another crank no statrt
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Senior User
Joined: Dec 2012
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From: Richlands NC
All verified
If its sputtering,, it's gotta be a fuel issue. Did a line get bent or crushed? Maybe something is clogging the banjos or in the upper fuel housing. I'd pop off the pass banjo and make sure fuel is flowing koeo. How did the filters look when it came in? You could pull the ebp sensor n throw shop air and listen at the tailpipe.
Here is a video of me cranking. I took off the exhaust to eliminate a CAT clog and removed the air filter for the same reason. I did notice ICP takes a while to build pressure but does build pressure then you notice it jumps to 10K+/IPR also does some funky jumping around.
https://www.flickr.com/photos/31331176@N06/15024260878/
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Senior User
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From: Richlands NC
Like air in the HPO system? I've been cranking it for like 3 days straight each time charging the batteries overnight (which are brand new btw) and the starter is also brand new OEM not reman.
I'm about to blow this truck up.
I'm about to blow this truck up.
Logistics Pro
Joined: Dec 2004
Posts: 4,138
Likes: 7
From: South Weber, Utah
Have you tried a new ICP sensor? In the video the ICPV's stayed at .25 then suddenly jumped over 1.0 when it tried to start and at a couple of points dropped to zero.
Logistics Pro
Joined: Dec 2004
Posts: 4,138
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From: South Weber, Utah
Also on your scan tool it is set up to read KPA for the ICP actual and desired so its not actually hitting 10000 PSI, more like 1450, but the problem I see is it takes way to long for the ICPV's to come off of .25 then all of the sudden it pops over 1.0 and immediately tries to start but then the ICP drops to zero. If you can set it to read PSI it will make it easier. Has there been any work done to this like an oil cooler?
Thread Starter
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Senior User
Joined: Dec 2012
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From: Richlands NC
Also on your scan tool it is set up to read KPA for the ICP actual and desired so its not actually hitting 10000 PSI, more like 1450, but the problem I see is it takes way to long for the ICPV's to come off of .25 then all of the sudden it pops over 1.0 and immediately tries to start but then the ICP drops to zero. If you can set it to read PSI it will make it easier. Has there been any work done to this like an oil cooler?
Logistics Pro
Joined: Dec 2004
Posts: 4,138
Likes: 7
From: South Weber, Utah
Also on your scan tool it is set up to read KPA for the ICP actual and desired so its not actually hitting 10000 PSI, more like 1450, but the problem I see is it takes way to long for the ICPV's to come off of .25 then all of the sudden it pops over 1.0 and immediately tries to start but then the ICP drops to zero. If you can set it to read PSI it will make it easier. Has there been any work done to this like an oil cooler?
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Senior User
Joined: Dec 2012
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From: Richlands NC
It's a new ICP sensor from the local Ford dealership. I don't know why it jumps around like that. The ICP value I thought was in PSI I'll have to check that out makes sense since it's a 4000psi pump. Regardless if it's and ICP problem it still does the same thing with it unplugged
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Senior User
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From: Richlands NC
ICP volts
Damn I took the video and didn't notice the ICPv drop to zero. Could that be an indication that there is air in the HPO system? If so how do I get it out. I've been cranking this thing for a minute
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Senior User
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From: Richlands NC
It's a new pigtail. Properly done. Verified wiring according to info on this forum. Looks sound unless there is something I am missing.
Logistics Pro
Joined: Dec 2004
Posts: 4,138
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From: South Weber, Utah
I realize you said the pigtail was properly done but it wouldn't hurt to check just to be sure you have a connection on both sides of the splice, if you crimped part of the wire insulation and not just the conductor you may not be getting a good clean signal, because it is acting like the signal is intermittent. And if you watch the video you can see the ICPV's hang at .25 and the IPR% is at 84 and as soon as the ICPV's jump over 1.0 the IPR% drops into the 40's - 50's and it attempts to start then the ICPV's drop to zero shortly afterwards and the IPR% goes back up.
