Stuttering Under Load - Diesel Forum - TheDieselStop.com
6.0L Power Stroke Engine and Drivetrain Discussion of the 6.0L Power Stroke diesel engine and drivetrain in the 2003-Up Super Duties 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 6.0L Power Stroke engine.

 
LinkBack Thread Tools
Old 09-30-2019, 01:41 PM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
Unhappy Stuttering Under Load-Update

Hi All,

This past spring while I was on a trip to Texas my 04 F250 developed a stutter/miss during low RMP loaded (high gear) driving. Looking at the Scangauge during driving, I see good boost during the hill climbs and when you'd expect it. Since it was a sudden change in performance I originally thought it was a fuel issue from one of the strange stations I had stopped at, as it acts just like a bad fuel filter on a gas engine. So when I got home, I changed the fuel filters. No change in performance.
I'm also getting some strange issues at start up (randomly) where the engine will sound like it's going to die and lope very badly (emitting an noxious odor but no significant amount of smoke).
Then I put in some AR9100 and it seemed to help very slightly on stutter under load.
Then I hooked up the Autoenginuity tool and got a bunch of pending codes, but nothing hard (KOEO). Haven't done the KOER, but suspect injector issues (replaced 4 when I put new heads on back in Oct of 2014 and now have 250K miles on truck), so will have to run the cylinder contribution test to figure out which ones.



So I finally got my fuel pressure set-up put back together and drove it. The idle fuel pressure was close to 60 psi and the WOT fuel pressure dropped to ~42psi and then came back up as engine RPM and initial acceleration load decreased.
  1. To me, it seems like the fuel being supplied to the regulator isn't strong enough to keep the pressure up during large fuel needs.
  2. Probably some injector damage from fuel starvation and possibly lots of miles on remaining 4 injectors.
  3. Possibly weak fuel pump.
  4. Possibly something clogging the fuel pick-up in the tank.
Pulled the tank and nothing going on there.
Have any of you seen the fuel regulator cause the pressure to fluctuate like I'm seeing? Do you think it is the fuel pump?


Thanks!


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.

Last edited by TurboThrill; 09-30-2019 at 09:21 PM. Reason: Update
TurboThrill is offline  
Sponsored Links
Advertisement
 
Old 10-01-2019, 04:02 AM
Senior Member
 
Join Date: Sep 2005
Posts: 4,826
My Photos: (0)
Feedback Score: 0 reviews
It could be either the regulator OR the fuel pump. Sometimes the regulator parts wear and weaken over time.

It is acting like mine did when the pump started going out, but a new spring kit is cheaper than the pump. Unless you have the updated regulator spring (blue spring upgrade), then that is probably what I would start with.

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs
bismic is offline  
Old 10-01-2019, 11:47 AM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
Thanks bismic!

After pulling the tank, I noticed all kinds of rear end lube being slung out of the pinion seal (strange that I didn't see a leak on the ground). Headed down to the dealer to get another seal and while I'm there I'll get another blue spring upgrade. The blue spring upgrade I originally installed was from one of the aftermarket guys, and I'm not sure of it's pedigree.


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
TurboThrill is offline  
Sponsored Links
Advertisement
 
Old 10-09-2019, 02:43 PM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
I put a new fuel pump in and it appears that after all of the air was bled out of the system, it's holding at 60psi. During hard stops (with 6 gallons of fuel in the tank) it seems to fluctuate around 55psi to 60 psi at the stop. I assume the pressure fluctuation at stop is air getting into the line when all of the fuel runs to the front of the tank. After takeoff from a full stop at wide open throttle, I get at most a 5 psi drop from 60 all the way up to 70mph. I'm thinking the regulator is good for now. I was getting the stuttering quite badly when the engine was cold, but it settled down a bit when it warmed up.

I'm going to go fill the tank and then get back to reading DTCs and running the cylinder contribution test.

Stay tuned for more.


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
TurboThrill is offline  
Old 10-09-2019, 06:34 PM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
Here's what I found when I connected the Auto Enginuity system to the truck:

DTCs shown on attached picture.

