Forbruk f-250 7,3

[the lone walker]

Hm har du en 99 så er vel den strengt tatt byggd i kentucy vel. det er i alle fall der min 2000/2001 var byggd i sin tid. F-650 og F-750 er vel lagd i mexico om jeg ikke husker feil.

 

Nå er jeg ikke sikker på hvor mye denne sensoren har og si på forbruket med den henger sammen med EBP sensoren. EPR: Exhaust backPressure Regulator. Denne er med på og justere tomgang og blandt annet smøring til turbo.

 

Her er forklaring på alle forkortelser, dokk på engelsk så på tide og blåse støv av skole engelsken

 

Some good info for all 7.3 owners
Maybe one of our Mods can post this info in the Tech section.


AP: Accelerator Pedal position sensor


Load/demand input; PCM uses this to determine mass fuel desired, adjusts fuel delivery

through IPR duty cycle and fuel pulse width and injection timing; 5 volts in, 0.5-0.7 volts at idle,

4.5 volts at WOT. PID: AP


BARO: Barometric pressure sensor


Strategy input; PCM uses this to adjust fuel quantity and injection timing for optimum running

and minimum smoke, also glow plug on time to aid starting at higher altitudes; 5 volts in, @4.6

volts/14.7 psi at sea level, decreasing as altitude increases. PID: BARO (pressure)



CMP: CaMshaft Position sensor

Strategy and load input; PCM uses this to monitor engine speed to determine engine state

and load, and cylinder position in order to control timing and fuel delivery; Hall Effect sensor

which generates a digital voltage signal; high, 12 volts, low, 1.5 volts. PID: RPM



DTC: Diagnostic Trouble Code

System malfuction or fault codes stored in the PCM to aid in diagnosis.



EBP: Exhaust BackPressure sensor


Feedback input; PCM uses this to monitor and control EPR operation; 5.0 volts in, 0.8-1.0

volts/14.7 psi KOEO or at idle, increases with engine RPM/load, decreases as altitude

increases. PID: EBP (pressure), EBP V (volts)



EOT: Engine Oil Temperature sensor


Strategy input; PCM uses this for determining glow plug on time, EPR actuation, idle speed,

fuel delivery and injection timing and adjusts as temperature increases; 5.0 volts in, 4.37

volts@32°F, 1.37volts@176°F, .96volts@205°F. PID: EOT (degrees)



EPR: Exhaust backPressure Regulator, also EBP regulator


Output; For quicker engine warm-up at cold temperatures. If the IAT is below 37°F (50°F

some models) and the EOT is below 140°F (168° some models) the PCM sends a duty cycle

signal to a solenoid which controls oil flow from the turbo pedestal. This causes a servo to

close a valve at the turbo exhaust outlet. The PCM monitors the EBP input to determine if the

EPR needs to be disabled to provide power for increased load, then reapplys the EPR as load

demand decreases until EOT or IAT rises. PID: EPR (duty cycle), EBP (pressure)



GPR: Glow Plug Relay

Output; The PCM energizes the glow plug relay for 10 to 120 seconds depending on EOT and

BARO. PID: GPR (time)


GPL: Glow Plug Light

Output; The PCM controls the "Wait to start" light independently from the GPC output; 1 to 10

seconds depending on EOT and BARO. PID: GPL.



GPM: Glow Plug Monitor

Feedback input; On 1997 and newer California emission vehicles, the PCM monitors glow plug

relay output voltage to determine if any glow plugs are burned out or if the relay is functioning.

PID: GPML (left bank current), GPMR (right bank current), GPMC (relay output)



IAT: Intake Air Temperature sensor

Strategy input; The PCM uses this for EPR control. 5 volts in, 3.897volts@32°F, 3.09@68°F,

1.72@122°F. PID: IAT (degrees)


ICP: Injection Control Pressure sensor


Feedback input; The PCM monitors the high pressure oil system to determine if it needs to be

increased if load demand increases. It also uses this to stabilize idle speed. volts in,

1.0volt@580psi, 3.22volts@2520psi. PID: ICP (pressure), ICP V (voltage)



IDM: Injector Driver Module

The PCM sends a Cylinder Identification and Fuel Demand Control signal to the IDM. The IDM

sends a 110 volt signal to the injectors. It then grounds each injector as fuel is required for

that cylinder. Fuel Pulse width is increased to deliver more fuel. The IDM sends a feedback

signal to the PCM for fault detection. PID: FuelPW Fuel Pulse Width signal from PCM

(milliseconds)


IPR: Injection Pressure Regulator

Output; The PCM controls the high pressure oil system by varying the duty cycle of the IPR.

