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'99 & up 7.3L Power Stroke Engine and Drivetrain Discussion 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.

 
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post #1 of 11 (permalink) Old 10-11-2019, 04:11 PM Thread Starter
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No Start. Looking for ideas

Truck started idling rough but cleared up and ran well for a couple of days. Threw the following codes - P1316 and P1211. Started up next morning made a turn to turn around in the driveway and it shut off. Haven't been able to start since. Truck has always had a fair amount of oil in the valley.

What I've done:
- changed CPS (quick/cheap try at something)
- changed ICP (removed connector and it was full of oil so I changed it)
- pulled driver's side valve cover - UVCH and connectors looked good

Ran diagnositics.
Doesn't appear to be oil pressure related. ICP reads 2,147 psi during crank. Correct me if I'm wrong but I assume that rules out the IPR and HPOP?
Injector pulse width is 4.272 which should be good.
Vehicle Power reads 10.1 V before and during crank - should be higher but I fully charged both batteries before the test. Engine turned 136 RPM during crank.

No smoke after cranking for 10 sec which tells me fuel is not being delivered to the cylinders.

So am I good at ruling out IPR and HPOP since ICP reads 2,147 psi during crank?

Any ideas.

2001 Ford Excursion 7.3L
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post #2 of 11 (permalink) Old 10-11-2019, 07:51 PM
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P1316 means you have issues with the injector circuits. You need to run an Injector Buzz test to get the IDM to cough up the codes stored there.
P1211 means that ICP pressure is lower/higher than desired. Could also be related to a loss of fuel pressure.

What's your IPR duty cycle read during cranking? ICP should never need to reach 2000 psi to start. So it's unlikely you have an issue with IPR or HPOP (which would be the last thing to suspect).

Have you checked fuel delivery? A quick test it to open the filter drain valve and turn the key to ON position and see if you get a healthy stream out of the drain tube.

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post #3 of 11 (permalink) Old 10-13-2019, 01:25 PM Thread Starter
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All OEM sensors.

ICP reading while cranking:
2,147 with ICP plugged in
2,298 with ICP unplugged
No change in starting behavior between ICP plugged/unplugged. Still no start, no smoke.

I drained the fuel bowl then cranked the engine. Fuel immediately started flowing out of the bowl. I plan to check the pressure, but I need to get an adapter to go from the fuel bowl port to my fuel pressure gauge. BTW - I've been having problems with the fuel gauge.

I'm reading diagnostics off of a Diablo Predator programmer. There's a reading for "Fuel Pump Dump" and it's constantly 100.
I don't see a reading for duty cycle.
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post #4 of 11 (permalink) Old 10-13-2019, 05:10 PM
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If the ICP reading is basically the same both plugged in and unplugged, then you likely have a short between signal wires that's sending that incorrect signal to the PCM. If that's the case, the PCM is saying to the IPR "Oh crap! That's too much pressure" and it dumps it to below what it takes to actuate the injectors. Normal idle ICP reading should be around 475 psi.

AutoEngunity calls IPR duty cycle "ICP duty cycle", but we've figured out what it really means. I have no experience with a Diablo Predator, so can't tell you what to look for or if it will even display it.

Ford doesn't have a "Fuel Pump Dump" parameter, although it does monitor voltage output from the fuel pump relay, which will be either on or off (0 or 100 percent).

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post #5 of 11 (permalink) Old 10-15-2019, 07:07 PM Thread Starter
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Thanks for the info. Still sorting this out. The ICP connector was in bad shape due to all of the oil so I replaced that. I also replaced both batteries since they were 4 years old. Nothing has changed - still get the same readings. Tomorrow I'll have access to another diagnostic tool where I can do a buzz test and hopefully look at the duty cycle. If that doesn't point to a problem I'll pull the IPR and look at that. I checked and the nut is still on the back of the IPR.
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post #6 of 11 (permalink) Old 10-18-2019, 06:33 PM Thread Starter
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Ran a buzz test using Forscan (KOEO Injector Electrical Self Test) and got nothing on any of the injectors.
Got P1668 code - PCM and IDM Comm Error.

Listed the following possible causes:
- Open or shorted IDM EF (feedback) line
- Open or shorted Fuel Delivery Control Signal (FDCS)
- Open IDM ground- Damaged or unpowered IDM
- Damaged PCM

Also, I looked at the Log and found the following errors:

OBD-II: P1670-P
PCM: P1000, P1670, P0603
PAM: C1742
MC: B1202, B1201, B1342

Before I start attacking this, any tribal knowledge to pass on what may be the likely culprit?
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post #7 of 11 (permalink) Old 10-18-2019, 11:41 PM
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First thing I would do is check that the IDM Power relay is sending 12V to the IDM with the key on.

Beyond that, you need to check the wiring between the PCM and IDM.

If you have good power to the IDM, clear the codes and check them again. Then report back the codes you get again and I'll send you the pinpoint test.

First truck -- 1929 Model A Ford pickup, restored from ground up. Wish I still had it!
'99.5 F250 PSD Supercab LB 4x4, ZF-6 w/SB Con OFE, 3.73LS, Boost & pyro gauges, Swamps S175/146 injectors, DP 80 HP Econo PCM (classic version
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post #8 of 11 (permalink) Old 10-19-2019, 11:10 AM Thread Starter
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Verified I'm getting power to the IDM (12V across pins 14 and 26 on the IDM connector). Ran buzz test again. Getting P1668 code.

I'm using Forscan to run the Buzz Test using a cheap ELM 327 adapter. I'm not sure it's running the test right. I disconnected the IDM connector and checked voltage between pin 17 (fuel delivery command signal) and pin 26 (ground) during the buzz test and got no voltage. Checked between pin 9 and 26 (fuel injector #8 and ground) and got no voltage.

I'm going to see if I can get another test set and redo the buzz test and see what I get before I waste anyone's time.

Thanks for the help.
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post #9 of 11 (permalink) Old 10-19-2019, 03:15 PM Thread Starter
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Made some progress. Checked resistance from supply to each injector on the 42 pin connector over the driver's side valve cover as suggested by Mike71800b. Driver's side was fine - 3.3 - 3.5 ohms for each injector (I had pulled this valve cover last week to look at the connector/wiring and it looked fine). Passenger side was all over the place. 2 injectors measured 0 ohms and 2 measured ~15 ohms. Looks like I'll be replacing the passenger side gasket/harness.
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post #10 of 11 (permalink) Old Today, 04:46 PM Thread Starter
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UPDATE - FIXED. Back up and running. Replaced the passenger valve cover gasket and wiring harness. Tried starting - felt like it wanted to start for a second then kept cranking with no start. All wiring checked out good after replacing the harness. Last thing left was to replace the IDM. Replaced the IDM today and it fired right up. Thanks for the help.
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post #11 of 11 (permalink) Old Today, 08:09 PM
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Thanks for the feedback on your problem.
Glad you're back up and running.

First truck -- 1929 Model A Ford pickup, restored from ground up. Wish I still had it!
'99.5 F250 PSD Supercab LB 4x4, ZF-6 w/SB Con OFE, 3.73LS, Boost & pyro gauges, Swamps S175/146 injectors, DP 80 HP Econo PCM (classic version
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