Duramax Diesels Forum Truck of the Week
  #16  
Old 01-11-2018, 12:06 PM
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Hmm, find all the ground wires and make sure there good and have good continuity to ground. My lly has a loose ground wire on the right front of the engine that caused mis-fires and fuel knock issues with no codes.
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  #17  
Old 01-12-2018, 08:37 AM
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checked all grounds. wires are good. check good. cleaned and put back on. unplugged #1 and plugged in a different injector. seemed that the misfire went away. so i changed that injector with a different one. put it all back together. the misfire code didn't come back but it still acts up and misses. now the only cylinder that shows out of range on balance rates is #7. it goes to a 7 or 8.

im at a loss here. im wearing bolts out and patience and just waisting money on this rig. but im down to try anything that someone has seen or tried or ever heard of!

thanks guys
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2006 cc dually efi studs danville 2.5 drop in built trans fass
2005 ecsb efi ppe trans airdog 150 batmo
2007 crew cab dually ppe hot +2……stock.....sold
2002 rclb efi airdog 150……shop truck
1992 rcsb 6.0/nv4500 efi by black bear 9.25/11.5 solid axle conversion 37'' boggers (weekend warrior)
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  #18  
Old 01-12-2018, 09:46 PM
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How many miles on truck? What injectors are in the truck, stock or? Can you do a return rate test. Who tested the injectors?

Did you pull the crank sensor and ck the reluctor wheel?
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  #19  
Old 01-13-2018, 12:58 PM
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Quote:
Originally Posted by Burn Down View Post
How many miles on truck? What injectors are in the truck, stock or? Can you do a return rate test. Who tested the injectors?

Did you pull the crank sensor and ck the reluctor wheel?
X2 on checking the reluctor.
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  #20  
Old 01-15-2018, 07:23 AM
mamumtsllc mamumtsllc is offline
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Quote:
Originally Posted by stroke250 View Post
X2 on checking the reluctor.
Checked reluctor ring on crank. No play. Checked cam ref missed with efi and doesn't count up once running or missing. I can do a return rate test. I'll just have to get them set up. A injection shop checked them and said 3 failed so we put 3 new ones in it but the others was "good" I'm not sure if they are good or not now. I'm starting to doubt everything about this rig. Miles are high. Like 250k plus. And the injectors are stock.

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  #21  
Old 01-15-2018, 01:45 PM
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I suspect injectors at this point... Who’s or what injectors did you use for the 3 replaced?
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  #22  
Old 01-16-2018, 08:52 AM
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from our local injection shop that builds pumps and stuff. im pretty sure these came straight from bosch so i don't think they are junkers. but im looking to send them to s&s or scheid.
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2006 cc dually efi studs danville 2.5 drop in built trans fass
2005 ecsb efi ppe trans airdog 150 batmo
2007 crew cab dually ppe hot +2……stock.....sold
2002 rclb efi airdog 150……shop truck
1992 rcsb 6.0/nv4500 efi by black bear 9.25/11.5 solid axle conversion 37'' boggers (weekend warrior)
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  #23  
Old 01-23-2018, 07:35 PM
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I've basically pushed truck outside at this point. trying to keep my sanity. but I'm dying inside everyday not being able to figure it out. so I plan to start over on it. start at the beginning. trace wires. load test circuits. pull grounds and clean. has anyone ever developed or used a noid (I think that's the term) light? to watch the power to the injector?

I'm grasping at straws but I'm too deep to quit. and I also don't give up that easy.
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2006 cc dually efi studs danville 2.5 drop in built trans fass
2005 ecsb efi ppe trans airdog 150 batmo
2007 crew cab dually ppe hot +2……stock.....sold
2002 rclb efi airdog 150……shop truck
1992 rcsb 6.0/nv4500 efi by black bear 9.25/11.5 solid axle conversion 37'' boggers (weekend warrior)
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  #24  
Old 09-12-2018, 08:15 AM
mamumtsllc mamumtsllc is offline
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bringing this thread back up. put new engine harness on truck. still shows #1 misfire. can unplug #1 and it doesn't seem to run as bad but still not good. swapped injector with another from running engine. stays misfire on #1.

changed ecm again. ran good just low power because engine power reduced from not being programed for delete. made it about 2 miles down the road and started again.

load tested wires from injector to ecm to check continuity. wires are good.


