This seems awfully low to me and I'm sure that its shorted out. When I put it on a power supply at 5 and less volts, the power supply indicates a short and I'm pretty sure these are supposed to have more like 30-40 Ohms of resistance in the coil. Anybody know for sure? This being the case... this is the second one to go out in this particular truck within maybe 100 miles. This is just after installing a PPE programmer. Wondering if this is causing the problem. I know this particular programmer runs pretty crazy ICP's. Thoughts?
TImmy

 

my known good test ipr that i have i went and tested it and it showed 6 ohms.

 

hmmm. . . troublesome. . . any other thoughts? experiences?

 

the irp solinoid could faile mechanicly.i would also put your stock ford program back in and startfrom there.

 

I'm thinking it didn't fail mechanically. Not too common for that to happen. . . not much to break in there. Plus this is the second one in under 100 miles. . .I really think its shorted out. I just don't know why its frying them. Id put the stock program back on it. . .but its my buddies truck and he has had enough and is slapping a 24 valve in it. Curiosity has just gotten the best of me and I want to know what happened.
Timmy

 

The resistance reading is ok however the ipr gets 12 volts from the pcm not 5 volts and Ford states that energizing the IPR valve for more than 3 minutes with 12 volts can damage them. The computer sends a pulse width modulation signal to ipr valve which can not be easily duplicated. Generally if the screen is not deformed, full of debris, or missing then the IPR valve is ok. Are you sure you are not suffering from a high pressure oil leak or weak pump? What are the symptoms? What is the pressure reading?

 

Definitely not a leak. Pump is plenty strong, saw it make 3600 psi on my AE. The oil rails were full of oil, the oil cooler full, the pump full of oil. Symptoms were it was like somebody pulled the key out while driving. It just shut down. He's been battling oil issues for some time now. He has blown up two or three LPOP's. Prior to this issue just 2 miles after uploading PPE's programing. . . the truck shut down. He said he kinda felt it coming. He suspected LPOP again. Pump was fine. Pump plate was scored, but didn't look like LPO was the problem. He thought an oring blew between the HPOP and the oil rail. Not the case. We put a different IPR in it and she started up. The old IPR would magnitize with 12 volts. . . I could feel it a little but it wasn't very strong and it wasn't moving the valve. This one won't move the valve. I can move the valve physically after I remove the screen. . . which had a hole in it. Also. . . the screen in the oil cooler that filters oil going to the HPOP was filthy and had one section torn. However I don't believe that was the actual failure.
I tested the current IPR as follows: Hooked up an adjustable power supply set at 0 volts. Slowly cranked up the voltage and the needle barely moved and nothing moved on the IPR. I pull one cliplead off of the IPR and the powersupply instantly reads around 10 volts. If you are to short out the leads on the powersupply, it puts the needle to 0. So the IPR acts just like its shorted. I could crank it all the way up and it wouldn't change anything. Sorry for the length. . .
Timmy

 

Holes in the IPR and oil resevoir screen point at a damaged HPOP or LPOP.

 

When the IPR screen is plugged or partially plugged and/or torn, I believe that means that other components have potentially failed and caused the debris.

Maybe jboczar can elaborate on what causes the torn screen. In the meantime, I have material on it - I will just need to find it .....

 

Brickie - nice post!!! That is what I recalled, but wasn't sure!

 

A dealer tech will replace the HPOP if that screen has metal debris or is holed as the metal either came from the HPOP or went through it.The LPOP failures in this truck very likely took out the resevoir screen,worst thing is those bit's are now else where in the motor.It is possible that the first LPOP failure is the culprit in the second one and the metal bits getting through the HPOP into the IPR so now all three and every bearing and oil passage in the motor is suspect.

 

Oh absolutely I agree this engine has been abused. The screen didn't appear to have much metal in it. . . although I never took a close look. I'll do that tomorrow. I don't believe the HPOP failed. . . it happened too quick and my initial inspection of it showed no signs of mechanical failure. I'm going to put this IPR on another truck and just see what happens. If nothing else see if it moves or not. I'm sure its cashed.
Timmy

 

On another note. . . i believe the LPOP failures are a cause of resonance vibration at RPM's in excess of 4000. Both of them just broke into four equal pieces. This has happened on multiple tuned 6.0's with manuals in this area.
Timmy

 

I have heard of this when running a FluidDampner. I have not heard of this in any other case. Does this fit w/ what you have heard?

 

I thought I heard him say that the fluid damper was supposed to help this. . .but I don't know. Either way neither of the two trucks I have phyically seen with exploded LPOP gears had fluid dampers on them. Both of them just sticks and spent lots of time over 4000 rpm.
Timmy