it up and it seems some people say yes others say no. Truck is completely stock.

Theres 6 AA1816187C3s and 2 AP63800AAs I'm assuming the yellow solenoid ones are remanned Aliant Power AA ones. (They were locally rebuilt, installed for less than 100 miles before swapped out for aftermarkets)

 

You’d want single shot tunes to run those little injectors. But, the simple answer is yes, they’ll work - even with spilt shot tuning.