Troubleshooting a No-Start condition
#76
08-23-2015, 10:40 PM
This checklist should work - it is very comprehensive (2015 update):
https://www.motorcraftservice.com/pu...14/V6C4001.HTM
https://www.motorcraftservice.com/pu...14/V6C4001.HTM
#77
09-01-2015, 04:05 PM
#78
03-04-2017, 07:12 PM
Troubleshooting SYNC and FICM SYNC problems
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.
Diagnosing SYNC:
Using the WDS, select the SYNC PID. This PID will be viewed as a YES or NO on the top of the data screen. KOER, SYNC should always read YES.
SYNC is totally derived from the CKP sensor. It is possible to have no CMP sensor signal and still have SYNC (YES) and an RPM signal.
NO SYNC and no RPM signal, typically is a faulty CKP sensor/circuit problem.
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,
FICM Sync may not occur."
Diagnosing FICM SYNC:
Note: Always diagnose any SYNC issues before diagnosing FICM SYNC issues.
Using the WDS, select the FICM SYNC PID. This PID will be viewed as a YES or NO on the top of the data screen. KOER, FICM SYNC should always read YES.
If there is no FICM SYNC while cranking the engine, then the problem is limited to the circuit illustrated below. The FICM SYNC circuit relays information from the PCM to the FICM.
Engine Wiring Harness: FICM SYNC occurs through two circuits between the FICM and PCM. Verify engine wiring harness circuits CMPO and CKPO. If one of these two circuits has a short/open, FICM SYNC will not occur.
PCM: If the PCM is not working properly, FICM SYNC may not occur.
FICM: If the FICM is not working properly, FICM SYNC may not occur.
CMP If the CMP signal is corrupt (electrical or mechanical), FICM SYNC may not occur.
If you have cam/crank sync, but no FICM sync, then the main culprits are:
- FICM - usually indication of a logic side problem
- Camshaft sensor (CMP)
- PCM
FICM SYNC- FICM SYNC is calculated by the FICM and is the correlation between the camshaft pin and the crankshaft triggers.
SYNC- SYNC is achieved when the PCM receives a signal from the crankshaft sensor and camshaft sensor indicating they are working and in time.
"If there is no FICM logic power to the FICM, the injectors will still buzz once the key is cycled but the engine will not start. There will be no other
symptoms related to the no start condition."
The FIVE FICM ground pins (1, 2, 3, 22, 26) are all tied together inside the FICM. Hence, no independent affect on a PID.
"The net time between pulses is equivalent to the fuel pulse width (FuelPW) used to provide fueling.
The coil on time is currently calibrated from “400us to 5.8ms”. The 5.8ms is for cold starts. As the engine warms up the duration decreases and settles around 800us depending on the amount of fuel being commanded."
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.
Diagnosing SYNC:
Using the WDS, select the SYNC PID. This PID will be viewed as a YES or NO on the top of the data screen. KOER, SYNC should always read YES.
SYNC is totally derived from the CKP sensor. It is possible to have no CMP sensor signal and still have SYNC (YES) and an RPM signal.
NO SYNC and no RPM signal, typically is a faulty CKP sensor/circuit problem.
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,
FICM Sync may not occur."
Diagnosing FICM SYNC:
Note: Always diagnose any SYNC issues before diagnosing FICM SYNC issues.
Using the WDS, select the FICM SYNC PID. This PID will be viewed as a YES or NO on the top of the data screen. KOER, FICM SYNC should always read YES.
If there is no FICM SYNC while cranking the engine, then the problem is limited to the circuit illustrated below. The FICM SYNC circuit relays information from the PCM to the FICM.
Engine Wiring Harness: FICM SYNC occurs through two circuits between the FICM and PCM. Verify engine wiring harness circuits CMPO and CKPO. If one of these two circuits has a short/open, FICM SYNC will not occur.
PCM: If the PCM is not working properly, FICM SYNC may not occur.
FICM: If the FICM is not working properly, FICM SYNC may not occur.
CMP If the CMP signal is corrupt (electrical or mechanical), FICM SYNC may not occur.
If you have cam/crank sync, but no FICM sync, then the main culprits are:
- FICM - usually indication of a logic side problem
- Camshaft sensor (CMP)
- PCM
FICM SYNC- FICM SYNC is calculated by the FICM and is the correlation between the camshaft pin and the crankshaft triggers.
