So I figured out how to use Forscan and dump the data into the PID tool, but I must admit, I have no clue as to what I am looking at here. I was pretty excited to see it worked though.

Is there anyone who can help me translate this data? They are named according to what tune, or idle temp they were. The runs are approximately 30 seconds except the cold idle...its 60 seconds long.

Also....for those of you who screw up (like I did) and save the files as .fls and not .csv there is hope. You just open the .fls file in Forscan and resave it as .csv text tab delimited.
I didn't see anything on that on the Forscan forums or here (but I could have missed it) so I thought I would share that.

Thank you for any and all help here.

 

That's a good tip, sir. I will add it to the FORScan Q&A thread.

Any particular issues you are having with the truck that we should look for? Or is this a baseline for the rig that is currently running well?

 

It runs fine to me.....shakes a bit during idle when its warm.....but I was wondering if anyone saw anything that raised any red flags or concerns. I know some on here have that magical skill.

 

It's simple. When the squiggly lines squiggle the wrong way that is when you have a problem.

 

What Leonard wrote above is accurate and simple.

If you want to take the PID's and data logs a step further, save a couple of short charts and FORScan gauge screenshots as "good running parameters". That way in the future if you think you have an issue, you can compare them to your current gauges.

Each of these trucks is different now and comparing gauges and PIDs from generalized observations is good, but having them from your vehicle is better.

Below are a couple of images I screenshot from my tablet. The files are in multiple places like on my tablet, phone and laptop just in case I am not traveling with one or the other. I have these for cold idle, hot idle, starting/cranking and running down the road.

Rarely is too much information or too many examples a bad thing.

 

Yes, but how do I know if the lines squiggle the wrong way already? LOL I just dont want to presume a good baseline....if there is an issue that I am unaware of.
I am pretty much referring to the common things...are the ICP and IPR readings looking good? Is anything out of whack that I might want to investigate?

I do notice my fuel pulse width changes from cold idle to warm idle. I revved the engine 2x on cold idle....which explains the 2 spikes.

I guess I need to figure out if these are good to begin with.....and if they are, then I have that data and can rest easy until something gets wonky.
I have no DTC codes other than from what was deleted...AIH and EBP pedestal....I have the plug in that one.

 

Look through previous threads with PID charts in them to get a sense of what good squiggles and bad squiggles are. Some follow from logic e.g. higher MFDES as determined by the PCM should result in squiggles for FUELPW and/or ICP going higher, depending on the tune. Another example is IPR DC climbing steadily while ICP remains static or drops with steady RPM means you may have a dead or dying HPOP. I will take a look at the charts you attached and give my interpretation when I have time later. Correlating the squiggles with what activity the truck is engaged in at the time is important.

 

Thanks, I'll do that. I am seeking to learn the 'logic' you speak of. My primary concern is that while the truck may run well (according to me), I might be missing something that these charts can show me in regards to IPR/ICP etc..... please also let me know if you want me to record anything specific.

EDIT - I have done a little reading and am wondering if my HPOP is getting tired.....here are some numbers I pulled. I think my ICP is fine.

Warm Idle (65HP tune)
ICP is between 452-492psi
IPR% is steady at 10.55

Cold Idle (stock tune)
ICP is between 605-623 psi
IPR% is either 12.89 or 13.28

WOT stock tune RPM 3089
ICP-2498
IPR-35.16%

WOT 65HP tune RPM 2887
ICP-2506.5
IPR-68.36

The Ford 7.3L Powerstroke Technical Info and Troubleshooting Guide says the following:
ICP should be over 500 but 480-550 is normal Spikes to 2200 while cranking
IPR Duty-Cycle: 10-15% Accelerator Pedal Position between 10-15%
WOT ICP DC should not exceed 65% and ICP should not drop below 1800PSI with Pedal

It also says a lot more that I cant follow.....
ICP Injection Control Pressure IPR Injection Pressure Regulator and MFDES Mass Fuel
Desired: ICP should rise as IPR duty cycle increases; MFDES and IPR should rise at the
same rate as load and/or demand increases (actual readings may not match); i.e. ICP:
500psi, IPR: 12%, MFDES: 10MG @ 500 RPM; ICP: 900 psi, IPR: 22%, MFDES: 20MG
@ 1800 RPM (cruise). ICP: 1800 psi IPR: 50%, MFDES: 40MG @ 3000 RPM *under
Hard Acceleration.
ICP Injection Control Pressure and RPM Camshaft Position Sensor: After 3 minutes at
3300 RPM, ICP pressure should be below 1400 psi for Federal, 1250 psi for California
Emissions, and 1500 psi for 99.5. At idle, ICP should be 550 - 700 psi for Federal,
400 - 600 for California and stable.
Position between 70-80%