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94 Blazer 6.5 problem

Missy Good Wench said:
Kenny
The Fuel solenoid in the IP may be sticking due to some galling.

Try a heavy load of tranny oil in the tank. Maybe a gallon and see if the issue abates some.

If the problem gets better then its probably an issue in the IP with the Fuel solenoid hanging up.

The fuel solenoid moves in its bore one helluvalot.
This is a delicate ballancing act with the ECM checking and rechecking settings and adjusting the solenoid.

The solenoid is constantly moving and any galling or roughness will wreak havoc with the way it works.
Any crap or water over time will ruin the delicate parts.

A 2 micron filter IMHO is the best choice, along with a large collection bowl that can be seen easily.

Water will ruin these things in short order.

The lack of lube in the new ULSD also does not help either.

How much time on the IP ????


MGW
Click to expand...
He said replaced in 04.
 
mrbucbuck said:
:dot: Ecm issue........
Click to expand...

:hmmm::yesnod:
Revs with original PMD and not with a known working PMD......Kenny, check wiring harness loom, @ IP, rear of engine for loose connections, broken wires, etc. I would swap your 94 eprom with his...just to see what happens.
 
So to run w/o OS should you get it running then pull the plug or pull the plug then try to start it ? I'm wondering if I should try running it off a 5 gal can. I got the other Raptor LP back from Pureflow so I could use it for test purposes. I'm going to the Parker Store tommorow anyway for fittings for it to try the 5 gal can trick on my 94. It's a nice truck. If my wife wasn't so pissed about the CUCV I'd be buyin it....Who needs a wife anyway....:D The screen is going bad apperantly on my Laptop. IBM really went to the crapper. I'll try to get the snapshot posted. He already bought an IP from Pensecola but I just don't have the time to swap it for him. Should I send him to Lee's Auto Ranch ???
I wouldn't do that to my Mother in law.....:eek:
It 's bothering me that swapping PMD's changed the sypmtoms.
 
Snapshot created 9/15/2009 12:04:25 PM
__________________________________________________________________
ENGINE SENSORS
¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯
Engine run time: 00:06:39
Boost pressure (MAP): 14.4 PSI
Desired EGR: 11.82 PSI
Desired idle: 619 RPM
EGR pressure: 12.11 PSI
EGR duty cycle: 38.7 %
Engine coolant temp: 150.9 F°
Engine speed: 712 RPM
Glow plug relay feedback: 0.1 Volts
Glow plug voltage: 0.1 Volts
Ignition voltage: 12.6 Volts
Wastegate duty cycle: 68 %

__________________________________________________________________
INFORMATION SENSORS
¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯
PCM Calibration ID: 7365
Current DTCs: 0
Accel. ped. pos. 1: 0.69 Volts
Accel. ped. pos. 2: 4.37 Volts
Accel. ped. pos. 3: 4.02 Volts
Barometric pressure (BARO): 13.67 PSI
Battery voltage: 12.7 Volts
Fuel temperature: 83.3 F°
Intake air temp: 82.8 F°
Throttle position: 0 %
Turbo boost (Calculated): 0.73 PSI
Voltage reference sensor: 1.2 Volts

__________________________________________________________________
INJECTION PUMP SENSORS
¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯
Actual injection pump timing: 29.83 Deg °
Cam reference missed: 0 Counts
Crank reference missed: 0 Counts
Fuel calibration: 105 Counts
Fuel rate: 3.12 mm³
Fuel rate - Cruise: 0 mm³
Fuel rate - Idle: 1.56 mm³
Fuel rate - Maximum transient: 42.5 mm³
Fuel rate - Throttle requested: 0 mm³
Injection pulse width: 2.08 ms
Injection timing - Measured: 8.2 Deg °
Injection timing - Desired: 8.3 Deg °
TDC offset: -1.85 Deg °

__________________________________________________________________
TRANSMISSION SENSORS
¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯
3-2 PWM solenoid duty cycle: 0 %
Cruise target speed: 0 MPH
Cruise speed error: 0 MPH
Current gear of transmission: 1 Gear
Current torque signal pressure: 25 PSI
Current transmission ratio: 1:4 Ratio
Error between desired and actual shift times for latest 1-2 upshift: 0.3 Sec
Error between desired and actual shift times for latest 2-3 upshift: 0 Sec
Force motor (PCS) - Duty cycle: 32.8 %
Force motor (PCS) - Feedback current: 0.64 Amps
Force motor (PCS) - Reference current: 0.62 Amps
Time of latest 1-2 upshift: 0 Sec
Time of latest 2-3 upshift: 0 Sec
TCC PWM solenoid duty cycle: 0 %
TCC slippage: -129 RPM
Transmission input speed: 851 RPM
Transmission output speed: 0 RPM
Transmission temperature: 91 F°
Turbine speed: 851 RPM
Vehicle speed: 0 MPH

__________________________________________________________________
STATUS FLAGS
¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯
Shift lever:
Park/Neutral

