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Don't know on the 7.3, but the 6.0 and 6.4 the glow plug harnesses has them connected via a common set of wires for each bank (two main wires go to each back and the glow plug harness splits off these two main wires to the four glow plugs on that side) , if the 7.3 is wired the same, then the answer is no, the computer can't sense individual glow plugs and bank fault detection is as narrowed down as it can get.
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neat that they left a gap of numbers there allowing for up to 12 glow plugs, potentially a 12 cylinder diesel, trouble code wise? I know if the computer pid value codes they did similar, there are unused pids numbering enough to get 12 cylinders in the misfire section as i recall, someone at ford must have mused that they might eventually build a 12 cylinder engine of some sort, but they only ever got up to 10.
The 6.0 manual list codes for each glow plug as well, but I don't see how the computer can know which glow plug is bad if the glow plug harness taps the individual glow plugs on each side off a common wire. And in a similar manner to the picture posted above, the 6.0 book just says "go to pinpoint AF" as the action to take for all of the codes regardless of cylinder.
Maybe I'm wrong, but with only two leads going to the PCM, how can the PCM know what each individual glow plug is doing?? Two leads is just the right number to know between banks, but not individual glow plugs
perhaps it infers the failure to fire a cylinder from the crank speed or other sensors.
Perhaps, but the glow plugs don't really "fire a cylinder", on direct injected diesels, they're more of an emissions thing now (they help keep the white smoke on startup to a minimum) on old indirect injected diesels they were required for startup ( heck, Cummins engines don't even have glow plugs , they use an air intake grid heater on their direct injected diesels to accomplish the same smoke reduction at startup without extra cylinder protrusions).
How, or what other sensors could be used, to help the ECM determine an individual glow plug failure based on the wring diagrams I'm seeing is beyond me. Maybe someone smarter will chime in and school us.
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The fault is determined inside the GPCM...not the PCM. The GPCM then sends a voltage to the PCM telling it what the fault is. Each voltage measure it can send corresponds to a different fault code.
Its not worth arguing over but three sensing wires across a shunt still can't give you eight separate outputs that I'm aware of at least.
I suppose a combination of +5v ,-5v or de-energized to each to the two PCM sensing lines coming from the GPCM (and controlled by the GPCM) would give you the eight possible different combinations needed to have a fault code for each glow plug. Seems overly complicated for no good reason with one system piggy backed on and relying on another,,,,,, so par for the course in Ford diesels then.
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well, i know the mirror pan tilt circuit on the 2000 uses 3 wires, it has left and right function on 2 axises, technically 4 inputs right there, plus the power that heats the mirror surface is 5, possibly 6.
well, i know the mirror pan tilt circuit on the 2000 uses 3 wires, it has left and right function on 2 axises, technically 4 inputs right there, plus the power that heats the mirror surface is 5, possibly 6.
Little different there. In that case all your doing is powering DC two motors (one for up & down, one for left & right), reversing the polarity via the switch will cause those motors to turn in either direction. No sensing of anything is goin on. The glow plugs are all in use at the same time, so swapping or sharing wires can't work.
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