I got my Swamps injectors in, basically because before my Predator was telling my #6 and #8 were off in the contribution test.

Well, #'s 1,3,5, and 8 were off when I installed them, and a week later although they've have improved, they're still off. 1,3,and 5 aren't as bad as 8- 8 is right about 4.5% at stock setting on DP Tuner, where as the other 3 are about 0.1% - 2.0%.

I just wish I understood what the hell those percentages mean?? Once I know what they mean, what could be causing them to go off?? I do know in the past, maybe 6 months ago or so, they were always at 0.0%. If the engine wasn't idling somewhat goofy I wouldn't mind too much, but for what I spent to fix the problem, and still not have the problem fixed, it get's kinda frustrating.

The only thing I can think of is that maybe the crap that was on my old injectors is still in the fuel system and possibly cloggin my new injectors?? Or is it an oil problem? She's got 196,000 miles on her btw.

HELP!!!!

 

are you sure the wire harness and plugs from the IDM to the VC are all good??

 

beside the wiring above mentioned, have you had any problems with your cps?

 

Ron, when I took the truck to Ford they said on the comment sheet that wiring harness were good, and I'm assuming that I didn't mess them up on the injector R&R, as they are all firing, albeit somewhat off from one another.

Beer boy- I had # 6 and 8 running off before the R&R, and that was with the original CPS. When I took it in to get it checked, they installed the new "blue" one as part of the recall. I don't see how that would effect just some of the cylinder, although if that could be a problem, I do have an old one in the glove box I could try.

 

How much of this can you check with your predator?

Chart 6
Unique Idle Concerns: Rolling Idle, Stalls When Engaging Clutch
Runs Rough: Idle
Note: Perform the following preliminary checks:

Check engine oil level.
Confirm oil change within 8,046.5 km (5,000 miles).
Check air intake system: Air Filter Minder
Confirm acceptable SAE oil viscosity and API rating of oil.
Check fuel quality. Refer to Section 4A or Section 4B .
Confirm correct dipstick part number.


SYSTEM/COMPONENT REFERENCE (Section 5 Pinpoint Test unless noted)
Perform KOEO On-Demand Self Test GO to the appropriate pinpoint test if fault is indicated.

Perform KOEO Injector Electrical Self Test GO to the appropriate pinpoint test if fault is indicated.

Check For Aerated Oil GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM Injection Control Pressure Test.

Check Source Of Aerated Oil OVERFILL the engine with 1.9 L (2 quarts) of the specified oil. RAISE the rear of the vehicle approximately 25 cm (10 inches). RUN engine at WOT for 180 seconds. If ICP is greater than 12.4 mPa (1,800 psi) or 1.75 V oil is aerating due to lack of defoaming agents, CHANGE engine oil and RETEST. If it is less, REPAIR O-ring or pickup tube leak. REFER to the Workshop Manual, Section 303-01.

Injection Control Pressure Test GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM Injection Control Pressure Test.

Low Idle Stability Test GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM Low Idle Stability Test.

Check For Biased ICP Sensor GO to Pinpoint Test DC .

Check Fuel Pump Pressure GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM Fuel Pump Pressure Test.

Check Lubrication Pressure REFER to the Workshop Manual, Section 303-00.
KOER On-Demand Self Test GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM KOER On-Demand Self Test. If DTC 1211 is present, GO to Section 4A or Section 4B . MONITOR ICP while cranking (9C). If no DTCs are present, GO to Section 4A or Section 4B , KOER Cylinder Contribution Test.

Check Pressure Balance PLUG high-pressure hose for right cylinder head using Adapter for 303-S626. RECORD IPR at specified rpm (F650/750 2,500 rpm, all others 3,000 rpm). PLUG high-pressure hose for left cylinder head using Adapter for 303-S626 and REATTACH high-pressure hose on right cylinder head. RECORD IPR at specified rpm. If IPR duty cycle difference is greater than 2%, GO to Check For Leak Source. If it is not, INSTALL a new IPR.

Check For Leak Source REMOVE valve cover on cylinder head with higher IPR reading. With engine idling, LOOK for bubbling around injector bores or oil gallery drain plugs. Or, with engine off, ATTACH approximately 689 kPa (100 psi) air pressure to high-pressure oil gallery. REMOVE injector spill spouts for visibility. LOOK/LISTEN for leaks. If a leak is present, INSTALL new seals on injectors or RESEAL oil galleries as required. If not, GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM KOER Cylinder Contribution Test.

Check Rough Idle If rough idle was present when vehicle was new or after installing a new high-pressure pump, CHECK high-pressure oil pump. If not, PERFORM KOER Cylinder Contribution Test.

