I posted that list of what voltages should be where and when. there is no prescribed test or checklist, only an I/O function check. Its really just info for those that know what can be done with it.
There are a couple you can check with the PMD unplugged and probe the harness. However, to test if the PMD is outputting a strong enough signal it has to be running.
That involves starting up the truck and probing through the insulation of the wire that runs to pin B of the PMD. That is the PMD output to the IP fuel solenoid. Make sure the meter is set to read AC voltage on this signal. At idle as written in the document you should see 1.6VAC. If the voltage goes up fuel output goes up and RPMs, so if someone hits the pedal thats what you will see, up to about to almost 5VAC if you really rev it up past 3000 RPM. If the truck goes into some stumbling idle and the PMD is still outputting 1.6VAC then it isnt the PMD stumbling, and youll likely see the PCM command the PMD to a higher voltage to try to keep the truck running.
Although this does check the functionality of the PMD, its not a reliabilty test, so the same PMD that starts a truck could overheat and die 10 miles down the road. What I would use it for mainly is no starts, but can be helpful in a situation such as yours if youre comfortable with a meter.
At some point I might write that up in an actual procedure, but telling people in any official capacity to probe through or cut away some insulation can be dangerous if people arent familiar with multimeters and electronics.
I personally trimmed away a little insulation and hooked a small spring loaded clip meter lead and monitored from inside the cab while also watching the scanner reading out the fuel rate and injection pulse width. I verified my Dtech PMD outputs the same as the Stanadyne. Then I filled in the insulation with some liquid stuff that dries up.
. . . If i sold to TA for the GMC the 6.5 would be history and id be dropping a 5.9 or 6.7 Cummins into it. . .for sure :thumbsup: