Where did you get the fuel injectors from where they remains or where they brand new?


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I sent mine off to be rebuilt by a service in CA

 

Diesel Injectors So Cal, LLC. is who did them.

 

I would get my money back if I were you and then get some from a reputable company


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Don't do that,,,, find out if the injectors are the problem first

Monitor the HiPres sensor readings cold and hot when starting (ICP/IPR). If you don't have something that can do that, it's time to step-up.

 

I have the Autoengunity tool with the enhanced Ford bundle. I have looked at what I know to check and all looks ok. What specifically should I be looking at and what should the values be? If one or more of the new injectors were bad I would see smoke from exhaust and I see none

 

You should see what the ICP rises to as you start it Cold. How long does it take? Does it start as soon as it crosses 500psi or so? What is the IPR% as you're cranking it over on the starter?

Then all that again on the Hot restart.

Pressure, percentage, & time...

 

Icp pressure to crank was right at 500. Icp pressure to start hot was almost 1000

 

I will try to upload the files from the tool. I am not sure what would be considered bad for the readings

 

Ummmm,,, what happened to the IPR readings? What were they?

Explain better those ICP readings too.

Again, how long for each hot & cold and what was the IPR doing each time? (these weren't random requests) :wink[3]:

 

Cold start file, driving file, for some reason it lost connectivity. A hot start file. Please let me know if anything stands out.

Thanks,

 

The tool I am using does not have a specified IPR value to select so I had to guess as to what I thought it could be from the drop down list. it could be totally the wrong parameter.

 

When cold starts up right away, 1 to 2 sec max when hot took at least 5 maybe 6 to start

 

I'm having a hard time making sense of those files, try graphing ICP - IPR - RPM (should all be available in AE) It's then clear when it actually starts and what the sensor were telling the PCM before it did.

 

Can I graph the existing files with the tool? Have never tried that before

 

I could play back the files in AE but could not find a way to save with the graphs so I put some graphs in Excel The cold start I realized I forgot to add RPM and the driving file lost connectivity so very little data.

 

I'm sorry, but I'm having a really hard time making sense of all that again...

So in the "Hot" .xls, line 39, it starts in 2secs (rpm goes from 198 to 700) then does it stall 40 seconds later or is that you turning off and restarting? Because it seems to build ICP quickly and restart in 3secs at line 305

And NONE of this says what it is that the IPR is having to do to control the ICP pressure (these two things go hand-in-hand and alone, not of much help). If the IPR is having to slam-shut to build those pressures then you have a problem. If not, things don't look so bad.

Go play around with your AE some, see if you can't get a graph of those 3. That will give us a picture of whether or not the HiPres Oil System is the cause.

 

The drop-down does not list anything that resembles IPR. Just ICP. Is it listed as something different in AE?

 

OK, I see,,, here's a good reference page for everything we do w/AE -> https://sites.google.com/site/woodnthings8/2002-f-350-superduty/autoenginuity

What you're looking for is called the Injection Pressure Duty Cycle

Try That!

 

Injector pulse width, what does that mean or do? From what I am seeing I should be around 1.80 secs at idle. I am currently at0.0027 secs at idle and very little change to WOT

 

Forget PW (it the time the injector is "injecting").

We're looking for the scenario whereby the IPR % (duty cycle) is higher than it should be and causing an excess of cranking time until the ICP pressure is sufficient for the PCM to trigger the IDM to start the truck (and by your .xls's it doesn't look like that's the case). But a graph of the time it cranks & starts (as RPM will indicate) along with the ICP pres & IPR % should make that clear.

Also, if all you have is a 2-3 second Hot cranking time, while not ideal, isn't anything you need to get too excited about (unless it's getting worse...)

 

Sometimes it's longer, sometimes 5 when hot. I took a video of my screen while running trying to upload it. If one of the injectors leaking by on the oil side. Would that cause it?

 

An O-ring might have been damaged during the injector installation and causing a delay in building ICP pressure. But again, if this were the cause you'd see sub500psi ICP during that long crank (along with an IPR% of 50% or more as it struggled to get the pressure as high as it could to overcome that leak)

 

I know this is a few months old, but did this ever get resolved. I am in a similar situation where I installed new stage 1.5 injectors and t500. I will get a long crank no start with EOT over ~155F.

 

No, I have not been able to resolve it, have been working on other issues with the truck and trying to find suitable employment on top of that.

 

Ok thanks. I am working through the same issue s right now. Pulled everything back out and going to start from square one.

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