I fixed the blown fuse problem by replacing the Fuel Heater.....ThanK you!! In the process of eliminating bad connections etc, I seem to have p/u another problem.
The 94 F350 7.3 Turbo diesel runs great at an idle at times then starts missing like it's not getting gas. If I raise the rpm's then she evens out but still runs a little rough. I noticed that if I spin the connector on the bottom (sensor?) on the right side of the Fuel housing the idle goes up and down, Can anyone tell me what this sensor is and does? I know it won't start without this connected and have not been able to start it at times, especially after it broke down on the side of the road.

Thanks in advance!!!
RPM_Diesel

 

Does this picture help identify which connector your "spinning"?

http://community.webshots.com/photo/...7814cZOLspiYVv

Sounds like the ICP (Injector Control Pressure) sensor. But I've never heard of anyone spinning the connector??? If it is the ICP sensor, try unplugging it while the engine is rough idleing. If the idle smooths out with it disconnected, the ICP sensor is bad.

From Steve Baz site:
ICP: Injection Control Pressure sensor; The PCM monitors the high pressure oil system to determine if it needs to be increased if load demand increases. It also uses this to stabilize idle speed

 

Stroker, Tx for the reply. I don't see the (sensor?) displayed or listed here. I know one of the wires feed the Fuel Plate heater and I beilieve this other connector is just below the fuel heater connector. It's to the right of the Fuel housing and behind and down low of the fuel regulator, It must have changed the resistance of the sensor when I spun the connector because the idle went up and down depending on which way I spun it,

Also, the Sensor in question seems to have a 14mm style Hexagon head which appears to bolt to the side of the housing.

Any help is good.

TX

 

Can you explain the High Preesuare Oil system? Are speaking of fuel hear, I don't understand how the oil plays a role in the fuel system
TX

 

One last ?, I was told from the Mitchell online manual that 94/95 PSD had a recall for Computers I believe, which caused no start, rough running, lack of power and sputtering. Has anyone experienced or heard of this? The 95 PSD I have runs the ***** untill I start cruzing at 75-80 MPH. It then starts bucking loosing power and will come out of it once I go a few nore miles, This has only hapoen at high speeds though.

TX
RPM

 

I havent noticed anything like that on my 94.5 but heard some guys talking about the 96 ecm being better programmed. And you can get it updated at the dealer.
I wonder what the changes would be and if it would be worth the cost- whatever that is???

 

Yes, when they reprogram the 94/95 they updated them to the 96 chip logic. I have a 96 computer I am going to try to see if it makes a difference, It sounds like the problems I'm having are the problems they prescribed the reprogram for.

 

The lubrication system is comprised of a low-pressure system and a high-pressure system. The low-pressure system provides primary engine lubrication while the high-pressure system provides the hydraulic pressure required to actuate the fuel injectors.

The high-pressure oil pump pumps the oil under extremely high pressures (600-3,000 psi) through the left and right side high-pressure supply hoses to the high-pressure oil rails (integral to the cylinder heads). Once in the oil rail, the oil is fed to the fuel injector bores through four oil feed galleries drilled and machined in the cylinder head. The high-pressure oil then actuates the fuel injectors.

An electronically controlled/hydraulically actuated fuel injector is used. The rate shape fuel injector incorporates a spill control port that helps balance the fuel delivery, reducing the emissions and engine noise.

When the fuel injector is energized, a poppet valve is opened by an electronic solenoid mounted on the fuel injector. High-pressure oil from the high-pressure oil pump flows into the fuel injector and acts on the amplifier piston, forcing the piston plunger downward. As the plunger moves down, the increased fuel pressure closes the fuel inlet check ball. Rising fuel pressure overcomes spring pressure and opens the nozzle check valve. Fuel is then injected into the combustion chamber through the orifices in the nozzle tip at pressures as high as 18,000 psi. When the fuel injector is de-energized, high-pressure oil on top of the amplifier piston is vented by the poppet valve through the top portion of the fuel injector back to the oil pan.

 

Man!! This sounds like you need a PHD to fix these PSD! Should I consider testing the High Pressure pump/system for this type of problem i'm having?

TX again!

 

Nice write-up Cookie. Do you mind if I cut & capture it for future distribution?

 

I didn't write any of it. I just condensed a few pages of the service manual down into something understandable. I don't have any problem with you reposting it, just don't give me credit for it.

 

That sounds like you are messing with the Injection Pressure Regulator (IPR) valve. That is the piece that controlls the high pressure pumps output to the injectors. If you tweaked the wiring for the IPR it may very well be the source of the problem.

 

thats what i was thinking or the water in fuel light sensor or the exhaust pressure sensor. do you have a picture of what you are playing with?