Looks like issues with the overhead that I'll have to fix later.
#3 Glow Plug Circuit looks like it's got some issue.
Generator Control Circuit - I got no Idea....

I also ran the Power Balance Test and got a perfectly straight line at 0 meaning no deviation at all between any of the cylinders....

I could really use some thoughts on what to try next.

Thanks!
Attached Thumbnails
Click image for larger version

Name:	9Oct2019.JPG
Views:	10
Size:	43.3 KB
ID:	128038  



To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
TurboThrill is offline  
Old 10-09-2019, 08:14 PM
Senior Member
 
Join Date: Sep 2005
Posts: 4,826
My Photos: (0)
Feedback Score: 0 reviews
You have dual alternators?

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs
bismic is offline  
Old 10-09-2019, 11:26 PM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
Hey Mark,

I do have dual alternators. Looks like the control circuitry for the second one is messed up. Could this be causing the stuttering and jerking?
It is worse when the motor is cold, but it doesn't go away when it gets hot.

Thank You for your help!


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
TurboThrill is offline  
Old 10-10-2019, 08:10 AM
Senior Member
 
Join Date: Sep 2005
Posts: 4,826
My Photos: (0)
Feedback Score: 0 reviews
Hard to say, but if the voltage is low, it can cause odd problems.

P0620:
Alternator code (in a dual alternator configuration) - often times it is not indicative of any significant issue. The PCM has fault detection circuitry which monitors the state of the generator turn on signal circuit. If the fault detection circuit senses a voltage other than what is expected, this DTC will set. The voltage regulator also contains fault detection circuitry. If the regulator detects a problem, the regulator will ground the generator turn on signal circuit, pulling the voltage low. This also causes the PCM to set the DTC.
- Failed Generator/Belt
- Battery charge
- PCM controlled generator
- PCM failure
- Open or short generator circuit

Regarding the glow plug code:
Sometimes a single glow plug code means the glow plug is bad. Sometimes it means the GPCM is bad.

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs

Last edited by bismic; 10-10-2019 at 08:13 AM.
bismic is offline  
Old 10-10-2019, 11:53 AM
Senior Member
 
Join Date: Apr 1999
Location: Justin,Texas, Republic of TEXAS (USA)
Posts: 5,282
My Photos: (1)
Feedback Score: 0 reviews
I have a 2004 F450 that had loaded misfire f or a long time and many repairs and trips to dealer. For a long time I pursued tire balance and some other issues as the problem sort of felt like road or tire issues. Only happened when towing and under a load--accelerating with no downshift or pulling a hill.
Three injectors were replaced at to times by dealer under warranty with no change.
Anyway, I decided it was a misfire as driving in a few places where there was a wall I could hear it in exhaust with window open under pull next to wall. At this point it had 100K miles and it happened more often, more readily. I pulled the injectors and used 1000 grit paper to polish every injector spool valve. I could not tell due to oil staining which were the replaced injectors (I could tell when they were dismantled due to new style magnets with occlusion reliefs) and the injectors were moved on a head gasket/stud job and not kept in order. That has fixed it for dozens of thousands of miles. There was a spool valve hanging under highest HP oil pressure and when the oil was over 210F temp. SO to cut to the chase: I think the 4 others being replaced will fix it if the stutter is actually a misfire like a gasoline engine with a bad plug. It sounds like that is what you are describing.

