Suspected dirty injectors - Page 3 - Diesel Forum - TheDieselStop.com
Power Strokes 1994-1997 General Technical discussion of topics related to vehicles powered by the Power Stroke engine in 1994 through 1997 models.

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post #31 of 58 (permalink) Old 01-13-2019, 09:20 PM
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Originally Posted by klhansen View Post
Your last dart (front axle u-joints) missed by a long way. [IMG class=inlineimg]/forums/images/TheDieselStop_2015/smilies/tango_face_wink.png[/IMG]

Notice in his signature he has a 2WD truck.
I think I hit myself in the forehead with that dart.


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2002 F-250 4x4 CC SB 7.3 PSD w/4R100. 182,000 miles.
NOS Black CPS. ScanGauge-II, AIC, Bilstein 5100, Stancor GPR, Marinco Mod, B&W Turnover Ball, Michelin Defender LTX


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2002 F-250 4x4 SC LB 7.3 PSD w/ZF-6. 177,000 miles.
NOS Black CPS. ScanGauge-II. Bilstein 5100. Noco Mod. Michelin Defender LTX 285/75/16.

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2000 F-250 4x4 SC SB 7.3 PSD w/4R100. 164,000 miles.
NOS Black CPS. Rebuilt Fuel bowl w/gold spring, 6.0 Cooler, Walker BTM, Stancor GPR, Michelin LTX M&S2.
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post #32 of 58 (permalink) Old 01-18-2019, 06:09 PM Thread Starter
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I think that I found the culprit. I worked on the front passenger rotor. I can see outer bearing being seat nearly firm. I took out the cotton pin out and removed nut retainer off. Easily, I took the rotor off. I do not see anything wrong. I decided to check the inner bearing, it seem to be very loose, which I was expecting it to be tight, not all over the place. Only I think that I need special tool to pull the inner bearing off from the rotor itself.

After checking both inner and outer bearings, they seem to be okay and repacked and put back in the rotor. It seem to be tight. So it is not the culprit as thought in first place. While I am at it, I am going to check the shock absorber to see if it is still good.

After checking the shock absorber, it was shot. It would not go back up.

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'95 F-350 XLT PSD, CC, 2WD, Garrett Turbo AR 1.1, 5spd ZF tranny, LUK, 4.10 Limited Slip, just added Dual Arm Tenisoner. Just added my ol' vacuum gauge to monitor my vacuum pump.
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post #33 of 58 (permalink) Old 01-18-2019, 08:11 PM Thread Starter
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When I finish post this previous post above, I was browsing around a bit on the browser. Then I went back to finish the task, I noticed that the shock absorber went back to what it was supposed to be, it seems to be very slow moving. I guess that it is still shot. It is weird to see that it moved back.

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'95 F-350 XLT PSD, CC, 2WD, Garrett Turbo AR 1.1, 5spd ZF tranny, LUK, 4.10 Limited Slip, just added Dual Arm Tenisoner. Just added my ol' vacuum gauge to monitor my vacuum pump.
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post #34 of 58 (permalink) Old 01-18-2019, 09:59 PM
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Originally Posted by bluenavigator View Post
When I finish post this previous post above, I was browsing around a bit on the browser. Then I went back to finish the task, I noticed that the shock absorber went back to what it was supposed to be, it seems to be very slow moving. I guess that it is still shot. It is weird to see that it moved back.
A real slow rebound is pretty typical of a dead shock. Have you checked the other side yet?

What brand of shocks will you replace with?


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2002 F-250 4x4 CC SB 7.3 PSD w/4R100. 182,000 miles.
NOS Black CPS. ScanGauge-II, AIC, Bilstein 5100, Stancor GPR, Marinco Mod, B&W Turnover Ball, Michelin Defender LTX


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2002 F-250 4x4 SC LB 7.3 PSD w/ZF-6. 177,000 miles.
NOS Black CPS. ScanGauge-II. Bilstein 5100. Noco Mod. Michelin Defender LTX 285/75/16.

