Beer and wrenches sounds great but Ok is a long way from Ga. That and now I have to self quarantine until the test comes back.

think your getting close. Let us know what you find

 

You're right, I missed FIPW. I keep finding issues with the PID charting tool. I think we're going to need one for each program's CSVs. Like Forscan and Torque Pro, AE will need it's own.

I'm hoping you are on the right track with the high pressure oil. It should be higher than it is. That IPR rebuild is a good idea.

 

I tore down my spare IPR and cleaned it up, was a little gunky in there. The thing that's got me a kind of worried is when I opened up the IPR I've been running for the last year and a half I found what looked like metal powder around the rifled looking cylinder and that piece you unscrew out of the body under the tip. Kind of showed some signs of wear down in there where the barrel slides back and forth, so maybe that's where it came from. Anyways, got the freshly cleaned spare in now about to give it another try with left VC off.

 

Ok, I got some testing done and I'm pretty sure the problem is in the drivers side head. I never saw any oil coming out around the o-rings but it wouldn't build past 1100-1200. I did see some dribbles at the poppet weep hole on a couple injectors. I can't find any consensus if that is normal or not. Hoping someone here can educate me on that. The passenger head hit 2300 and climbing until the ICP o-ring blew. Turns out the fitting I found for it isn't deep enough for the ICP so I couldn't get a good seal. Considering it hit that # in under 1-1.5 seconds I'm fairly confident that side and the hpop are ok. I'm going to try some long cranks to see if an o-ring will show itself. If not then the only other thing I know to try is the Cody Test, but not sure that will work if it's a higher # leak. Any tips or suggestions are welcome. I'm running out of steam.

 

If you or a friend have something like the attached hand pump you could fill it with eng oil and pressurize the system

 

I was eyeballing that exact pump 2 days ago w/ the same idea. I tried a couple long cranks a 10 sec and a 15 sec, still no oil showing around the injectors but after the 15 I heard some gurgling in the vicinity of #4. Since it's been the one common failure on the CCT's I've done bettin she's my girl. Probably swap out #2 also since I got a couple fails from it as well. It's right there I've got 3 spares laying around and I'm tired of chasing this around. Hopefully that will buy me some time to figure out if I want a whole new set, maybe an upgrade.

 

This damn truck just keeps whippin my ***. So after all the pressure testing fun Saturday I rigged up for the Cody test Sunday and couldn't see or hear any leaks until I broke out the stethoscope and around the #2 I could barley hear a gurgle, if I held my breath. Out comes #2 injector and #4 too since it kept failing CCT. I replaced both of them with spares. Sent the rest of the day chasing weep lines of oil all the way down the head till ended with 2, 4, 6 swapped injectors, 4, 6, 8 new o-rings. Finally no more seeps or dribbles to be found, and would on hit more than 1300# ICP. It dawned me I probably had loads of air in the system and gave up. Got it all back together and fired it up this morning.

Where I'm at now... The acceleration and clatter are somewhat better, but I'm still getting the p1211 pulling hills. ICP struggles and stalls with hard acceleration. The tick/knock I figured for injector knock somewhere in the vicinity of #2 is a little more pronounced by this afternoon it was almost worrying me and now I'm seeing some black smoke at WOT. The smoke cleared up mostly today, but on the way home, after 130 miles of driving, got on it... black smoke. I know I need to do some more # testing, for sure on the hpop and go ahead and swap those rings on #2 injector, but a Sunday afternoon in No Where OK they can be hard to come by. I'm hoping somebody might have more insight on this. I ran multiple CCT, KOEO, KOER, and buzz test today and all I would ever get was glow plug and EBPV code, nothing else. Somebody just shoot me.

Here's my morning run if anyone's interested.

 

Finally some headway. The knock was so bad this morning I was really starting to worry about a possible stuck valve or bent pushrod, and it just seemed to be getting worse the warmer it got. So I decided to pull the VC on D side to check if something more serious was going on. Had a look and the rockers were rockin the valve springs were springin. Went to a parts store and they had some Mahle (maybe not spelled right) o-ring kits, I figured why not they looked better than those dorman kits I got Sunday. Pulled the left bank injectors angain cleaned them all up again, new rings and back in they went. Torqued them all th 133 in/lb, fired it up and ran it till EOT was 180 and re-torqued at 133 again. Got it all buttoned back up and no more knock. Took her out for a run and it's way better, DC% is still struggling some but not near like it was. Planning to pick up 4 more sets and do right bank this weekend. Lesson learned today, if you've ruled out all the simple stuff and still got hpo problems just suck it up and change those o-rings, Oh and Dorman o-rings are trash. Thanks to all who helped and those willing to read my rants. May hit back again after the other side is done and let you know if it fixed it

 

Yes, would like to hear how it goes with the other side. Man, you just replaced injector orings last year and this is what your low ICP turned out to be. That is unexpected. The oring test was not conclusive when you did it either, right?

 

Mahle makes some good stuff and the part would be exponentially better than Dorman... I must have missed where you said you installed Dorman o-rings earlier... That would have been the red flag waving higher than the rest of the potential issue flags waving.

Lesson learned is right. The 7.3L really benefits from Alliant, Motorcraft, International and other reputable branded parts.

Please do come back and update the thread. This not only closes the loop on your adventure, but pays it forward a bit for future readers with a similar problem or similar mistakes made.

 

I thought he had 1 year old Alliant Orings on the injectors based on this comment.

 

Yep that's right. I replaced them last summer sometime. I remember because I had to wait a few days to get them so the truck and I were down. Also remember torquing them all to 120 in/lb. Not sure what may have happened with them. I only found 1 ring that had signs of washing out.

The truck did start acting up again on the way home yesterday. Still didn't knock like before, but definitely doesn't like the hot temps. Checked my oil temp when it started and showed 212, so I don't know. Need to get the deadhead test done again to know for sure.

After typing that out it kinda reminded me of a possible IPR solenoid overheating problem I've read about. I could try the cold water trick this afternoon if it starts up again.

 

My mistake... please disregard my previous comment.

212 degrees is not bad, just more than I would think since you were not towing. What thermostat are you running?

 

An early 99 really needs a better HPOP if you're looking for much in the way of performance. My old 15* pump wouldn't hold much more than 1500 PSI under load, and my T500 will easily go to 3300 or so. That's probably not your main problem, but it's one of them.

 

I'm kind of towing all the time. I've swapped on a flatbed which I'm sure weighs more than the factory plus a gas powered air compressor cutting torch bottles one of those small generator size welding machines and a couple of tool boxes packed to the gills. Not to mention miscellaneous oilfield engine parts and other oilfield paraphernalia.