I’ve been having an issue that’s been making me believe that I either have a fuel pump relay or an inertia switch that’s bad. Initial key on engine off the pump will prime with no issues. If I cycle the key. I can hear the fuel pump and the relay click on and off continuously so if I try to run it it won’t stay running cause the fuel pump is still turning on and off while both cranking and running. Letting batteries charge right now before I attempt to crank truck with the jumped wire in place.
@@jasonallen4022 Geez that’s terrible . It’s a matter of electrical know how. I take a crack at it! For starters I fixed a 7.3 and a 6.0 with this, pull the headlamp switch connector off.
@dieseltalkwithtonysalas8725 will definitely try it. And get bk with you. It starts fine when u turn the key back to off the check engine light abs light and the 4low 4x4 light comes on. They've replaced fuse box, alternator, starter. I believe its first issue was wouldn't start said it need hi pressure oil pump. So ok go ahead then they say it will not shut off.
@@dieseltalkwithtonysalas8725 I’m learning on my own, I went to the community college got the books required for the associates degree plan. Purchased them online and study every single day. I’m doing this to provide more options of advantages that I may use to make money . I am also going to college for computer programming and coding . My book is 1202 pages long but I’ve read my 1/4 an near already 1/2 of the entire book plus I have 160+ videos saved in my personal library here on Facebook an have watched them all for a more visual understanding. I am just done covering LSG,VSG,IsoChronous Governer an much mores as well as Series turbocharger , an I’m just about to get into each individual fuel injection model designs in-depth. HEUI,EHI,EUP an etc. I’m still learning but have a much better understanding Rated Speed, High Idle ,Droop Curve an more. But it’ll take time for me to master it however I have retained a lot of information by reading. So every video counts that helps. I need to find videos about Hydraulics, to rebuild pistons for forklifts an excavator an more. As well a book to get thorough in depth knowledge. I just love to learn. I want a better future so I study everyday. I’m not in class for diesel but that factor will not limit me in my desire to learn .
I suggested to a guy on a forum while back with no power to pump to maybe bypass his inertia switch. Damn! some of those guys went ape shit on me. lol I ment for testing only although mines been deleted for a few years lol
My 06 f350 just started to do exactly what you are talking about it stalled about five times on the way home from the gym and it was no fun trying to steer sitting on 40’s with no power !
Okay so I changed the fuel pump and Inertia switch drove to work this morning and almost made it to work and it died restarted it and made it to work while backing up it died again so I unplugged the ICP sensor and made it all the way home with no problems ?
several months back my truck stalled after going slowly over a speed bump in a community I reside in. today it happened again in the exact same place . the first time the fuel pump fuse ( 20 amp) slot 40 under dash blew. I replaced the fuse and for several months all was fine . today it happened again but now I replace the fuse turn key on powering up everything all is fine but the minute I move key to start / run the fuel pump fuse blows with sparks , I can not with my limited comprehension of electrical figure this out . any thought ? 2006 F 250 Lariat super duty 6.0 power stroke turbo
This is great knowledge, can you please make a video with in-depth detail. About Flow return testing Duramax injectors. There is only one video that I’ve seen done. Which is helpful but literally I can’t find another. The gentleman shows how he got a tool kit (says tool kit name) an a brief description on how he set it up to test the right bank an left bank as well the cp3 return flow an talks about the milliliters, while cranking for 15 seconds an shows the results then goes to the testing individual injectors. I think he disconnected the ficm module to they wouldn’t spray by a fuse but he didn’t show how he set it up an idk if the test is similar to the other later modules. I feel like this is a missing piece of knowledge that I need to know. But there isn’t any videos on this. He even states that so I subscribed to him being he is informative as well. I’m just getting more in depth on the subsystems pertaining to diesel. I’ve gone through all the rest of the chapters prior except maintenance like filters but there covered in subsystems not that I won’t go back but after reading on the turbines an the atomization. Up until you told me that the duramax doesn’t have a lift pump or transfer pump except the one integrated in the cp3 pumps an cp4 pumps . I wasn’t aware the subsystem on it is completely suction. Unlike the powerstrokes an the Cummins which do have lift pumps.
