Join Date: Mar 2001
Location: Fresno, CA, USA
Feedback Score: 0 reviews
Perhaps I should have followed up with the solution to the problem. After my last post we took off on a multi-state trip and when we got to the farthest point, about 1000 miles from home, the problem came back, worse. We headed straight back and the first day I had to pull over 16 times on the interstate, shut the engine off, and start it up again, after which it would run fine for a while. The next day, no problem. When we got back, the mechanic, who is a Powerstroke specialist, and I both went over the wiring loom in detail and found nothing. The under cover wiring was new and OEM (word on the street is to avoid aftermarket parts for this). All that was left was the injector driver module and the power control module. I found a place through the internet that would bench test the IDM for, as I recall, about $35 or so. They sent me a readout that showed that, although it was working, the output did not have the amplitude of a new one, and it had a gap in the output. So I had them rebuild the unit.
I put in the rebuilt IDM and the problem went away for a while. I got a minimal increase in fuel economy and it did seem to run better, but after a couple of weeks I was back to the beginning. All that was left was the PCM. The mechanic said he had a known good one that had been sitting on his shelf for some 10 years which he’d sell me for a good price ($200). So we put it in and viola! All is well.
So in the end, both the IDM and PCM were flaky. Not all that surprising considering they were over 20 years old and have survived some very hot operating conditions here in California’s Central Valley were summer ambient temps of 106 are not uncommon. I have no idea what the temps are under the hood on those days.
Anyhow, it’s been running fine since.
96 F250 2x4 x-cab, E4OD, 4.10, broken US Gear e-brake, ugly red & white paint, missing a hubcap, needs shocks and a good bath.