blown99

You don't want to be using DLCII for a DLC system. When you open up MD, scroll down and click on DLC. Most things will work in DLCII but the ecm's are two different animals. Your IPR duty cycle should not go over 45% on a good system. 65% indicates a condition that the ecm can not compensate for whether it be a worn hpop, leaky injector, sticking ipr valve. You need to dead head that pump when the fault code is setting. Keep an eye on the oil temp as well. make sure when you are road testing trying to duplicate the condition, that you oil temp is 185 or hotter.

A hpop can be intermittent. Many times, they pressure test fine with cold oil then once at operating temp, they begin having issues. They also can be intermittent when hot. In these situations I bring my gauge with me on the road test and as soon as the 333 goes active, I pull over and dead head the pump. You can do this by yourself, bring a jumper wire, pop the cover off the power distribution box, with the key on, unplugg the starter relay and jump the pins, watch your gauge, there is no need to full field the IPR, the ecm will give it its max duty cycle and with the limited volume of oil needed to actuate a pressure gauge you will be able to get an accurate reading - 5,000psi. Injector o-rings will give you crank no start conditions, typically not a 333 code. You can though, have injectors bleeding off oil out of their return port this is much more common on injectors with more than 5,000hrs. To check this, remove the valve cover, remove the plastic oil deflector shields, unplugg the cam sensor, energize the IPR, crank the engine, look for an injector that is dumping more oil than the others. The valve cover is very easy to remove on a 4300, you do not need to gut the cab to remove it. I have also seen an EOP sensor shorting v-ref to ground, this was causing an inaccurate icp voltage causing a 333. You could unplug your other 5v sensors and run the engine to see if you could duplicate the complaint. Your IPR % should not go over 45% under full load. Anything much more than that indicates a system leak/problem. SM makes this hard to view with their auto scaling, MD you could see the two graphs (ICP and IPR%) separating from each other with just a glance of the screen. Also, Do not forget what the code description is. ICP above or below spec. Usually the problem is low ICP but there are times when the ICP is above spec. ICP above spec will occur when there is a low voltage condition and not necessarily with the ICP/IPR. Use SM or MD and monitor battery voltage, be sure it is the same as vbat. Old well used ECM relays that have some arching on the contacts will cause low voltage to the ecm, somebody that change a set of batteries and missed one of the jumper cables so the battery that the ecm clean power wires are hooked to is not charging or receiving a low charge from the alternator, loose starter cables/battery cables as well. Also when dead heading the pump, do not be afraid to crank the engine for 20-30 secs continuous. Sometimes it takes some sustained pressure for it to show its weak under load.

International will never go to scr, just ask the president if IH.

Get the engine oil hot and perform a dead head test. This will require a gauge that can go to 5,000 psi and a #6 JIC male fitting the thread into the high pressure oil hose. Use your break out T and apply battery power and ground to the ipr valve and crank the engine. The gauge should read 4100psi. If it does not then swap in a test IPR valve and retest. The ipr valve is the same is a 7.3l. It is usually a safe bet that the hpop has failed if you do not have a good ipr to test with. A 333 code will be set when the ipr duty cycle exceeds around 50% for more than a few seconds. The icp is not matching the desired. Once the hpop starts to fail, become weak, it can not produce enough pressure to satisfy the icp desired and the 333 dtc will be set. A failing IPR valve will usually leave you with a intermittent stalling condition with no codes or a crank no start.

Quite possibly. A lot of ford techs doing side work buy a few at a time. The cores are $245 through IH.

What I was trying to say was if a over the counter guy came and bought a complete ficm, had it programmed for his ford pickup at the ford dealer or someone with IDS, then it failed, me as an IH tech can not program it if I was to replace it under the parts and labor warranty. International sells the halfshells. You are correct that they do not have to be programmed.

Warranty somewhat depends on the dealer. All parts are 1yr over the counter. One dealer I worked at - sell a motor over the counter and it failed, we replaced it, even in if it went in a Ford pickup. The current dealership is - they give you a replacement part over the counter. I think the first dealership was doing it correctly though (or else they would not have been paid) As far as IDM's go, if you bought and IH complete ficm and it failed, we would have no way of programming a replacement ficm under warranty.

That would be me that sells them on ebay for $180. I started an e business a few years ago selling mostly powerstroke parts and mustang parts. For some reason, the 6.0 parts are very popular. Dorman also makes a repair circuit board. Sell price is around $180.