The IPR controls the oil bypass circuit of the high pressure pump. 0%=full return to sump

(open valve), 100%=full flow to injectors (closed valve). The PCM monitors the system with the

ICP input. The PCM can control fuel delivery to the injectors by increasing the IPR duty cycle

which increases fule pressure through the injector nozzels. PID: IPR (% of duty cycle), MFDES

Mass Fuel Desired an internal PCM calculation based on load demand (MG)



IVS:Idle Validation Switch

Strategy input; On-off switch that the PCM uses to identify required operating mode; idle or

power. 0 volts at idle, 12 volts off idle. PID: IVS (off/on)



MAP: Manifold Absolute Pressure sensor


Strategy and feedback input; The PCM monitors manifold pressure to control fuel delivery in

order to minimize smoke. It also optimizes injection timing for detected boost. It also monitor

boost to limit fuel delivery to control maximum turbo boost. Frequency output; 111Hz=14.7psi,

130Hz=20psi, 167Hz=30psi. PID: MAP (pressure basline 14.7psi), MAP HZ (frequency), MGP

Manifold Gauge Pressure (pressure base line 0psi) turbo boost



MAT:Manifold Air Temperature sensor


Strategy input; The PCM uses this signal to adjust fuel and timing. 99 model/year engines.

PID: MAT


MIL: Malfuction Indicator Lamp

"Check Engine" or "Service Engine" light that the PCM illuminates when certain system faults

are present.


PCM: Powertrain Control Module, also ECU or ECM for Electronic Control Unit or

Module

The computer which monitors sensor inputs and calculates the necessary output signals to

the engine control systems. It also checks for readings outside of normal parameters a

records trouble codes for these faults.


PID: Parameter IDentification, also Data Stream or Sensor Data


Sensor readings displayed to a scan tool that represent sensor readings to- and ouput

signals from the PCM.


Useful PID comparisons

AP--Accelerator Pedal--and IVS--Idle Validation Switch: IVS should switch state when AP

voltage is approximatly 0.2-0.3 volts higher than base idle position.



ICP--Injection Control Pressure--IPR--Injection Pressure Regulator--and MFDES--Mass Fuel

Desired: ICP should rise as IPR duty cyle increases; MFDES and IPR should rise at the same

rate as load and/or demand increases (actual readings may not match); ie. ICP=500psi,

IPR=12%, MFDES=10MG @500 RPM; ICP=900psi, IPR=22%, MFDES=20MG

@1800RPM/cruise; ICP=1800psi, IPR=50%, MFDES=40MG @3000RPM/hard accel.



ICP--Injection Control Pressure--and RPM--CaMshaft Position Sensor: After 3 minutes at 3300

RPM, ICP pressure should be below 1400psi for Federal, 1250psi for California Emmisions,

and 1500psi for 99.5. At idle, ICP should be 550-700psi for Federal, 400-600 for California

and stable.


V PWR--Battery Voltage--RPM--CaMshaft Position sensor--ICP--Injection Control

Pressure--FuelPW--Fuel Pulse Width: When starting V PWR should be above 10volts, ICP

should be at least 500psi, at least 100RPM, and FuelPW 1mS-6mS. Once the PCM

recognizes CMP speed and cylinder ID, FuelPW should default to 0.42mS, 0.60mS for 99 up,

until ICP reaches starting pressure.


EOT--Engine Oil--and IAT--Intake Air Temperatures: After a cold soak, before starting EOT

and IAT should be within 10 degrees of each other, Key On Engine Off.



BARO--Barometric--MAP--Manifold Absolute--and EBP--Exhaust BackPressures: All three

should indicate atmospheric pressure (14.7psi at sea level) and read within 0.5 psi of each

other, Key On Engine Off.


ICP--Injection Control Pressure--and ICP V--ICP Voltage: ICP should read 0psi, ICP V should

read 0.20-0.25 volts, Key On Engine Off.



EBP--Exhaust BackPressure--MGP--Manifold Gauge Pressure--and RPM--CaMshaft Position

Sensor: At full throttle in neutral, EBP should be below 28psi; At full throttle in fourth (manual)

or third (auto) gear, MGP should be 15psi.


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7.3L Injector "Buzz" Test


The Injector "Buzz" Test can be used to look for a faulty fuel injector. It is best to run this test

on a totally cold engine, one that has sat overnight and has not been started.

Initiate the "Buzz" test and then listen carefully to the injectors as the test is completed. First,

all 8 injectors will "Buzz" at the same time. Then, the IDM will "Buzz" the injectors in numerical

order (1, 2, 3, 4, 5, 6, 7, 8). Remember that cylinders 1-3-5-7 are on the passenger side and

2-4-6-8 are on the drivers side, with cylinders 1 & 2 being at the front of the engine. You

should hear a strong "Buzz" bouncing from side to side for all 8 injectors. If one of the

injectors doesn't "Buzz", you've found a problem cylinder. It is important to note that when an

injector fails to "Buzz" properly, you will still hear the other 7 injectors make a faint buzz...this

is a designed function to protect the IDM.


