How do you diagnose a IPR failure? - Ford Powerstroke Diesel Forum
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post #1 of 14 Old 08-24-2013, 04:41 AM Thread Starter
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How do you diagnose a IPR failure?

I think the IPR is goine bad on the 6.0 I am working on. The truck is a 2006 F250. I rebuilt the engine 6 months ago. The engine got new rod and main bearings, new piston rings, honed all 8 cylinders, new low pressure oil pump, all new roller lifters, hpop fitting and dummie plug update kit. The hpop oil rails got new standpipes with all new orings.The owner did not want a new turbo, new hpop, or new injectors.
He called me thursday and said his truck would not start. He pulled up to a gas station to buy fuel and the truck would not start after he bought fuel. He had the truck towed to my shop. I ran jump cables from my truck to his because his batterys were almost dead. I guess he cranked on it for a while. I hooked my lap top up to it and monitored the injector control pressure, and icp regulator % while cranking. The ICP regulator was at 87% while cranking. The injector control pressure was at 45lbs. The Injector control pressure began to slowly rise after the third attempt to start. It got to 300lbs and the truck started to fire. I kept trying to start it and it got to where it would start running and die immediately. It did that 3 times and then it stayed running. I shut if off and restarted it several times. While running the Control pressure was around 890psi at idle. The ICP regulator was at 27% at idle. Is there any way of checking the ICP regulator to see if it is on its way out?

Caterpillar Level 3 Diesel Tech
1991 Ford F250 7.3 IDI
All aluminum radiator
1 ton axle and suspension
dually wheels
koenig rawson tool bed
billet grille
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1991 F250 7.3 IDI
Awaiting 5 speed transmission swap and banks turbo install.
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post #2 of 14 Old 08-24-2013, 05:29 AM
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The ICP regulator was at 87% while cranking.
The position commanded was 87%, but the actual position could be anywhere. Yes, it could be the IPR sticking intermittently open. Without having a high pressure bench stand, you are pretty much stuck with replacing it if you think that is the source of the problem. There was a lot of work performed, it is possible a bit of contamination made it to the IPR valve before or after the repair.

Although highly unlikely in this case, wrong oil filter and cap?

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post #3 of 14 Old 08-24-2013, 06:42 AM
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While I have never actually seen a 87%IPR I think you have a IPR problem or a very small
High pressure oil leak since you do eventually reach enough pressure to fire and run.

It could also be a low presure problem not being able to fill the resivoir fast enough altho I would lean toward the HP oil leak since even when running you only make 850 psi.

You would need further indepth testing to know for sure.


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post #4 of 14 Old 08-24-2013, 08:55 AM Thread Starter
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Originally Posted by dannyboy950 View Post
While I have never actually seen a 87%IPR I think you have a IPR problem or a very small
High pressure oil leak since you do eventually reach enough pressure to fire and run.

It could also be a low presure problem not being able to fill the resivoir fast enough altho I would lean toward the HP oil leak since even when running you only make 850 psi.

You would need further indepth testing to know for sure.
I changed the IPR to 50% at idle and the oil pressure went to 1500psi. I only did this for a split second because I didnt want to blow an oring or damage anything.

Caterpillar Level 3 Diesel Tech
1991 Ford F250 7.3 IDI
All aluminum radiator
1 ton axle and suspension
dually wheels
koenig rawson tool bed
billet grille
HID headlights
clear corners
Custom 1/2" thick front brush guard/bumper


1991 F250 7.3 IDI
Awaiting 5 speed transmission swap and banks turbo install.
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post #5 of 14 Old 08-24-2013, 08:57 AM Thread Starter
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Quote:
Originally Posted by twoicebergs View Post
The position commanded was 87%, but the actual position could be anywhere. Yes, it could be the IPR sticking intermittently open. Without having a high pressure bench stand, you are pretty much stuck with replacing it if you think that is the source of the problem. There was a lot of work performed, it is possible a bit of contamination made it to the IPR valve before or after the repair.

Although highly unlikely in this case, wrong oil filter and cap?
It is very possible that contamination made it to the ipr before repairs. The truck had a roller lifter failure that wiped out the cam lobe and the low pressure oil pump gears.

It is also possible that the wrong oil filter and cap were installed. He payed me to change the oil 4000 miles ago and he used an autozone filter....not a motorcraft.

Caterpillar Level 3 Diesel Tech
1991 Ford F250 7.3 IDI
All aluminum radiator
1 ton axle and suspension
dually wheels
koenig rawson tool bed
billet grille
HID headlights
clear corners
Custom 1/2" thick front brush guard/bumper


1991 F250 7.3 IDI
Awaiting 5 speed transmission swap and banks turbo install.
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post #6 of 14 Old 08-24-2013, 08:58 AM Thread Starter
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Is there anything else I can check or test? I hate changing parts without pinpointing what is wrong first.

Caterpillar Level 3 Diesel Tech
1991 Ford F250 7.3 IDI
All aluminum radiator
1 ton axle and suspension
dually wheels
koenig rawson tool bed
billet grille
HID headlights
clear corners
Custom 1/2" thick front brush guard/bumper


1991 F250 7.3 IDI
Awaiting 5 speed transmission swap and banks turbo install.
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post #7 of 14 Old 08-24-2013, 10:24 AM
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That is where a tester IPR comes in handy. If you do enough 6.0 repairs it's worth having.

-Matt

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post #8 of 14 Old 08-24-2013, 12:30 PM Thread Starter
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Any ideas what I should check? I honestly do not know where to start.

Caterpillar Level 3 Diesel Tech
1991 Ford F250 7.3 IDI
All aluminum radiator
1 ton axle and suspension
dually wheels
koenig rawson tool bed
billet grille
HID headlights
clear corners
Custom 1/2" thick front brush guard/bumper


1991 F250 7.3 IDI
Awaiting 5 speed transmission swap and banks turbo install.
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post #9 of 14 Old 08-25-2013, 05:17 AM Thread Starter
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I guess I'll remove the driver's side valve cover tomorrow and look for a hpo leak. If it does have one it will probably be on the passenger side knowing my luck. There is a bit of a clearance issue between the valve cover and evaporator housing. I'll keep you posted.

Caterpillar Level 3 Diesel Tech
1991 Ford F250 7.3 IDI
All aluminum radiator
1 ton axle and suspension
dually wheels
koenig rawson tool bed
billet grille
HID headlights
clear corners
Custom 1/2" thick front brush guard/bumper


1991 F250 7.3 IDI
Awaiting 5 speed transmission swap and banks turbo install.
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post #10 of 14 Old 08-25-2013, 06:07 AM Thread Starter
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First start of the day with the engine cold.....Took 7 seconds to start. I am definitely leaning toward a high pressure oil leak.

Caterpillar Level 3 Diesel Tech
1991 Ford F250 7.3 IDI
All aluminum radiator
1 ton axle and suspension
dually wheels
koenig rawson tool bed
billet grille
HID headlights
clear corners
Custom 1/2" thick front brush guard/bumper


1991 F250 7.3 IDI
Awaiting 5 speed transmission swap and banks turbo install.
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