A flying trip through the early Duramax

okay I don’t know if we’re going to get through all this today this is sort of a long PowerPoint presentation one second hello to all my YouTube Watchers out there this particular this is the duramax what it looks like right here all right now diesel fuel injection required high pressure in the job done intense hydraulic pressure springs pockets check mouth small orifices so it’s all about what happens at the tip of the novel you look at those novels it’s hard to even see the whole of the tip of that novel these lenses funds to the delivery of anything it can use as fuel include motor oil but performance in July and economy depend on fuel quality and precise delivery so increased precision and fuel control is what electronic diesels are about more envision friendly to do the same job at a whole new way or this has been around for a while now this is a duramax fuel system this is what it looks like see these right here you’re coming rails there’s your injector those things are made by Bosh and you got your fueling get your control module and your engine control module this one right here uses some transformers in there I mean some capacitors rather like keep thinking power stroke to step the voltage up to 93 volts that’s what operates your injectors this right here is the high-pressure pump that feeds the common rail now you might notice there is no low pressure fuel pump on is it there’s a little low pressure pump and a high pressure pump it has to pull the fuel out of there and it creates about nine inches of vacuum or something like that I’ve never liked that the returner system is in a lot blue there’s actually a jump Junction block here with a pressure limiting valve that ties all this stuff together and so the injector control module is electronic muscle used by the PCM to operate the injector kind of what it is I didn’t have perfect pictures on all we’re going to do what we can with it it only does what the PCM telling it to it doesn’t do any thinking on its own okay yeah then you get your high pressure pump it’s a positive displacement gear-driven radial piston design continues this burner pure pump it brings fuel from the tank now this is the early duralast that I’m talking about all right so you basically have electric transfer pump that isn’t an interesting thing on units with dual tanks the engine controller uses the electric transfer pump to transfer fuel from the auxiliary tank through the primary fuel tank with the pump primary tank runs a little old fuel so it automatically is transfers fuel from one tank to another see that’s something that the driver doesn’t even have to worry about this all the ones that have that the fuel rail is mounted on each cylinder head and each fuel rail has 16 cubic centimeters of fuel to provide constant volume has dampened the oscillations as the injectors operate okay come on the injectors are operated by the fuel injector to control module and basically below 2500 rpm electronically triggered split shot injection strategy is used it puts start to squirt to fire that you know lots of fire and then it puts another sport in behind it that’s something they basically we’re doing on a lot of the old caterpillar injectors at powerstroke hughes had a mechanical way to do this the six leader has got two solenoids and a spoon mouth and it kind of was trying to do it all that way we’ll turn that back home so but they had trouble with that so whenever they took the split shot out of it because funky idle problems early on because the fuel economy go to pot so anyway and you couldn’t you couldn’t walk that back either there’s your filter separator now this thing right here is a pub where you got to pump it to fill up the know to get the air out of the rail that’s got here water in a few lamps insert and a printed pump from the top on top at the Bosch thing they always like that you look swaggin diesel that worked i’ve used to have those the fuel heater operates below 40 degrees Fahrenheit so be aware of that ok so the filter should be changed every 15 tell them out more so if you’re running to 1080 fuel here’s your high pressure fuel system and there’s no sort of a black and white picture of the pump right there that is no it’s really good with that but over the high pressure supply pumps or combine them what you need and this is kind of how they work a little pump got to do it right here in and out there’s no gears in there that creates the vacuum that pulls the fuel up there and you got your high pressure pump it’s got these three positive displacement pistons and all that so your fuel rail pressure regulator is there at a distinct difference between the duramax and the power stroke is whenever you unplug the fuel will be this regulator on the power strokes they’ll actually go to the bottom the lowest pressure which is typically caused the most art you unplug that on a duramax it goes the other way that’s what GM kind of likes the dual even on their GD a staff a lot of times when you unplug look GD geology IM it goes to it maxes out all right now

