Good evening gents. I recently rebuilt the engine in my truck. The previous owners neglected it and the oil was essentially lapping compound when I drained it. Full of metal and dirt, all the bearings were wiped due to that. I have an extra set of almost new 238/80s, but decided to try to use the original stockers as they were Ford remans with about 25k on them. The truck wasn't running when I got it so I couldn't tell what it ran like. Got everything back together and had an intermittent CEL which eventually decided to permanently stay on. Truck runs good when cold but like *** when warm unless I leave the ICP unplugged. When warm, ICP jumps between 460 and 505 psi if I leave the sensor plugged in. Unplugged, it runs a lot better, especially at idle, but still rough. When warm I have a fuel knock no matter what.

Now the weird part... with KOEO, injector pulse width jumps between 0 and about 78,000 microseconds. Yes, 78,000. And nothing in between. When running it jumps between the normal 2,500 or so up to between 60,000 and 98,000 microseconds. WTF???

I like to believe I'm pretty familiar with these engines, and I've been doing a lot of reading to brush back up. My suspicion is either a couple bad poppet valves from the terrible oil, or a couple bad solenoids. I replaced the UVCH on both banks, and the gaskets are about 3 years old and looked in good shape. I should've shimmed them when I rebuilt the engine, but they clicked together really nicely. I still need to ohm them out just to rule out the possibility of a bad connection. I do have a p1316 code.

Any insight is much appreciated. I'm currently planning on ohming the valve cover gaskets and swapping in the 238/80s.

 

What all did you do with the rebuild?

 

Full rebuild with a Motorcraft master kit, Adrenaline HPOP (previous owner bought it just before he sold the truck to try to overcome bad injector o-rings), Stainless steel injector cups, rebuilt turbo with 360 degree bearing and Riffraff 4x4 compressor and KC S300 turbine.

 

Did the block and heads receive any machining? Cylinders honed? Did you test both cranking & running compression, and cylinder contribution after rebuild?

 

I had a spare block that was in excellent shape. Ran a hone down each cylinder just to clean up some carbon. Rebuilt the heads. Valves sat a little deep in their seats and I plan on getting an extra set fully rebuilt with new valves and guides in the future. I don't have access to either a compression gauge or anything to run a contribution test with currently.

 

What did you use to pull codes? AutoEnginuity or FORScan should be able to do a CCT for you.

 

TorquePro. Which is how I'm monitoring injector pulse width.

 

I'd focus on the P1316.

The crazy pulse width is just the PCM trying to compensate for something, possibly whatever is causing the P1316.

Check the tin nut on the IPR, see if it loosened or dropped off into the valley.

Poor running when warm is telltale for a failing IPR solenoid, pull that off and check resistance, should be 10.5V or so.

 

Okay @WRA1TH . I have attached two documents. The one titled Low Idle Stability is a higher level collection of tests. The other is pinpoint tests to address the P1316 DTC. These are for MY2002. What year is your truck?

 

That makes sense to a degree. I have a known good IPR in there right now, nut is tight. I'm not ruling out that it could still be a bad unit, and I have another one that I could swap in after I get a rebuild set of o-rings for it. It doesn't make sense to me though that the pulse width is jumping when the engine is off. Shouldn't it remain at a steady 0 ms?

 

TorquePro is one of the most unreliable sources of PCM data for troubleshooting. TP tends to be OK for monitoring since it is aesthetically pleasing when the display is customized.

You should be using FORScan, FORScan Lite or AE to troubleshoot.

Once the anomaly is verified with another data logging source/program, then you can start to diagnose and investigate.

I tossed TP into the trash bin years ago, but you prefer to use TP, be aware that it can be laborious to get accurate data out of the interface.

 

So you rebuilt an engine with oil that had metal in it, then used the injectors (and Adrenaline?)that had that junk oil run through them?
May as well just swap in your other set. Issue will likely go away

 

Thanks! I'll look over them on my work break

Edit: Truck is an '01

 

You're welcome and good luck. Keep us posted on what you find.

 

Correct... not the greatest and I wasn't happy about it then or now. I was hoping the injectors would be good so I could sell the 238s and recoup some money from the rebuild. The Adrenaline only had a couple hours on it. Still not great, I know. Injector o-rings just got in so I will be swapping the 238s in soon. Just wanted to see what the consensus was about the crazy pulse width timing before I got ***** deep under the hood.