2015 F350 Platinum Max Tow What a beast with the 4.30 gears!
2006 F450 CC Hauler bed 4x2 6.0 L 6.0 auto, Lariat, 4.30 r/a, SCT, 4in exh. 103K New heads to repair diesel in coolant, 148K.
2006 F350 Lariat CC Dually 4X2, 6.0 auto 4.10 LS, SCT, airbags, 4 in. exh. 154K Rebuilt engine to repair damage from burned piston. One head to fix fuel in oil problem.
36 feet on the floor Elite/Outlaw LQ horse trailer.
35+5 foot double tandem axle flatbed trailer.
36 foot double tandem axle flatbed trailer
36 foot Platinum 6 horse LQ, side load, full width back tack
2003 EB Expedition 171K (no engine repairs, gas burners are the new longevity leaders)
2004 Volvo V70R AWD-high miler in fleet, 253K (no engine repairs) Hail totaled it but I kept it. Looks like a golf ball now.
Suzuki Carry KEI truck, 660cc 3 cyl DOHC EFI 4X4 5 speed RHD. Sort of a Smart Car sized pickup. Eats Gators and Mules for lunch.
jimmy is offline  
Old 10-10-2019, 12:43 PM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
Quote:
Originally Posted by jimmy View Post
I have a 2004 F450 that had loaded misfire f or a long time and many repairs and trips to dealer. For a long time I pursued tire balance and some other issues as the problem sort of felt like road or tire issues. Only happened when towing and under a load--accelerating with no downshift or pulling a hill.
Three injectors were replaced at to times by dealer under warranty with no change.
Anyway, I decided it was a misfire as driving in a few places where there was a wall I could hear it in exhaust with window open under pull next to wall. At this point it had 100K miles and it happened more often, more readily. I pulled the injectors and used 1000 grit paper to polish every injector spool valve. I could not tell due to oil staining which were the replaced injectors (I could tell when they were dismantled due to new style magnets with occlusion reliefs) and the injectors were moved on a head gasket/stud job and not kept in order. That has fixed it for dozens of thousands of miles. There was a spool valve hanging under highest HP oil pressure and when the oil was over 210F temp. SO to cut to the chase: I think the 4 others being replaced will fix it if the stutter is actually a misfire like a gasoline engine with a bad plug. It sounds like that is what you are describing.

Thanks for your input Jimmy


I really suspected injectors also, because everyone on this forum appears to have injector issues on high mileage engines, and four of mine have ~250K on them (life expectancy of 160K). However, I do believe I have to track down the GP#3 issue and verify the voltage stability issue is not a problem before I go to that level of work.



To that end, and as a result of Mark's input I've checked the belt on ALT #2 and it looks good, I've checked the wiring around the GP Control Module and it looks clean, I'm not suspecting the batteries, as they always have more than 11.5v on start-up (Scangauge II) and I keep a battery tender on it when not driving for awhile. I do have a bypass cable directly from my Alt #1 to the Battery and don't know how this could affect circuitry. I plan to do the GP diagnosis at the GPCM connector (per Dieseltech Ron's video) to verify GP #3 shorted/opened. And then would like to know which signals I should do data logging on while driving to further diagnose voltage drops.



Mark, are you talking about a 12V drop or a Ref Volt Drop?
Which signals would you recommend I track while driving?


So after I go winterize the Evaporative Coolers on the house (expect 20s tonight in Santa Fe) I'll get back to it...



Thanks again everyone for your help!!!


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
TurboThrill is offline  
Old 10-10-2019, 01:28 PM
Senior Member
 
Join Date: Sep 2005
Posts: 4,826
My Photos: (0)
Feedback Score: 0 reviews
Quote:
Originally Posted by TurboThrill View Post
Thanks for your input Jimmy


I really suspected injectors also, because everyone on this forum appears to have injector issues on high mileage engines, and four of mine have ~250K on them (life expectancy of 160K). However, I do believe I have to track down the GP#3 issue and verify the voltage stability issue is not a problem before I go to that level of work.



To that end, and as a result of Mark's input I've checked the belt on ALT #2 and it looks good, I've checked the wiring around the GP Control Module and it looks clean, I'm not suspecting the batteries, as they always have more than 11.5v on start-up (Scangauge II) and I keep a battery tender on it when not driving for awhile. I do have a bypass cable directly from my Alt #1 to the Battery and don't know how this could affect circuitry. I plan to do the GP diagnosis at the GPCM connector (per Dieseltech Ron's video) to verify GP #3 shorted/opened. And then would like to know which signals I should do data logging on while driving to further diagnose voltage drops.



Mark, are you talking about a 12V drop or a Ref Volt Drop?
Which signals would you recommend I track while driving?