while the pump is gear driven over like older ejector pump there’s no time in march you just put that thing on there from the time and then by the Indian system all right now there’s you little punk there or you’ll see we pull it out integrated fuel pump go real pressure regulator there it is and there you little fuel pray real pressure regulator fuel in you’ll out so on and so forth PCM control with a duty cycle ranging from five to ninety five percent in the old power strokes I was used to we like from zero to sixty five percenter his eyes ninety-five percent all right so you do these aqua range at five percent notice that select it was if you’ve unplugged it like that twenty-three thousand two hundred pounds exactly 23 two fifties when I read somewhere else and then ninety five percent is 5,000 pounds that’s how much you go pressures in the rails okay so electrically disconnecting the regulator will drive it all the way to the top we talked about a pressure relief valve in the junction box bounces to regulate the pressure mechanically well that kind of thing happens there’s your Junction block right there as a cartoony picture of it but I’ve got high pressure and purple together low pressure return in green and that kind of thing alright so here’s your pressure limiting valve and your junction box but your fuel rail pressure sensor is right there that’s how it knows what the pressure is in the fuel rails you got a high pressure coming in you got a little pressured one you know it’s returner back there trying to color code it and there’s your your pressure relief valve with what it looks like actually on there that you get your fuel rail pressure sensor that picture right there the fuel oil pressure sensor is a pressure-sensitive transducer mounted in the junction box and whenever it’s got these little soft iron seating surface if you ever take it out of there you just put a new one on it you don’t take this one out and put it back connector terminals got an amplifier circuit sensing element if evaluation processes it strengthens the output from the sensing element so that it will be able to send a single the engine controller can use like most other three wires hitters it’s got five volts a signal return wire and a fuel rail pressure single feed a fuel rail pressure relief valve matter the junction block it pushes against that spring weather is enough pressure to make it happen that goes out to your return limits maximum high-pressure 227 550 because it is a positive displacement pump and it can bust something alright there’s your fuel rail he trails coming to all the cylinders on that Bank that’s the name common rails the rails contain 16 cubic centimeters of fuel with damping oscillations I mentioned that earlier and the electronically controlled injectors are installed in the center of each combustion chamber fuel is injected directly into the cylinder that’s kind of a cutaway what they look like it’s got them from GM all right in there they are driven by 93 volts produced by capacitors and I said step up transformer finish primarily as capacitors on that jump up transformers or what Ford uses and GL like to use capacitor so a low pressure fuel system works like this it’s kind of what it looks right there’s your return around is there a low pressure fuel system where certain system must be free-flowing if anything is blocking it you’re going to have issues they should never be routed to flow uphill whatever they’re coming they always need to be going downhill really important if you’ll cooler is like a little radiator is mounted kind of back there under the truck it’s mounted in a perfect place to get clogged up with mud I thought that which is absolutely brilliant to do that I mean it catches there but it catches a lot of good too ok so it’s located to rear left in the return line here the fuel tank back there and you got to check it for clogged fins it’s a good idea to clean that thing out when you’re doing a service on the tournament now the newer duramax it may be different alright so the ECM input you basically got all of this dump one in there injectors class too tentative scan tool and then you got your can data to the field and go to control module that’s attendant they won’t the can data because of the speed necessary and can is a lot faster than class too so basically you got your ECM output your feel real pressure regulator they got a Jessica manage crank angle that kind of things and there you go your ECM and fueling d’être control motor communicate on can bus Natalie you got a Jay 30-9 controller area network link and you see all of this stuff here get your glow plugs in take Peter crews transmission control module personal stick camp positions crank position all of that stuff is sucked up in there this right here gets his marching orders and there’s canto now in communication with other controllers is carried out on a class to Natalie alright so here we go the controller area network is the 1939 250,000 baud rate and has an interesting ok false are reported by the ECM and 2 to the ECM by the familiar control

module and it’s a GM wiring schematic for that it so basically that’s the way that kind of thing works it here we got your it doesn’t store trouble codes on these over but like I say the newer ones may be different but this is the earlier duramax I’m talking about here monitors the fuel injector control module be in the can bus and it interprets reported failure stores trouble codes it illuminates the mill that and there’s basically looking at your village under control module it’s basically connected to the injectors and the engine controller is what tells it what to do the appropriate commands are sent to the fuel injector control module whatever exceeds something completed and then operates the injector supplemented with 93 volts the way the injectors work is whatever they they move a little poppet off the seat down there and let the fuel go through and then and then pop up like a regular injector I’ll afford the common rail they basically have a piezoelectric thing you put a put voltage into the piezoelectric forward injectors that center part of that injector I mean p so part of it contracts a thousandth of an inch and that’s all you need to do own that in order to make it put the fuel out there and pop that injector creates the current based on crank position signals and ECM requests and so basically its internal capacitors or recharge using the 50 gold spikes generated by each injector call as it’s the do you remember the spike I just showed you on the scope earlier that’s what I’m talking about but of course you like so you use it 93 votes all right so each injector driver and the fuel injector control michael has its own hardwired signal feed from the engine control module all right now the fuel injector control minds will generate heat while operating now