99 & up 7.3L Power Stroke Engine and DrivetrainDiscussion of the 99 & up 7.3L Power Stroke diesel engine and drivetrain in the 1999-Up Super Duty trucks and Excursions. No gas engine discussion allowed except on transmissions and drivetrain that pertain to all models. Please confine discussion of topics in this forum to those items that are specific to the 7.3L Power Stroke engine.
Hi, I have a 2000 7.3 auto. Last week ran out of fuel and low on oil. Got it back up after some fuel than stalled again, added oil then started up, filled up and she was fine. Over the weekend hauling 10 times heavy loads, on the highway at 45-50mph she would hiccup here or there, not a ton but a few times randomly and then not do it at all.
Yesterday afternoon coming home from work she stalled, just under the 1/4 tank pin mark, on a flat road. Added 5 gallons of fresh diesel nothing, towed home. Tried new CPS, checked fuel bowl, flows fuel, etc. Slight leak at fuel filter cap o-ring (its wet). Batteries ran low been charging them and have been above 10.5volts.
I got no smoke/fumes out the exhaust. Got fuel to the bowl/pump etc. Fairly clean fuel filter. Hooked AE and ran it. Buzz test x5 checks out very good. ICP 0psi. Unhooked ICP 2300psi+ spike on crank. over 100rpms, 10.5v+, etc. Check for loose wires, connectors, fuses all check out. Not that cold out.
Oh, oil leak, very slight, I haven't found yet, had oil in the valley earlier this year but even since my new stealth pump, none in valley.
There is oil in the Hpop, just around an inch from top.
If you unplugged the icp, the data you saw was assumed data. Plug the icp back in and monitor icp pressure and ipr duty cycle. Also check the plug and coil nut on the ipr
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__________________ Tom
99.5 PS CC 4x4 SRW ZF-6
Triple Pillar Gauges; Fuel pres, Pyro, Boost
AE, Alldatadiy, and half a clue
- AKA "The Big White Truck"
If you unplugged the icp, the data you saw was assumed data. Plug the icp back in and monitor icp pressure and ipr duty cycle. Also check the plug and coil nut on the ipr
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There is no psi data if I plug in the ICP. Plug and tin/coil nut are nice and tight. I'm going to throw in a new IPR, I thinks its stuck.
New IPR and ICP unplugged now I have a "Service engine soon" light at start. Cranked over and read
2313psi at 33% duty cycle
RPM around 130-150
Plenty of battery power
The ICP is what gives REAL readings of the oil pressure. When it is unplugged, the pcm has no idea what the pressure is, it takes an educated guess based on IPR duty cycle and that everything is working correctly. When the ICP is unplugged, it will immediately set the SES light.
Are you getting any readings with the ICP plugged in? If not, there is an issue with the ICP or the connector.
__________________ Tom
99.5 PS CC 4x4 SRW ZF-6
Triple Pillar Gauges; Fuel pres, Pyro, Boost
AE, Alldatadiy, and half a clue
- AKA "The Big White Truck"
Let me clarify my post a little more. If there is no reading, there is an issue with the ICP, the connector, or there really ISN'T any pressure. I find that hard to believe though. My hpop had one piston pump totally crumble and jammed 2 more and it would hit 300psi-ish.
Did your truck START, or just crank over?
__________________ Tom
99.5 PS CC 4x4 SRW ZF-6
Triple Pillar Gauges; Fuel pres, Pyro, Boost
AE, Alldatadiy, and half a clue
- AKA "The Big White Truck"
I didn't get a chance to work on the truck today, was going to get a new ICP but was thinking. If I try starting with it plugged I get no reading, with it unplugged I get a of 2300psi but that's it. It should have started with it unplugged. If that's the case, it isn't the ICP then?
Normally the PCM will use a default signal to control the IPR if the ICP sensor is unplugged. You should be able to get it started with the ICP unplugged, but if there's a problem with the IPR signal, then it may not.
If you're getting 33% IPR duty cycle when you're cranking, that just means the PCM is sending that signal to the IPR, not that it's actually operating at that duty cycle. But if the IPR circuit were open or the coil burnt out, you should get a code for that.
Your voltage is a touch low at 10.5V. It's possible that the PCM isn't seeing that much and isn't operating. I'd be dang sure the batteries are fully charged and try again.
It could also be that your IDM has died. Are you getting any codes at all?
DTC P1280 indicates injector control signal circuit out of range low was detected during KOEO Self Test or during continuous diagnostic monitoring.
Possible causes:
biased ICP sensor/PCM
open ICP sensor circuit
short to SIG RTN or PWR GND on ICP sensor circuit
open in VREF circuit
DTC P1690 indicates that the PCM has detected a failure on the WGC (Waste Gate Control) circuit.
Possible causes:
short to ground
open in harness
damaged connection
damaged WGC solenoid
damaged PCM
blown fuse
Continuous DTC P1212 indicates that there was no ICP detected during crank (long crank time).
Possible causes:
high-pressure oil system repair
empty/low oil reservoir at crank
low engine oil level or incorrect viscosity
IPR circuit fault
damaged low-pressure oil pump
damaged IPR valve
damaged ICP sensor
damaged high-pressure oil pump
DTC P1247 or P1248 indicate turbo boost pressure was low or not detected.
Possible causes:
damaged MAP hose
low turbo boost
intake manifold or crossover tube hose leaks
damaged MAP sensor
damaged PCM
Maybe there's a common thread in there.
The B codes are GEM codes and won't cause starting problems, so you can ignore them for now.
on edit: B1318 is Battery voltage low and B1932 is Driver Airbag Circuit open.
You should clear the codes, try cranking it with everything hooked up and see what comes back.
Ok, cleared the codes and now got P1690 and P1212.
Your next step is to run down the possible causes listed above for those codes. It's possible that if it's a circuit problem, it could be the same for both codes, as they share some common circuits.
If you need specifics, I could send you the troubleshooting chart for those codes.
If you are cranking with the icp unhooked, you should expect the p1212 to set. If you have it plugged in, there is an open somewhere. If you plug it in and get the 1280 code, i would start looking at the hp oil
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__________________ Tom
99.5 PS CC 4x4 SRW ZF-6
Triple Pillar Gauges; Fuel pres, Pyro, Boost
AE, Alldatadiy, and half a clue
- AKA "The Big White Truck"
Hey, thanks Kevin for the docs. This is what I've found for P1690 Chart:
KH1 Yes
KH2 Yes
KH3 ? I get no reading on WGC Harness Pin 1 to ground. But Pin 2 to ground gave me 650ohms.
KH4 ? No reading on WGC harness Pin 1 to Pin 2.
Also I have no continuity on Pin1+Pin2 at the WGC Solenoid. I assume its no good if so?
Other than a bad PCM, can someone explain how the P1690 can stall/prevent no start if its mainly related to the Wastegate?
If you are getting infinite resistance on the WG solenoid, then it's bad. Still, the WGC solenoid will not prevent a start.
I think your no start/stall is still related to the hp oil system. Since you already replaced the IPR, and the truck will not start with the ICP unplugged, I would look at a wire/connector issue. The fact that you are getting the P1212 with the ICP unplugged tells me the circuit is good and the PCM recognizes the ICP isn't there. You might want to check to make sure the IPR inputs are there.
__________________ Tom
99.5 PS CC 4x4 SRW ZF-6
Triple Pillar Gauges; Fuel pres, Pyro, Boost
AE, Alldatadiy, and half a clue
- AKA "The Big White Truck"
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2000 7.3 stalled, no start
), AIS, 
Linear Mode
