As a note - when having issues, always scan for codes with a good code reader. I HIGHLY recommend downloading ForScan to either a smartphone (ForScan Lite) or to a laptop (full version). You will need an OBDII adapter to use the software. The BAFX BRAND of adapter is inexpensive and the OBDLINK MX+ is more expensive, but perhaps has more features and capabilities. Pay attention to the type of adapter (WiFi, iOS, or USB) as it relates to your specific need.
There are two types of sync. Cam/Crank sync (or just Sync) and FICM sync. I will attach a document on the FICM that contains FICM sync (and some sync) troubleshooting, but this thread is primarily on Sync troubleshooting.
When troubleshooting, make sure you have the PIDs programmed correctly in your scan tool, I have seen the two sync's reversed in the scan tool programming. Also, make sure your VPower and LPower voltages are 10.5 volts or above. Also, it is important to know that your alternator is working properly (not causing voltage quality issues). Lastly, you need a strong crank - 150 rpm minimum. If you have no rpm reading, then that will be discussed later in this thread.
NOTE - it is POSSIBLE to have FICM sync and not have Sync.
Several situations have been documented here it can occur. One is a bent Crank shaft tone ring (links to the thread below), and the other is being "one tooth off" in the cam and crank gear alignment (timing).
ficm sync yes/ sync no
The information will come from a variety of sources and will eventually contain links to threads from various forums. It will be a work-in-progress for awhile.
Sync:
Sync is achieved when the PCM receives a signal from the Crankshaft sensor (CKP) indicating the sensor is working and the correct signal has been identified by the PCM. If the Crankshaft sensor is working improperly, the PCM cannot calculate engine speed or cylinder position, preventing fuel delivery. Engine RPM is derived from the CKP.
FICM Sync:
The FICM uses CMPO (Camshaft Position Sensor Output) and CKPO (Crankshaft Position Sensor Output) signals, which are sent by the PCM, to calculate FICM SYNC. FICM SYNC is calculated by the FICM and is the correlation between the camshaft
pin and the crankshaft triggers. Once FICM SYNC is achieved, the FICM uses engine speed, MFDES (Mass Fuel Desired), EOT, and ICP to calculate fuel timing, pulse width, and pilot injection usage. If the CMPO and CKPO signals are not properly timed, then FICM Sync may not occur.
Always diagnose any Sync issues before diagnosing FICM Sync issues.
Be aware that you can have CMP and CKP codes simply due to an engine stall or excessive cranks.
To properly troubleshoot a Sync issue, it would be best to have an oscilloscope and knowledge of its use.
Sync issues can occur with the following issues:
TO VERIFY THE CRANKSHAFT TONE RING (WHEEL) IS DAMAGED FOLLOW THE PROCEDURE BELOW:
• Disconnect battery cables
• Drain oil out of oil pan
• Remove both turbocharger cooler pipes
• Remove the radiator stator shroud
• Loosen engine mount bolts from chassis. Lift engine off of chassis until turbo is against the heat shield on the cowl
• Remove all the oil pan bolts. Drop oil pan down to remove bolts in the pick up tube. Remove the oil pan by backing it out towards the transmission
• The crankshaft trigger wheel is located at the front of the crankshaft. Manually turn engine over while inspecting every tooth on the trigger wheel.
• You could also use a borescope and insert it into the opening after removal of the CKP. Then rotate the engine and look for uneven movement.
TO VERIFY THE CAMSHAFT TRIGGER (PIN or PEG) IS DAMAGED:
• Use a borescope and insert it into the opening after removal of the CMP.
There are two types of sync. Cam/Crank sync (or just Sync) and FICM sync. I will attach a document on the FICM that contains FICM sync (and some sync) troubleshooting, but this thread is primarily on Sync troubleshooting.
When troubleshooting, make sure you have the PIDs programmed correctly in your scan tool, I have seen the two sync's reversed in the scan tool programming. Also, make sure your VPower and LPower voltages are 10.5 volts or above. Also, it is important to know that your alternator is working properly (not causing voltage quality issues). Lastly, you need a strong crank - 150 rpm minimum. If you have no rpm reading, then that will be discussed later in this thread.
