My truck has done this since I got it 30k ago, but seems to be more frequent lately. It will randomly crank forever without starting, last weekend I almost killed the battery before it decided to fire up. It does this both hot and cold, but most of the time fires right up. Always runs great after starting. After last weekend I pulled codes and there was one for Low ICP While Cranking.

Less than 10k ago I put in new ICP Sensor and IPR. ICP pigtail was clean and in good shape. I did these when I had the engine out as a preventative measure. I originally thought the IPR was sticking occasionally and causing the random long cranks, but it still does it with this new IPR and in the last two weeks has gotten more frequent.

No difference when I run 15w-40, 10w-30, or 5w-40, hot or cold.

At idle, IPR is under 25%. I also replaced all injector top o-rings and all other o-rings in the HP oil system, and don't have symptoms of any leaks.

Question, would I get open circuit codes if the ICP or IPR had faulty wiring?

Could this be caused by the PCM having an internal fault or error? I am swapping out my spare PCM today to see if the problem persists.

Thanks for input, I probably didn't provide all needed info, but will answer any questions you have.

 

Have you tried parking nose down to see if it starts better? I have heard that the pump seals can fail allowing the HPO reservoir to drain causing the long start.

 

I've tried both nose up and nose down in my steep driveway and neither seems to make a difference. Right now it's parked flat at work and won't start, last weekend it nearly left me stranded and was parked flat then too. I'm going to go see if I can reach the ICP sensor on the back of the engine, under the turbo (great design on the '03 model Ford). Hopefully that will let it start.

 

Do you have an odb2 gauge? The SG2 is popular as is smartphone apps..
It could be your FICM. You need to be able to read the computer to read sensor values. I had a faulty relay under the hood which failed to provide power to the ficm. Without being able to read ficm voltages (3 diff sensors in the ficm to read) i had no idea what was wrong.

Not enough high pressure-side oil pressure won't fire injectors. Ficm issue it won't start either. There is also a sensor which reads high side oil pressure which fails and the computer gets a low pressure value and thus no start either.

Without the ability to monitor senors we are guessing.

 

Fwiw, it sounds exactly like my ficm power relay problem. Rather than crank for 20 seconds, crank for 5, cycle key and try again. My relay worked 2 out of 3 times, then started getting worse.

But beware low voltage to ficm can cause expensive ficm and injector issues next.

You NEED a odb2 gauge. Search for info.

 

I have an AutoEnginuity. I did a data capture when I got it home finally, and then again while cranking and it wouldn't start. FICM is good, and everything looks great except my ICP while cranking is only about 385 psi. I'm really hoping it's not the pump. When I get it running tomorrow or this weekend I'll see how it does when warmed up and commanding higher ICP while driving. That should tell me if there's a leak or HPOP problem, or even ICP sensor maybe. What's odd, is I've had a slight miss or unbalance I've been feeling and in the last week have gotten injector contribution codes for both #2 and #8. Since those are both on the driver's side head, I'm guessing I have a leak on that side. I'll try to diagnose more this weekend.

Thanks!

 

I can't remember if it's icp or ipr, but you can unplug the sensor to cause computer to default to a value which fools the computer into firing.
The wire pigtail often is oily indicating it is leaking oil too.

This helps determine if it's sensor or pump.

 

I AGRREE don't sound like a Pump

With the DTC for Contribe inject I would rering them HPO Rail to Inject Orings from Aliant power

I was wondering if its Possible to have an inject get a Spool Valve Stuck OPEN and Dump oil threw the Inject that way


What you get for ICP Volts @ KOEO??

 

I don't know the volts, but the ICP reads about 30 psi at KOEO, which is normal. I did all the top injector o-rings (and all other o-rings on HPOP system and injectors) when the engine was out. I'll do another data acquisition startup when its cool tomorrow and see what I get. Maybe I have crud in my IPR, who knows. I agree, doesn't act like HPOP since it runs like a scalded cat once started. Seems like a small leak, a sensor, or bad wiring connection. Also, I'm going to swap out my spare PCM tomorrow just to rule that out.

 

Check ICP Volt when it acts Up

ICP sensor in these do get Flakey


Im thinking a sensor or something like you then


Might as Well do them all KOEO--Low Idle--High Idle


Just cant Catch a Break with this thing can ya

 

ICPV @ KOEO is Also a Good Indicator of this especialy for your 2003 MY that the ICP Sensor is Buried under the Turbo and hard to unplug to check

Mine leaked Oil and ICPV was out of spec @ KOEO

and did start when ICP sensor Unplugged

https://www.ford-trucks.com/forums/1...e-culprit.html

 

ICPV @ KOEO is 0.23V

Started up great on a cold start this morning, ICP matched the commanded value with IPR under 30%. Shut it off and tried restarting when oil temp was at 107F and it would crank without starting.

While cranking and not starting, measured values are as follows:
ICP Command: 1380 PSI
ICP Measured: 385 PSI
ICP Voltage: 0.67 V
IPR: 84.77%
RPM: 180

It's looking to me like a bad IPR since there is no evidence of a leak at warm idle. So strange that it did this with the previous IPR, and since installing the new one, though much worse recently after 6 months since install.

Could also be a wiring issue on the IPR harness... I'm going to try my second PCM tonight to rule out a computer issue.

 

Spare PCM had the same results. Hoping one of the techs can offer some advice soon.

 

Had this same problem on my 1996 Dodge Cummins. Although if I pointed the truck downhill or kept a full tank no problem.

There was a section of the fuel line that was not metal but fuel hose. Feedback line I believe.

There was no noticeable fuel leak but I was told that such fuel lines can "leak air" without "leaking fuel". I do not know if such is true but I had new fuel line install (the non-metal lines) and the problem when away.

Update: I just remembered they also replaced a line at or inside the tank --- I did not do the repairs myself so I am not sure exactly what was done at the tank. Been awhile. I do know all non-metal fuel lines were replaced and some line at the tank. I can find out for you if you are interested.

Would be interesting if your problem was dependent on the fuel level in your tank (probably not since "nose up or nose down" makes no difference - unless you only tried "nose up or nose down" with a full tank).

Just information to consider. I know very little about diesels in general and 6.0 in particular.

 

Thanks, but very different engine here. It's definitely not a fuel issue. The 6.0L PCM requires 500 PSI in the high pressure oil system before even allowing the engine to fuel at startup and that is what's not happening. I think I've narrowed it down to IPR or IPR harness.