KDS

90BODY INTEGRATION0060AAABDY INTG, REMOTE POWER MODULE Mounted Under Cab or On Battery Box, Up to 6 Outputs & 6 Inputs, Max 20 amp per Channel, Max 80 amp Total; Includes 1 Switch Pack with Latched Switches

91BODY INTEGRATION0060ABEBDY INTG, PTO ACCOMMODATION for Electric over Hydraulic PTO, Does Not Include Solenoids, with Latched Switch Mounted on Dash Includes Audible Alarm and Indicator Light in Gauge Cluster (Requires 1 Remote Power Module input & 1 output)

Find the Remote Power Module (RPM). There will be a 6 cavity plug. One of those output pins will be controlled by the PTO dash switch. 

A dealer "should" be able to provide you with terminals if you need them.

Can you post the VIN?

I'd like to see what modules the truck is equipped with. There are a few different ways to wire it.

ZOG,

I'll give you a tip.

Raise the rear of the vehicle until the engine is level.

Then when you lift the oil cooler, You won't have a mess.

Add 2 qt's before you put the new cooler back on and you'll cut way down on the cranking/priming time.

What did the IPR screen look like?

Was the drive end seal pushed out?

This may be a case of gravity.

Might be a good place for a thermal imaging camera

20 minutes ago, zog said:

Keith, I have seen that problem with the pumps cracking as well on the early built 6.0, but couldn't remember if the icp psi pid was saw tooth as well. The other thing that swayed me away from that was how intermittent the concern is, can that create an intermittent concern that only happens cold? This vehicle got a short block and one head back in 2016, but the problem didn't start until a year later.  Hfcm is new, front cover and low psi pump, oil pick up tube, several injectors had been replaced over the course of two years, i'm sure i'm forgetting a lot. We installed two new batteries last week as well.

KDS, I felt the rpm seemed low too, but referred back to the Hard Start/ No Start diag sheet that lists 100 rpm as minimum. Icp voltage koeo .17v in some recordings .21v in others definitely low, but during my recordings with the truck starting with out issue they are the same so that kind of threw me for a loop.  Made a new recording this morning, the truck didn't start  (only a cold start issue), found battery voltage to drop to 10v while cranking. 

Brad, I checked the mating surfaces for both the cam sensor and crank sensor are free of any rust or scale. The engine has only been in this truck for 2 years now. 

 

I know what the diag sheet says. At 100 rpm, the compression events are too far apart to effectively heat the air in the cylinder for combustion. You could plug in the block heater for a few hours and see if that makes any difference.

How does the engine sound while cranking?

Have you tested the starting circuit for excessive V drop or A draw?

Try removing the belt.

The ICPV is in range KOEO.

The recordings show a mismatch between V and psi, Usually the sensor.

Might be time for some air testing, get a look at the sensor and wiring and the screen on the IPR. When those early pumps begin to fail, It can pressurize the drive end of the pump and push the seal out.

They will usually leak more air than "normal".

I see a few things.

Cranking RPM is too low.

I like to see 150 at a minimum, 175 would be better.

Funny ICP/IPR numbers, Lets start with ICPV KOEO?

TSB: 18-2109   I saw this the other day, Applies to P207F and others.

Chad, That's terrible news.

Follow the Dr's advice about the recovery. It gets harder to heal as you get older.

If you have a go fund me type thing, post it here.

PS,  Think of all the time you have for online training!

Yes, Dye would be my suggestion also.

It has been very helpful in determining leak sources.

How does It sound cranking, 

Smooth or erratic?

Your RPM is good.

I've seen some that were low, But not that low.

WOW!

I wouldn't be in a hurry to toss a fuel system at that one.

I'd want to be sure the base engine was alright.

I guess I'd start with a bore scope.

I would feel more comfortable replacing the fuel system.

If you've got metal in the return flow, It's gone out the delivery too.

Plus....... It's a 6.4, It's just lookin' for a place to die.

Have you run a R/C test?

Yeah.............

Technology is great, When it works!

Joe,

Did you get an email receipt with the activation code?

Keith,  i just read PP "J"

I use a slightly different test for EGR operation/integrity.

I select EGR Cmd

MAF Flow, not Hz

EGR BP

 I close the EGR and watch the MAF. Should be over 30. Often 33-35.

Then I command the EGR fully open, I like to see MAF drop to below 10.

I will open and close the bypass to verify good flow thru the cooler.

Of course that is a hot side EGR valve. Might be more prone to issues.  

Return line kit.

Dipaco makes some kits for the IDI's. They come complete, Hose, Caps, O-rings and clamps.

I keep 1 in stock as I have a couple of IDI's and I service a few.

www.dipacodtech.com

Does it have a programmer?

I have had an issue programming a new FICM, Kept getting the error message. Found the programmer cable tied in at the PCM.

I unplugged it, and it programmed fine.

Brad, That could get ugly.

I would think you'd need to diag it yourself, IE,

Does it make any psi at all?

Are you gonna do it with the trans removed?

The loose gear/bolt should be obvious without pulling the pump.

What if the pump has failed, Did it send any debris out to the injectors?

Could be a wiring issue, I believe the VCV would default open anyway, But the PCV would need power.

As you said, Prepping the owner is a good idea.

William,

I would be much more interested the ICPV instead of whatever pressure the PCM decides to display.

The 85% IPR duty cycle is certainly an indicator of a HPO system issue. Have you checked the base engine oil system yet?

Every single one of those early pumps I have replaced had the drive end oil seal pushed out a bit.

An internal failure of the pump will allow the high pressure to get out and push on the seal.

You shouldn't be able to hear any air or gurgling in the oil filter housing.

Even at 85%, The IPR is still open a little bit. You would need to block it off completely to truly "deadhead" the pump for a max psi reading.

You are listening for a change in the air leak (flow) when you command the IPR open and closed.

From what you said, It seems to be a load based issue.

Is this thing stock?

Have you verified FRP sensor KOEO?

What were the VCV, PCV readings during the high pressure test? They may be maxed out to try and maintain the power level.

Did you replace the HPFP for this issue or something else?

I would also want to pull a fuel sample and do a suction/supply test.

Any injector over 10 gets replaced. On this, I'd probably do the 5 also.

What's the aftertreatment history? Frequent regens?

I still see plenty of 7.3L / T444E engines.

I have an IH school bus here now for inj's (444).

Sounds like quite a history on that truck. I can't recall seeing a broken crank on one of those.

Ideally, It should finish getting "converted". I don't know about the pump.

You might check with Alliant, www.alliantpower.com  I think there may be some interchange / crossover data there.

There are also different IPR's (some had edge filters)

In Ford trim, That probably had split shot inj's. Of course, You'll need the correct IDM to go with it.

You could probably just order inj's by VIN and be OK.

I use    www.revouninstaller.com  when I want to remove all the small bits from a program

Stiction?

You might try plugging the block heater for a few hours or overnight.

See if it starts normally then.

High IPR DC can be a fuel system issue as well.

PCM can't control FP.

All it can do is jack up the IPR to try and get the fuel through the injector.

I believe the owner is likely a major cause of the issue. 12.5 avg MPH on the 1st and 11.8 on the 2nd. 

Being a wide frame the DPF is after the SCR cat. I suspect that it is being heavily sooted up from all the idling and/or low speed operation.

Pull EGT 13 and see how caked the soot is on it. 

You could try running a couple of regens and see if the cleans it up some.