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DubTee

I recently bought a 2016 Peterbilt with a 734k mile isx15 demandated. I drove it twice and then picked it up and drove it 2.5 hours home, no issues. I got a new radiator, overhead, and full service on it, drove it 20 mins back to the yard where it sat for a couple days. I hooked up to my trailer and 20 mins down the road and into the loading facility the truck dies. I was able to fire it up, a little longer crank than normal but it fired up, not even 50 feet later it died again and would not start before draining the batteries. I haul hazmat tanker, and we are not allowed to mechanic inside the rack, so I had to be towed back to the yard. I ran some cables from my day cab over and let the truck charge for maybe 30 minutes while I look through codes using jpro (insite wouldnt connect via datalink) i mistakenly cleared them trying to see only what was still active but these remained active so thats where i started
spn 157 flash code 559 injector metering rail pressure - data valid but below normal operating range
spn 5585 flash code 4691 engine injector metering rail cranking pressure - data valid but below normal operating range

My initial thought being:
1. Low on fuel, must've pulled air from the lower tank
2. I killed the batteries to where the lift pump doesn't even have the ability to pull long enough to re-self-prime

Now fast forward to 2 days of research on the codes and possibilities of why it would've just died like that. I ran a high-pressure leak test. Truck got up to 28/29,000 psi, shut it off with both windows open and keyed back on and the pressure dropped very fast, down to nothing in less than 30 seconds. I reached out to a local mechanic and borrowed the leak test fitting for return flow. I got right at 200ml in 60 seconds with no injectors isolated. I removed fuel lines from injectors 4, 5, and 6 and capped them, I also torqued the injector connector nuts, these were torqued to spec. At idle the command pressure was around 7,000, killed the engine, key back on it fell fairly quickly. Re-install injector lines on 4-6 and remove 1-3 injector lines, torqued the connector nuts again (these were not torqued to spec especially cylinder 1), and capped at the fuel rail again. Idle, again the pressure was ~7000, killed the engine, key back on, pressure held steadily within 100 psi. Reinstalled all fuel lines.

With the injector flow return leak tester still installed from the fuel rail return i ran the high-pressure leak test, 30,000 psi check the return flow (looking for less than 200 ml in 60 seconds) I got maybe 40ml. So, I was happy with that. Still running at 30,000 for the flow return test I killed the engine and checked for pressure drop in 30 seconds, it held strong at 29,000 psi for a few minutes while i started picking up tools. I watched to couple more times after idling, killing it and keying back on and the pressure was not leaking off anymore.

I got on the interstate and ran the absolute sh*t out of it, and it did not miss a beat. I am going to assume this fixed my issue and I should be ok for a while. I will get 4 new batteries to ensure the voltage is correct and that it has enough to crank. I will also be inspecting the wire harness more closely because i have not ruled out the possibility of an electrical short that shut the engine down but for now i am content with injector connector nuts being loose as it is a common issue according to my research here and elsewhere. That could've easily been an injector job with one of these so-called mechanics. Saved my self a bit of money so i will now be ordering the test tools for my self!

Just wanted to share my experience and express a little gratitude for the gentlemen that help keep this site going, Hopefully i will be as helpful to others one day. (Reading @m*m^2 doc now)

Rawze

looks to me like you missed something EXTREMELY IMPORTANT duting your adventure there....

The 559 fuel-code fault that is often also related to a very well known flaw of the ISX's ... - The COMPLETE ENGINE DESTRUCTION that ensues with only a subtle 559 code that comes and goes. The issue is that the fuel pump starts failing, it bleeds metal shavings into the entire engine, and the only clue most of the3 time is a ghost 559 or other fuel pressure code comes and goes. - A few days, or a month later, and the engine cannot be saved, everything internal is completely destroyed. It is nothing whatsoever to play around with. - That fuel pump MUST ALSO BE ALSO CHECKED, and its guts replaced if it has more than 8,000 run time (or 400k miles) on it, even if they look ok.

NOT CHECKING FOR THIS, especially on a recently purchased engine/truck is a HUGE GAMBLE!!!.
info: https://rawze.com/forums/showthread.php?...5#pid72475

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NEXT:... ASSUME THE DELETE IS BAD AND CAUSING PROGRESSIVE DAMAGE!!!... I don't care how you think it runs. If you value that engine at all, then you need to copy that program from that ECM asap and have it inspected to ensure its not eating the guts out itself internally.

- More then 90% of every file look at each year are.. half of which driver swears nothing it wrong while its blowing head gaskets and tearing up the engine internally.

copy the program out of the ecm and e-mail it to me for a proper review of what someone did in there.
info: https://rawze.com/forums/showthread.php?...5#pid72945

Also...
Is the VGT turbo still on it?
Is there a proper block plate between the Exhaust manifold and EGR cooler at cylinder #1?. .. at the intake piping as well?..

Are the cans fully gutted?.. including the SCR??>.. which many ppl do not do properly?.

Has the main harness for the AFT systems going down to the cans unplugged?.. -- IF SO, the is there still 60-ophms on the J1939 network, because of some dumbersse unplugging too much stuffs?.
'

A lot of unknowns that, as a truck owner,.. you need to know the answers too if you want things to be right and not harmful/destructive long term.