IH used to be against stop leak. Then when they had issues on the I308 front covers they issued a recall. The box contained a sticker and packet of stop leak. Front cover leaks would no longer be warrantied. Funny how the rules change to suit them...

Thanks for the tip on the 6.4l lines. I'll be asking for these this week when snap on shows up.

International was talking about the grooved spools several years ago. The rep stated it was too expensive to do and that they would not be going forward with it.

I have pushed several of the pressure reliefs out the side of the pump while performing a dead head test on the hpop. The maxforce pumps are set for around 6100psi. Thanks very much for the cutaways. Excellent job.

What does IDS do that this does not?

Not on the 6.0's, I see them on the 7.3 engines, more so on the old body style.

They have actually been very good in the IH chassis. We have a couple fleets of buses around us that have them. I've done two hpfp, a set of injectors, and a frp sensor for unexpected repairs. Everything else has been ecm reflash's and recalls.

Any 2007 and newer cummins engine (DPF Engines) will require the inline 5 or 6. They work on a 1939 data link. The IC4 is not a very stable com box when working with 1939 data links. MD will not display the correct fault info on anything but IH engines, it is very hit or miss. For my personal diag laptop I run the Nexiq USB link. It works on everything and does everything for every bit of software that I have used it on. Some com box's will work but don't let you program/reflash etc. You should be able to call your local distributor and get a reg. key right over the phone. They will ask you for your PC ID which can be found in the pull down menus in insite. If I remember correctly, you can use insite as a read only device; this will allow you to read fault codes and data. Insite is very user friendly as far as running test, changing parameters etc. Data rate is slow imo. Just remember when selecting a com box at the bottom of the screen - pre 2007 non dpf are 1708 and 2007 and newer are 1939 com communications.

So as long as the PCM receives the signal from the PATS transponder (located in the trunk)then the ecm will allow the engine to run. It sounds like as long as I use the PATS transponder, matching key and key fob with matching cluster, then the ecm will receive a its ok signal from the PATS module and allow the engine to run. Thanks very much for the info.

Need some info on a PATS system in a 96 Cobra. I will be installing a 96 GT ECM (bbs4/cdan4) into this cobra chassis along with the correct engine and automatic transmission harness from the GT. Does the PATS system recognize the ecm or does it recognize the dash cluster? The keys on the 96's have chips in them or does the key fob disarm and arm the theft system?

We have the tank delam issue in the northeast. IH still has the tank rusting issue btw.

This is one of the ones I am looking at. http://www.ebay.com/itm/260974582723?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1438.l2649 The older version 74 requires yearly updates/subscriptions?

I am looking to buy an IDS and VCM set up. I am looking to be able to diag the diesels (primarily) and program ficm's. I have been looking at some used equipment but am not knowledgeable enough to know exactly what I am buying. I am looking at a laptop with IDS v74 with a vcm to laptop cable and the vcm to obdii cable. How old is the v74 software, will it let me do what I am wanting to do. How much does it cost for a v77 subscription per year? Anything else that I need to communicate to a vehicle. Thanks for the help.

This is the fluke 233 automotive meter with the removable screen. Works well for the trucks that I work on for testing components at the rear of the chassis when you can't see a normal meter reading. I do have the 88, 87, 77, otc 100. Never tried the test light when checking duty cycle. I'll have to try it and see. thanks

When I first started in the field the very first tool I bought was a good quality meter. All the guys in my shop broke my balls. Test lights were king then. Nobody spent hundreds of dollars on a meter (or a tool at that time). Can't seem to find the duty cycle function on this meter. I understand how to hook up the meter to take the reading, there is no button/icon to choose the function.

I picked up a fluke 233 remote screen meter as a back up. I can not figure out how to read a duty cycle with it. The manual is very basic and does not even touch upon this feature. Can anyone help me out?

Service maxx with DLC will show an inactive code as an active code. How do you know what to diag?? It also can take an entire road test before any/all the fault codes are displayed. I have had engines with engine lights on with active codes and service maxx did not display the actual active fault (I plugged in with master diagnostics as the fault codes I had in service maxx would not put an engine light on) I have spent many hours on the phone with their engineers, they have taken many screen shots of these issues. The engines effected by these issues are no longer in production so it is not a priority for them. I just bought a new toughbook last week - still had MD loaded in it. I know it is no longer an option on the dealer list as far as selling to a customer.