you can get the B code if the dinger circuit is broken, neither are likely to cause a no start.

what else is going on?

 

2005 F350 with a crank no start.
During cranking The ICP volts correspond with the rise in pressure then the psi jumps from 500-700 to 8000, 10000+psi and does not start. It blows black smoke and sputters like it is gonna catch but doesn't. Does not start with ICP unplugged either>
FICM Main 48.5 KOEO 48 during cranking. Logic and vehicle are both at 11.5 and go as low as 10.5 during long cranks.
IPR 14.84 KOEO and goes to 48% during cranking
EPB volts are .96
FICM sync YES
CKP/CAM sync YES
MAP 101
BARO 100.76
fuel pressure at 62-64 psi KOEO and during cranking.
OEM fuel/Oil filter (Motorcraft) and motorcraft 15W-40 oil.
HPOP verified to put out 4000+psi and HPOP system air checked and no leaks present. Updated STC, dummy, standpipe.
Basically don't know why this truck won't start?
Only DTC is for glow plugs and a randon B1352-20 and B1360-20 both have to deal with an ignition key in circuit fault

 

absolutely nothing

what else is going on?[/QUOTE]

Nothing, it just doesn't seem to make sense.
also posted in the another no start thread:
2005 F350 with a crank no start.
During cranking The ICP volts correspond with the rise in pressure then the psi jumps from 500-700 to 8000, 10000+psi and does not start. It blows black smoke and sputters like it is gonna catch but doesn't. Does not start with ICP unplugged either>
FICM Main 48.5 KOEO 48 during cranking. Logic and vehicle are both at 11.5 and go as low as 10.5 during long cranks.
IPR 14.84 KOEO and goes to 48% during cranking
EPB volts are .96
FICM sync YES
CKP/CAM sync YES
MAP 101
BARO 100.76
fuel pressure at 62-64 psi KOEO and during cranking.
OEM fuel/Oil filter (Motorcraft) and motorcraft 15W-40 oil.
HPOP verified to put out 4000+psi and HPOP system air checked and no leaks present. Updated STC, dummy, standpipe.
Basically don't know why this truck won't start?
Only DTC is for glow plugs and a randon B1352-20 and B1360-20 both have to deal with an ignition key in circuit fault.
Sorry for the double post

 

Here is a video of me cranking. I took off the exhaust to eliminate a CAT clog and removed the air filter for the same reason. I did notice ICP takes a while to build pressure but does build pressure then you notice it jumps to 10K+/IPR also does some funky jumping around.
https://www.flickr.com/photos/31331176@N06/15024260878/

ICP is in Kpa. 1Kpa=.14 Psi so 10000Kpa = 1400psi

 

Sounds to me like you have one, possibly two injectors not Firing properly or at all.

Had this happen on a buddy's 2007 F350. He ran Lucas fuel additive through his tank and killed 3 injectors on the passenger side. One we replaced the the truck drove again. A week later, two more went out and the truck wouldn't start after that. We replaced injectors 3 and 5 and his truck was 100% again.

You would need to perform a buzz test to see if one or more injectors don't respond.

Without the truck starting, you won't be able to tell what cylinders are having issues. However, if that's an IDS I see you using, there is a test you can perform where it prevents the engine from starting to determine compression and injector health. That should tell you which cylinder(s) to look at.


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FORscan

Sounds to me like you have one, possibly two injectors not Firing properly or at all.

Had this happen on a buddy's 2007 F350. He ran Lucas fuel additive through his tank and killed 3 injectors on the passenger side. One we replaced the the truck drove again. A week later, two more went out and the truck wouldn't start after that. We replaced injectors 3 and 5 and his truck was 100% again.

You would need to perform a buzz test to see if one or more injectors don't respond.

Without the truck starting, you won't be able to tell what cylinders are having issues. However, if that's an IDS I see you using, there is a test you can perform where it prevents the engine from starting to determine compression and injector health. That should tell you which cylinder(s) to look at.


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I am using Forscan with a ODBII linkSX usb for a laptop. The program does have a injector KOEO test and comes up with no faults and injectors buzz loudly like new (cause they are) but still could be an injector I guess. It has a couple other service maintenance test that it does for the PCM and other systems.
I hope it's not injectors though.

 

Not sure about this one and it might be nothing but when I removed my IPR valve to check the IPR I did a volt check on the connector. I can't remember if the key was on or off but it showed the same volts as the batteries which tell me the IPR valve is constantly powered? Is that right? Does it not only get power when commanded by the PCM?

 

I have an open thread but wanted to pose an interesting question.

1: KOEO IPR connector is getting a constant voltage input. It shows battery voltage so in this case it showed 12.9v. Everything is connected and I disconnected the IPR connector from the IPR vlave and checked voltage and that is what I got.
This brings up a couple questions:
The IPR valve is being constantly powered
Wouldn't this burn out my IPR valves since during testing you can ony apply for a limited amount of time.

I don't think this is correct and could be causing all of my problems.

Any input would be appreciated