[Firedogbme]

I found diesel soot around the fuel filter and GPR, which puzzled me until I found a hole in the little tube running from the exhaust manifold to the EBV Sensor.

Since I don't have an EBV anymore, I'm tryin to decide what to do with the sensor. I know it controls the EBV in cold weather, but does it do anything else regarding performance?

Dennis at ITP suggested routing boost pressure to the EBV sensor so it has something to see, keeping the PCM happy. But it uses -05JIC fittings and I'm having a little trouble finding them locally.

Anyone have any experience with this? Will I piss off the PCM if I simply unplug the sensor and chuck it? By "piss off" I mean affect performance or set the SES light: I don't care if it sets a "look at the bad sensor" code.

So what do you guys think? Thanks in advance /ubbthreads/images/graemlins/biggrin.gif

 

[haul_n_horses2]

I would put a pipe plug in the exhaust manifold and you could either put the dongle SP diesel sells on the end or leave it connected to the inoperative sensor. My EBPV is gone and that sets an P0475 error code (something about the solenoid for the EBPV) but my tube and sensor are intact so I have mine hooked up and it reports the manifold pressure to AE and the PCM etc. I Use this as a poor man's drive pressure indicator (Manifold pressure -1 atm = drive pressure. I do not think the PCM will defuel with in the absence of the EBPV. Wonder how high the manifold pressure gets with the EBPV closes? Highest drive pressure I have seen with the H2e is 38 psi with boost of 33 psi.

 

[Firedogbme]

I've got a SP dongle here somewhere, but I had some serious problems when I installed it, until I figured out that whoever made it shorted the VREF pin directly to the ground pin (the PCM didn't like that for some reason /ubbthreads/images/graemlins/eek.gif). I had some VREF voltage issues after that, but I can't say for sure what caused it. The "dongle" is just a connector with a couple of resistors wired as a voltage divider, so the PCM sees a constant voltage. If I have to I'll just cut the connector off the harness and hard-wire in a couple of resistors. Don't think I'll be going back to the stock turbo any time soon /ubbthreads/images/graemlins/biggrin.gif

I think I'll plug the manifold, leave the sensor connected to the PCM, and ditch the metal tube (like HnH suggested). If that doesn't work I'll figure something else out.

I was concerned 'cause I thought I'd read that the PCM will de-fuel the motor if the backpressure was too high, as if the EBV was stuck shut for some reason. Can anyone confirm that?

 

[FireHunter]

I have some of the same concerns the OP has as I have the van turbo with no EBPV. I have the EBP tube intact with the sensor in place and plugged in. When I had the stock turbo I just unplugged the EBPV at the turbo pedestal to disable it but now it it completely eliminated.

OP - I asked a question a long while back about what exactly the EBPV sensor had input on or what engine controls the EBPV had "influence" over. I got alot of intellignet answers that all boiled down to 1) it influences alot of engine parameters and 2) nobody knew all of what it influenced.

My question for HnH (et all) is I just had my PSD hooked up to AE last weekend and at an idle or no boost the EBP was reading a steady 28.XX to 29.XX and the MAP sensor was reading 11.3 at the same time. I was told that these readings should be a whole lot closer to each other at an idle or zero boost? These sound like the two readings that HnH is using to measure "drive pressure", correct? When boosted (~15 psi) the MAP sensor and the EBP sensor both jumped about 15 psi to 27 and 44 respectively. Any thoughts? Is one of the two sensors reading incorrectly?

Not really a thread hijack but intended to just add to the OP's questions.

 

[strokin_early_99]

[ QUOTE ]

My question for HnH (et all) is I just had my PSD hooked up to AE last weekend and at an idle or no boost the EBP was reading a steady 28.XX to 29.XX and the MAP sensor was reading 11.3 at the same time. I was told that these readings should be a whole lot closer to each other at an idle or zero boost? These sound like the two readings that HnH is using to measure "drive pressure", correct? When boosted (~15 psi) the MAP sensor and the EBP sensor both jumped about 15 psi to 27 and 44 respectively. Any thoughts? Is one of the two sensors reading incorrectly?

Not really a thread hijack but intended to just add to the OP's questions.

[/ QUOTE ]

I had the same problem last week. I changed out the EBPS and now it reads 14.7 and 14.9 respectively at idle and KOEO with AE. I still get the P0475 code. /ubbthreads/images/graemlins/shrug.gif ***? How do I get rid of the codes if a new sensor won't fix it? The dongle thing is a no-go thing with me, never have any luck with SP devices. While driving My truck reads 28psi of boost and 32psi of back-pressure. Actual readings, not absolute pressures, Not bad.

Keep Strokin'

 

[FireHunter]

OK, that helps. The MAP sensor seems to be the one in the correct range. It was lower than your reading but we were at ~3500' elevation too.

So your EBP sensor was reading high and you replaced it?

 

[haul_n_horses2]

[ QUOTE ]
I changed out the EBPS and now it reads 14.7 and 14.9 respectively at idle and KOEO with AE. I still get the P0475 code. /ubbthreads/images/graemlins/shrug.gif ***?

