Enginge dies plus 1
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Enginge dies plus 1
I have a 97 F250 7.3L DI. It dies after about 10 miles 
and won't restart until it cools down (for quite a while).
I'm not familiar with the DI version of the 7.3. It acts like the older ones with the stanadine pump when the fuel shut off solenoind is going bad. It runs fine up until it dies. No way to check codes (at the house) either. It seems to be running out of fuel. I'd really appreciate some direction/help!!!
Thanx,
Paul
p.s. where the heck is the glow plugs hidden
I assume the old test light testing method is ok on them (I have some bad...hard cold start/multiple cycles/lots of white smoke).
and won't restart until it cools down (for quite a while). I'm not familiar with the DI version of the 7.3. It acts like the older ones with the stanadine pump when the fuel shut off solenoind is going bad. It runs fine up until it dies. No way to check codes (at the house) either. It seems to be running out of fuel. I'd really appreciate some direction/help!!!
Thanx,
Paul
p.s. where the heck is the glow plugs hidden
I assume the old test light testing method is ok on them (I have some bad...hard cold start/multiple cycles/lots of white smoke).
Hotshot
Joined: Aug 2006
Posts: 10,764
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IPR o rings are most likely the problem ..Easy & cheap to verify...injector o rings are another possibility....It would be best to have access to some testing equ. to verify a HP oil problem,a scanner or a guage or both...Get some real time data at no start......
Crankcase could be low also....
The GP's are under the valve covers
Crankcase could be low also....
The GP's are under the valve covers
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You're gonna have to help me out a little. I've been out of the game (off the floor) a while and some things have passed me up. WTH is an IPR? Injector Pressure Reg? I suppose I coule quit being, um, silly, and go buy a manual. The only reason I didn't think injector o-rings is there is no stumbling, smoke or hard starting. I could check fuel press when it dies. The schrader is in front of the filter housing assy I believe??? Oh, and oil is full.
Thanks for the quick reply!
Thanks for the quick reply!
Hotshot
Joined: Aug 2006
Posts: 10,764
Likes: 39
A little more to read , here....
Though it could be the IPR, I don't think it's likely in this case.
I'm betting that you have some injector issues...specifically surrounding the poppet valve on one (or more) injectors.
The poppet valve is the one single area of a PSD injector that just flat out wears. It's similar to a valve in a cylinder head that beats itself into it's valveseat.
As the poppet valve opens and closes (with each injection), it meters the high pressure oil flow in/out of the inj.
With each opening and closing, the seat is being hammered by the valve...causing it (over millions of cycles) to seat lower and lower into the injector...until clearance under the armature is lost.
Once the armature bottoms out on the inj body, the valve cannot "reach" the seat to seal high pressure oil from leaking out of the injector.
The reason that the truck runs when cold, and dies (and won't restart until it has cooled significantly) is that cold oil is thick...and can bridge the gap created by a poor valve & seat seal.
once the oil is warm, it thins out, and can now leak around that valve creating a tremendous amount of "spillage" that the oil pump can not now keep up with...once the amount of the leak exceeds the capacity of the pump...pressure falls, and the injectors simply cannot fire without (approx) 450psi of high pressure oil...so the truck dies.
you can physically measure this yourself.
Pull both valvecovers, and start the truck...it won't be horribly messy, just a little oil splash around the valvetrain.
As the truck (oil) heats up and dies, have someone crank on the starter attempting to restart the truck.
You should be able to look at each injector, and find one that it puking oil out from around the (just above) the hold down clamp.
You may need to mop up any oil that settles down in the low spot of the head to help you see which injector is actually puking...
once you've isolated which inj(s) are puking, pull the solenoid (4 # torx 15 screws), remove the harness to that inj, remove the little aluminum spacer plate...
what you are now looking at is the armature plate...the little ~1"x1" square plate, with the goofy screw (poppet screw) going through it's center.
On a brand new injector, there should typically be .003"-.004" (three to four thousanths of an inch) gap under that armature (measured with a feeler gauge)...
My bet is that your injectors have enough poppet seat wear that they have less than .0015 (less than one and one half thou of an inch) gap...practically zero.
if you can't get a .0015" feeler under the armature plate, then that injector is a problem, and it is a good indication that the others within that set need some machining to bring them back into spec. so that they will operate correctly.
if you have any questions, feel free to call the shop~
take care~
Though it could be the IPR, I don't think it's likely in this case.
I'm betting that you have some injector issues...specifically surrounding the poppet valve on one (or more) injectors.
The poppet valve is the one single area of a PSD injector that just flat out wears. It's similar to a valve in a cylinder head that beats itself into it's valveseat.
As the poppet valve opens and closes (with each injection), it meters the high pressure oil flow in/out of the inj.
With each opening and closing, the seat is being hammered by the valve...causing it (over millions of cycles) to seat lower and lower into the injector...until clearance under the armature is lost.
Once the armature bottoms out on the inj body, the valve cannot "reach" the seat to seal high pressure oil from leaking out of the injector.
The reason that the truck runs when cold, and dies (and won't restart until it has cooled significantly) is that cold oil is thick...and can bridge the gap created by a poor valve & seat seal.
once the oil is warm, it thins out, and can now leak around that valve creating a tremendous amount of "spillage" that the oil pump can not now keep up with...once the amount of the leak exceeds the capacity of the pump...pressure falls, and the injectors simply cannot fire without (approx) 450psi of high pressure oil...so the truck dies.
you can physically measure this yourself.
Pull both valvecovers, and start the truck...it won't be horribly messy, just a little oil splash around the valvetrain.
As the truck (oil) heats up and dies, have someone crank on the starter attempting to restart the truck.
You should be able to look at each injector, and find one that it puking oil out from around the (just above) the hold down clamp.
You may need to mop up any oil that settles down in the low spot of the head to help you see which injector is actually puking...
once you've isolated which inj(s) are puking, pull the solenoid (4 # torx 15 screws), remove the harness to that inj, remove the little aluminum spacer plate...
what you are now looking at is the armature plate...the little ~1"x1" square plate, with the goofy screw (poppet screw) going through it's center.
On a brand new injector, there should typically be .003"-.004" (three to four thousanths of an inch) gap under that armature (measured with a feeler gauge)...
My bet is that your injectors have enough poppet seat wear that they have less than .0015 (less than one and one half thou of an inch) gap...practically zero.
if you can't get a .0015" feeler under the armature plate, then that injector is a problem, and it is a good indication that the others within that set need some machining to bring them back into spec. so that they will operate correctly.
if you have any questions, feel free to call the shop~
take care~
Hotshot
Joined: Aug 2006
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