SOLD:
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2000 F-250 4x4 SC SB 7.3 PSD w/4R100. 164,000 miles.
NOS Black CPS. Rebuilt Fuel bowl w/gold spring, 6.0 Cooler, Walker BTM, Stancor GPR, Michelin LTX M&S2.
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post #35 of 58 (permalink) Old 01-18-2019, 11:38 PM Thread Starter
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Yea, both sides are shot. Nothing fancy for the shocks.

At least, I know that both sides, the bearings are still good.

Bluenavigator

'95 F-350 XLT PSD, CC, 2WD, Garrett Turbo AR 1.1, 5spd ZF tranny, LUK, 4.10 Limited Slip, just added Dual Arm Tenisoner. Just added my ol' vacuum gauge to monitor my vacuum pump.
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post #36 of 58 (permalink) Old 01-22-2019, 06:21 PM
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Maybe the engine is running rough at those rpm's and is being mistaken as a balance issue? I could see where a semi-defective CPS or an ICP could cause this.

An accurate code read would be worthwhile.
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post #37 of 58 (permalink) Old 01-23-2019, 11:25 PM Thread Starter
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Maybe the engine is running rough at those rpm's and is being mistaken as a balance issue? I could see where a semi-defective CPS or an ICP could cause this.

An accurate code read would be worthwhile.
So I need to get new CPS? Not sure for ICP, is that one inside the valley, next to oil pump?

For the codes, I just checked for that moment ago with FORScan and it didn't get any code but P1111.

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'95 F-350 XLT PSD, CC, 2WD, Garrett Turbo AR 1.1, 5spd ZF tranny, LUK, 4.10 Limited Slip, just added Dual Arm Tenisoner. Just added my ol' vacuum gauge to monitor my vacuum pump.
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post #38 of 58 (permalink) Old 01-24-2019, 08:23 AM
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So I need to get new CPS? Not sure for ICP, is that one inside the valley, next to oil pump?

For the codes, I just checked for that moment ago with FORScan and it didn't get any code but P1111.

I don't know if you need a new CPS or not. The quickest, easiest way to know is to replace yours with a new one.



A CPS is a $40 (or so) part. It's easy to install and everyone who drives these trucks needs to keep a spare in the glove box. A bad CPS can be intermittent in operation and can cause a variety of run issues.


The ICP is expensive, but is still easy to get to and install. It's located on the driver side near the front of the engine and threads into the high pressure oil rail. Search around and you'll find a pictorial diagram somewhere.

I'm out of the loop on scanners and trouble codes - perhaps bugman or someone else can chime in. A proper code reading would tell you if you have a high oil pressure problem.



Edit: I just looked and the CPS is $26 and the ICP is $139 at dieselo-rings .commmm.

Last edited by Kimber1911; 01-24-2019 at 08:34 AM.
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post #39 of 58 (permalink) Old 01-24-2019, 10:52 AM Thread Starter
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I am using FORScan and it works fine with ELM327 module. What diagnostics part do I need to use to check?

I had CPS replaced once before and used to have extra one on hand. I am sure that I will need to know engine number for specific CPS, is that correct?

Will look into ICP this weekend.

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'95 F-350 XLT PSD, CC, 2WD, Garrett Turbo AR 1.1, 5spd ZF tranny, LUK, 4.10 Limited Slip, just added Dual Arm Tenisoner. Just added my ol' vacuum gauge to monitor my vacuum pump.
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post #40 of 58 (permalink) Old 01-24-2019, 12:17 PM
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A 95 still just takes the older style CPS, they didn't change the contact materials until mid 96

96 F250 PS XLT 4X4 long box, 5sp,4.10, manual hubs,pyro+boost guages, Dark Toumaline, add a leaf, Dale's TYMAR, and HX hose, downpipe, coolant filter, Luk clutch
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post #41 of 58 (permalink) Old 01-24-2019, 02:27 PM
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They're all interchangeable.

Sent from my SM-N960U using Tapatalk

1994 F350 7.3 PSD 4X4 ZF5 DUALLY
PHP HYDRA, 6637, 3-4 DP TO STRAIGHT 4 BEHIND THE TIRE, 1.0 EXHAUST HOUSING, DIY D66 TURBO, FUGA E-FUEL, EBPV DELETE. Cooper discoverer AT/3'S.

