Truck just died (I have searched these forums and done all the obvious)

[OverKill73]

Guys,

My buddy will be here in about 2 hours with the Mac scan tool. I just replaced the CPS again, just to be sure, and topped off the HPOP reservoir. Still no luck. In addition to getting the electrical codes from the computer, what about checking the HPOP for 500 PSI? Does that sound like a pretty logical next step? Does anyone know which lines are the output vs the return lines?

Thanks!

- Mark

[klhansen]

Here's an excerpt from the service manual for testing engine parameters while cranking. This will tell you if your HP oil system is up to snuff or if it's another problem.

VXC04001.pdf

There are no HPOP return lines, just the supply lines to each head. You probably don't want to disconnect those unless you want a big mess. You'd need an adapter and a gauge that reads to at least 3000 psi.

[OverKill73]

Thanks KL! I don't know if I can get my hands on that tool to complete the test you submitted in the PDF.

I am going to research these further, but what I just got from the MAC tool ET 1005 was:

P0231 Fuel Pump Secondary circuit low
P0340 Cam Shaft Position Sensor A-Bank 1 Circuit Malfunction
P0541 Intake Air Heater A circuit low

the following code only came up after I fired the engine with starting fluid:

P1316 Injector driver module codes detected.

Any help you guys could provide here would be much appreciated!

[F350_6]

Did you try clearing the codes and see which ones came back? What pressure did you get on the ICP while cranking, and what % did you see on the IPR?

P0231 is one I didn't expect.

DTC P0231 indicates voltage was not present on fuel pump monitor circuit when the fuel pump was commanded on.
Possible causes:
open inertia switch
blown F/P fuse
open fuel pump monitor circuit
open fuel pump control circuit
faulty fuel pump relay
If DTC P0230 is also present, GO to FK1 .
Disconnect inertia switch harness connector.
Key on, engine off.
Measure voltage of circuit 238 (DG/YE) between inertia switch harness connector and ground.


If you remove the fuel filter cap, is the fuel bowl full of diesel?

[NoGlow]

We cleared the codes several times and they came back right away with key off then on, with out cranking the engine.

We checked the inline pump, it is working-didn't check pressure though.

[JimTJr]

If it was a fuel pump problem it would have sputtered and stumbled when it died. Mine did when my fuel pump went out. The fuse 30 thing crossed my mind too, my 99 just shut off, but you have a WTS light, so that's out.
CPS code, your tach moves,(That trick is good for the 99s I KNOW) but, maybe there is a problem with the wiring, (Probably WOULD cause a no tach too, but worth looking at.) The wires get close to the fan belt down there,,, just a thought.

[OverKill73]

Originally Posted by F350_6

Did you try clearing the codes and see which ones came back? What pressure did you get on the ICP while cranking, and what % did you see on the IPR?

P0231 is one I didn't expect.

Chris, my buddy (no glow) and I were working with a mid grade Mac scanner. We were not able to get the pressure reading on the ICP and the % on the IPR.


If you remove the fuel filter cap, is the fuel bowl full of diesel?

The fuel bowl is full of diesel and it is under some good pressure as it squirt out at me as soon as I broke the seal loosening the black cap.


I would have to agree with everyone on here so far in that it is electrical, but I am loosing faith in my abilities to troubleshoot this...

[F350_6]

The intake air heater shouldn't keep it from starting. If the fuel bowl is full and you have good pressure, then I'd consider the CPS code. Did you happen to monitor parameters while cranking with the scan tool? ICP pressure and IPR %? Have you double checked to make sure the tin nut on the back of the IPR is on and tight (not too tight)?

Where did you get your CPS? Some of the aftermarket ones have been known to be bad out of the box. I'd stick with the Ford brand on these.

I wouldn't be too worried about the P1316 after spraying ether in the intake. It would make sense the engine running without the IDM commanding fuel for it to throw a code. I'm almost surprised we're not seeing a P0603 code hinting at an electrical issue. Have you tried unplugging the ICP to see if it will start that way? Engine is full of oil, right?

