Q - if this test ends up a dead end, what the heck could this problem possibly be? What are we missing here?
'01 3500 LB7 P0202 P0203 P0205 P0208 P1262 LB7 Issue after head gasket replacement
- Thread starter Samisunjp
- Start date
Sorry pretty new at electrical, this is the meter I’m using which setting do I need to be on?
Attachments
200 uH is the setting I was using to get those readings
What do you get with the other settings?
Because if those numbers are correct, then all of your injectors are fried. But that would seem unlikely
.245-.247 is basically what you'd see just reading the harness if the two ends for the injector where shorted together. Unless it's not 0.245 uH and is really 245 uH
So I was mistaken. When I took the reading this morning I was using the 2mH scale. When set to 200uH sometimes i get no reading and sometimes it jumpas all over the place up to 190. Not sure if this a fault of the meter or what. It is happening at all injectors. Can't get the reader to take an accurate measurement.
Does it do the same right on the injector or just through the harness?
So using the 2mH scale converted to uH
Seems about the same across all injectors and the same between right at injector and at pigtail
Okay So here are my measurements for each injector
First right at the injector:
#1 241uH
#2 241 uH
#3 239 uH
#4 242 uH
#5 242 uh
#6 243 uH
#7 241 uH
#8 242 uH
And at the injector pigtail connection:
#1 241 uH
#2 242 uH
#3 239 uH
#4 243 uH
#5 243 uH
#6 243 uH
#7 241 uH
#8 242 uH
Seems about the same across all injectors and the same between right at injector and at pigtail
Okay So here are my measurements for each injector
First right at the injector:
#1 241uH
#2 241 uH
#3 239 uH
#4 242 uH
#5 242 uh
#6 243 uH
#7 241 uH
#8 242 uH
And at the injector pigtail connection:
#1 241 uH
#2 242 uH
#3 239 uH
#4 243 uH
#5 243 uH
#6 243 uH
#7 241 uH
#8 242 uH
Doesn't look like any are out of line.
I'm still leaning towards loose nuts on the injector terminals unless you double checked them all. It's snagged a lot of people before. They read and look good with the engine off. But when running the vibration causes a bad connection along with the higher current running through it that a meter will never do
I'm still leaning towards loose nuts on the injector terminals unless you double checked them all. It's snagged a lot of people before. They read and look good with the engine off. But when running the vibration causes a bad connection along with the higher current running through it that a meter will never do
Any chance of the ECU/PCM having some sort of issue?
I haven't tried to reassemble and start since pulling it down to the valve covers the second time. I did tighten injector 2 pigtail after initially noticing the nut was extremely loose, but after reassembly i got the same codes and pulled off both valve covers, and here we are.
I haven't tried to reassemble and start since pulling it down to the valve covers the second time. I did tighten injector 2 pigtail after initially noticing the nut was extremely loose, but after reassembly i got the same codes and pulled off both valve covers, and here we are.
With the codes you have, it's unlikely. The ECM only sends on signals for each injector, crank signal and CANBus communication to the FICM. If there is a bad injector/harness the FICM is what sends the code to the ECM. The ECM doesn't know otherwise
When you do get the engine running. What do the balance rates look like?
Thats the odd thing. When I get it put together and running, it runs very rough, and with the cts3 and cts2 I have neither will display balace rates. Only shows 0 for all injectors.
I thought I connected all grounds back where they need to be. Tracking there are grounds passenger side below the head on the block, drivers side same location and one from the firewall to the back of the driver side head. Maybe I’m missing one?
Maybe something here will help.
So here is where I'm at,
Followed the above steps in the attachments and just got to step 36, replace fuel injection control module.
My original one after getting all of these codes was sent off to Auto and Truck Electronics for repair. I received that one back put it back in and got the same codes. Eventually got back down to the valve covers and noticed the loose nut on injector #2. Put it back together and same codes appeared after clearing.
Went out locally and got supposedly known working ficm.
Put that one in there and got the same codes.
Is it possible that the original one I had rebuilt was damaged from the loose nut on the injector and that the one I got locally is faulty in exactly the same way to give me the same codes?
Should I send off the local one to get repaired as well?
also attached are pictures Of all of the grounds that I reattached. Nothing seems out of the ordinary to me.
Followed the above steps in the attachments and just got to step 36, replace fuel injection control module.
My original one after getting all of these codes was sent off to Auto and Truck Electronics for repair. I received that one back put it back in and got the same codes. Eventually got back down to the valve covers and noticed the loose nut on injector #2. Put it back together and same codes appeared after clearing.
Went out locally and got supposedly known working ficm.
Put that one in there and got the same codes.
Is it possible that the original one I had rebuilt was damaged from the loose nut on the injector and that the one I got locally is faulty in exactly the same way to give me the same codes?
Should I send off the local one to get repaired as well?
also attached are pictures Of all of the grounds that I reattached. Nothing seems out of the ordinary to me.
I was mistaken the ground I am thinking of is driver side back of the head. I did not see one for the passenger side head.
Under the driver's feed, outside the frame , ground zone 18. I know you have a 2001 not 2003, but I couldn't find a similar document for 2001