[/ QUOTE ]I called Sean (SP Diesel) about this very issue as I had the dongle installed and still got this code. Well it turns out that the P0475 code indicates EBPV (not the sensor) non-function ie., Open/grounded circuit, solenoid open/shorted, failed PCM. So I think the PCM is looking for a response from the EBPV solenoid and is not seeing the solenoid so it is triggering this code. Sean pointed this out to me and suggested they could make a dongle for that circuit as well. /ubbthreads/images/graemlins/rolleyes.gif /ubbthreads/images/graemlins/rolleyes.gif

 

[strokin_early_99]

Yes, I had one in the glove box just in case I had an issue down the road. It kept the CPS company. It seemed to fix my problem with high pressure readings and throwing codes for 50psi of backpressure.

Haulin-
Now that makes sence. I just looked it up on AE and it says Exhaust Pressure Control Valve, that must be from my DIY exhaust brake I use quite a bit. I should have picked up on that before. Thanks, I appreciate you pointing out what I over looked. Sometimes you focus and can't see the forrest for the trees.

Keep Strokin'

 

[spdiesel]

The backpressure sensor and valve are two entirely different circuits...if you delete the EBV, and leave the harness with no path, then you are going to throw codes.

Scanning thru this, I see at least one person who has had trouble with a product of ours...but we never have seen it back for replacement....if it's bad we'll fix it. The product is designed to solve the EBP code not the EBV codes.

 

[kainers]

I took the sensor off the pedastal and plugged it in and threw it in the valley.

As for the sensor on the front of the motor.I found mine clogged to end of the earth tonight.The only time you will throw a code is when your boost is sustained and the back pressure sensor doesn't read nothing but baro or atmosphere pressure.

Hope this helps a little

 

[Firedogbme]

[ QUOTE ]
OP - I asked a question a long while back about what exactly the EBPV sensor had input on or what engine controls the EBPV had "influence" over. I got alot of intellignet answers that all boiled down to 1) it influences alot of engine parameters and 2) nobody knew all of what it influenced.


[/ QUOTE ]

This is directly cut-and-pasted from a sponsor's website:

[ QUOTE ]
Do you have a modified truck or a bad Exhaust Backpressure Sensor?

Did you know that when you throw an Exhaust Pressure Sensor code, that your truck will defuel on top just like an overboost code? Yes it can and does happen. The exhaust backpressure sensor when a reading of 45PSI or more is achieved will store a code and remain in a 'defueled' mode until the next drive cycle. If your sensor is back or you have a really hot chip, this code can get thrown nearly every drive cycle. This costs you top end boost, and power since the truck isn't fueling as it should.

[/ QUOTE ] To see the rest of the quote, Click Here.

I've been told by several "Powerstroke-Intelligent" guys that the above quote is true, the PCM WILL defuel the motor at high back-pressure as a fail-safe strategy. In thinking about it, it makes sense. My original concern was in disconnecting and removing the EBV sensor, or at least removing the exhaust line and leaving the sensor open to atmosphere. So far, no one has been able to confirm that doing this will affect performance. I tried an experiment today that gave me some answers:

I cut the end off of the tube and hammered it closed, brazed it, and put it back on the manifold port to cap it off. I left the sensor open and plugged into the harness, so basically it is reading atmospheric pressure. I then drove the truck to the fittings store to pick up some parts. The truck was very sluggish, slow to spool up, boost was lower. I almost thought I had the chip in "stock" setting, but it was in the same setting as before.

I found some fittings that will allow me to connect the sensor to the MAP sensor line, which will allow the sensor to see a 1:1 boost pressure. With the QSSB turbo, this should be pretty close to the backpressure I was seeing before I capped off the EBV tube. As I said originally, this was what Dennis told me to do in the first place, so props to Dennis /ubbthreads/images/graemlins/biggrin.gif. I'll do that in the morning and drive it again to see the difference, and I'll post the results.

 

[CSIPSD]

Your EBP and MAP sensor should read about the same at idle... about 13-14psi depending on elevation...

 

[Firedogbme]

[ QUOTE ]
Scanning thru this, I see at least one person who has had trouble with a product of ours...but we never have seen it back for replacement....if it's bad we'll fix it. The product is designed to solve the EBP code not the EBV codes.

[/ QUOTE ]

Not really sure if you want to go there. . . I tried to contact you a couple of times about it, but I'm still waiting to hear back. It's been a few years, so I'm sure you've forgotten about it /ubbthreads/images/graemlins/wink.gif

 

[spdiesel]

Just mail it back with a note to R&R we'll take care of it. I dont' recall an email from you but that works too.

 

[FireHunter]

OK, so if we combine a couple of posts in this thread I see that the EBP sensor should read around 13-14 psi at idle and will defuel the engine at 45 psi. This says to me that anybody and everybody that can make more than 31 or 32 psi of boost is going to defuel unless the have both a MAP overboost eliminator of some sort AND an EBPS overpressure eliminator of some sort. Logical conclusion or ???

I still have stock injectors so I don't think this is going to apply to me anytime soon. /ubbthreads/images/graemlins/laugh.gif But that does mean that the 1:1 ratio of hooking the EBS to the MAP line would work in my case. I am interested in those results! Thanks Dennis and Firedogbme. I am also interested to see if hooking the EBS to the MAP sensor would have any advantages over the "dongle" (variable EBP readings as opposed to constant)?

 

[spdiesel]

if the sensor goes bad, then you will still have the same issues. that is why we went the dongle route. The sensors fail as do the tubes, etc...

I lost count of how many of these we have shipped and installed and at least one other company straight up copied our design...