If their is no smoke, its not meeting on of its 3 parameters. 100rpms, 10v battery, or 500psi ICP
This is assuming you have fuel/air properly getting to the inj's as well. Which you said you have 62psi of fuel pressure and air is a given.
Can you check ICP
another way? 2600psi is pretty high for just cranking.
The codes indicate like the injectors aren't making connection to the IDM
. Could you pull the valve covers, disconnect the inj's and do a continuity test between the injector pigtail and the IDM
pigtail? (Not at the 42 pin on the fender, but actually at the IDM
Thanks for response Lt. Dan.
Engine ran fine prior to jector HPOP
Starter driven rpms are quick enough to actually show oil pressure on dummy gauge in dash, rpm registers on dash so CPS
is good, this is with extended crank of 40 seconds, so 2600 psi
with a T500 pump may be good, 14-16% duty cycle seemed odd to me. I even cranked with ICP
unhooked so PCM
would revert to internal oil pressure tables. Nuthin.
As the A/E seems to be having a hard time “seeing” the PCM
, I might 1) unhook the Hydra and try and 2) swap in a spare PCM
. The other notion I had was to swap in a known working IPR
from the HPOP
I just replaced with the T500. This T500 sat with the 175/80 jectors too so IPR
O rings might be pooched and/IPR sticking and/or armature is not making good contact.
In respect to engine harness continuity good suggestion, there is a process to check back through IDM
, leaving Key On Engine Off and checking circuit to battery ground.. gotta read up on that a little more to get my head around it. Seems odd to me that both banks would fail with high side open circuit (I don’t understand this term either).
The common thread it appears, (at least to me) is, on both trucks they ran until jectors were swapped in. So I’m interested to see results of having them checked over and of course how new FFD 205/30% will do.
Guess I should also get going on IC
install too geez and getting some gauges too.