2010 VW JETTA TDI DSG Kerma tune. Hankook ventus v2 concept 2.


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post #42 of 58 (permalink) Old 01-24-2019, 07:39 PM
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The Ford parts counter will tell you there are different model numbers for different model years and this is correct; however, they are interchangeable as stated above.

It seems most members now prefer the purple CPS called for in earlier model years rather than the grey CPS that the parts counter will want to sell you.


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2002 F-250 4x4 CC SB 7.3 PSD w/4R100. 182,000 miles.
NOS Black CPS. ScanGauge-II, AIC, Bilstein 5100, Stancor GPR, Marinco Mod, B&W Turnover Ball, Michelin Defender LTX


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2002 F-250 4x4 SC LB 7.3 PSD w/ZF-6. 177,000 miles.
NOS Black CPS. ScanGauge-II. Bilstein 5100. Noco Mod. Michelin Defender LTX 285/75/16.

SOLD:
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2000 F-250 4x4 SC SB 7.3 PSD w/4R100. 164,000 miles.
NOS Black CPS. Rebuilt Fuel bowl w/gold spring, 6.0 Cooler, Walker BTM, Stancor GPR, Michelin LTX M&S2.
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post #43 of 58 (permalink) Old 01-24-2019, 08:20 PM
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Just so you know on the different part numbers.

Before 96.5 the contact material was different than what it was on the 96.5+ years. I have read where if you get the newer CPS to go into the older version that you could have problems as far as the contacts or corrosion on the contacts. Some have said that they have ran the newer one in the older trucks just fine but I doubt that they have ever pulled the connector apart and looked at it to see if there actually is or is not a problem.

96 F250 PS XLT 4X4 long box, 5sp,4.10, manual hubs,pyro+boost guages, Dark Toumaline, add a leaf, Dale's TYMAR, and HX hose, downpipe, coolant filter, Luk clutch
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post #44 of 58 (permalink) Old 01-24-2019, 10:33 PM
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I ran whatever riffraff sells as a motorcraft CPS in my 94.
For the contact material, I was fairly certain that was the icp sensor. Never heard of it with the CPS. But again, wont make any difference. With the CPS most just recommended the color of sensor. .

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1994 F350 7.3 PSD 4X4 ZF5 DUALLY
PHP HYDRA, 6637, 3-4 DP TO STRAIGHT 4 BEHIND THE TIRE, 1.0 EXHAUST HOUSING, DIY D66 TURBO, FUGA E-FUEL, EBPV DELETE. Cooper discoverer AT/3'S.

2010 VW JETTA TDI DSG Kerma tune. Hankook ventus v2 concept 2.


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post #45 of 58 (permalink) Old 01-24-2019, 10:35 PM
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This article describes Galvanic Corrosion better than me but the key is to stop one of the three requirements, specifically the moisture. i.e.conductive liquid.

This is why it is recommended by many to apply dielectric grease when using an electrical component from early and late model years. The early ones were tin plate IIRC...and this was true for ICP as well as CPS and possibly all electrical sensors of that era.

The dielectric grease keeps the surfaces dry. Since this is the case, you don’t need to glob the entire surface area...just the rubber washer (gasket) which may be a purple rubber.

I don’t know how often the CPS pigtail is found to have moisture because I use dielectric on the rubber gasket since it makes pulling apart easier when my arm is contorted in that narrow space.

https://www.assda.asn.au/technical-i...etal-corrosion
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2002 F-250 4x4 CC SB 7.3 PSD w/4R100. 182,000 miles.
NOS Black CPS. ScanGauge-II, AIC, Bilstein 5100, Stancor GPR, Marinco Mod, B&W Turnover Ball, Michelin Defender LTX


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2002 F-250 4x4 SC LB 7.3 PSD w/ZF-6. 177,000 miles.
NOS Black CPS. ScanGauge-II. Bilstein 5100. Noco Mod. Michelin Defender LTX 285/75/16.

SOLD:
To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.
2000 F-250 4x4 SC SB 7.3 PSD w/4R100. 164,000 miles.
NOS Black CPS. Rebuilt Fuel bowl w/gold spring, 6.0 Cooler, Walker BTM, Stancor GPR, Michelin LTX M&S2.

Last edited by ArcticDriver; 01-25-2019 at 02:34 AM.
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