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Senior User
Joined: Dec 2012
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From: Richlands NC
I realize you said the pigtail was properly done but it wouldn't hurt to check just to be sure you have a connection on both sides of the splice, if you crimped part of the wire insulation and not just the conductor you may not be getting a good clean signal, because it is acting like the signal is intermittent. And if you watch the video you can see the ICPV's hang at .25 and the IPR% is at 84 and as soon as the ICPV's jump over 1.0 the IPR% drops into the 40's - 50's and it attempts to start then the ICPV's drop to zero shortly afterwards and the IPR% goes back up.
Fleet Mechanic
Joined: Jul 2013
Posts: 1,402
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From: Tuscaloosa, AL
How can you measure 8k and 10k of hpo? That's not possible. As Elmer Fudd said. Sometime awfwy scwey is gowing on awound here.
Check the icp wires going into the pcm. You'll need the diagram. It's on here somewhere. I think I have it digitally if you can't easily find it, pm me and I'll email out to you. Others will need to chime in on what volts and ohms are proper. Wiggle the harness when checking it.
If said icp, harness and pigtail are good, is it possible the check valves in the oil rails aren't letting the hpo oil reach the injectors? Maybe something else in the oil rails is dead heading the hp oil intermittently before getting to the.
Can you swap a known good ficm or pcm?
The swings in the icp suggest it's not an ficm issue.
Check the variance in the icp when the icp is unplugged. If the icpv and pressures swing the same way when the icp is unplugged (it likely is because the truck acts the same) it's in the pcm or harness or pigtail and has nothing to do with the Ipr.
Check the icp wires going into the pcm. You'll need the diagram. It's on here somewhere. I think I have it digitally if you can't easily find it, pm me and I'll email out to you. Others will need to chime in on what volts and ohms are proper. Wiggle the harness when checking it.
If said icp, harness and pigtail are good, is it possible the check valves in the oil rails aren't letting the hpo oil reach the injectors? Maybe something else in the oil rails is dead heading the hp oil intermittently before getting to the.
Can you swap a known good ficm or pcm?
The swings in the icp suggest it's not an ficm issue.
Check the variance in the icp when the icp is unplugged. If the icpv and pressures swing the same way when the icp is unplugged (it likely is because the truck acts the same) it's in the pcm or harness or pigtail and has nothing to do with the Ipr.
Thread Starter
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Senior User
Joined: Dec 2012
Posts: 151
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From: Richlands NC
How can you measure 8k and 10k of hpo? That's not possible. As Elmer Fudd said. Sometime awfwy scwey is gowing on awound here.
Check the icp wires going into the pcm. You'll need the diagram. It's on here somewhere. I think I have it digitally if you can't easily find it, pm me and I'll email out to you. Others will need to chime in on what volts and ohms are proper. Wiggle the harness when checking it.
If said icp, harness and pigtail are good, is it possible the check valves in the oil rails aren't letting the hpo oil reach the injectors? Maybe something else in the oil rails is dead heading the hp oil intermittently before getting to the.
Can you swap a known good ficm
The swings in the icp suggest it's not an ficm issue.
Check the variance in the icp when the icp is unplugged. If the icpv and pressures swing the same way when the icp is unplugged (it likely is because the truck acts the same) it's in the pcm or harness or pigtail and has nothing to do with the Ipr.
Check the icp wires going into the pcm. You'll need the diagram. It's on here somewhere. I think I have it digitally if you can't easily find it, pm me and I'll email out to you. Others will need to chime in on what volts and ohms are proper. Wiggle the harness when checking it.
If said icp, harness and pigtail are good, is it possible the check valves in the oil rails aren't letting the hpo oil reach the injectors? Maybe something else in the oil rails is dead heading the hp oil intermittently before getting to the.
Can you swap a known good ficm
The swings in the icp suggest it's not an ficm issue.
Check the variance in the icp when the icp is unplugged. If the icpv and pressures swing the same way when the icp is unplugged (it likely is because the truck acts the same) it's in the pcm or harness or pigtail and has nothing to do with the Ipr.
I wasn't aware the HPO rails had check valves?
If I change the PCM I have to get the exact same part number that is installed right or can I just throw another same yr PCM and it'll run?