Hello all,
I have an early build (08/03) 2004 F350 6.0 2wd. I bought the truck at 162k miles at 169k I tore the engine out put ARP head studs in, new head gaskets, replaced the oil cooler with a new factory unit (had oil in coolant), did an egr cooler delete, installed a Garrett Powermax GT37, a new mass airflow sensor, new ICP sensor and pigtail, and 8 reman injectors. The truck ran great until this morning........ It is currently at 182k, while driving down the freeway the truck lost power, would not accelerate, could not do more than 50mph. I pulled to the shoulder to check what the problem could be and as soon as I dropped below 20mph the truck died and would not restart. I called a wrecker and had it towed to the closest Ford dealer (being that I am roughly 1000 miles from home.) I spent the last 8 hours trying to diagnose the problem based on the information I have found here and on other forums (excellent knowledge base) and what limited tools I carry with me.

I have found the following:
1. The FICM has correct voltage levels and all 3 related fuses are in proper working condition.
2. I unplugged the ICP and tried to start in default mode to no avail.
3. Both batteries are less than a year old and are putting out <13 volts.
4. I have replaced both fuel filters roughly 5k miles ago and am receiving fuel pressure at the head feed lines. (Although I cannot read the exact pressure spec because I do not carry a fuel gauge with me.)
5. The oil has roughly 5k since last change and is still within the correct fill range.
This is the conclusion I have come to and now await the dealers opening tomorrow to verify and remedy.
6. While cranking to the count of 20 the oil pressure gauge in the dash cluster does not move.

This leads me to believe that I have a bad LPOP that is not feeding the HPOP and therefore the injectors are not firing. I am new to the diesel world, and this is my first diesel truck. I, however, have been previously employed as a technician at multiple race shops and worked with 1100hp road course turbo cars as well as VW and Honda powered SCORE buggies. I like to believe I can diagnose and repair most any problems with my personal vehicles and believe I have done so correctly in this instance.

I am checking with this community asking for help/advice for something I may have overlooked or missed. Thanks in advance for any help. And thanks for providing such a broad range of knowledge on our vehicles.

 

It is possible to have an HPOP w/ a leak bad enough that you will not develop pressure from the LPOP.

See if you have oil flow to the oil filter - crank w/ the filter out and with the flter drain valve held closed w/ a screwdriver.

Check out the No-Start thread in the Tech Folder.

 

That is where I got alot of my info on what to check unfortunately I am by myself and far from home, so I had no helping hands. The truck has just been turned over to a local Ford dealer here in Maryland. Hopefully they do a better job getting the vehicle in and out than my past dealer experiences have.

 

The d ring off the HPOP into the cover or the HPOP it's self would be where I would look first.Have the shop do a leak test on the system.

 

The battery voltage doesn't mean your batteries are good you need to load test them.

 

The tech and I ran a diag using IDS. And the HP oil system is not building pressure so they are going to hook up air and check for the leak.

Wish I were home so I could do this myself and save a bundle in labor charges!

 

The dealer has come back with a failed HPOP and a bad ICP sensor. Seems odd to me, but they are willing to allow me to do the work myself in their back lot.

Is it common for an ICP to fail with less than 10k miles on it? And is it common/believable for an HPOP to fail at 180k?

 

The early pumps aren't as robust as the newer style.That is great they will let you do it in the lot,it isn't too bad a job though it's better with a helper to pass you tools.As for the ICP I can't count how many I have put in the 350 but the Ex has had the same one for 3 years.

 

The dealer must not have believed I would perform the work myself but they went back on their word and refused to allow me to do the work on their property. No biggie, I found a tow lot owner who has been gracious enough to let me use his yard. However........

I don't believe Ford did a proper diagnostic of the HP oil system leak that was supposedly found. They didn't spend enough time with the truck to pull the ICP and pressurize the system with air. I replaced the HPOP and the ICP. Still a crank no start issue. Still no pressure registering on in dash gauge during long crank. Please correct me if I am wrong when believing that a failed LPOP will cause what appears to be a failed HPOP and would also cause the lack of oil pressure. I checked the drivers side feed line to the HP Oil Rail all connections seem to be in good condition and are securely fastened.

Please help stranded in another state over a 1000 miles from home no access to air compressor to test HP oil system myself. Considering buying a manual oil pressure gauge to check the LP oil pressure rather than trusting the dealer again. Parts changer assume a part is bad when it isn't working correctly instead of first asking why said part isn't functioning properly.

 

Have you checked the IPR valve? Also that oil pressure dash guage on my truck wont even move until the trucks in drive.

 

Have not checked the IPR valve is there a test I can do myself with basic handtools and a multimeter? Searching currently, hoping for anything but a failed LPOP.

 

Also do a ballon or bubble test. If your HPO system checks out I would look at fuel delivery or lack there of.

 

The IPR can clog up with little fibers front the OEM oil filters. Sounds like it isn't closeing all the way or something. Also if you remove it and look at the screen. Check it for large holes like something went through it.

 

I had the fuel filter housing drained when I installed the HPOP today and I bled the air from the fuel system by cycling the key multiple times and also cracking the fuel filter cap occasional to allow trapped air to escape until pressurized fuel sprayed out. I know that fuel is getting to the fuel filter bowl what could restrict fuel flow past this point?

 

A bad injector can allow compression back through the heads. Filling the fuel system after the fuel bowl with air bubbles on that side. It basically causes the whole bank to run bad or not at all.