So after I go winterize the Evaporative Coolers on the house (expect 20s tonight in Santa Fe) I'll get back to it...



Thanks again everyone for your help!!!
I was talking about the system voltage. If your voltage is staying above 11.5 volts when cranking then that is VERY good.

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs
bismic is offline  
Old 10-11-2019, 03:15 PM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
Hey Mark,

When I said 11.5V when cranking, I meant while the GPs were on for the first 45 secs. after starting....

Also,
Originally I had asked a very difficult question about diagnosing the injectors. After that I started looking at DieseltechRon on Youtube and found his video on diagnosing misfires. (33.5 minutes of some fantastic information). I learned from the video that my power balance test in my Autoenginuity program is broken and the screen isn't refreshing at all! So, therein might be the reason I can't see any issues when I run it.


I did verify that Glow Plug # 3 is open by checking the resistance on each of the GPs on the odd side of the engine. I got a full open on #3 while all the others had ~ .5 ohms through them.


Thanks!


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.

Last edited by TurboThrill; 10-11-2019 at 06:30 PM.
TurboThrill is offline  
Old 10-12-2019, 08:47 PM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
Still Acting Up

Put the new glow plug in today and checked the Turbo CACs for cracks or leaks. The clamps on all of the connectors needed to be tightened...
I plugged in the Autoenginuity and turned off all of the Antivirus stuff on the computer. The Power Balance test ran just fine and I couldn't see any of the injectors showing weaknesses. The delta RPMs for each cylinder were minuscule. I tried reving the engine and checking the balance but the test went wacko. So I commanded a 1500 RPM and ran the Power Balance Test with the same result. No issues.



So I took it on the road and duplicated the problem, and it seems worse than it was. I looked at the FICM Voltage and the Supply Voltage, and they were all where they should have been (FICM ~ 48v). I piddled around with the data graph and picked on the CKP & CMP in Sync graph. That thing was all over the place 1 and 0 never really staying in sync. Don't know if this is some kind of indicator.


I looked at the engine torque graph as I drove, and it was smooth in it's transitions.



The boost looked good as I accelerated and pulled up the hills, but the jerking was there anytime I had a ~1750 RPM loaded engine. I mean it really jerks!


Anyone got any thoughts or recommendations for my next step in diagnosis?


Thanks!


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
TurboThrill is offline  
Old 10-13-2019, 12:12 AM
Senior Member
 
Join Date: Feb 2014
Posts: 796
My Photos: (0)
Feedback Score: 0 reviews
Quote:
Originally Posted by TurboThrill View Post
[IMG class=inlineimg]/forums/images/TheDieselStop_2015/smilies/tango_face_sad.png[/IMG] Put the new glow plug in today and checked the Turbo CACs for cracks or leaks. The clamps on all of the connectors needed to be tightened...
I plugged in the Autoenginuity and turned off all of the Antivirus stuff on the computer. The Power Balance test ran just fine and I couldn't see any of the injectors showing weaknesses. The delta RPMs for each cylinder were minuscule. I tried reving the engine and checking the balance but the test went wacko. So I commanded a 1500 RPM and ran the Power Balance Test with the same result. No issues.



So I took it on the road and duplicated the problem, and it seems worse than it was. I looked at the FICM Voltage and the Supply Voltage, and they were all where they should have been (FICM ~ 48v). I piddled around with the data graph and picked on the CKP & CMP in Sync graph. That thing was all over the place 1 and 0 never really staying in sync. Don't know if this is some kind of indicator.


I looked at the engine torque graph as I drove, and it was smooth in it's transitions.



The boost looked good as I accelerated and pulled up the hills, but the jerking was there anytime I had a ~1750 RPM loaded engine. I mean it really jerks!


Anyone got any thoughts or recommendations for my next step in diagnosis?


Thanks!
That sounds like what I went through when my injector was acting up... but you said that your injectors all checked out, so I don't know what to tell you...

