AintQik

IPR for the win. Got the part, installed and fired right up. Running like a champ. Thanks for all the help. Hope to be able to contribute.

I took the IPR solenioid off and the shaft was soaked in oil. In the valley I found remnants of at least 2 other IPR changes. I guess this thing likes to eat them. So, keep your fingers crossed for me. I saw evidence of a fuel leak in the valley. I don't like fuel leaks so I took everything apart. Hoses dry rotted. Screen in fuel pressure regulator packed with rust. Bottom of fuel bowl had lots of sediment from what appears to be yet another delamination issue. I'm going to order 2 tanks from an after market place. Good news is it looks like the filter was doing its job. Also need to get the fuel pressure regulator rebuild kit. If you guys have the Ford part handy I'll take it. I will also search the site, I'm sure it has been posted. Any links to the schematic for the regulator. I may have inadvertantly dropped a check ball. Are there one or two of them? I have the one that goes behind the screen, but I thought I saw something fall off the bench when I took the clean side apart. Is there a check ball under the snap ring assembly? Thats guys I will let you know how it goes.

Had a chance to mess with it again today. cranking RPM was 175 Voltage was 10.6 IPR was at 55% duty cycle ICP was .24 and moved to .26 never rose higher Oil in resevour was full and stayed full, I checked again toda Since I can't deadhead the pump I think the next logical step is to put an IPR in it. I have a hard time believing I would go from a great running truck to no oil pressure in a heartbeat due to a bad o ring in one of the injectors. I'm also still registering lower lube pressure. What do you guys think?

I see the ICP climbing to 1.24V. Does that rule out the IPR? I hear that somebody was switching between fuel tanks before I got in. Could I have something as simple as air? The low or odd schrader valve reading might confirm this. I thought cranking alone would bleed it out. Lord knows I've done plenty of that. Folks want to shoot a little ether in the inlet while cranking but I'm not real fond of that idea on this engine. Checked fuel bowl and it was almost full and there was no sign of debris.

I do spend quite a bit of time over in the sand box. Lots of interesting problems associated with the environment. I appreciate the help and will let you know what I find.

Bruce, Thanks a ton! The ICP read .24V KOEO and I am pretty sure it climbed. At that point I was focused on the KpA. I was concerned with the cranking RPM but for some silly reason I could not find it on the Solus. For giggles I did have a good CMP and swapped it even though I was seeing signal on the tach. No change. I will double check the ICPv, crank RPM and stick an AMP clamp on the GP circuit and let you know. Glow plugs Ohmed and checked good for voltage, which I know is different.

First off, I'm not a Ford Tech so be kind I'm in the military and with the many International diesels we have I figures this forum would be a great asset in conquering some of my problem children. On to a problem child. 74,000 mile truck. One of the rare occasions where I was actually in a vehicle when it died. It was damp, pissing rain actually, and I fired the truck up. It ran for about 20 seconds. I gave it a slight throttle, maybe 1400 rpms and it died and has never started again. Didn't want to jump to conclusions so we began troubleshooting. WTS light is working. Fuses/relays are good. No codes, well I lie there was an IAT code but I saw the connector fell off. Put it back and no codes. Using a Snap-On Solus. Checked GPR and it was good. Ohmed out harness and it was good on one bank and moved on. I didn't really think it was an issue due to the way it died so I skipped. I know, I know Im just being honest. Oil resevour full and stays full. Tach moving. Scan while cranking indicates an ICP that slowly climbs to a max of 124 kPa. If my math is right thats like 17 psi. That aint gonna work. Fuel pressure was building up at the schrader to around 20 psi but that may be another issue. It was less than 1 ms when cranking. .42 ms to be exact. I think it should be between 1 and 6? Pulled the ICP connector and it jumped to 16600 kPa, still no start. IPR was loose when I tapped on it I could turn the jam nut a good turn. Tightened and no change in any reading or behavior. No smoke out of tail pipe when cranking. Injector buzz test sounded good with number 7 being slightly louder than the rest. I pretty much ruled out the IDM (which I was sure it was due to the moisture) Passed on the scanner but you know how that goes. I hate throwing parts at it but I don't have the proper tools to deadhead the HPOP and check. Having said that, I am leaning on trying to fab up a test kit or just ordering a IPR and having at it. Any thoughts, a good way to test the IPR?