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No or low fuel supply, should be 10-15 PSI at idle, to the high pressure injection pump(CP3). Monitor rail pressure and see if you have over 4000 PSI during cranking, if not one or more injectors can cause a hard start, see injector section for further diagnostics. Injector high pressure connector tube (feed tube) not seated in injector, bad tube or improper torque (final 37 ft lbs) on nut. If at idle, use the scan tool to cut out one cylinder at a time and see if the smoke disappears.
Exhaust leaks or Boost leaks, you can usually hear a boost leak as a high pitched squeal under load. A bad or incorrect torque on an injector connector tube, missing or damaged chamber gasket, low compression or excessive valve lash could all cause a miss. Actual versus desired too far apart, map the fuel pressure graph, may be a bad FCA (fuel control actuator). The intake air temperature, coolant temperature, inlet air temperature and battery temperature should all display normal ambient temperatures when cold.
Excessive idle time can cause excess particulates when cold due to carbon build up on the injector tips. Most starting problems due to low pressure are caused by bad (eroded check ball seat) injectors.
Volume test; the CP3 pump should discharge 70 ml (at 150 rpm or 90 ml at 200 rpm), from the CP3 to rail manifold fuel line, in 3 10 second cranking intervals (total of 30 seconds cranking). If the cascade over flow valve is bad this can send fuel out the return line instead of to the charging circuit of the CP3 pump.
If you have a no start condition, maximum allowable return is 90 ml per minute at 200 rpm cranking speed, be careful not to over heat the starter during testing.
Excessive leakage usually results in a starting issue, which could occur hot or cold, but usually occurs hot because the fuel is thinner when hot.
DO NOT reset the DPF timer unless the DPF has been replaced or cleaned (removed and cleaned, not regenerated in the vehicle).
If the DPF has been deleted, customers will have run-ability issues if they do not have the correct software.
A plugged DPF can cause a turbo failure by forcing exhaust under excess pressure around the turbine shaft seals. Using Stanadyne Performance Formula fuel additive, which improves cetane,  will reduce regeneration events and improve mileage around town.
Use of the exhaust brake, which cycles the turbo to a 100% closed position, can help reduce carbon build up.
Reducing idle time,an example of excess idle time would be leaving the engine running while hooking up a trailer. Sets when fuel pressure deviates from the set-point at a rate higher calibrated amount (drops quickly). A charge air cooler hose blowing off under load will cause the turbo to temporarily over speed and may set this code. Any leaks on the high pressure side fuel system such as injectors, high pressure connector tubes, etc. DTC P0148; high pressure common rail check-sum, this is a deviation between the fuel pressure set point and the actual fuel pressure.
FCA, check for rust on the fuel control actuator, which could indicate other fuel system problems caused by water contamination. Check injector resistance, should be less than 1 ohm and greater than zero ohms (zero ohm meter leads before test). Fuel Control Actuator (FCA) bad, use the scan tool to verify rail pressure set point versus fuel pressure. Similar to P0087, sets when there is too large a deviation between actual and desired fuel rail pressure, actual being too low.
Can be caused by a plugged fuel filter, low fuel supply pressure, high pressure side fuel system leakage. DTC P1451; diesel particulate filter system performance, is usually the result of improper drive ability, such as excess idle time or fuel system issues. The ECM will set this fault if it has detected that the soot level has exceeded the normal desoot trigger threshold by a sufficient amount to require driver intervention. This code will set when crankcase pressure is very excessive, such as the vent filter being completely plugged or excessive blow bye. If the vent filter is completely plugged it can force oil around the turbine shaft seals in the turbocharger and cause blue-white smoke.
Actuator failures are common on these turbochargers, but actuators are not available separately at this time.
The following information has been put together to help you troubleshoot complaints and to better understand the basic operation of the engine and fuel system. Check for exhaust manifold leaks, exhaust leaks won't let the turbo spool up and create full boost. Check the intercooler hose connections; these can often slip off the intercooler piping especially in high boost situations.
If you have changed the injection pump, and it ran fine for a shot time then starts missing, smoking or dies with no restart then the pump camshaft nut was not torqued correctly.


