No Start Gremlin
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Senior User
Joined: Apr 2008
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From: Raleigh, NC
Got the AE. The only codes that popped up were the 0603 and the 1280. When I tried to do enhanced freeze frame AE crashes. I cleared the codes. What should I be measuring under live data to start the troubleshooting process. My batts were low again (from all the cranking) so I had to recharge. Also, I had to refill the HPOP reservoir (sp?).
Post Fiend
Joined: Mar 2007
Posts: 26,966
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From: Texas
Since you may have a wiring issue, while your batteries are charging, try doing an injector buzz test. There's a tab that says something like test on board systems. Click on that and in the drop down box, select KOEO (key on engine off) injector buzz test. When you press initiate, you should hear all 8 injectors buzz at one time, then you'll hear each injector buzz individually in order. This will let you know if your IDM is talking to your injectors.
When it's time to crank, I'd select Injection control pressure psi, Injection control pressure % (or duty cycle or whatever it's called), RPM, vehicle power. Then crank the truck for at least 20 seconds and watch what the numbers do.
Make sure to clear the codes first. Since the P0603 keeps coming up, do you have a chip or tuner in the truck? If so, remove the chip or set the tuner back to stock before proceeding to rule that out.
When it's time to crank, I'd select Injection control pressure psi, Injection control pressure % (or duty cycle or whatever it's called), RPM, vehicle power. Then crank the truck for at least 20 seconds and watch what the numbers do.
Make sure to clear the codes first. Since the P0603 keeps coming up, do you have a chip or tuner in the truck? If so, remove the chip or set the tuner back to stock before proceeding to rule that out.
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Senior User
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From: Raleigh, NC
Ran buzz test - 1st time it seemed like #2 wasn't as strong, but 2nd time all seemed well. Voltage was low for the first run, so I didn't get pressure. Waited a while, then had voltage (over 11 for about 20 seconds, then next shot was 10.8). I screwed up the data logging, so I cannot send the results, but I never had fuel pressure and ICP PSI never topped 200. Batts ran down fast, so I will let them sit for about an hour, then try again, with the data logging. From ITP Diesels site I need >500psi (.85v) to start, since I don't (yet) what does that mean, bad HPOP?
Post Fiend
Joined: Mar 2007
Posts: 26,966
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From: Texas
Is the HPOP reservoir full? Did you watch the IPR duty cycle (ICP %)? The % should continue to rise as you keep cranking. Unplugging the ICP will make the computer assume a default level that would allow the truck to start. If the ICP is really at 200, the truck won't start no matter what the PCM sees from the sensor.
You might try the buzz test again tomorrow on a cold engine. A weak buzz that gets louder with repeated tests usually means a sticking poppet, which means it's getting time for a new injector.
You might try the buzz test again tomorrow on a cold engine. A weak buzz that gets louder with repeated tests usually means a sticking poppet, which means it's getting time for a new injector.
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From: Raleigh, NC
What should the % be at start and climb to when trying to start? I have oil pressure on the dash, I refilled the res. yesterday, but did not check today. Does AE see the actual pressure, or just the ICP sensor pressure? I wiggled the IPR solenoid connection and the black connector piece on the IPR wiggles, but IPR fees solid, is that a problem? How hard is the IPR to remove, do I need a special tool?
Post Fiend
Joined: Mar 2007
Posts: 26,966
Likes: 50
From: Texas
RPM's need to be over 100, and I believe the IPR needs to be at least 14% to start.
How loose is the piece on the IPR? If it's too loose, that may be the problem. As far as removal, take the tin nut off the back, slide the connector piece off, then a long socket will fit on the IRP. You'll either need to weld a flat bar on the back of the socket, or just barely stick the ratchet in the end of the socket to get it loose.
How loose is the piece on the IPR? If it's too loose, that may be the problem. As far as removal, take the tin nut off the back, slide the connector piece off, then a long socket will fit on the IRP. You'll either need to weld a flat bar on the back of the socket, or just barely stick the ratchet in the end of the socket to get it loose.
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Senior User
Joined: Apr 2008
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From: Raleigh, NC
So I went out and fiddled with it this morning. No start, unplugged ICP and still no start.
RPM >165
ICP Pressure ~197
ICP volts spiked at .48
ICP% spiked about 64.84
Fuel Inj Pulse Width 0.6
Volts dropped to 10.7
Unplugged ICP and only change was ICP Volts went to 0 and % Went to 32.03.
However....I did this a few more times, and one time after I pulled the ICP connection, IT STARTED. At idle:
RPM ~750
ICP ~735psi
ICP 0 volts (ICP unplugged)
ICP% 14.45
Fuel Inj Width - 2.94
Volts 13.1
After some idling time, I plugged the ICP connection back in and ICP volts went to 1.14. Small change in idle sound, but definitely not running rough. ICP connection does have some oil on it.
So do I need to replace the ICP sensor?
Also, I ran the KOER tests through AE and got a P0467 Exhaust Pressure Control Valve &&&. And ran the Cylinder Contribution Test and got P0284 Cylinder 8 injector circuit contribution / balance fault. I recently had the #8 injector replaced, faulty install?
Thanks!
RPM >165
ICP Pressure ~197
ICP volts spiked at .48
ICP% spiked about 64.84
Fuel Inj Pulse Width 0.6
Volts dropped to 10.7
Unplugged ICP and only change was ICP Volts went to 0 and % Went to 32.03.
However....I did this a few more times, and one time after I pulled the ICP connection, IT STARTED. At idle:
RPM ~750
ICP ~735psi
ICP 0 volts (ICP unplugged)
ICP% 14.45
Fuel Inj Width - 2.94
Volts 13.1
After some idling time, I plugged the ICP connection back in and ICP volts went to 1.14. Small change in idle sound, but definitely not running rough. ICP connection does have some oil on it.
So do I need to replace the ICP sensor?
Also, I ran the KOER tests through AE and got a P0467 Exhaust Pressure Control Valve &&&. And ran the Cylinder Contribution Test and got P0284 Cylinder 8 injector circuit contribution / balance fault. I recently had the #8 injector replaced, faulty install?
Thanks!
Post Fiend
Joined: Mar 2007
Posts: 26,966
Likes: 50
From: Texas
The IPR numbers you posted show the IPR is being commanded to the proper levels, so hopefully that did fix it.
It's odd that unplugging the ICP didn't make it start quicker. The volts went to 0, so that should mean the PCM saw that it was unplugged. Did you notice if unplugging the ICP tripped the P1280 code right away, or did it take a while?
I've noticed that plugging the ICP back in can take a minute or two before the PCM starts to recognize it, but it seems like unplugging it had immediate results. Let us know if the new ICP does indeed fix this.
It's odd that unplugging the ICP didn't make it start quicker. The volts went to 0, so that should mean the PCM saw that it was unplugged. Did you notice if unplugging the ICP tripped the P1280 code right away, or did it take a while?
I've noticed that plugging the ICP back in can take a minute or two before the PCM starts to recognize it, but it seems like unplugging it had immediate results. Let us know if the new ICP does indeed fix this.
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