What's your mileage at these days?Still fighting the drop in rail pressure at high commanded rail pressure. Getting progressively worse, so I really need to get my return rates checked, and get either the injectors or injection pump replaced, fingers crossed that it’s the injection pump, since it’s only around 500 bucks. If it’s injectors, I might have to hit that fella up again down in Columbus.
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We used LBZ connectors when we fixed mine, no issue since. You can get what’s called a gold plated connector, I think it’s just the color of the pins. Supposed to make a better connection.Ok fella’s, I see there hasn’t been any post to this one in several days but I’m hoping some of you are still willing to dish out some helpful advise. From the technical info I’ve seen posted, I know someone here knows the answer to my issue. Been in the commercial transport game for many years and have had multiple units dating all the way back to the LLY, so I’ve seen many of the different scenarios being discussed here. By the way Matt, the amount of useful information here on the L5P is priceless. Stumbled across this thread when I went searching because I’ve got one that currently has me stumped. Hopefully your coming out ok on yours but the lack of a post is cause for concern.
So this unit keeps eating the injector connector for #4. Get P0204 code - injector #4 open control circuit, then goes into limp. We have replaced the connector itself (Several times), replaced the connector and the injector together all with the same result. It will run for another 5K miles or so without a hiccup and then it will start to stumble here or there (like a couple times in a 600 mile day). Then in the next day or two, it will code out and the process repeats. The tech’s have showed me the failed connectors and they usually have at least 1 terminal that is all blackened .... not melted .... just looks like what repeated arcing might cause. They say the harness checks out fine when they get the fix completed which matches how it acts because it will run for another 5K or so but its like the process of operation is causing the degeneration.
Let the answers start flowing because I’m tired of messing around with this thing. It needs to turn in a full month of consistent dependability or it’s gonna have to go.
Gold plated electrical connectors are quite common. Gold is an excellent conductor and it does not tarnish or corrode so the connection is never degraded that way. The gold plating is VERY thin.We used LBZ connectors when we fixed mine, no issue since. You can get what’s called a gold plated connector, I think it’s just the color of the pins. Supposed to make a better connection.
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I had issues with four different injectors, at three different times. Injector number four was involved every time though, it was replaced three times before I decided to replace the pigtails.Thanks for the info on my injector issue guys.
Are the stock LBZ connectors gold plated or is that a special order from somewhere ... and if special order, do you recall where you can pick them up?
It’s just odd to me that I’m having all this trouble with #4 but not one bit of issue out of any of the others. Matt .... sorry if it’s posted in this thread somewhere (I haven’t had the time to read through all of it yet) but when you had trouble ... was it confined to just one injector or was it trouble with multiple?
Does anyone know, is the signal voltage being supplied to the injectors coming straight from the ECM ... or where is the source? Thought has crossed my mind ... wonder if the voltage on #4 circuit could be off a bit at the source and in turn causing the break-down in the connector over time??
This is a 2017 btw. 180K on it and nearly 100% of that is heavy towing (26K to 38K gross combination).
No other DTC’s or issues besides just this injector issue.