Odd no power state
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8th Gear
Joined: May 2024
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Odd no power state
Howdy
I've been lurking around, fixing some issues on a 2000 F350 ambulance I've been converting into a camper. However, I've reached an issue that I can't quite figure out. While we were travelling uphill, we lost power, spewed black smoke, had a weird ticking sound, and would occasionally not be able to start. This occured when the ambient temperature is above 80F and persists until we let the engine cool off. If we let the engine sit off for 5 minutes we are able to start and travel again. After we got into a cooler climate, we were able to travel uphill at about 50-55mph except for long hills. So far, we have replaced:
EBP sensor and tube (which was rusted out)
CPS
EBPV pedestal
Only mod is a Hydra, running 100hp performance tune. However, we had this issue on the stock tune as well. Currently ordered a OBDII scanner for Forscan
Any ideas are much appreciated as we have planned travel next week. Attached is a very poor video of the sounds from inside the cabin.
Thanks
Jeff
I've been lurking around, fixing some issues on a 2000 F350 ambulance I've been converting into a camper. However, I've reached an issue that I can't quite figure out. While we were travelling uphill, we lost power, spewed black smoke, had a weird ticking sound, and would occasionally not be able to start. This occured when the ambient temperature is above 80F and persists until we let the engine cool off. If we let the engine sit off for 5 minutes we are able to start and travel again. After we got into a cooler climate, we were able to travel uphill at about 50-55mph except for long hills. So far, we have replaced:
EBP sensor and tube (which was rusted out)
CPS
EBPV pedestal
Only mod is a Hydra, running 100hp performance tune. However, we had this issue on the stock tune as well. Currently ordered a OBDII scanner for Forscan
Any ideas are much appreciated as we have planned travel next week. Attached is a very poor video of the sounds from inside the cabin.
Thanks
Jeff
Got Data?
Joined: Dec 2012
Posts: 4,236
Likes: 1,368
From: Lake Stevens, WA
Good to see what FORScan will report, especially ICP and IPR%. Take a look at our FORScan Q&A thread for help on this.
Your symptoms sound like the IPR solenoid is failing. You can check this the next time it stalls, by pouring cold water on the IPR solenoid to cool it quickly, or canned air held upside down. Once the IPR has cooled, it will often work again, but on borrowed time.
Check your ICP sensor connector for oil in it. If there is oil, get it replaced with a new one from a reputable seller.
Is the IPR valve tinnerman nut tight? If it is loose or has fallen off, the IPR solenoid can move, and cause engine stalling.
Your symptoms sound like the IPR solenoid is failing. You can check this the next time it stalls, by pouring cold water on the IPR solenoid to cool it quickly, or canned air held upside down. Once the IPR has cooled, it will often work again, but on borrowed time.
Check your ICP sensor connector for oil in it. If there is oil, get it replaced with a new one from a reputable seller.
Is the IPR valve tinnerman nut tight? If it is loose or has fallen off, the IPR solenoid can move, and cause engine stalling.
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8th Gear
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Thanks
It's a Van Gogh
Joined: Feb 2010
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From: Elk Grove, CA
Do you have other tunes to choose from? A 100HP tune is pretty aggressive on the fuel mapping. Got an EGT gauge on there?
And agree sounds like the IPR is failing when hot. Although the solenoid is always the problem it is not sold separately, ya gotta buy the whole IPR. Confirm by cooling it when it acts up.
And agree sounds like the IPR is failing when hot. Although the solenoid is always the problem it is not sold separately, ya gotta buy the whole IPR. Confirm by cooling it when it acts up.
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8th Gear
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Do you have other tunes to choose from? A 100HP tune is pretty aggressive on the fuel mapping. Got an EGT gauge on there?
And agree sounds like the IPR is failing when hot. Although the solenoid is always the problem it is not sold separately, ya gotta buy the whole IPR. Confirm by cooling it when it acts up.
And agree sounds like the IPR is failing when hot. Although the solenoid is always the problem it is not sold separately, ya gotta buy the whole IPR. Confirm by cooling it when it acts up.
Lead Driver
Joined: Aug 2022
Posts: 5,034
Likes: 1,406
From: Oologah, OK
Comment on 100hp tune:
I agree, that is way too Aggressive for daily use, tried it, and worried that w/o an EGT gauge you are in for some sad news.
I only use the 65hp Daily Driver tune, and the 25hp Tow tunes.
I selected the 65hp DD tune after a lot of back and forth between the different tunes,
and this is my thoughts on the subject:
" the 65hp tune, makes the Turbo/Transmission work together just like my '01 K1500 Suburban does.
... Smooth as butter, and none of that Herky Jerky Turbo Boost when it is NOT needed."
one last comment.
I rarely ever, use full throttle, I am a "mild mannered" type when it comes to Acceleration, I press down to about 2500-3000 rpm and leave it there, and let the truck catch up as it can.
I agree, that is way too Aggressive for daily use, tried it, and worried that w/o an EGT gauge you are in for some sad news.
I only use the 65hp Daily Driver tune, and the 25hp Tow tunes.
I selected the 65hp DD tune after a lot of back and forth between the different tunes,
and this is my thoughts on the subject:
" the 65hp tune, makes the Turbo/Transmission work together just like my '01 K1500 Suburban does.
... Smooth as butter, and none of that Herky Jerky Turbo Boost when it is NOT needed."
one last comment.