SYNC- SYNC is achieved when the PCM receives a signal from the crankshaft sensor and camshaft sensor indicating they are working and in time.
"If there is no FICM logic power to the FICM, the injectors will still buzz once the key is cycled but the engine will not start. There will be no other
symptoms related to the no start condition."
The FIVE FICM ground pins (1, 2, 3, 22, 26) are all tied together inside the FICM. Hence, no independent affect on a PID.
"The net time between pulses is equivalent to the fuel pulse width (FuelPW) used to provide fueling.
The coil on time is currently calibrated from “400us to 5.8ms”. The 5.8ms is for cold starts. As the engine warms up the duration decreases and settles around 800us depending on the amount of fuel being commanded."
#79
03-04-2017, 07:19 PM
#80
03-04-2017, 07:40 PM
#82
03-05-2017, 10:32 AM
Elder User
#83
05-29-2017, 10:05 PM
If you want to verify those circuits, you can connect a DVOM to both the CKP and CMP circuits of the middle PCM connector.
Set your DVOM to Hz. On the CKP circuit, you should be seeing 150 to 200 Hz when the engine is cranked over (directly proportional to 150 to 200 RPMs).
On the CMP circuit you should get a reading of 1.1 to 1.9 Hz when the engine is cranked over. Hopefully you won't have to go this far before you resolve your issue.
__________________
-------------------------------------------------------------------------------------
The spec is between 300 to 400O for the CKP sensor, and 800 to 1100O for the CMP sensor. If you want to check readings, set your DVOM to read Hz.
The CKP reading you should be getting from the CKP sensor, is between 150 to 200Hz, directly proportional to engine cranking RPM when the engine is cranked over.
The CMP reading should be between 1.1 to 1.9Hz when the engine is cranked over.
------------------------------------------------------------------------------------
Set your DVOM to Hz. On the CKP circuit, you should be seeing 150 to 200 Hz when the engine is cranked over (directly proportional to 150 to 200 RPMs).
On the CMP circuit you should get a reading of 1.1 to 1.9 Hz when the engine is cranked over. Hopefully you won't have to go this far before you resolve your issue.
__________________
-------------------------------------------------------------------------------------
The spec is between 300 to 400O for the CKP sensor, and 800 to 1100O for the CMP sensor. If you want to check readings, set your DVOM to read Hz.
The CKP reading you should be getting from the CKP sensor, is between 150 to 200Hz, directly proportional to engine cranking RPM when the engine is cranked over.
The CMP reading should be between 1.1 to 1.9Hz when the engine is cranked over.
------------------------------------------------------------------------------------
This was a copy and past from mchane posts
#85
03-27-2018, 01:58 PM
Wanted to document this tip in the no-start thread.
Method to close the IPR from jumpering pin #2 of PCM connector C1381c (the middle of the three PCM connectors between the driver side battery and the inner driver side fender well which requires the battery cover removed to access unless it's MIA), to ground. It is the yellow wire with red stripe. This is the ground side wire to (switched) the IPR. Since it is a switched ground and switched power to the IPR, the key needs to be in the run position (KOEO).
https://www.ford-trucks.com/g/album/9417562
Note - On the IPR connector, Pin 1 is VPower (switched power) and Pin 2 is the ground from the PCM connector.
Method to close the IPR from jumpering pin #2 of PCM connector C1381c (the middle of the three PCM connectors between the driver side battery and the inner driver side fender well which requires the battery cover removed to access unless it's MIA), to ground. It is the yellow wire with red stripe. This is the ground side wire to (switched) the IPR. Since it is a switched ground and switched power to the IPR, the key needs to be in the run position (KOEO).
https://www.ford-trucks.com/g/album/9417562
Note - On the IPR connector, Pin 1 is VPower (switched power) and Pin 2 is the ground from the PCM connector.
#87
11-15-2018, 08:30 AM
Mixing transmission fluid with engine oil
A friend of mine is a Diesel guy for Ford. He suggested mixing transmission fluid in with my engine oil for my next oil change. 12 quarts of oil and 3 quarts of transmission fluid. Has anyone had any experience with this? If so what type and brand of transmission fluid do you use? I have an 04 F-350 with 217,000 miles, always have used shell rotella 15/40 in it.
#89
11-15-2018, 10:05 AM
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