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post #1 of 3 Old 09-30-2013, 03:22 PM Thread Starter
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IPR HPOP Question/Guidance

2003 Ford Excursion 6.0 154k miles. My son was driving the X when it died, crank no start. I read hours of post and the crank no start guide. I first checked FICM 48.5 KOEO then 18V while cranking. Figured that was the problem and sent it off to FICMREMPAIR.com. Put repaired FICM in, still crank no start. Checked FICM again, now 48.5 at KOEO and while cranking. Went out an bought scanguage II, IPR at 85%, 200 ICP, FICM Sync yes, so I am assuming IPR, HPOP or leak somewhere. Fuel fills the filter quickly and Oil fills oil filter housing within a few seconds of cranking and shows reg level on dummy guage. My question before tearing into unfamiliar territory is can the IPR be my problem without it being HPOP, or if the IPR is bad the HPOP is bad as well? The ICP was replaced less than a month ago. Any guidance or suggestions on this would be greatly appreciated.
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post #2 of 3 Old 09-30-2013, 06:00 PM
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You could have a bad ICP or IPR or HPOP. or a combination of any of them.

First thing to try is unplugging the ICP. The Pcm will use a defaut value of about 650 psi.to start. It takes a reading of 500 psi for the pcm to tell the ficm to fire the injectors, if the hpop is working correctly it should start then you know the icp was bad.

The IPR works by bleeding off pressure back to the base. The pcm will not command the Ipr closed more than 85% to keep the pump from blowing seals.
There is a test method of applying 12v directly to the ipr but most instructions say no more than 15 seconds at a time.

At inital start the pcm will command the ipr to 84/85% to give full flow/pressure to the oil rails then after staring will decrease.

Since the ipr is being commanded to 85% I think the icp is bad or a leak in the HP oil system.
You will need to do the air pressure test outlined in the no start guide.

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post #3 of 3 Old 09-30-2013, 06:53 PM
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It is interesting to note a potential double failure. It may not have been the FICM that caused the initial dead engine syndrome, but it may have happened soon there-after.

The IPR could be the problem, but it is only one possibility. The air test will be fairly definitive if done correctly.

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