that it sent away its cooled by the income and fuel so the fuel goes right by this thing eq cooled at all because it gets mighty hot the only ignition modules are kind of we think about we used to put the dielectric grease between that that’s triggered your old Fords and on some of the other you know heatsink stuff and all that alright so basically this is sort of like your old i like to call these bart simpson his it initially it takes more current to open it than it does to keep it open and this is a cool little thing you got a solenoid valve oh you got your acceleration fulcrum unloading holding currency it’s holding it open the holes in there but it takes a little bit more to pull it up there it’s kind of like imagine this whatever you stopped at a traffic signal on your vehicle whenever you take off there’s more load on the powertrain taking off then there is driving and it’s kind of hot jizz once it opens it it doesn’t take as much to keep it open so you can see the average change on there okay so current control circuits built into the fuel injector controller Michael divides injection time to do a pull current phase and the holding current face so it’s a smart boss true all right open the injector break they takes 18 min 12 will hold it open for the duration of the pulse and some of each cm generated code related to the fuel injector to troll modular of these po6 12 would be the real apo 2012 208 your injectors be aware of this is 200 series code your injector related and then your 1261 1261 mike one or open like to alright but basically the way that operates here you got your knees rappers here the job for your keys hilaria all right high five drivers one for each Bank deliver high voltage to the people plus side of the injector or your hot side driver there there is your engine controller there your fuel injector see that these basically goes either and it basically is what tells the field of gesture control module to do that you know alright then the low side drivers provide ground signal one injector so basically you got be pleasant and you got your low side alright so that’s not too complicated the ECL monitors individual injector current all via canvas communication from the fuel injector control module and they’re divided electronically as shown here group one is one in seven four and six in a group two is 2 & 8 & 3 & 5 500 1278 4563 you’ll have to memorize that it will be able to pop test when you come back from Spring Break alright so that’s right here if I high sides shorter open a curse for 32 milliseconds the roof wanna pee 1261 code set screw point is then shut down if you liberal group two is increase though it will actually shut one bank down try to operate it on the other travel the other thing too kind like the Ford folks we did that p 2012 20 it goes indicate individual injector circuit problem that’s not complicated not hard to figure out all right p 0 to XX series code set our feel most alive the entire injector bank in that group will be shut down the ECT sensor is a negative temperature coefficient sensitive up race in conjunction with the voltage divider circuit and easy ‘um this is not new the GM has been doing this for a long time and so much Chrysler’s basically what happens if

you’re watching it on a graph you’ll see it do this you’ll see it pull that voltage now pull it down pull it down and then it jumps up and it pulls it down again that’ll make you think there’s a problem that’s kind of like it shifts gears so that it basically hasn’t solution that it can use to determine temperature if it has kept going down at work is really low it would have a lot of trouble reading from here to here but because it’s just gears it’s basically got our resolution signaled ones down here alright the mass air flow sensor measures airflow and density dependent on him get temperature engine speed load conditions we’re going through this really fast alright here’s your mass airflow sensor engine one excuse ten out fuse fees the mass air flow intake air temperature sensor and that basically it is it the color wires and almonds and have on that the agent controller uses the vehicle speed signal and control transmission function cruise control and some fueling modifications alright the manual and 4-wheel low series transmissions use a hardwired sensor but the allison transmission controller communications vehicle speed on a class to signal as well sometime get it directly so let me get it to the network’s basically how that worked there is your boost since revisers turbo boost pressure is mounted only intake manifold and there’s your boost sense or what it looks like right there you know you got as far as your schematically boosting all the reference 50 that’s old hat we’ve seen a lot of that kind of thing there’s your accelerator pedal position sensor three redundant potentiometers are used that’s three-quarters of the low 4.29 4.29 22.98 3.98 3.2 go hook random difference alright let’s the accelerator pedal position since our there you’re going to have a see there it is down there one sensor fails and diagnostic trouble code will be storage engine operation will be normal if you lost that one you can still depend on the two other ones that are left if two of them fail these TC will be stored and the engine power will be reduced and if all three on the fail it will store it and it will just won’t operate above that so basically it will do anything dad so there’s your crank position Josiah ala guess what it looks like on the truck alright so that’s what basically you’re looking at right here you’ve seen crank sensors before nothing all that special about that it uses it to input crankshaft position to monitor misfires you notice that little missing thing like you basically you’re going to have on these diesels there they have a lot different setup they’ll have like a 60 minus 20 the power stroke at a 60 minus 30 this one is our group okay so yeah the 69’s three got 57 teeth on there and there’s