03 6.o crank no start not ficm, cmp, icp - Ford Powerstroke Diesel Forum
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Old 12-14-2010, 08:41 PM
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03 6.o crank no start not ficm, cmp, icp

ok was driveing down the highway and it just shut off with no warning nothing just died... tested ficm good, tested cmp good, unpluged icp still no start (service manual said it would start if it was bad) im really pi$$ed at this thing lol ne ideas maybe im missing something. thanks all
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Old 12-14-2010, 08:46 PM
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IPR valve or orings? Are you getting fuel? Any codes? Checked fuses?
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Old 12-14-2010, 08:56 PM
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the ipr was my next stop how do i test it without a scanner? i dont have a scanner to get the codes.
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Old 12-15-2010, 06:31 PM
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ne ideas how to test the ipr
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Old 12-15-2010, 07:05 PM
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You really need to get ahold of autoenginuity. Here is a list of requirements to start a 6.0l

Several parameters are necessary for starting, not including glow plug operation and good compression.
1. ICP 520 psi min. (0.8v minimum)
2. PCM sync = Yes which means that the CKP and CMP sensors are sending a signal to the PCM and are working correctly.
3. FICM sync = Yes which means that the PCM and FICM are in sync
4. Pulse Width signal to the injectors
5. Minimum cranking speed of 100 rpm
-The fuel supply pump has an inertia switch in the circuit, located under the passenger side kick panel
-Try unplugging the ICP sensor it can cause a not start problem without setting any codes
-Monitor the oil pressure gauge on the dash, it should move up during cranking. If it shows no oil pressure then there could be a problem with the low oil pressure side.
-IPR duty cycle of 14% or less during cranking means no cam signal (and no sync)
-Check for loose connections at the FICM
-A shorted EBP sensor can cause the PCM to shutdown
-FICM faulty
-Glow Plug control module connector problems (pin tension, water intrusion, bent pins)
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Old 12-15-2010, 07:11 PM
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Some more good info for you...

ICP pressure and IPR information
The IPR valve is normally open; it takes a 12 volt pulse width modulated ground signal to actuate the IPR.
-Monitor the ICP while cranking, if it is .4v to .5v (200 psi) it is a possible stuck IPR. The system will build 200 psi even if the IPR is open. Make sure that oil pressure registers on the dash gauge while cranking, if not you may not enough low oil pressure.
-If the ICP is .6v to .7v (400 psi) then it is very likely that you have a high pressure leak
-Compare actual to desired ICP on the scan tool, if actual is below desired.
-If ICP is low remove IPR and check for metal on the screen. If you have metal on the IPR screen then the high pressure pump and IPR will need to be replaced. You will also need to check the screen under the oil cooler, toward the front of the engine valley and clean or replace as necessary. The oil rails and check valves will need to be flushed to remove any debris. Of course the debris may have gotten into the injectors as well and could cause problems with a miss or rough run.
-The ICP pressure should be stable and not erratic. If it is erratic then you could have a high pressure side leak or a sticky IPR valve (requires replacement), or debris in the check valves which will require replacement as well.
-The ICP sensor can leak oil, if this happens replace both the sensor and the ICP pigtail connector
-ICP sensor should read .16 - .28 volts (less than 70 psi) KOEO at normal operating temperature after the engine has been off for at least 2 minutes.
-2004 and up should be updated to the latest oil standpipe design
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Old 12-15-2010, 07:51 PM
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thanks man I'll try that tomo if it's not snowin. I can do the same test with a multimeater?
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Old 12-16-2010, 01:27 PM
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click on the troubleshooting guide in my signature for test procedures. Another thing you might want to look at is the STC fitting on the HPOP. My buddy had his truck shut off on the road and thats what caused the problem. The fitting cracks and causes the HPOP to lose its prime.
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Old 12-16-2010, 02:02 PM
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subscribed
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Old 12-16-2010, 02:24 PM
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Quote:
Originally Posted by Chango View Post
click on the troubleshooting guide in my signature for test procedures. Another thing you might want to look at is the STC fitting on the HPOP. My buddy had his truck shut off on the road and thats what caused the problem. The fitting cracks and causes the HPOP to lose its prime.
wont there be an oil leak with that?
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