Check High-Pressure Oil Pump ATTACH right hose to left head and plug left hose. CHECK IPR at idle. COMPARE this reading to the reading for left head in Step AF12. If difference in readings is greater than 0.2 V or 2%, imbalance is caused by high-pressure oil pump. CONFIRM high-pressure hoses are clear and INSTALL a new high-pressure oil pump. If not, GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM KOER
Cylinder Contribution Test.

Check For Engine Wear GO to Section 4A or Section 4B , Diagnostic Subroutines, Performance Diagnostic Procedures. PERFORM Crankcase Pressure Test. If crankcase pressure is higher than 5.6 mm Hg (3 in H 2 O), REPAIR engine as required. If not, INSTALL a new injector in identified cylinder.

Check For Incorrect Injector Application REMOVE engine valve covers. CHECK part number stamped on top of each injector. If the correct injectors are installed, then cause of rough idle cannot be determined. COMPARE idle performance with other vehicles. If the injectors are not correct, INSTALL new injectors


Key On Engine Running (KOER) Cylinder Contribution Self Test is a functional test of the PCM performed on-demand with the engine running, A/C off and engine oil temperature above 21°C (70 °F). This test will determine if all cylinders are contributing equally to engine performance. The PCM will test all 8 cylinders continuously during the test; there is no change in engine speed or operation that can be detected by the technician. The test checks for cylinder-to-cylinder changes in engine rpm, and sets a code if the rpm change is not within a pre-calibrated range. The test checks for weak injectors or low compression cylinders. A fault must be present at the time of testing for the KOER Cylinder Contribution Self Test to detect a fault, so the engine operating condition at which the idle is the worst will produce the best test results. For automatic transmission vehicles, the best results are reached with the parking brake set and the transmission in DRIVE. If a fault is detected, a Diagnostic Trouble Code (DTC) will be output on the data link at the end of the test when requested by a scan tool. Only a hard fault code (DTC) will be displayed.

Also don't forget the simple things like clean full oil & clean filters.

 

Wow, that's a lot to check for. My predator isn't that outlined, but I'll write down some of the values here and try to bounce them off the Predator if it has them.

Also, I could probably change my main engine filter and try it then, I can't remember the last time I changed it, but I do use a BIG Napa (IIRC) 3384 fuel filter on my Vormax, which is rated at 2 micron, and I change that when it builds too much vacuum. Cheaper than changing the main filter ($19 vs. $30+) and better filtering.

 

Have you checked your fuel pressure after the filters? One of the things listed was a weak fuel pump. Maybe your 2 micron filter is creating enough restriction with the better injectors to simulate a weak pump. I don't know, I'm just throwing out ideas.

 

heck just go out and check your oil level! who knows u could be a gallon low! and another think is u really shoulda changed your oil after the injector install!

 

after you check the oil, and fill the fuel tank, replace the fuel filter, you know the easier stuff.try the old cps.
just for craps and haha's. are you able to do a compression check.

will the predator do most of those tests?

 

Sorry for th late reply- I was stuck doing hiney do's all damn Sunday, installing in-ceiling lights GGRRR!!!! Anyways, I checked the oil, and I'm actually about a QT high, so I'm hoping I'm not passing fuel to the oil, I'll find out when I do an oil analysis next oil change.

I actually changed my oil twice after I changed the injectors- once right after the install and a few miles of driving, and then again the next day. I think however tomorrow I'll changed both fuel filters just for GP. The NAPA 3384 cost about $19 and the stocker is about $35 or so.... cheap insurance for piece of mind!

Maybe my IPR is going out?? I do have 196,000 miles on her...

 

Danny, how does the truck run? I mean aside from the idle? Those singles will not idle the same as splits. It took me some getting used to. Luckily I got to hear and see others this weekend.

I have not done a CCT on mine since returning from Smokin. I would not be surprised if a couple failed that but I don't care. I have swapped them enough. It did well on the dyno so I may be done with them. If I find something I will let you know.

BTW, that overfilled oil is a no go. That can make it poopy too.

 

Mike, aside from the screwy idle (especially on decel, but you know about that one yourself) it runs like a champ. I still cant get the rears to break loose (turbo lag, not enough air??) but she's fast a hell!! I still get the stupid grin from time to time.

Like you mentioned, a couple may fail (what's the range for failing??) but it still runs fine. Maybe I can take a video w/ the wifes digital camera and post it or something, but I think it's like you said, the nature of these injectors.

And tomorrow I'll drop that extra quart w/ the fumoto valve. Mongo no like poopy truck!

 

poopy as in crank beating the oil into a froth. Air in oil is bad for ICP and injection.

 

Gotcha !!