If you have a start and die or a long crank time after the vehicle sits overnight then you may need to replace the return line off of the injection pump. The colder it is and the higher in elevation you are the more you need the intake heater for faster cold starting and reduced smoke. You can watch the volt gauge to see if the intake heater is cycling; it will drop to about 10 volts while the engine is running. Loosen each injector line one at a time and note which line does not make a difference on how it runs. When diagnosing a miss you can move the possible bad injector to a different hole and see if the miss follows it.
We do not see many injector problems on the 94-98 12 valve engines, they are usually good for 200k miles or more. Fuel galley pressure (check at inlet to injection pump) should be 20psi at idle and a minimum of 25psi at 2500rpm. Use pliers with a soft jaw and temporarily pinch the return hose off of the injection pump. The shut down solenoid is controlled by two relays one for pull-in during cranking (70 amps) and one for hold-in during running.
If you are lacking fuel (galley pressure) at the right time (timing) or have an exhaust leak (loss of exhaust gas velocity) the turbo will not produce the correct boost. The turbo should spin freely while pushing the turbine shaft left, right, up and down while gently rotating the compressor wheel. Check the wastegate actuator for free movement while applying regulated air pressure, the wastegate should start moving open with about 20 psi applied to it (check the specifications for the turbo you are checking).
89 to early 91 used a wax motor style KSB unit that voltage is applied to, via the cold start switch, once the intake air temperature is above 160 degrees.
Check for full throttle travel, worn levers or throttle spring on the injection pump can limit travel.
Remove the overflow valve and tap out onto a sheet of white paper, or remove the shutoff solenoid. As above, if the pump has a lot of metal in it, the metal can plug some of the spray holes in the nozzle tip.
The turbo should spin freely while pushing the turbine shaft left, right, up and down while gently rotating the compressor wheel.
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Our website has only one mission: help you to manage your accounts on your favorite websites. The fuel pressure regulator (fuel control actuator) in the high pressure pump controls rail pressure.
No smoke from the tailpipe after about 10 seconds of cranking means no fuel is getting into the cylinders. The exhaust may need disconnected or a test pipe temporarily installed to diagnose smoking issues.
The exhaust may need disconnected or a test pipe temporarily installed to diagnose smoking issues.
Blue white smoke that burns your eyes, is unburnt fuel, cold temperatures, high altitude and excessive idle time all mean cold combustion. IE: if total leakage is 200 ml and blocking off number one injector reduces the total leakage to 160 ml, cylinder number one injector has excessive leakage and is bad. The IQA codes give the ECM specific fuel flow quantity information so it can adjust delivery in the engine accordingly. During certain driving conditions the engine will perform a regeneration cycle, which will use additional fuel injections and the catalyst to heat up the exhaust temps to the point where the soot will be burnt out and form ash.
We have also seen EGR related issues that do not set codes with delete software installed. This will cause poor mileage (zero MPG when idling) due to more frequent regeneration events. Like any other VGT type turbochargers, poor driving habits and other failed or failing components will cause excessive carbon build up and eventually turbo failure due to sticking vanes. Note: connector tubes or bad injectors will not show up as an external leak, the leak will be excess fuel return, which returns to the tank. The symptoms of a head gasket failure are typically coolant venting from the coolant overflow bottle and excess coolant temperature.
The correct tools and service manuals for performing the repair procedures will be needed.
If you have checked the fuel galley pressure and it is good, then you can try the following; after the vehicle sits overnight start the engine and as soon as the oil pressure gauge starts to move increase the engine to 1800 rpm. The PCM gets a signal from the intake air temperature sensor and activates the heater via the air intake heater relays, if the air intake temperature is below 60 degrees.
If the galley pressure is good (see overflow valve and supply pump) try the following on a cold start.


If the shut off solenoid does not pull up be sure to check the relay and replace if needed prior to replacing the shut off solenoid.
The blades should not contact the compressor housing and the blades should not be chipped, bent or damaged in any way. The intake air temperature sensor applies 12 volts to the KSB solenoid until intake air temperature is above 90 degrees.
If there are a lot of metal particles, the injection pump is coming apart inside (we see this happen frequently after approximately 150,000 miles) and must be changed along with the injectors (the metal will have been pumped through the injectors). If there are holes plugged in the nozzles, find and fix the cause before replacing them (if the problem is in the pump, the replacement nozzles will soon plug as well).
The compressor wheel should turn freely by hand, if it doesn't replace the turbocharger. The blades should not contact the compressor housing and the blades should not be chipped, bent or damaged in any way.
Everyone who signs up gets full access to our entire library, including our curated collections. Our Standard license allows you to use images for anything, except large print runs over 500,000+ or for merchandising. Once you have downloaded your image, you have life-long rights to use it under the terms of the license purchased. To do that, you need to know where are your Bank Account, your Routing Number and your Check Number. Just click on “Forgot Username” or “Forgot Password” and be sure to use the right email address. The aim of this support is to avoid problems and to allow you to manage your online accounts easily. The injectors have a hollow check ball that holds rail pressure until the fuel solenoid is actuated by the ECM, this allows the check ball to rise off its’ seat and an injection to take place.
However, this does not reduce rail pressure in the injector and the tip can still leak fuel. The injectors are typically damaged first, but any contamination that got into the injectors also went through the CP3 pump.
Excessive leakage from the injector is returned to the fuel tank via the fuel return system, you will not see an external leak. Failure to program these codes may cause injector cackle, slight rough run, or excessive emissions.
Excess soot and ash load will result if the timer is reset without replacing or cleaning the DPF. The test will recommend whether to replace the turbo, run the cleaning procedure, or if no repairs are needed. If the white smoke and miss are cleared up in less than 7 seconds, then the pump to engine timing is usually good. Start the engine cold, as soon as oil pressure registers on the gauge increase the engine rpm to 1800. To accurately measure boost pressure you must have the engine under load, such as full throttle acceleration while driving.
To accurately measure boost pressure you must have the engine under load, such as full throttle acceleration while driving.
If at any time you're unsatisfied with your experience with us, you can cancel your subscription. If the injector connector tubes, where they seat into the injectors, leak or the check ball in the injector is leaking or the high pressure limit valve then it will not build enough rail pressure to start the engine. Zero supply pump pressure will not damage the CP3 injection pump like it does the earlier Bosch VP44 pump on the 5.9. Some tuners may corrupt the IQA codes, or not allow programming of them without a re-flash.
Any engine drive-ability issues or fuel system failures will cause premature plugging or failure of the DPF.
If it takes longer than 7 seconds to clear up the smoke and rough run you may need to check the pump to engine timing. The engine will smoke and miss, if the smoke and miss doesn't clear within 7 seconds the pump to engine timing may need to be reset.
If not then you have a bad supply pump, restricted fuel supply (fuel heater screen or tank sock) or the fuel heater is sucking air. If you are unable to enter the IQA codes with your scan tool, because it errors out, you may need to update the ECM to the latest programming.
If the DPF is plugging repeatedly or requiring excessive regeneration cycles there is probably another problem with the engine, fuel system, or EGR system.
Incorrect torque will allow the drive gear to slip resulting in white smoke or dies with no restart shortly after installation.



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