Ok so I hijacked a thread a week or so ago because the thread was similar to what I was experiencing. A short recap of the original symptoms. Driving down the freeway 75ish and the truck cut out, kinda jerked momentarily, I blew it off thinking that I hit a rough expansion joint in the road it happened so quickly. A mile or so up the road, it started doing it repeatedly setting the service engine light. I bailed off the at the next exit, parked, and searched for a nearby diesel mechanic. Upon finding a shop willing to throw a computer on the truck, it fired up great with no dash light. I took surface streets to the shop with no coughs or hiccups on the way and it died as I rolled into a parking spot. Dude hooks it and pulled a CPS intermittent fault code and exhaust back pressure sensor code. We both agreed it was most likely CPS and within an hour I was on the road (when he ordered the sensor he ordered the pigtail as well. Did not install the new pigtail as he said the stocker was in good shape and no charge on the bill). So I hit the road again accelerating up onramp and it started to cut out again, although not as violently, and no cel. As I was returning to the shop what I notice was if I kept the RPMs below 2000 no issues. I continued on to my destination, did the work at my folk's, when finished I tried a new CPS just for grins. I finally head home and the damn thing is still doing it, same magic RPM 2000-23-2400ish. So up until this point I haven't noticed anything amiss with the truck, all the power it has ever had, no reduction in fuel economy, no difference starting, or idling. So what I have done so far is dug through all the electrical connections topside of the engine, cant find any broken/chafed wires, loose connections etc. anywhere (I'm actually amazed how sound everything looks. I checked the IPR, tinnerman nut is tight no leaks noted anywhere around the HPOP. I checked the IPR sensor and low and behold it was damp with oil and there was oil in the connector. Woohoo I found the problem, ordered one from NAPA because our favorite parts guy was out and they were on backorder. I figured NAPA was better than A-zone so I did it. Changed the gd sensor, cleaned the pigtail connector, and the MFer is still doing it. Tonight I threw my computer on it (no codes go figure) and monitored while it was running. At idle exhaust back pressure 16.13, ICP pressure 480-500, ICP volts .84, ICP duty cycle 11.33%. At 2000 RPM (no load) EBP 16.67, ICP pressure 1160, volts 1.72, duty cycle 20.70%. I have not been able to check fuel pressure as I do not at the moment have the equipment to do it. I have a hard time believing that that it is a fuel issue but I've been wrong once before. While I had the computer hooked monitoring, it "coughed" several times while watching the readings at 2000 and there was nothing obvious. The misses was so quick the readings on the computer barely even twitched. The truck is an 01, 6 speed, with 216XXX miles on it. The old gal is a little rough on the outside but it doesn't leak a drop of oil and has been fantastic for the last 9 years. I know things are getting old and wearing out but I dont want to just start buying random crap just to see if it works. Oh yeah from reading some of the recent threads I think Im going to have to upgrade from AE to Forscan.

Thanks in advance, Cory.

 

There is NO way in hell anyone can read a sentence that is a paragraph long with no carriage-returns and offer any real advice.

Truck 2001, 6 speed, 216XXX miles

Symptoms: Driving 75ish the truck cut out, kind of jerked momentarily, then shut down.

Finding a shop willing to throw a computer on the truck, it fired up great with no CEL and suggested a CKP. He found a fault code: EBP. The pigtail was in good shape and not replaced.

Accelerating it started to cut out again with no DTC Set. If I RPMs below 2000 no issues.

What I have done to this point:

1. Checked all the electrical connections topside of the engine for broken/chafed wires, loose connections etc. IPR, tinnerman nut is tight no leaks noted anywhere around the HPOP. The IPR sensor was damp with oil and there was oil in the connector. Replaced with NAPA Brand. No DTC.

PID:

EBP 16.13

ICP 480-500,

ICP volts .84

ICP duty cycle 11.33% @ 2000 RPM (no load)

EBP 16.67

ICP pressure 1160, volts 1.72, duty cycle 20.70%.

I have not been able to check fuel pressure as I do not have the equipment to do it.

While I had the computer hooked monitoring, it "coughed" several times while watching the readings at 2000 and there was nothing obvious. The misses were quick.

Any help appreciated.

 

If the oil side looks normal and injectors buzz good then fuel # is a good next step. There's a write up in tech folder about using the bowl drain valve as test port. Makes for a pretty simple setup, just need a gauge with barb, hose, and clamps. Even if # turns out to be good air intrusion can give you hell, and with all the little seals between the tank and heads, not hard to overlook something.

 

Cory - these coughs would be good to see in the AE data on a graph. Hard to see looking at digital gauges on the laptop. Do you have the AE CSV file? Post it, and we'll get it graphed and can take a look. ICP(psi), IPR DC(%), FIPW (ms) and RPM. Log the idle missing for a few minutes, and then take it for a drive and capture that.