When I get a chance, I will make a video on how I test Lb7 injectors. I perform a pressure drop test. The reason is the return on the injectors requires you to remove the valve cover just to get to the injectors. Another way is to perform a bank to bank return test where you can measure return flow for a 15 second crank for each bank. This is done by tapping into the return on each bank. Left side (driver side) is at the rear, passenger side is right under/behind the alternator/generator. Bosch offer s spec for CP3 injector return. As for CP4, Ford does not offer return specs, but we use Duramax LML return specs since they are just about the same system. As for suction, all Duramax applications up to LML have a test port on the passenger side.
@@dieseltalkwithtonysalas8725 this is amazing thank you sir for all the time you took in replying as to why I replied to all your messages as well to show my appreciation. I’ll be waiting for the pressure drop test so I can see. These methods of testing are good for all different model applications concerning Duramax. I’m excited to see the video an learn more from you sir. You provide great in depth detail. You must be ASE Master Certified or a technician that serves for the Dealership for many years. To attain all this knowledge in your videos. This is great, your knowledge is blessing my life. Thank you, I will use it all to better my future.
@@dieseltalkwithtonysalas8725 another I wanted to mention that I have yet to see , being I’m a master technician for gasoline an that fuel trim is monitored by oxygen sensors. it seems to me that simply an understanding that a diesel is designed to run lean. So the importance of recognizing the smoke wether white for unburned HC, or Black for lack of boost or loss in fuel pressure is critical. But I’ve yet to see In my book someone if it’s possible monitoring boost pressure to fuel trim. Most watch fuel pressures but since Diesel is a petroleum just like Gasoline. How is it monitored? An I typically always see aftermarket boost gauges to monitor boost pressure which is absolutely needed to know while operating a diesel but that as well left puzzled perhaps on current model they have boost sensors but I have yet to where a scanner can scan a pcm an monitor boost pressure an the fuel system concerning how it’s burning. Can you give clarity on that. I’ve scanned multiple diesels an didn’t see that in there operating systems or maybe I missed it. Like when I first started I wasn’t aware that the ICP or IPC , (I get the abbreviations confused at times) was the value needed to measure oil pressure in the Injector Supply Rail for the powerstrokes with a scanner digitally. Until I learned by searching.
@@royanguiano2610 geez another long one! Ok well early common rail before SCR used angular velocity to determine cylinder power contribution and this was done at idle. CKP WITH CMP was the main input for the ECM to adjust fueling. There is a short version of it But each manufacturer does their thing. Duramax L5P is so finicky and sets fuel timing and fueling codes but it’s not always an injector! I do have the professional website where I have on demand courses. You are welcome to support and look at product specific courses. I also have a diesel drivability roundtable where techs share different issues and diagnostic troubles. Visit www.Powertraintraining.com But! Now with SCR THE NOX SENSOR is a oxygen sensor to not only monitor NOX levels but to adjust fueling.
Thanks for you patience and knowledge of repair vehicles you are a truly professional master ❤I would love to work with someone like you in a shop
I’ve been having an issue that’s been making me believe that I either have a fuel pump relay or an inertia switch that’s bad. Initial key on engine off the pump will prime with no issues. If I cycle the key. I can hear the fuel pump and the relay click on and off continuously so if I try to run it it won’t stay running cause the fuel pump is still turning on and off while both cranking and running. Letting batteries charge right now before I attempt to crank truck with the jumped wire in place.
You get it figured out?
@@dieseltalkwithtonysalas8725 not yet. Is there anywhere I could contact you more directly?
Would the inertia keep the truck from switching off?
Inertia switch is just inline with the relay for the fuel pump .. your issue is not this switch
@dieseltalkwithtonysalas8725 thank you!!! 3 different dealers 2 independent shops and no ideas.