NOTE - it is POSSIBLE to have FICM sync and not have Sync.
Several situations have been documented here it can occur. One is a bent Crank shaft tone ring (links to the thread below), and the other is being "one tooth off" in the cam and crank gear alignment (timing).
ficm sync yes/ sync no
FICM SYNC-Yes, SYNC-No
Im working on a 2003 F-350 6.0 with 270,000 miles. After you drive it about 15 miles it starts cutting out and dying at times. Sync flickers from yes to no and the rpm pid is erratic when its acting up. On demand code P2617 and continuous memory codes P0336, P0341, P2614, P2617. I ohm tested the ...
www.forddoctorsdts.com
The information will come from a variety of sources and will eventually contain links to threads from various forums. It will be a work-in-progress for awhile.
Sync:
Sync is achieved when the PCM receives a signal from the Crankshaft sensor (CKP) indicating the sensor is working and the correct signal has been identified by the PCM. If the Crankshaft sensor is working improperly, the PCM cannot calculate engine speed or cylinder position, preventing fuel delivery. Engine RPM is derived from the CKP.
FICM Sync:
The FICM uses CMPO (Camshaft Position Sensor Output) and CKPO (Crankshaft Position Sensor Output) signals, which are sent by the PCM, to calculate FICM SYNC. FICM SYNC is calculated by the FICM and is the correlation between the camshaft
pin and the crankshaft triggers. Once FICM SYNC is achieved, the FICM uses engine speed, MFDES (Mass Fuel Desired), EOT, and ICP to calculate fuel timing, pulse width, and pilot injection usage. If the CMPO and CKPO signals are not properly timed, then FICM Sync may not occur.
Always diagnose any Sync issues before diagnosing FICM Sync issues.
Be aware that you can have CMP and CKP codes simply due to an engine stall or excessive cranks.
To properly troubleshoot a Sync issue, it would be best to have an oscilloscope and knowledge of its use.
Sync issues can occur with the following issues:
- Bad CMP or CKP sensor
- Bad wiring to the CMP or CKP (this includes improper shielding of the wiring due to damage or improper repair)
- Oil soaked connectors to the CMP or CKP
- Loose connectors at the CMP, CKP, or PCM (potentially even a loose FICM connector)
- Loose CKP tone wheel or a damaged CKP tone wheel - including a bent tooth on the tone wheel. A new crank shaft is required if this is the case.
- Loose CMP timing pin (they can get loose enough to actually damage the CMP sensor, AND they can even fall out completely)
- Rust under the CMP flange (causing it not to seat properly) and/or on the sensor itself.
- Bad PCM (processing it incorrectly at higher frequencies)
- Crank shaft end play (not common)
- Excessive alternator "ripple" (need an oscilloscope), or you can do a quick AC voltage check and should have less than 100 mV (but best to measure RMS AC voltage). Good video - h t t p s://www.youtube.com/watch?v=1c8uD1C6WNk You could also just take the alternator to an electrical shop (or even an autoparts store) and have it tested.
- On an engine re-build, it is possible to have mis-aligned the Crank and Cam gears. It has been documented that being off by "one tooth" might still allow the engine to start.
TO VERIFY THE CRANKSHAFT TONE RING (WHEEL) IS DAMAGED FOLLOW THE PROCEDURE BELOW:
• Disconnect battery cables
• Drain oil out of oil pan
• Remove both turbocharger cooler pipes
• Remove the radiator stator shroud
• Loosen engine mount bolts from chassis. Lift engine off of chassis until turbo is against the heat shield on the cowl
• Remove all the oil pan bolts. Drop oil pan down to remove bolts in the pick up tube. Remove the oil pan by backing it out towards the transmission
• The crankshaft trigger wheel is located at the front of the crankshaft. Manually turn engine over while inspecting every tooth on the trigger wheel.
• You could also use a borescope and insert it into the opening after removal of the CKP. Then rotate the engine and look for uneven movement.
TO VERIFY THE CAMSHAFT TRIGGER (PIN or PEG) IS DAMAGED:
• Use a borescope and insert it into the opening after removal of the CMP.
