With the SGII we Look at ICP & IPR% with these 2 numbers you can see a HPO Problem

Basicaly with Gauges you can see what part of the operating is Out of Spec it keeps the Shops in check so they dont sell you unneeded parts & service and also you have the option to repair yourself if its something you want to tackle on your own

And most shops wont spend the time to flush cooling system over and over like some of these trucks Need to get the junk out

But sounds like they might be an honest shop so they should be Fair with you

 

I broke down and got a SGII today. I will be hooking it up when I get off work tonight. Is there a tutorial on FTE on how to get the ICP and IPR #s from the Scanguage II? If I know what to look for I'll post them when I get home. Also, will the SCII be able to tell me much if I can't get the truck started? i.e. Don't I need the truck running to get the numbers I'm after?

Thanks,
Todd

 

I hooked the SGII up and don't see any settings for ICP or IPR. Aside from the temp and MPG settings, the only value that I found was MAP at 14.0. Nothing else registered.

 

With the SGII I checked the voltage while starting. Before I attempted to start the truck it read 11.9v. When I was cranking it dropped some, with the lowest voltage showing as 8.8v. Is this normal, or should the voltage be higher while cranking? I charged both batteries to 100% a couple days ago and since the truck won't start I've only been draining it since due to cranking and the engine compartment hood light being on.

 

AP%

BAT

BST

CVI

EBP

EOT

ETP

EVD

EVM

EVP

FI1

FI2

FI3

FI4

FI5

FI6

FI7

FI8

FL

FLP

FMP

FPW

FSS

FVP

HPR

IA2

ICP

ITM

MFD

PSI

SYC

SYC

TFT

TP1

TP2

TPA Throttle Position Actual (Degrees) TXD: 07E022093C RXF: 04624509063C RXD: 3010 MTH: 0064020000000 NAM: TPA

 

Charge the Batterys you going to kill the FICM

9.6volts is the cut off the PCM resets at this point

Battery Float charge should be 12.6volts

I guess what Im saYing is anything less than 9.5v and there is no chance it will start your also going to start doing Electronics Damage at this Point to

 

Thanks Benny, I'm going out to hook up the charger right now.

 

Good Deal When you start cranking on it just leave the charger Hooked up

A newer charger will shutoff when done chargeing so shouldnt cook the Batterys

IF it has a start Position on charger put on that when cranking but stick it on a slower charge if leaving it over night or whatever

 

I charged one overnight and am charging the other one right now. I have always unhooked the batteries from the truck when charging them. Can I leave them hooked up to the truck to charge them or might I fry something on the truck?

I used the "speedy charge" setting so it'd charge in a a few hours. My charger has a "Start" setting that I haven't used before. Next time I try to crank it I'll hook it up and use that as a boost.

I plan to get the 2nd battery charged, then enter the codes you provided (thanks again!) into the SGII. Once those codes are entered I'll hook the charger up to give that boost when starting and try to crank her over again.

After I try cranking it again I hope the SGII will pull some usable data that I can then post here. I should know more in a a couple hours.

 

I have some numbers now, lets hope they mean something...

I wasn't sure exactly when to take the reading, so I took a few. In addition to the ICP & IPR, I also took the FMP (FICM Main Power) and FVP (FICM Vehicle Power) in case they would help.

Reading #1 (Before starting, KOEO)
ICP 3
IPR 14.4
FMP 47.5-48.5
FVP 11.5

Reading #2 (While cranking)
ICP 450-522 (it fluctuated, I think it was mostly rising)
IPR 77.6 steady
FMP 48 steady
FVP 10.5

Reading #3 (One minute after cranking stopped)
ICP 3 (slowly dropped after I stopped cranking and settled back on 3)
IPR 14.4
FMP 48
FVP 12

Is this good or bad?

Thanks,
Todd

 

You have a LPO or High Press OIL Problem


Your ICP was right on the edge of starting and IPR% was maxed out so that means the HPO side of things was starved for oil




Its hard to telll But looks like you have the wrong OIL Filter CAP

Is CAP OEM??????????? Are you 110% shure on this

Post a Pic of OIL Filter CAP

 

All I can say is that it better be OEM, or Woodhouse Ford has some explaining to do. The pics are below.

 

yea the oil filter is origanal cause all the aftermarket ones are about an 1inch taller, icp is just a bit low and ipr is maxed out like like said before, there are a few things that caould cause this, low oil easiest to check have seen many trucks towed and died just like yours and oil was low, d plug orings are worn out and is missing part of the o ring, or the other thing is hpop is bad, i dont think the 04 has the stc fitting but i cant remember at this time, but if it does that could be another possibility.

if you want to your self check the d plugs its really easy, you just have to pull the valve covers off and there will be 2 allen head plugs in the rail the front is the d plug pull it out and inspect the o rings, but being a 04 you might have just the straight hpo rail instead of the later wavy but with the icp in the passenger valve cover i am going with wavy with the d plugs.

when you are cranking and and monitoring icp does it climb slowly to that pressure

 

I think when I was cranking it climbed to the 400-500 mark within a few seconds. I didn't crank too long this time as I was only doing it to get the numbers to register on the Scanguage II.

One of the first things I did was check the oil, while still stranded at the gas station. It registered about 2/3 the way (on the full side) between min and max levels on the dipstick.

Are the D plugs about the size of a finger, with the one at the back of the engine having holes in the side and the front one with no side holes? If so, I think I've seen these taken out in a video before. I'm not sure if my rail is wavy or straight, but for some reason I think I read where the wavy rail was introduced after my model year.

 

Would it be worth it for me to top off the oil so its right at the Max line, or does it not make a difference since it's in the safe range already?