The latter part of November or the first part of December 2007
Rog

 

I'll probable get hammered on this one since I've never seen a Cali GPR .. maybe this is on the newer models. I think the so called resistor is the metal strap across the GP side of the GPR. I don't have enough access to send attachments so can't sent the photo of it. Sorry.

 

If you have a Webshots or Photobucket account, post the picture there and post the link here. We'll be able to see it that way.

 

Hussler:
I think that strap you make referance to is called the "Shunt" it directs voltage to both the R & L banks. Everything in that department checks out A-OK! BUT.............

Here is what happened on the way home from AARP school (Just kidding about the school part) I went out to the truck and checked the codes and altho they were still there I cleared them.

After that I got under the hood and unplugged the RH (Pass.) plugs to the UVCG and checked them for the umpteenth time for resistance etc and just in general fiddled with everything I could touch and wiggle. I didn't unplug the LH bank as I was too dang lazy to remove the #6637 and other junk that's associated with it.

I started the truck and brought up the water temp 130*, oil temp 145*
I shut it down and read the codes and they were back but different, I had
P-1000, P-1393 & P-1391 I had lost the oldest ones, P-1395 & 1396 that read: GP Monitor Fault Bank #1 & #2. P-1391 & 1393 Read: GP Circuit Low Input Bank #1 (RH) and Bank #2 (LH). I tried to clear the codes but they wouldn't clear.

I drove the truck around for 3/4 hour and rechecked the codes and they were "GONE" except P-1000 and no CEL and they didn't even tell me where they were going. None of this makes any sense so before I have a party I have to wait until the morning when everything is cool and cold then I will check for codes again, start the truck to see if they returned or what ever.

Somebody has a VOO DOO doll that looks just like me and they are over using it. Hells Bells I'm starting to feel like Forrest Gump.

Rog

 

Here's to hope they are gone!! who cares why at this point!!

 

Sorry, don't have either accounts at this time. It is a simple pictorial on that item. On the GPs side of the GPR connector there is a flat metal bar. The center of the bar is connected to the Relay, along with a connection to the computer. The ends of the bar are connected to Banks 1 & 2 on the glow plugs along with a computer connection wire on each end. I think that's the resistor.

kawa .. hope I'm not out in left field on this one, probably am If you want PM me with e-mail and I will send you the diagram.

 

Ok, but just remember that so called shunt not only directs current to each bank, it also tells the computer if each bank is working .. drawing enough current. From center to each end is a small resistance, the way I see it, so if codes come back then try replacing the shunt. I'm not sure how one would check that out as the actual resistance would be very small, probably less than 1 Ohm.

Good lunck, Jim

 

I was wondering if the problem started just after you replaced the batteries or before?

Vince

 

It was about 2 months after I replaced both batteries, this was Oct and the problem came about Dec. Now that I look at my book it started right after I replaced the lift pump which on this Cali truck meant I also removed the turbo.
Rog

 

Hmm.. Try Auburn Service Center on Locksley Ln. Les is a very good tech with good Ford code skills. He might be one of the best in Auburn for troubleshooting hard stuff.

Vince

 

Rog

It only happens on first start of the day due to that is when they are on the longest with highest load. Mine (11years old gp's) will see 104 amps total, 52 amps per bank. The monitor system will detect faults after 30 seconds of gp on time. It cannot detect faults at less than 30 seconds on time. The PCM reads (monitors) the gp's system from voltage drops. Input/output/bank1-2.
Your current codes shows a problem from the GPR back towards power supply. Gpr feeds from the starter relay connection with voltage regulator and batt connection. Could be bad connection/wire/fuse links/and possible regulator. Could also come from heat in the starter relay itself. The connection is not on the load side of the starter relay but the connection can heatup from the starter load.
At next cold start take voltage readings at GPR (in/out) and starter relay, and starter relay to regulator. Tests have to be done with gp's on.

Bill