I rarely ever, use full throttle, I am a "mild mannered" type when it comes to Acceleration, I press down to about 2500-3000 rpm and leave it there, and let the truck catch up as it can.
Thread Starter
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8th Gear
Joined: May 2024
Posts: 8
Likes: 0
Comment on 100hp tune:
I agree, that is way too Aggressive for daily use, tried it, and worried that w/o an EGT gauge you are in for some sad news.
I only use the 65hp Daily Driver tune, and the 25hp Tow tunes.
I selected the 65hp DD tune after a lot of back and forth between the different tunes,
and this is my thoughts on the subject:
" the 65hp tune, makes the Turbo/Transmission work together just like my '01 K1500 Suburban does.
... Smooth as butter, and none of that Herky Jerky Turbo Boost when it is NOT needed."
one last comment.
I rarely ever, use full throttle, I am a "mild mannered" type when it comes to Acceleration, I press down to about 2500-3000 rpm and leave it there, and let the truck catch up as it can.
I agree, that is way too Aggressive for daily use, tried it, and worried that w/o an EGT gauge you are in for some sad news.
I only use the 65hp Daily Driver tune, and the 25hp Tow tunes.
I selected the 65hp DD tune after a lot of back and forth between the different tunes,
and this is my thoughts on the subject:
" the 65hp tune, makes the Turbo/Transmission work together just like my '01 K1500 Suburban does.
... Smooth as butter, and none of that Herky Jerky Turbo Boost when it is NOT needed."
one last comment.
I rarely ever, use full throttle, I am a "mild mannered" type when it comes to Acceleration, I press down to about 2500-3000 rpm and leave it there, and let the truck catch up as it can.
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Lead Driver
Joined: Oct 2005
Posts: 6,129
Likes: 1,919
From: Ponca City, OK
I'd guess either the tin nut on the IPR has fallen off or the IPR solenoid is heading south. If both of those check out open the loom at the connector back 6-8 inches looking for signs of heat and/or damage on the wires.
Since I'm here and don't remember seeing it mentioned, what's the fuel level in the tank. I would also recommend a fuel pressure gauge getting rigged up or permanently installed. It never hurts to keep an eye on fuel pressure, but definitely at least until you find the cause of your troubles.
Since I'm here and don't remember seeing it mentioned, what's the fuel level in the tank. I would also recommend a fuel pressure gauge getting rigged up or permanently installed. It never hurts to keep an eye on fuel pressure, but definitely at least until you find the cause of your troubles.
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8th Gear
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edit: Reviewing the data closer, it appears the IPR% goes to 55% while ICP stays at ~16000kpa or ~2300psi, while before the issue started it was ~2300psi@35%. Would that indicate an issue?
I'd guess either the tin nut on the IPR has fallen off or the IPR solenoid is heading south. If both of those check out open the loom at the connector back 6-8 inches looking for signs of heat and/or damage on the wires.
Since I'm here and don't remember seeing it mentioned, what's the fuel level in the tank. I would also recommend a fuel pressure gauge getting rigged up or permanently installed. It never hurts to keep an eye on fuel pressure, but definitely at least until you find the cause of your troubles.
Since I'm here and don't remember seeing it mentioned, what's the fuel level in the tank. I would also recommend a fuel pressure gauge getting rigged up or permanently installed. It never hurts to keep an eye on fuel pressure, but definitely at least until you find the cause of your troubles.
Last edited by reffyh; May 12, 2024 at 07:57 PM.
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8th Gear
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I appreciate it. It worked after putting water on it for a short time, but given it took me a couple minutes to do it, it’s hard to tell
Lead Driver
Joined: Oct 2005
Posts: 6,129
Likes: 1,919
From: Ponca City, OK
There are a few things that can cause an elevated IPR DC% HPO leaks are probably the most common. Anything from, well take your pick of any of probably near 100 o rings in the system, any of which can bleed pressure and force a higher DC%. Then there's the mechanical components, mainly the pump and IPR valve there. Also we can't forget one of a diesel engines worst enemies, air. If the oil being fed to the HPOP is aerated it plays hell on the pumps ability to pressurize the system.
On a side note I see from your files that you aren't showing a MAP reading. Only shows 0.
On a side note I see from your files that you aren't showing a MAP reading. Only shows 0.
Thread Starter
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8th Gear
Joined: May 2024
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There are a few things that can cause an elevated IPR DC% HPO leaks are probably the most common. Anything from, well take your pick of any of probably near 100 o rings in the system, any of which can bleed pressure and force a higher DC%. Then there's the mechanical components, mainly the pump and IPR valve there. Also we can't forget one of a diesel engines worst enemies, air. If the oil being fed to the HPOP is aerated it plays hell on the pumps ability to pressurize the system.
On a side note I see from your files that you aren't showing a MAP reading. Only shows 0.
On a side note I see from your files that you aren't showing a MAP reading. Only shows 0.
Lead Driver
Joined: Oct 2005
Posts: 6,129
Likes: 1,919
From: Ponca City, OK
Have you opened the wiring loom at the IPR connector? It not uncommon for the wire insulation to turn to jelly from years of heat and oil exposure inside the loom. When the insulation goes the wires can kind of grow together and intermittently short out. Which will kill the engine. Once everything cools back down and shrinks the wires separate and act like nothing happened. I chased that exact problem for months and hundreds of $$.