Sorry about that , I must have gotten mixed up with another question I was working on with another customer!
Did we check the ECM and Injector driver module power cables yet ? These are smaller gauge wires that leave the batteries and run all the way to the Ecm just above the starter. The inline fuse holders in battery box are marked : ecm and idm. We need to check there to see if the terminals are melted from not enough tension on the fuse . This causes resistance and then heat and eventually , lack or loss of power to ecm and idm. Let's make sure that is all good there and do a good visual of the wires going to the ecm for any rubout , corrosion or fraying. There is a connector above the starter that should be tug tested to make sure there is no corrosion there . The most common is the inline fuse holders in the battery box though . They are notorious for causing low power problems. Engine could still start fine but with problems like we are seeing.
Also , we need to try and check injection control pressure(ICP).
The system utilizes hydraulically actuated electronically controlled injectors to deliver fuel to each injector. The hydraulic fluid used to actuate the injectors is engine oil.
Oil is drawn from the oil pan thru the pickup tube by the engine oil pump. The engine oil pump is a gerotor type pump driven by the crankshaft. Oil is fed through passages in the front cover to an oil reservoir located in the front cover.
The reservoir makes available a constant supply of oil to a high pressure hydraulic pump mounted to the front cover. The high pressure pump is a gear driven swash plate pump. High pressure oil is delivered by the high pressure pump to the high pressure oil supply manifold and into oil passages machined into the cylinder head.
When an injector is energized, a poppet valve is opened by an electronic solenoid mounted on the injector. Oil pressure is allowed to flow into the injector and act on the amplifier piston. When injection is ended, the oil pressure on top of the amplifier piston is vented by the poppet valve thru the top portion of the injector.
Pressure control in the Injection Control Pressure System is a closed loop. It is controlled by the IPR valve (Injection Pressure Regulator), the ICP sensor (Injection Control Pressure) and the strategy in the ECM (Electronic Control Module).
ICP pressure ranges from 3447.4 to 20684.2 kPa (500 to 3000 psi). The regulator valve is mounted in the high pressure pump and achieves injection control pressure regulation by dumping excess oil into the front cover and back to sump.
The injection control pressure system is a closed loop operating system. The system consists of the (ECM) Electronic Control Module, (ICP) Injection Control Pressure Sensor and the (IPR) Injection Pressure Regulator valve.
The ECM is programmed with an injection pressure control strategy which determines the correct injection control pressure at each engine operating condition. The ECM receives a 0-5 volt d.c. analog feedback signal from the ICP sensor located in the high pressure oil supply gallery on the left cylinder head that indicates Injection Control Pressure information. The ECM processes this signal and controls Injection Control Pressure by controlling the ground to the IPR regulating valve.
Now that you know a little about icp, let's try to disconnect the icp sensor and road test to see if it is any better with the sensor disconnected.The sensor is located on the left side of the engine #17 at the front or in the middle on the left side of engine like in the 2nd picture(#4 in that pic)
It is a 3-wire sensor.
Do this only after you've checked the supply power to ecm from the batteries . Let me know how it goes!
Edited by Andy3221 on 5/13/2010 at 2:14 AM EST