@@jasonallen4022 Geez that’s terrible .
It’s a matter of electrical know how. I take a crack at it! For starters I fixed a 7.3 and a 6.0 with this, pull the headlamp switch connector off.
@dieseltalkwithtonysalas8725 will definitely try it. And get bk with you. It starts fine when u turn the key back to off the check engine light abs light and the 4low 4x4 light comes on. They've replaced fuse box, alternator, starter. I believe its first issue was wouldn't start said it need hi pressure oil pump. So ok go ahead then they say it will not shut off.
We unplugged the light switch but no luck.
I’m going through all your videos to absorb your knowledge. I’m about 330 pages if not more in my diesel book. Thank you so much for your knowledge
Thank you! Glad I’m helping. Are you working in the trade, or you learning as a hobby? Would like to know but keep learning!
@@dieseltalkwithtonysalas8725 I’m learning on my own, I went to the community college got the books required for the associates degree plan. Purchased them online and study every single day. I’m doing this to provide more options of advantages that I may use to make money . I am also going to college for computer programming and coding . My book is 1202 pages long but I’ve read my 1/4 an near already 1/2 of the entire book plus I have 160+ videos saved in my personal library here on Facebook an have watched them all for a more visual understanding. I am just done covering LSG,VSG,IsoChronous Governer an much mores as well as Series turbocharger , an I’m just about to get into each individual fuel injection model designs in-depth. HEUI,EHI,EUP an etc. I’m still learning but have a much better understanding Rated Speed, High Idle ,Droop Curve an more. But it’ll take time for me to master it however I have retained a lot of information by reading. So every video counts that helps. I need to find videos about Hydraulics, to rebuild pistons for forklifts an excavator an more. As well a book to get thorough in depth knowledge. I just love to learn. I want a better future so I study everyday. I’m not in class for diesel but that factor will not limit me in my desire to learn .
I suggested to a guy on a forum while back with no power to pump to maybe bypass his inertia switch. Damn! some of those guys went ape shit on me. lol I ment for testing only although mines been deleted for a few years lol
Sorry you got bombarded!
No I agree we have to keep in mind inertia switches do fail!
Thanks for the comment!
You are AWESOME and simply like best
Thank you so much 😀
Is the fuse required for some reason to bypass inertia switch?
Can I just run a wire between the two? Does it have to be a certain min gauge wire?
Fuse is just a protection in case u bump ground. Gauge can be 16-18
@@dieseltalkwithtonysalas8725 thank you!!
My 06 f350 just started to do exactly what you are talking about it stalled about five times on the way home from the gym and it was no fun trying to steer sitting on 40’s with no power !
Hold on! Before you check inertia switch, disconnect the ICP sensor on the passenger side valve cover and test drive.
@Diesel Talk with Tony Salas oh okay I will can you tell me what in looking for ,and I will let you know thank you Sir .
Okay so I changed the fuel pump and Inertia switch drove to work this morning and almost made it to work and it died restarted it and made it to work while backing up it died again so I unplugged the ICP sensor and made it all the way home with no problems ?
I love how informative you are on your videos.. great work.. thank you
Thanks for the comment! Glad I can help
several months back my truck stalled after going slowly over a speed bump in a community I reside in. today it happened again in the exact same place . the first time the fuel pump fuse ( 20 amp) slot 40 under dash blew. I replaced the fuse and for several months all was fine . today it happened again but now I replace the fuse turn key on powering up everything all is fine but the minute I move key to start / run the fuel pump fuse blows with sparks , I can not with my limited comprehension of electrical figure this out . any thought ? 2006 F 250 Lariat super duty 6.0 power stroke turbo
Thanks for sharing Tony... Cheers.
Thanks for the comment! Will continue to post videos as the jobs come in!
