deezul

My concern is that this truck doesn't "stutter" when under heavy load which, I would believe it should show it's weakness, right? I can pull wot up a hill and the truck won't miss a beat but when I cruise at 80mph (truck is hot), the truck just starts stuttering, every time it stutters you can see the "blip" on the ICP pid. The ICP voltage either spikes or drops off but does not stay constant when it's "stuttering". I know this information sounds redundant, I'm just repeating myself, once again, I'm nervous about throwing a pump at it. I've checked base pressures when cruising, it's staying constant, driving with ICP unplugged does nothing for the issue.

So according to Ford Hotline, anything over 3,000psi is acceptable for HPOP pressure when dead headed. I know a few of you guys have said pump is starting to fail, but unfortunately I really need some hard evidence to prove the replacement. I had even isolated heads, pressurised the left head and then pressurised the right and then dead headed the pump. No change in pressure really in around the mid 3500's. Here I go chasing my tail again... Will try a known good IPR and driving the truck with the ICP unplugged.

Although I have had turbos and VGT solenoids cause some surging issues the pids don't lie when monitoring the data when the event occurs. There is a direct correlation between when the ICP drops off and the surge - it feels like a boat is rocking on the water. It's nothing I have ever felt before, just cruising at 70-80mph this gentle rocking and an ICP pid graph that looks like a bandsaw blade, always short of the ICP_desired pid but usually not by much, 50-200psi. Thanks for the help so far.

I just finished dead heading the pump and it's max pressure was just under 3300psi...

I have been working on this 2004 F350 intermittently for close to a year now. It mostly sits and the customer lives in one province but works in another, the truck doesn't see much action. The truck has been suffering from a surging issue that has been thought to be remedied but it seems to return sporadically, it now surges all the time. The truck originally came to us as a no start - fellow tech put an IPR valve in it as the valve had the screen punched out of it (bad sign already). When he took it for a road test after the repair it was surging terribly after the IPR replacement - he then handed it over to me. When under WOT the FICM MPWR would drop right off - put a half shell in it and the surging and low voltage was fixed. The truck came back to us this spring - surging again but not to the same extreme as it was with the faulty FICM. Fellow tech rebuilt the turbo, he felt it was turbo surge (po299 present, failed vvt test and turbo boost test). I agreed with him, the turbo needed to come off, unison ring was so badly seized on center hub that it cracked upon removal. Anyways, turbo rebuilt - surge still present. I took this truck for a road test and captured selected pid data when the surge would occur. Heavy load and/or between 70-80mph. During the concern the ICP pid graph spikes and drops off, like a saw tooth pattern. An example is ICP @ 2322psi and ICP_Desired @ 3915psi with the IPR @ 85%. The truck has no issues starting - hot or cold. Like I said, this happens irregularly, not all the time but certainly under the conditions mentioned above. I have tried a known good ICP sensor and have pulled out the IPR to see if there is anything sinister (visually going on). The customer of course is not happy as he has spent a few $$'s on this truck in the last year. Everything that has been replaced needed to be replaced but that's not always how everyone views it. So after this long winded story my question is: a) This is a high pressure oil concern but other than dead heading the pump (which may not show me anything per se) what other diagnostic procedures could I perform to come to a conclusion - not a hypothesis. Any help would be great, thanks!

@ Keith Browning - What did you find with the #8 dead cylinder?

Right on the nuts Matt! Needed it all for fuel system. Using the black caps works a hell of a lot better than using a paint strainer as dictated in the WSM... Thanks for the help, it's all good now!

Will do, thanks! I also didn't think of monitoring the Fuel Pulsewidth when cranking, I'm at 4ms. Looks like I will redo the debris test using black catch caps and redo the mist test. I'll start with the debris test...

Hey guys, like usual need to pick your brains on a 6.4. I haven't worked on a lot of them, our dealer never sold many and many people around here are still recouping from the 6.0, so they are somewhat scarce. Had a 2008 F550 w/150,000kms towed to me. Cranks, no go w/ P2291 present. Truck wouldn't build anymore than 400psi of rail pressure. Went through the PC/ED Hard/No start check sheet and found the HFCM could barely make 2 psi of pressure. Replaced HFCM and harness and re-tested. Still, 400psi of rail pressure. Pulled out the glow plugs and Cyl#1 was a gyser. Performed compression test on engine, all cylinders around 300psi, no debris in fuel system. Installed new injector, bled system and now it builds proper pressure buuuuuuuut, still no start. I have made sure to clear the adaptive tables and have re-scanned for codes. Checked for elevated oil levels, drained oil and checked for leaks with HFCM turned on. No codes present in system (p2291 gonzo). Hotline had me re-bleed the system but still, nothing... The customer is also self employed so he has the time to help me with his truck ("it will start, it's just air in the system, let's keep trying to bleed it!") After about 2 hours of bleeding/cranking it did start, ran like a pile (after I shut it off, I'm back to square one) and I was able to perform a powerbalance, cylinder #7 and #4 were erratic with #4 being pretty much dead... No injector codes present. When bleeding the high side I do have bubbles periodically (I read a previous post where Aaron said that Hotline said that a "Champagne consistency was ok...") I'm not sure what I'm missing, if it was a dead injector or a couple of them, why can't I at least get it to run like a bag? If it was a leaking pump or a pump sucking air shouldn't I see drips out of the oil pan or elevated levels? Any help would be great, I'm probably missing something simple but I sure am scratching my head... thanks in advance guys, you're help is always greatly appreciated!!!

http://www.thestar.com/news/article/1125718--electro-motive-to-close-london-locomotive-plant?bn=1

Rust jacking was the culprit.

Well, the customer called in and said everything is working good! Thanks for all the help guys, I truly thought it was an issue on the oil side of things...

"I was just driving down the road and I heard something go bang!" "Whatdya mean it's not covered under warranty?"

By the looks of the block this may be the issue Brad. Unfortunately there isn't any flats left on the head of the bolt so once I get approval for re+re of p/s pump I will know if my issue has been fixed... Not sure though why once hot all issues disappear. Low pressure oil system has been verified as operating properly..Base oil pressure is within spec. Filter is factory Ford and the standpipe is intact. Oil is not sludgy, it appears pretty fresh.

Anyone a fan of Tosh.O It's a pretty hillarious viral video show...I'm not a huge fan of most of the skits but the videos are hillarious.