If you mean to turn the crank using the bolt after H/B is on, then yes it's been turned for getting #1 TDC 3 separate times. All smooth and timing checked out.


Thanks you for the confidence.

 

And the rotor is pointing to #1 also.

 

Yes. That was used in conjunction for checking. Believe me, I was checking and quad checking. I had a backup person do QC too.

 

Ok, just making sure you did everything in that article. Don't want it to end up like some one else here recently that bent their valves. (forget who)

 

Thanks for looking out for me. I'm going over my list....over and over and over. So I don't mind any other, "hey this/that/other!!"

 

Ahh bent shment i want a video!!!

 

I had quite the day today. Got everything buttoned up. Purged the fuel rail of air. Installed a mech oil pressure gauge and purged that of air. This was all done by pulling fuel relay and disconnecting the coil 12v, yankin' all the plugs out. Used starter to turn it over and build the oil pressure. Verified by the gauges.

Put plugs back in. Rechecked everything.

Listen carefully at the end... LOL

http://www.youtube.com/watch?v=gilYN6ePuNk



So...does this count as being started on 1st turn? lol

At first it sounded fine, but then seems like a tick. Cruised neighborhood for a little bit just light acceleration and felt sluggish.

Scanner put out code P0205 -- - Injector Circuit Malfunction - Cylinder 5 (27)

Injector 5 was pulled to test for power, so I deleted code and reseated the injector --> no change.

Checked on wire routing to plug 5 per TSB, deleted code. NO change.





I have new set of wires to try as well.

Upon searching on DF, seems 2 things pop up: TSB routing and TPS. I'm done for the night and look forward to comments.

Fuel sync I guess should still be done. Would that rectify this?

 

Injector circuit malfunction huh? Plug wires wouldn't affect that, i think. Now a bad ground can do all sorts of crap, make sure you reconnected them all on reassembly.

You didn't happen to power the injectors for an extended length of time with no fuel going thru them did you?

The quick n' dirty way to rule out the injector is swap it with another and see if the code moves. If not, it's probably the wiring harness or the PCM injector driver (which requires a new PCM)

 

Verify power at that injector. Get a noid lite, and see if you have injector pulse. (provided you have power.) PCM provides ground to the injector circuit, make sure connections at PCM are clean, and tight. Verify continuity of ground wire for the injector as well. Check resistance of the injector.... (especially if you are getting pulse on the noid lite.)

 

Can you point me to where all grounds are or where I'd find that out in order to account for them?

What is extended length of time? The fuel rail was purged of air, carefully. Schrader valve used to confirm very quickly. At most, I'd say 2-5 seconds. Additionally, injector #5 is immediately adjacent to the supply tee. #2 would most likely exhibit some gripe being farthest away (longest dry spell).

Swapping injectors has been suggested and just have not tried it yet, so it's on the list.

Noted that wiring harness is potential problem.

Overall PCM bad due to injector driver seems low on potential. Wouldn't other symptoms occur in conjunction with a bad PCM? Can it be completely limited to a single injector driver? I'm guessing you've experienced this?


I did not drive the truck today. I'll ask the dumb question though, is this driveable? I was thinking no since unburned fuel is going into the cylinder. Thus could thin out the oil...yadda yadda.