This is great knowledge, can you please make a video with in-depth detail. About Flow return testing Duramax injectors. There is only one video that I’ve seen done. Which is helpful but literally I can’t find another. The gentleman shows how he got a tool kit (says tool kit name) an a brief description on how he set it up to test the right bank an left bank as well the cp3 return flow an talks about the milliliters, while cranking for 15 seconds an shows the results then goes to the testing individual injectors. I think he disconnected the ficm module to they wouldn’t spray by a fuse but he didn’t show how he set it up an idk if the test is similar to the other later modules. I feel like this is a missing piece of knowledge that I need to know. But there isn’t any videos on this. He even states that so I subscribed to him being he is informative as well. I’m just getting more in depth on the subsystems pertaining to diesel. I’ve gone through all the rest of the chapters prior except maintenance like filters but there covered in subsystems not that I won’t go back but after reading on the turbines an the atomization. Up until you told me that the duramax doesn’t have a lift pump or transfer pump except the one integrated in the cp3 pumps an cp4 pumps . I wasn’t aware the subsystem on it is completely suction. Unlike the powerstrokes an the Cummins which do have lift pumps.
When I get a chance, I will make a video on how I test Lb7 injectors. I perform a pressure drop test. The reason is the return on the injectors requires you to remove the valve cover just to get to the injectors. Another way is to perform a bank to bank return test where you can measure return flow for a 15 second crank for each bank. This is done by tapping into the return on each bank. Left side (driver side) is at the rear, passenger side is right under/behind the alternator/generator.
Bosch offer s spec for CP3 injector return.
As for CP4, Ford does not offer return specs, but we use Duramax LML return specs since they are just about the same system.
As for suction, all Duramax applications up to LML have a test port on the passenger side.
@@dieseltalkwithtonysalas8725 this is amazing thank you sir for all the time you took in replying as to why I replied to all your messages as well to show my appreciation. I’ll be waiting for the pressure drop test so I can see. These methods of testing are good for all different model applications concerning Duramax. I’m excited to see the video an learn more from you sir. You provide great in depth detail. You must be ASE Master Certified or a technician that serves for the Dealership for many years. To attain all this knowledge in your videos. This is great, your knowledge is blessing my life. Thank you, I will use it all to better my future.
@@dieseltalkwithtonysalas8725 another I wanted to mention that I have yet to see , being I’m a master technician for gasoline an that fuel trim is monitored by oxygen sensors. it seems to me that simply an understanding that a diesel is designed to run lean. So the importance of recognizing the smoke wether white for unburned HC, or Black for lack of boost or loss in fuel pressure is critical. But I’ve yet to see In my book someone if it’s possible monitoring boost pressure to fuel trim. Most watch fuel pressures but since Diesel is a petroleum just like Gasoline. How is it monitored? An I typically always see aftermarket boost gauges to monitor boost pressure which is absolutely needed to know while operating a diesel but that as well left puzzled perhaps on current model they have boost sensors but I have yet to where a scanner can scan a pcm an monitor boost pressure an the fuel system concerning how it’s burning. Can you give clarity on that. I’ve scanned multiple diesels an didn’t see that in there operating systems or maybe I missed it. Like when I first started I wasn’t aware that the ICP or IPC , (I get the abbreviations confused at times) was the value needed to measure oil pressure in the Injector Supply Rail for the powerstrokes with a scanner digitally. Until I learned by searching.
@@royanguiano2610 geez another long one!
Ok well early common rail before SCR used angular velocity to determine cylinder power contribution and this was done at idle. CKP WITH CMP was the main input for the ECM to adjust fueling.
There is a short version of it
But each manufacturer does their thing. Duramax L5P is so finicky and sets fuel timing and fueling codes but it’s not always an injector!
I do have the professional website where I have on demand courses. You are welcome to support and look at product specific courses. I also have a diesel drivability roundtable where techs share different issues and diagnostic troubles.
Visit www.Powertraintraining.com
But! Now with SCR THE NOX SENSOR is a oxygen sensor to not only monitor NOX levels but to adjust fueling.
@@dieseltalkwithtonysalas8725 wow I’m grateful thank you an yes I’m definitely looking at the site an going to be studying. Thank you sir