Yeah, move to Forscan when you can - it works well, and we'll soon have an improved graphing tool for it on FTE.

Agree that fuel pressure reading at idle and WOT would be good to know.

 

Is your fuel gauge reading 1/4 tank or less?

 

Nope, I'm sitting at just over 1/2 tank now and it's been doing this since full on two tanks.

 

Thank you I will head in this direction. I will take a look at the thread for checking fuel pressure give that a try this weekend. I will double check AE if I don't have or cant find the CSV file I throw it on the truck again to get the recommended information.

As per another post, I ran a buzz test and all sounded pretty much the same.

 

Dang, while I understand my post wasn't entirely grammatically correct, it most certainly was not one sentence, a paragraph long. There is clearly punctuation in that paragraph and again, while not perfect grammar it is not a run on sentence. I didn't realize that I was in high school English again and needed to create a rough draft, check, then turn in a final draft before I post.

I obviously struck a nerve if you felt compelled to take the time to re-type my post. Sorry but I personally I find your style of post difficult to follow but to each their own. I also got a chuckle reading your signature.

Just for clarification purposes; should I add STOP every time I have a carriage-return as you suggest? Such as sending an old timey telegraph?

 

I ask because I had similar issue recently. got towed home, had a powerstroke guru scan. He told me to change out CPS which I did, although I had no SES light (like previous cps failure).after that I filled up drove for almost a month, "till it got down to 1/4 tank, acted up again got towed home again,, then suspected my in tank screens and pickup foot. The Motorcraft pick up foot is on back order so I bought the Spectra Premium sr130 from Rock Auto. the kit included 2 small sreens, the foot, and locking ring Oring. for like 52.00 with tax and shipping. I also tracked down 2 new tank straps from Ford, which I'm glad I did. My originals were pretty crusty and the back one was about to let go. I then had my regular mech. drop the tank and install the new pieces. Surprisingly my foot was still intact, but the two screens were packed with rusty crap and clogged. i've run it since below 1/4 and no issues. That appeared to be my problem. Good luck with your issue.

 

Thank you I hadn't even thought of the fuel tank issues but that shouldn't be the issue.

 

Let's not forget the Mixing Chamber Filter Screens. Reverse Shop Air regulated about 25 PSIG in momentary bursts.

 

Be sure to remove the fuel cap if you force air into the tank in order to clear the screens.

 

OK so I got myself the fuel pressure setup as mentioned and described in the tech section. At idle it was 62-64 PSI and on the throttle it would drop to 60ish. I didn't take it for a drive to check it under load because the bowl drain valve was leaking (not the hose connection) and I didn't like the idea of driving around with it leaking. The drain valve and the area around the fuel bowl were bone dry prior to checking the fuel pressure, so the valve appeared to be leaking in the open position.

I am now going to attempt to mess with AE to data log idle and driving conditions to if there is anything to see. Hopefully I can figure out how to post the csv file and someone with more knowledge than I can interpret the results.

Thank you for the help,
Cory

 

I just got done with a quick data log. It is not what I was hoping for but between this thing and the other honey dos this weekend I'm ready for a wobbly pop or six. The file that saved correctly, the truck was sitting in the driveway at idle then up to mid 2000 rpms. I did mess up in that I did not record ICP duty cycle but after looking at the file there were some weird things with FIPW (I think). When I get a chance I will try and log an actual drive test but that wont be until next weekend so I just hope someone may be able to get something from this log. Fortunately I don't need the need the truck for a bit but I was hoping to have this figured out by labor day as I am renting a mini ex and dump trailer for some work around the house.

I have never attached a file to a post before so I hope this works.

Thanks again.
Cory

 

I'm learning how AE puts it's data in CSV files - its a little unusual, with a separate time column for each parameter - and each is shifted by about a half to 3/4 second. Now that i know that, I won't read too much into time shifts from one PID to another. We'll just look at the data and see what we can learn. I tried to line the parameters up with each other the best I could.

The file actually had 2 ICP DC columns of data - they were nearly identical, so I just displayed one of them.

I agree with you, that FIPW is a bit jumpy - I think it should be more steady. ICP and ICP DC (same as IPR% in Forscan) are a bit jerky as well. This is just idle and raising the RPM to about 2000 while parked, correct? Did it cough/miss when at those elevated RPMs? It looks like it did (RPMs not steady).



Strange behavior at the end of the file, where RPM is still bouncing up and down with FIPW, but ICP and ICP DC are rock steady at normal idle values (11% ICP DC, 500pis ICP).