could this rig have a broke crank and idle smooth? and still show good compression on the gauge?
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  #25  
Old 09-12-2018, 11:33 AM
mamumtsllc mamumtsllc is offline
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from what i just checked i don't think the crank is broke as i can put the flywheel holding tool in the trans and turn the crank back and forth. it moves just a little then stops when the tool takes up the slack on the teeth. unless someone thinks of another way to check it.
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  #26  
Old 10-29-2018, 09:54 AM
Ron Nielson Ron Nielson is offline
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You may have checked everything here, but maybe something you missed:

Fuel Injector Flow Rate Programming

Circuit/System Description

The control functions for the fuel injection system are integrated in the engine control module (ECM). Each injector's flow rate information and cylinder position are stored in the memory of both the glow plug control module (GPCM) and the ECM. The fuel injector flow rate programming must be done when any of the following procedures are performed:

The ECM is replaced
The GPCM is replaced
Any fuel injectors are replaced

If the ECM does not communicate, the flow rate information can be retrieved from the GPCM. If both control modules fail to communicate, the fuel injector flow rate information, or injection quantity adjustment (IQA) flow rate numbers, will need to be retrieved from each individual injector.

Before Programming A Control Module

Important: DO NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customers concern.

Ensure the following conditions are met before programming a control module:

Vehicle system voltage
There is no charging system concern. All charging system concerns must be repaired before programming a control module.
Battery voltage is between 12-16 volts. The battery must be charged before programming the control module if the battery voltage is low.
A battery charger is NOT connected to the vehicle battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or control module damage.
Turn OFF or disable any of the following systems that may put a load on the vehicle battery:
Twilight sentinel
Interior lights
Daytime running lights (DRL)-Applying the parking brake, on most vehicles, disables the DRL system. Refer to the Owner's Manual.
HVAC systems
Engine cooling fans, etc.
The ignition switch is in the proper position-The scan tool prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so.
All of the following tool connections are secure:
The connection at the data link connector (DLC)
The voltage supply circuits
DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur.

Circuit/System Verification

Review the Display ECM & GPCM Inj. Flow Rates parameter with a scan tool. All cylinders should be programmed with a flow rate number. Both the GPCM and the ECM should be programmed with the same flow rate numbers for the corresponding cylinders.

Circuit/System Testing

Important: If the flow rate number is not available in either control module, the numbers will need to be retrieved from each individual injector.

Fuel Injector Identification Numbers


1 - Manufacturing Plant
2 - IQA Number
3 - Manufacturing Date
4 - Injector Number
5 - Serial Number

glow plug.gif

With a scan tool installed, enter the vehicle information and select the following options:

Engine Control Module
Module Setup
Injector Flow Rate Programming
Display ECM & GPCM Inj. Flow Rates

Record all flow rate numbers with the corresponding cylinders from the control modules.

Important: When installing a new fuel injector, ensure that the IQA data number from the yellow IQA Data Tag, shipped with the new injector, is programmed to the correct cylinder

If any injectors are replaced, go to Reprogram Injector Flow Rates parameter and enter the flow rate number of the new injector to the corresponding cylinder. The flow rate numbers will automatically update both control modules.
If the ECM was replaced, go to Copy GPCM Inj. Flow Rates to ECM parameter and reprogram the ECM. This will update the ECM with the GPCM flow rate numbers.
If the GPCM was replaced or the flow rate numbers are not the same for both modules, go to Copy ECM Inj. Flow Rates to GPCM parameter and reprogram the GPCM. This will update the GPCM with the ECM flow rate numbers.
If both control modules were replaced, go to Reprogram Injector Flow Rates parameter and enter the previously recorded flow rate numbers or the numbers retrieved from each individual injector, to the corresponding cylinders.

Repair Instructions

Install any components or connectors that have been removed or replaced during diagnosis.
Perform any adjustment, programming or setup procedures that are required when a component or module is removed or replaced.
Turn OFF the ignition for 60 seconds.
Turn ON the ignition, with the engine OFF.
Clear the DTCs.
If the repair was related to a DTC, duplicate the Conditions for Running the DTC and use the Freeze Frame/Failure Records, if applicable, in order to verify the DTC does not reset. If the DTC resets or another DTC is present, refer to the Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure. OR

If the repair was symptom related, duplicate the conditions under which the customer concern occurred to verify the repair. If the customer concern reoccurs, return to Symptoms - Vehicle and perform the appropriate symptom diagnostic.
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