2002 f350 hpop questions/issue

What's your pids on monitor say at warmed up idle? Icp and ipr %

These numbers are off the top of my head as they seem to be in spec, at hot idle the ipr% is anywhere from 9 to 11 and icp is usually same as rpm at idle, at 700 to 900. Which tells me the hpop and orings are in good shape at lower rpm/demand it's only when I stand on it it'll read low pressure. I know hpops on these are usually pretty good and don't rarely go out. But it seems weak or possibly the lpop can't keep up with demand, I've never seen the oil pressure gauge drop which is a glorified idiot light.

No codes?

Nope none at all. Starts good, runs good, drives good, shifts good.

Try checking it with something else, the cts3 sucks, no offense I have one too. iv sold several and they all are Goofy.

I don't use the cts for checking codes just for monitoring pics, the only code I have is for vss in the rear axle which I have unplugged because the tone ring is so fat offset that it has an erratic reading and the speedo is erratic when plugged in, but again no codes as far as with the engine.

If you're just shooting in the dark I appreciate it but I'm looking for a more solid answer.

I'm just saying to try a different way other than the edge. I just use mine for PIDs as well. I typically just use my scanner for codes but I know most people don't have a snapcon scanner or alike just laying around.

Whats the ipr and icp WOT?

1994fordf350 said:

I don't use the cts for checking codes just for monitoring pics, the only code I have is for vss in the rear axle which I have unplugged because the tone ring is so fat offset that it has an erratic reading and the speedo is erratic when plugged in, but again no codes as far as with the engine.

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So, why be cryptic??? What is it you're using to retrieve codes and monitor sensors?

How many miles on the HPOP, Injectors, and more importantly, injector O-Rings?

The HPOP itself would be pretty far down the list of likely suspects for me. More often this is about a pump being able to make plenty of pressure only to see that good pressure being blead-away by leaks or faulty IPR. This can show it self by comparing Cold engine ICP pressure and IPR% and comparing them with the same Hot engine readings while cranking on the starter. Hot means thinner oil, softer rubber parts, and expanded metal parts like the IPRs pintle (if susceptible to sticking) that are the first signs of a HiPres Oil problem if effected by that change in temperatures.

The cts3 is just for monitoring, like gauges in the a pillar but for $300 it's the best option for monitoring vs individual gauges.

Sorry if that came across rude, wasn't my intention.

I have monitored using different scanners from otc scanners to snap on scanners and there are no codes associated for the engine. If I'm running down the interstate and go beyond half throttle that's when icp pressure starts dropping, if I let off the throttle icp pressure will come back up. I have 4.10 gears so I'm about 75 mph at 2500 rpm. I've I lean on the skinny pedal hard icp goes down as low as 1400, if I let off the accelerator slightly it'll jump to 3000.

Yes i run a monitor. I have had several trucks come in and like a month ago the edge reads 10v but my fluke reads 13.8v at battery...alls I'm saying is to try a different way to look at your pids. The cts3 isn't that reliable. If that's to complicated to understand I apologize. But good luck ✌

The edge reads 10 volts on what? Battery voltage? And where does your fluke read 13.8 volts?

The edge is reading what the ecm is reading, so if the edge is reading 10volts then that's what the ecm is seeing as well, that sounds like corroded ecm connector.

Sorry I can't use a fluke multimeter to run codes, this isn't obd1 anymore. I'm only telling you what I'm able to monitor, the ecm is sending what it's seeing from the sensor.

But thanks for the good luck phrase, it's apparent I'm gonna need it.

When every scanner if used shows very similar pressure readings it's not gonna be the cts issue, I can't even pull up and codes at all with the cts even when the check engine light comes.on due to low icp pressure.

As far as I know the hpop has never been changed, injectors have been changed at one point I'm sure, I had a bad #3 injector when I got the truck, it is a retired ambulance and it has 219,5xx miles on it as of today.

Here is a short clip of what I'm seeing with the truck, hope someone can point me in the right direction.

I have a 2001 ford f550 at work doing the same thing it's only got 46,000 miles on it.

Guess nobody has ever had this issue, I had the same issue with my 94 but that was with a stock hpop and stage 1 180/0 injectors and the check engine light would come on at around 3000 rpm and 40 psi of boost so it was definitely working hard.

Guess I'll just take a shot at a new hpop, they aren't that expensive.

You are seeing 3000+ psi of pressure, so I doubt it's a leak. More than likely it's a worn out pump, or lpop is worn out and can't supply the needed volume/pressure.

We do pumps, but unfortunately we are 3-4 weeks behind.


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Yes, I can see 3000+ psi, but only if I back off the accelerator at high load/rpm, I'm assuming it's the pump, for the price of a pump it's worth it to replace plus it'll handle future upgrades.

1994fordf350 said:

Yes, I can see 3000+ psi, but only if I back off the accelerator at high load/rpm, I'm assuming it's the pump, for the price of a pump it's worth it to replace plus it'll handle future upgrades.

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That's because when you let off the throttle, the injectors are no longer needing more oil (less injector pulse width), engine is still spinning higher rpm and making the hpop still spin the same speed and the IPR valve has not quite yet reacted to drop the pressure.

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