The FICM can have good values and still be bad on the logic side.
dillon134 is offline  
Old 10-13-2019, 02:04 AM Thread Starter
Senior Member
 
Join Date: Feb 2004
Location: Santa Fe, NM
Posts: 171
My Photos: (0)
Feedback Score: 0 reviews
A bit Stumped

Quote:
Originally Posted by jimmy View Post
I have a 2004 F450 that had loaded misfire f or a long time and many repairs and trips to dealer. For a long time I pursued tire balance and some other issues as the problem sort of felt like road or tire issues. Only happened when towing and under a load--accelerating with no downshift or pulling a hill.
Three injectors were replaced at to times by dealer under warranty with no change.
Anyway, I decided it was a misfire as driving in a few places where there was a wall I could hear it in exhaust with window open under pull next to wall. At this point it had 100K miles and it happened more often, more readily. I pulled the injectors and used 1000 grit paper to polish every injector spool valve. I could not tell due to oil staining which were the replaced injectors (I could tell when they were dismantled due to new style magnets with occlusion reliefs) and the injectors were moved on a head gasket/stud job and not kept in order. That has fixed it for dozens of thousands of miles. There was a spool valve hanging under highest HP oil pressure and when the oil was over 210F temp. SO to cut to the chase: I think the 4 others being replaced will fix it if the stutter is actually a misfire like a gasoline engine with a bad plug. It sounds like that is what you are describing.

Jimmy, I'm stumped with just pulling all of the injectors and trying to figure out which of the ones need to be replaced when the power balance test doesn't show them to be bad. Is the AE testing tool a piece of crap? I saw on DieseltechRon's youtube post where he used the Ford interface tool to command each spool valve to move one at a time and was able to hear which one didn't move. The actual automated test showed the injector to be good, but when he did that individual spool valve command it showed which injector was obviously bad. I suspect your issue wouldn't have showed up with a cold, not running engine, and the test he did wouldn't have worked. I don't think AE will let me do that as it only allows me to turn off one injector at a time while the engine is running. Even pulling injectors and having them flow tested wouldn't find the issue you described with your injectors.


Dillon, I had FICMRepair fix my FICM when I originally killed it from low batteries so I don't suspect it.



Looking at all of the posts about CKP/CMP sync, it appears that the AE tool just allows me to look at the cycle of sync/unsync while it is running as nobody seems to think that this is an issue. I assume the CPK/CMP Sync is only an issue when you are trying to start it not after it is running.



I checked all of the wire chaffing points when I put the Head Gaskets in and didn't find anything. Of course that was 65K miles ago.


Tomorrow I'll go see if there are any codes beyond the overhead panel codes, and drive it while watching Vref to see if it's stable.


To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2004 F-250 FX4 Lariat SWB SRW 6.0L Torqshift, Late Engine Build 11/21/04, Dual Alternators,
Extended Cab, Med Wedgewood Blue, Tan Leather Interior, Autopage RS Alarm, Blue Spring, Dieselsite Coolant filter, ARP Studs, Ford Reman Heads (added Exhaust Valve Seats), Updated HPOP, MBRP HD Y-Pipe, RCD EGR Delete, Updated Turbo Oil Tubes, Bullet Proof Water Pump, FICMRepair with Econo-tune (wish I'd gotten Atlas 40), Rifraff CACs, Mag HiTec Differential Cover,. Working out BP Perf CCV Kit Install..
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.


Still makes me grin "almost" every time I get near it!
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
TurboThrill is offline  
Sponsored Links
Advertisement
 
 

  Diesel Forum - TheDieselStop.com > 1999-2007 Ford Super Duties > 6.0L Power Stroke Engine and Drivetrain

Quick Reply
Message:
Options

Register Now



In order to be able to post messages on the Diesel Forum - TheDieselStop.com forums, you must first register.
Please enter your desired user name, your email address and other required details in the form below.

User Name:
Password
Please enter a password for your user account. Note that passwords are case-sensitive.

Password:


Confirm Password:
Email Address
Please enter a valid email address for yourself.

Email Address:
OR

Log-in









Thread Tools



Posting Rules  
You may post new threads
You may post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are On
Pingbacks are On
Refbacks are On

 
For the best viewing experience please update your browser to Google Chrome