three teeth Bishop and all the paratroopers only two teeth missing which is a kind of an interesting thing right there there’s your cam sensor is what it looks like you look similar to the crank sensor and it’s not really such a big deal either you basically got to help up I mean you can actually get a scope better on this but it uses composition I listen to this that’s interesting always you’re an engine cranking to determine injector fired order he then that cool or what I mean some of that stuff you probably would know and that’s what the little pulse ring looks like on that there’s your camps it’s a reluctor a little in front of the shout there’s your fuel rail pressure century return pressure and high pressure is no real pressure every closed-loop systems he’s a feedback sensor and that’s what this sensor does alright and so there you get to the mill soft iron seat where we’re going that again a little closer sensing element evaluation circuit software and see everything that’s going to put you it in signal produced by the Citadel bits amplified by the evaluation circuit city engine controller there’s your codes peel 192 pln 83 high low voltage remember those two they’ll be on the test in the case of a fuel rail pressure sister failure it limits engine RPM to 200 RPM with a fixed fuel rail because you or a limp in all right this right here is your fuel pressure regulator this is what actually causes the this is the actuator that it uses to control the pressure and so is basically to get your winding from here your wires going in now that opens the clothes you get your hammock valid and injures that based on that from five to ninety five percent and twenty member we gave those numbers earlier see that really go over there and get it disconnected solenoid make it go really high I’ll provide that to a shortage control circuit is the extreme low pressure and a probable new start because you’re not going to have enough pressure if you shorted the overall pressure regulator related diagnostic trouble codes POA pw 88 87-89 93 94 control circuits Molly Hartley performance see all that stuff that you can get out of there alright that’s basically what you doing at you got a purple white wire you got a yellow our control circuit the whole supply okay there’s your injectors right there talk

a little bit about those now there’s one for six cents the other sprint up part of these two mates right here like message earlier all right let’s see what we can do here about putting something up there engine control module the only objective control they come in from there your fuel injector controlled buys was going to receive as marching orders for its drivers in there and obviously it’s to you then you can be fused 25 a splint junction block under good and are you feeling get rid of provigil basically both of these are the same box but it ordered God so you can understand it you might notice you got voltage going here and then you got your command going down there 93 volt injector solenoid are 18 amps to pick up all these we talked to that earlier 12-round center is open and if the fuel injector told Michael does not receive a crank signal but does receive injection wreck was a great request for the pages are filled 370 or 374 will be set remember those to index your fault inserting false will set to 0 1 2 208 talked about that earlier 12 23 26 really natural 30 to 35 to 38 / 11 12 words for me the ecms determine be commended output and the state of the driver not match so he’s watching all the time it does this and it sees what’s happening so coolant temperature and then take care of jumper monitor to determine go plug operation and all the time it is cute little bug down there easy and then the glow plug sale for 30 seconds after engine start they stay on whether that’s nice i did that twice right okay low plug an intake here relay simply see these are out here going to recognize these are booked ones another yet reflect over there are okay cool thing or some other there’s some distances here the California glow plug system is required to monitor the resistance of each individual both look there may be some other states of the requirement now to an extra vex what they look like a UCL similar out there that’s a here when you see that though they didn’t show that that way the other one a schematic symbol of the heater is that funky little late there and there are you 175 m confuse and then you got that fuse and here’s your go plug controllers that’s California oh that’s a different deal it works out now they had taken air heater on a duramax is work different from the one of the power stroke what we got here that’s what the intake area looks like did you know that was the intake air heater you’ve seen it for it you know very that unites the hose y’all have one it was blowing the hoses off the other day or something you said when you can Jim I put a link in on and then run yeah and we see that a lot okay basically your meter relay this is not complicated see a little heater heater control your monitor going to you know right in your B plus that’s not complicated at all however it’s activated as needed by the engine controller it stays on for a hundred eighty second there times so any time it needs to heat the intake air and lead it none of the power stroke it uses it when you first started up to keep white smoke but beyond that you’re not going to have it a meeting won’t work after a certain amount of time whenever you know whatever you please first started it’s when it operates out and the heaters are basically the same they pulled up 50 amps okay but anyway there is your EGR system that’s how that works its is really interesting to me but God EGR valve solenoid you gotta vent solenoid and you got earth what we call orchid herb whenever the 40 was doing it that’s controlled by the way a whole fashion vacuum event solenoids on the shoulders direct and so now they want another forward with electronic you know anyway some