Cruise control:
Cruise Off condition

TCC mode word 1:
TCC is being forced off
TCC enable solenoid valid
Low threshold for COPETCC selected
Use hyst. for vehicle speed
TCC is in release mode, slipping
TCC is in locked-adjust mode
TCC is being applied
• Negative slip recently prevents apply

TCC mode word 2:
TCC PWM is on
Perform release
Perform apply
• Min. threshold occurred
TCC Bus. is valid
NDT occurs
Delay is in progress
Min. throttle occured

IOD port A:
Glow plug relay - Closed/Open
• Stepper motor inhibit - Run/Inhibit
Service Throttle Lamp - On/Off
• EGR vent enable - On/Off
• Shift A - On/Off
Shift B - On/Off
TCC enable - On/Off (4L60E only)
• Force Motor enable - On/Off

IOD SOD status register:
Coolant temp. pullup select - On/Off
• Trans. temp. pullup select - On/Off
Fuel calibration temp. select - On/Off
Check Engine Lamp - On/Off
PWM1 - Reset/Normal
PWM2 - Reset/Normal
PWM3 - Reset/Normal
PWM4 - Reset/Normal

System status word:
FM shut off due to low battery
Force Motor pulse in progress
• Power is On/Off
COP2 is being serviced
Delco instrumentation PROM
• Powertrain is in motion

Discrete flags:
Brake - On/Off
A/C Compressor - Engaged/Disengaged
Power enrichment - Active/Inactive
Kickdown pattern - Active/Inactive
Four-Wheel Drive Low - Active/Inactive
Cruise low - Active/Inactive
Diagnostic - Requested/Not requested


__________________________________________________________________
 
BTW when I hooked on the only stored code was glow plug relay which I think it threw do to dead batts combined with bad batt connections. I cleared it and it did not come back.
 
Acesneights1 said:
Does this tell anything ?
Click to expand...

The fuel rate is low. elsewhere in this forum its stated that a healthy IP will put out about 9 mm3
at idle (accessories off, Park or neutral).
anything less than 4 mm3 was stated to be bad.

also the injection pulse width is high, but that could be because the ignition&batt voltages are low...

grounds,connectors,battery load test?
IP problem still possible
 
Kenny,
Try to do a snap shot while its bogging down, as this might shed some light on the actual fuel rate requested @ throttle, plus IP timing, etc. Can't quite put a finger on it yet. I was hoping Buddy would chime in on this one....try to get a snap shot of running conditions using his PMD also @ startup. MGR, had a point with; " The fuel solenoid moves in its bore one helluvalot.
This is a delicate ballancing act with the ECM checking and rechecking settings and adjusting the solenoid." Something going on big time....need more active snap shots! Oh,....hang in there!!!
 
I'm not sure if I can. My laptop was dying as I was doing it. The screen is giong blank. I think the display is on it's way out. I'm shopping for laptops right now.
 
There is talk of adding tranny fluid to your fuel system.... the better additive would be 2 cycle oil for adding lubricity to the fuel. It's designed for combustion, whereas the tranny fluid is more designed for the complex tranny situation.

My read of it seems to not lend to APP. You've got three layers of redundancy in the APP, unless you've got some really bad grounding situation. I have seen APP problems with bad engine ground.

You seem to be having the broken armature symptoms. Not to possibly rule out other electrical contributors, but it sure seems symptomatic of an armature problem.

That's just the way I'm leaning...
 
Thats right, you said that earlier.....sorry bout that. Well, no fret, we all have nothing but time on our hands. Well, at least I do cause now I can go down the road with a load and get back sooooooooooo much faster now :D :grouphug: The 6.5 Family!
 
Yeah, I'm thinkin IP too it just bothers me that I had different sypmtoms with different PMDs. If it was consistent I'd feel better. I think I'm gonna try running him off a 5 gal can and see if it makes any difference. He said he had a problem once before but didn't go into alot of detail but was running WVO. He said he changed the fuel tank and lines and never used it since.
 
I am in no way knocking useing WVO. (am working on something myself) BUT if it was not filtered correctly or impurities removed (ie...water) it could have scared the solenoid in the IP.
 
Acesneights1 said:
Does this tell anything ?
Click to expand...
bad IP as stated by big blue fuel rate is too low, the IP with a command of 0 mm is allowing the truck to run should be 9-14 closer to 9 when fully warmed up, same problem on mine 3 weeks ago when I was in Pa, my 1 month old IP didn't do a runaway, but had lots of black smoke on hiway and was idling with just 2mm, and on highway 70mph with 14-18mm, mine happened to be loose torx bolt on the optic sensor, fixed under warranty, but the runaway tends to make me think broken armature, if you can get it running in a stable condition, try Bill's 2000 rpm test.
 
put a fork in her....she's done!!!!....neighbors 94 c3500....acted the same way.....rebuilt IP and all is good....
 
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