Note: Because the IDM will "buzz" the other 7 injectors faintly during individual cylinder tests,

it is possible for the "Buzz" test to report no problems detected. If the "Buzz" test reports no

failures, but you don't hear a particular cylinder "Buzz"...more than likely there is a problem

with that injector.


It should also be noted that an injector failing a "Buzz" test can have many causes. The

injector can be in a failed state (loose armature plate screw, bad solenoid, etc.), the UCV

(under valve cover) gasket or harness could be damaged or disconnected, the main engine

harness could be damaged or the IDM could be damaged. Further inspection will be

necessary to determine the actual problem...but at least you now have a place to start.


Quick KOEO Sensor Checks:


There are a few sensors that can be easily checked with a scantool. Starting with a "Dead

Cold" engine (let it sit overnight, don't start), connect to the truck with the ScanTool. Check

the following:

Oil Temp should closely match the current Ambient Temp.

Readings for Exhaust Backpressure, Manifold Absolute Pressure and Barometric Pressure

should all be within 1/2 psi of each other (this should be true with the engine either warm or

cold).


(Note: with the engine running, MAP and EBP values are "Pressure + Baro". For example, if

Baro is 14.7 and there is 2psi of boost, MAP will read 16.7. Also, there is a calculated PID

called "Manifold Gauge Pressure" that doesn't have the Baro pressure added in).

KOER (Key On Engine Running) On-Demand Test:


On the 7.3L, the primary purpose of this test is to check the functionalilty of the High

Pressure Oil System and the Exhaust Back Pressure Solenoid. On the 6.0L this test may

return Misfire, VGT or Glowplug codes.


Requirements to Start (7.3L and 6.0L)


7.3L Powerstroke Starting Req.: 6.0L Powerstroke Starting Req.:

Vehicle Power : 10.5v Vehicle Power : 10.5v

RPM Signal : 100rpm RPM Signal : 100rpm

Inj. Cntrl Press. (ICP) : 0.85v (about 500psi) Inj. Cntrl Press. (ICP) : 0.85v (about 500psi)

Fuel Pulse Width : 1 to 6 milliseconds Fuel Pulse Width : 0.5 to 2 milliseconds


FICM SYNC and SYNC Achieved


Note: the above starting requirements for both 7.3L and 6.0L Powerstroke Diesels assume

the following:

Sufficient Base Engine Oil Level and Pressure

Acceptable Quality Fuel

Sufficient Fuel Pressure

Sufficient Air Supply

Proper Glow Plug Operation

Proper Injection Timing (PCM Controlled)


P1298 - "IDM Failure" (7.3L)


This code can be set by a low battery. Connect a battery charger, clear codes and re-run

KOEO tests. If this code doesn't return, check charging system and batteries and repair as

necessary. If the code returns, IDM is suspect.


P1316 - "IDM Codes Detected" (7.3L)


IDM Codes are stored in memory in the IDM itself. The P1316 DTC is an indication that there

are stored IDM Codes that need to be retrieved and/or cleared. Executing a "Clear Codes"

will clear both PCM and IDM codes...DO NOT CLEAR CODES until you have retrieved and

reviewed the codes stored in the IDM

Please keep in mind that IDM Codes are stored in memory. If you have a code indicating a

fault, but there is no drivability problem, the fault may not currently exist. After taking note of

the codes, execute a "Clear Codes". At this time you should be able to re-run the above

tests with no IDM codes generated. If one or more IDM codes are still present after the

"Clear Codes" command has been successfully executed and the above tests performed

again, the fault still exists and further examination is necessary.


P1211 - "ICP Higher/Lower Than Desired" (7.3L)


We all know that this code is commonly caused by "Hot Chips" that are demanding more

Injection Control Pressure (ICP) than the High Pressure Oil Pump can deliver. For what it's

worth, these are the exact parameters that trigger this code:

ICP 410psi Higher Than Desired for 7 Seconds

ICP 280psi Lower Than Desired for 7 Seconds

This code can also be caused by legitimate High Pressure Oil System issues. Below is a list

of some of the causes:


Failed or Sticking IPR (Injection Pressure Regulator)

Failed or Weak HPOP (High Pressure Oil Pump)

Any Leak in High Pressure Oil System (o-ring, stuck injector, etc.)

Low Fuel Pressure (Rare)

P1280 / P1281 / P1283 - (7.3L)


The above codes are related to ICP also. If the Service Engine Soon (SES) light is on and

these codes are present, the ICP reading through any scantool will not be accurate as the

PCM is using a "default" ICP value. These codes are all "electrical" in nature. Common

causes are shorts between the Red and White IPR wires or between the Red IPR wire and

ground. These can also sometimes indicate a PCM problem.