of the newer duramax is actually gr anyway that was a sort of fun right there they’re your acct works EGR vacuum control I’ve hit some legs together on the older Durham axes and I added another solenoid which is your throttle bounce on what is the throttle valve for why the world you did throttle valve on a decent think about that it’s kind of close the throttle valve your cause low pressure so that it can so each of your will work see you got high pressure on your EGR and if you’ve got a turbo and you’ve got to the turbo be chef at a bunch of air in there if you don’t have a throttle place you can’t get an easier method ways around down and it kind of got weight right later on but that’s what they did that so did the diesel produces no lack of the throttle bodies got that control ECM controlled role play dollies and there’s a vacuum sensor there so it no able to know how much vacuum is created as it starts to close that probably your powerstroke early tires rotated too but in 05 they get away with in today’s made it you know draw it is you know I put the whole crew there the PVC MDS know how much back is being created there’s your backup sensors for that point whatever except

these know like sadie’s when the older ones you is the dupatta holo alright so it puts affected EGR crepe raised under these accelerator pedal barometric pressure boost engine coolant EGR I team mass airflow vehicle speed and engines be that’s what the old EGR look like here’s a few diagnostic tips real-time or live data freeze frame down and snapshot recordings on a powa t7 feel real pressure too low poww 88 no real pretty too high greater than 175 mph alright so basically you got all of these right here you know you could we could talk about codes it snowing these are the ones that can trigger Olympians I’m 1993-94 and a 1 82 and 83 use the boost pressure perimeter to determine a manifold pressure you can actually look on your skin to inter what did verify the customer complaint comments it’s quick checks check gauges check filter minder check crankcase off that’s how obvious things that everybody ought to do going after the problem before you check the basic supply vacuum high pressure return flow I can check for diagnostic trouble codes check componentes et’s first and then check system DTC’s and they look for technical service bulletins always look for technical service bulletins because you’d be surprised how many of there are out here they will help you learn the diagnostic trouble code used in Diagnostics it’s still a diesel and the fuel delivery different but it still do the same job it’s using diesel fuel to do it determine the cause every component has a job to do isn’t it component of it is job running necessary and push in range or are they out of range trying to duplicate the concern yeah they’re down under the same conditions described by the customer 45 miles an hour of Appeal all the way to church Lauren as quickly as possible what normal data stream numbers look like fine doesn’t scan to hook up to one of anything you could hook up to it look now look at this engine speed 653 RPM what is this right here what is that ready what would you call that no need a burger exactly right that’s cubic millimeters that’s what that is and this is the way these Diesel’s figures cubic millimeter no fuel actual fuel rail pressure you know and then you got fuel real pressure command it gives you that Lina Jets attending before you know degrees and then you gotta choke this right here I see how that looks calculated fuel range rover and pilot injection rate is the first part of that don’t go squirt you know all right now you got a fuel system engine speed 3396 you notice how this is going up and your fuel rail pressure is going up your feel real originator commands going up your main injection time is changing indicated angle one hundred percent were over at wide open throttle feel real temperature 84 degrees it’s an important kid and then your pilot injection or made the same with this one here all right so check for fuel supply restriction using a vacuum gauge um tool number is a 44 638 and basically remember I told you guys the second out of the tanks you get a restriction bacteria issues five inches of a cube normal five to ten replace filter 15 vacuum performance suffers greater than 20 inches of vacuum and shut the engine down duramax fuel pressure does not normally hold steady at engine check message goes away fuel system diagnosis the pressure regulator sensor failure low-power poor fuel economy misfire and sold junction box pressure relief valve stuck open engine easily won’t start but you won’t have any pressure he’s splitting up here but now with 90 RPM fluctuation let’s see what we got here diagnostic trouble code lady 18 any data stream check it’s going to come up think by itself we’re putting out visual inspections okay all right here we go that’s an actual tangible there 600 rpm actros no oil pressure look at that 20 30 daddy that is really really high desires your little pressure 4390 do you see a problem yeah all right the more you put here the lower decimos go so this is this way up close to ninety five percent trying to make this come in lad with Pat if you were a fuel temperature sensor 166 degrees calculated fuel rate 16 cubic millimeters pilot injection fuel rate and the you know just under there see how that so small down the main injection fuel rate is 13.8 cubic millimeters and so on and so forth stalls and restarts knocking noise male on the alley BTC right here you know remember a shorted or open circuit even a one injector or cause the whole length to be shut down if the RPM done stay wet no attempt repairs on the 93 both side of the engine controller as much as you like to and don’t use a hammer on the wire hard okay all right loss of power alone trips at several diagnosis number two did it had a stream check here and you look at what you got to hear fuel temperature sensor is 186 engine

coolants its 152