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Good evening,
i should have done it earlier. AA and Bitterroot recommended looking at the injectors more. Did a buzz test. #2 and #7 both failed the test, with the additional code of p1267 which is #7 high to low side short short. Going to dig into the injectors obviously. Hope I didn’t fry anything it break something!!
It is really weird @BWST that it runs ok then doesn’t. I endure the PATS enabled button is checked every time I’m in hydra flash. I’ve been told that if PATS was the issue, it wouldn’t have turned over, I don’t know personally however
I'm surprised we did not see P1316 telling us to then run a buzz test to extract codes from the IDM - This P1267, for instance. Sure glad AA/Bitterroot suggested this. Interested to see what you find.
I looked up each and every one of those DTC's last night and saw no "smoking gun". At this point, I would follow the advice of Andrew and Matthew if I were in your situation.
@Sous , et al,
Thank you for continuing to burn candle on this. Sorry. I am hoping that, in future years, someone can avoid the mistakes that I have made when they read this thread. I will MAKE SURE that I post the, eventual, successful end of this, and how exactly we got there, as that is a pit peeve, as I am sure it is for all of you. You get excited reading through a 15yo old thread that mirrors the issues you are currently facing, then BAM, it ends with nothing. @Bitterroot Diesel called Alliant asking if they had any injector harnesses in stock somewhere that we could be pointed to. They stated, I am paraphrasing a conversation I wasn't part of, so the language may be off a little, that they didn't, national backorder, and that their, previous, supply had a run of bad harnesses. Likely contributing to the out of stock issues that a TON of vendors are showing on their sites right now. I called a
local to me' International Truck center (sometimes it pays to be in a major city) who stated they had TWO of them in stock.
We shall see if that fixes the issue. I tossed my old harnesses, as they were trashed from the PO, and years of use I am sure, and even had black electrical tape covering a lot of the wires, so I was shocked it was working when I pulled it out. Should have kept them I guess. I kept the major items, like the piping and turbo from the stock system, mostly in case I needed to pull an o ring or sensor port off of it to transfer to the Obsession T4 kit.
MTF!
Pulled both injector harness off. Everything that should have continuity has continuity, all of the injectors and all the GPs. So I don’t think the injector harness QC issue is my problem.
I’m not sure what else to do
I checked continuity, and then later today also checked resistance and the injector wires were all.3-.4. How do I check them for a short to ground?
Swapped solenoids between #s 2 and 4, since 2 was one of my failed buzz test results, and they are both the super easiest to get to. Same results, 2 and 7 failed buzz test. Tomorrow I’m going to swap the actual injectors and see what happens. If it’s wiring between the 42 pin and upstream, like the idm, how do I check? From the 42 pin connector, all of the injectors continuity as well.
Also swapped in a new harness today, same result. I guess in theory the harnesses I just got could have the same issue as the ones that are already in there. It’s interesting that both injectors that failed the buzz test are in the same location in their respective harnesses, left most location when holding the injector harness in front of you left to right
You can check for a short to ground based on the procedures that Mark K shared with us a while back.
Originally Posted by Mark K
First, always probe the back of the connector. Pushing a probe into the end that makes the connection just causes new connection problems. With one probe on the wire that you're testing, touch the other probe to a good ground to check for short to ground, and to power to check for short to power. Disconnect the harness from the PCM and from the transmission solenoid body connector. Now probe the back of the PCM connector and the back of the trans connector to check for continuity from one end to the other. Then with one of the probes still on either of the two connectors, touch the other probe to ground and get a reading. This should read OL. Then touch it to power, preferably the battery +terminal. This should also read OL. If you have continuity and OL to both ground and power you have a good wire.
As for testing from the 42 pin upstream, same procedure, but using the probe at the 42 pin connector instead of the UVCH connector.
Below are a couple of images of the 42 pin connector that may help you out. I can pull the Ford service manual connector diagram if you like too. I have attached an Excel document with the pinout as well.
You swapped in new UVCH's I believe right? You had a bit of trouble finding them and went to an International dealer to get them if I recall correctly. If the same two injector positions failed the buzz test, that leads me to an injector, wiring or connector issue associated with those two positions. Are the pins on the "engine harness" that plug into the gasket that plug into the UVCH in good shape? Is the gasket passthrough in good shape? Is there rubbing on the valve cover from the 42 pin connector?
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