[klhansen]

Originally Posted by F350_6

I wouldn't be too worried about the P1316 after spraying ether in the intake. It would make sense the engine running without the IDM commanding fuel for it to throw a code.

I'd have to disagree about the P1316 code. If the IDM is throwing that code (engine turning or not) it means that there are other codes stored in the IDM. Could even be the P1298 - IDM Failure. What needs to be done is to run an on-demand test (such as the Injector Buzz test) to get the IDM to cough up the codes that the P1316 is telling us that it has stored.

With everything Overkill's checked so far, it sure makes sense that the IDM has just taken a dump. The only other possibility based on the codes and the fact that he has fuel spraying out the filter is the P0340 indicating a CPS circuit problem. Maybe it only needs 2 wires to send a tach signal, but the third wire is messed up and it won't locate TDC on #1 cylinder.

Overkill, did you run the test to monitor ICP while cranking? If you're getting the 500 psi on ICP and other required parameters in the procedure, I'd quit looking at the HP oil system. Oh yeah, if fuel PW is not within parameters (as in zero), that would point at the IDM also.

Suggestions.
1. Clear all the codes then run an Injector Buzz test and see what pops up.
2. Check the CPS connector for corrosion, wallowed out connector sockets (making the female terminals loose on the pins), and the wiring for chafed spots.

[OverKill73]

Originally Posted by klhansen

Overkill, did you run the test to monitor ICP while cranking? \

KL,

Both you and Chris recommend doing this. How exactly is this done?

Are you recommending doing the injector buzz test to ensure that my IDM is functioning correctly?

Also, someone else mentioned just unplugging the IPR's electrical connection to put it in dummy mode. Someone said it would at least run. I tried that, and no luck.

I have replaced two CPS's, both with Napa's. I tried to get one for free from the ford dealer under the recall, but they wouldn't just give it to me. They said I needed to bring the truck in. I might as well just give up if I do that, and let them fix my underlying issue if thats the case!

Maybe I will just buy a CPS from Ford. I will also double check the wiring. I think it was KL that gave me the wiring pinout for the CPS. I have a buddy that has an Oscope, and I am sure I could hook it up and monitor steady voltage across the connectors if I need to.

Thanks again for your assitance, both of you!

[F350_6]

The buzz test will just let you listen for an injector problem. Unplugging the IPR means your truck will not run. Unplugging the ICP will put it in the dummy mode.

On the scanner, look for a section that will allow you to monitor live data. Things like oil temperature, rpm's etc. In the list of things that you can monitor select ICP pressure in psi, and IPR duty % (sometimes called ICP %)

If your ICP pressure does not reach 500 psi the truck will not start. If the ICP pressure is low, you'll want to note what % the IPR is closing to see if something doesn't match.

By all means, spend the $30 and try a CPS from Ford. This wouldn't be the first time we've heard of new NAPA CPS problems.

[Miffsudd]

Wow, this sounds so familar. This same exact thing happened to me on the 4th of july. I was driving down the road and the truck just shut off like someone turned the key off, no SES or anything. After weeks of testing everything I could think of it turn out to be the IDM. From the outside it looked perfect, but the inside looked like someone dumped a salt shaker in it.

[SD Dave]

This exact same problem happened to me once.

My first though was to check the fuses. So after removing the cover and starting to test, I leaned against one of the relays and I heard a noise.

It turned out that the main harness that connects to the back of the fuse box was slightly pulled out (how? I don't know). I pushed it back in and the truck fired right up.

A week later the same thing happened. I inspected the harness again and realized one of the tabs that secure the harness to the fuse box was broken off. Fixed that issue, and so far fine.

So the bottom line, you could have an electrical problem.

[OverKill73]

Wow, thanks guys. I am going to pick up a ford CPS this weekend. I don't have the ability with my scantool to monitor real time data. Thanks for that advice though.

Miff,


How much was a new IDM?

[OverKill73]

Guys,

I just replaced the IDM, and we are still no good. What is the box that sits next to your left foot on the driver's side? I noticed that mine has some duct tape on it, like someone has messed around with it in the past. Just curious. Thanks!