Having some performance issues, data logs attached

mandkole · Jan 14, 2012

hows it going on the check? As a note, my 160s and modded 17* frequently run at 2800-3000. The tunes are written for about 3Kpsi and the pump requires mid 40% DC for the higher tunes and about 37-38% for the DD tune.

neverkickn · Jan 14, 2012

Gotta get through my Saturday bookeeping, then find the motivation to go get dirty. Prolly have some info late afternoon.

neverkickn · Jan 14, 2012

Got the d side vc off and pulled the deflectors. Pumped up till i started to build pressure and I start loosing pressure at about 300 lbs fairly quick. I can pump it up to 3k which is the max on my mech gauge and the pressure drops down to sub 1k psi in a matter of a few secconds. The oil that I can see escaping is coming from the holes in the spacer between the solenoid and the injector top. There is a hole on the valley side and one on the lower side and all but one injector is leaking from both holes.

neverkickn · Jan 14, 2012

What would cause an injector to leak from under the solenoid?

Tom S · Jan 15, 2012

golfer said:
requested pulsewidth wouldn't have any bearing on neither an o-ring nor poppet valve issue...and since the injs are only 160cc's...if the injector was 'empty' in 3-3.5ms...no more oil would be used by requesting 5ms or 10ms...once the injector is empty..it's empty.

I don't think any determination to boost vs. backpressure can be made since we're viewing "boost" through the MAP sensor...

also, does this truck have a boost fooler/regulator on the map line? if you're seeing 30psi on a mechanical boost gauge that would equate to 45psi on the Manifold (absolute) sensor reading...which isn't out of whack (for a smallish/stock? turbo).

the lack of ICP pressure (2113psi @ full PW) and max IPR % tells the tale...

it's either a weak HPOP or leaking injectors..the (relatively) high 45% IPR duty cycle indicates that the tuning is requesting more pressure...but it can't REACH the desired pressure (due to the above listed potential, pump or inj issues)..ie, the injs are 'using' more oil than the pump can supply.

I just wanted to bring attention to the part in red for one. Second I am suprised the duty cycle did not blow past 45% with the ICP that low. That must be in the tuning as I have certainly seen it go higher then that when the supply did not meet the demand.

Neverenough could you please post up some pictures of how you were pressure testing the heads. This comes up all the time.

Tom

mandkole · Jan 15, 2012

There are a few orings that seal the around the top of the poppet valve in the adapter/solenoid spacer area. Any oil out the exhaust hole would come directly from the poppet valve, but this, not totally sure ... You definitely have air coming thru the oil side of the injector.

neverkickn · Jan 15, 2012

Here ya go Tom.

I dont have a ball valve in line cause the grease gun has a check valve in the head. I just screwed a tee on the end of a lincon grease gun and put a 3k gauge on with a length of hydraulic hose going to an orb x jic fitting for the head.

I did pressurize the rail again though, and today the engine was cold whereas yesterday it was warm.

Golfer should I be able to hold the pressure you described either cold or warm? The pressure was alot more stable today with cold oil. It still bled off faster than you described, but held pressure alot longer than it did yesterday.

Chvyrkr · Jan 15, 2012

Cold oil moves slower than hot, so it holds more pressure.

neverkickn · Feb 23, 2012

Update......Hooked up a mech gauge to the hpo rail today and got the same pressures that AE was spitting out. Unplugged the icp sensor and the thing idled like crap but ran hard and held 2800-2900 psi at full song.

The icp sensor is fairly new and the pressures that it is reading is accurate. Based on that test I am wondering if there is something wrong with the pcm. It is obviously electrical, where should I look next???

golfer · Feb 24, 2012

neverkickn said:
Update......Hooked up a mech gauge to the hpo rail today and got the same pressures that AE was spitting out. Unplugged the icp sensor and the thing idled like crap but ran hard and held 2800-2900 psi at full song.

The icp sensor is fairly new and the pressures that it is reading is accurate. Based on that test I am wondering if there is something wrong with the pcm. It is obviously electrical, where should I look next???

why is it obviously electrical?

neverkickn · Feb 24, 2012

golfer said:
why is it obviously electrical?

I jumped the gun. I assumed that since it ran stronger with the icp sensor unplugged that it was electrical.

I fooled around with it some more this afternoon and realized that yesterday I had the map line unhooked. I ran it again with the icp sensor unpluged and with the map line connected and it ran around 2k psi. If I unplug the map line then it will hold around 2800 strong at full throttle. I am guessing that the added injector pulsewidth that I get when the map line is hooked up is causing the icp drop.

I replaced the injectors with another set before I started unplugging stuff and the problem persisted.

golfer · Feb 24, 2012

neverkickn said:
I jumped the gun. I assumed that since it ran stronger with the icp sensor unplugged that it was electrical.

I fooled around with it some more this afternoon and realized that yesterday I had the map line unhooked. I ran it again with the icp sensor unpluged and with the map line connected and it ran around 2k psi. If I unplug the map line then it will hold around 2800 strong at full throttle. I am guessing that the added injector pulsewidth that I get when the map line is hooked up is causing the icp drop.

I assume you're taking these ICP measurements while driving...and not just revving. If so..correct

I replaced the injectors with another set before I started unplugging stuff and the problem persisted.

not sure what you mean 'problem persisted before unplugging'...means.

if you mean that you still had oil pissing out of the 'other' injectors...then that means that they simply have the same issue as the set you removed.

neverkickn · Feb 24, 2012

I assume you're taking these ICP measurements while driving...and not just revving. If so..correct

Yes, the numbers where read while driving.

not sure what you mean 'problem persisted before unplugging'...means.

After installing a different set that had just been flow tested I still had lower than desired icp and high ipr duty cycle.

if you mean that you still had oil pissing out of the 'other' injectors...then that means that they simply have the same issue as the set you removed.

Yes, I just hooked up the grease gun to the driver side head and pressurized the rail. It did not drop as fast as it did before but it still dropped to around
1k psi within less than 30 seconds. I have not pulled the vc's to see where it was leaking from.

Is it possible that my oil rails have debris in them that is causing the injectors to leak, but that can not be seen during disassembly and inspection?

Chvyrkr · Feb 24, 2012

neverkickn said:
Yes, I just hooked up the grease gun to the driver side head and pressurized the rail. It did not drop as fast as it did before but it still dropped to around
1k psi within less than 30 seconds. I have not pulled the vc's to see where it was leaking from.

3" seconds to drop from 3k to 1k?