I forgot to mention, these numbers were while cranking, engine did not start and was not running today

 

Cold start.... with a good solid charge system still should see VP and LP at 13s have we pulled IPR to see the screen? pull the ICP connection and try to start.

 

A fully charged battery is 13.2 v I was cranking a few times to get these readings, so anything above 9.5 while cranking is good. Also the HPOP pressure of 1728 shows that the icr and icp are good to regulate at the 1750 point for starting, anything over 500 should start.

I went and tried it again
VLT at beginning of test 12.1
IPR 77.6
ICP 1739
FLP 10.0
RPM 167
VLT 11.9 after cranking 20 seconds

 

You are Correct but I don't like the 9.5 better to be in the high 10s/11s need to put the Battery's on the charger. Still 10.0 on the FICM LP is kind of low Normal KOEO should be 12.0 same with FICM VP , those two are on the other side of the Board from FICM MP, what is the VP reading? VLT is Alternator out put so 12.1 /11.9 I would say Good there for now.

 

Is there a Tune on this truck? if so take it back to stock .

 

Maybe it's time to also do some other testing like
seeing if there is a bad ground or power cable.

Here is a nice How 2 do a voltage drop test from Youtube.



Sean

 

I will start with the things I thought I knew. Cranking RPM was 160+ (good), FMP was 54.0 (good) Fuel Pressure 60 (good) Cranking voltage good. Buzz test, (good). ICP 1700 when cranking (good). SYC 1 (good). It should start, but it seamed like it was missing on 4 cylinders when it was running bad. I pulled the FICM anyway, it had been rebuilt by Swampy's in 2010 to 54 volts and checked the solder joints. (When this all started here it was -30c.) the joints looked suspect but not bad, but I reflowed the solder anyway, put it back together and it started right up immediately. I took it to work the last couple of days, ran perfect. The only visible crack in the solder, my camera wouldn't even pick up. We learn something new everyday

 

Good to hear the other side of the board don't usually get hit hard on volts but bad solder does LP and VP started show that . Glad your up and running Now what does the LP say?

 

This truck is still driving me crazy!!!! All summer the truck ran fine until on day on the way home i stopped at a local store and it would not restart. ICP would not hit 500 psi when cranking. I changed the HPOP and the IPS to a '04 one. Ran great the rest of the summer, but in the fall i noticed on dash fuel pressure gauge dropping under load and the fuel pump was louder, I replace that too, now fuel pressure is a constant 58 PSI.
Now that it is cooler, limp mode (I think) is back. Start the truck in the morning, runs perfect, drive a few miles or leave it to warm up for a few minutes and it will suddenly run crappy, barely idle and hardly pull the truck. leave it on fast idle for a minute or two and it might not reoccur or it might, then it is perfect for the rest of the day. If i let it idle it may stall and then it is impossible to restart untill it cools down. Then it starts right away.
I have another engine from a friend that ran great till the head gasket leaked, I checked all the spool valves for sticking and they were free, i replaced the o-rings and changed all injectors and it still runs the same. I noticed on my AutoEnginuity that FICM sync stays at 1 but, but CKP and CMP sync goes 0 1 0 1 intermittantly. I checked the wiring to both and it all looks good. I probed the connections at the PCM and checked the frequency and they are both good. I even changed the CMP sensor and no change.
Here are some readings from my Autoenginuity. I should have checked all the FICM voltages too but they were 14.00v and 54v (Swamps) yesterday constantly and I have resoldered all the connections in the FICM and moved every wiring harness when the truck is running terrible with no difference.

KOEO KOER 1200 2500 Low power missing 650 1200 2500

ICP 58.92 1217.45 947.00 1495.61 897.93 634.50 729.11 1398.16
ICP Desired 0.00 1218.00 942.00 1480.30 898.50 637.90 730.80 1357.90
ICPV 0.26 1.62 1.29 2.08 1.16 0.93 1.08 1.71
IPR 14.84 40.23 32.64 45.31 32.42 24.61 26.95 42.58
MAP 14.06 13.92 14.10 15.77 14.97 14.68 14.57 14.61
BARO 14.06 14.06 14.06 14.14 14.10 14.14 14.14 14.14
VGT 0.00 67.99 55.29 40.58 55.56 64.70 48.25 35.38
Timing 0.00 6.80 9.98 12.50 4.08 -2.27 2.86 6.22
ECT 41.20 43.20 125.20 155.20 177.20 195.20 191.20 191.20
EOT 37.90 38.35 116.01 147.69 172.09 191.71 187.03 189.01
RPM 0 697 1196 2527 1207 649 1198 2417

Also it is really frustrating when AutoEnginuity keeps disconnecting.
Note:I spaced all the readings in columns but it doesn't keep it when posted

 

This might be easier to read. Also there are no DTCs and the Engine Light never comes on

KOEO

ICP 58.92
ICP Desired 0.00
ICPV 0.26
IPR 14.84
MAP 14.06
EBP 0.00
BARO 14.06
VGT 0.00
Timing 0.00
ECT 41.20
EOT 37.90
RPM 0

KOER

ICP 1217.45
ICP Desired 1218.00
ICPV 1.62
IPR 40.23
MAP 13.92
EBP
BARO 14.06
VGT 67.99
Timing 6.80
ECT 43.20
EOT 38.35
RPM 697

1200

ICP 947.00
ICP Desired 942.00
ICPV 1.29
IPR 32.64
MAP 14.10
EBP
BARO 14.06
VGT 55.29
Timing 9.98
ECT 125.20
EOT 116.01
RPM 1196

2500

ICP 1495.61
ICP Desired 1480.30
ICPV 2.08
IPR 45.31
MAP 15.77
EBP
BARO 14.14
VGT 40.58
Timing 12.50
ECT 155.20
EOT 147.69
RPM 2527

Low power missing

ICP 897.93
ICP Desired 898.50
ICPV 1.16
IPR 32.42
MAP 14.97
EBP
BARO 14.10
VGT 55.56
Timing 4.08
ECT 177.20
EOT 172.09
RPM 1207

650

ICP 634.50
ICP Desired 637.90
ICPV 0.93
IPR 24.61
MAP 14.68
EBP
BARO 14.14
VGT 64.70
Timing -2.27
ECT 195.20
EOT 191.71
RPM 649

1200

ICP 729.11
ICP Desired 730.80
ICPV 1.08
IPR 26.95
MAP 14.57
EBP
BARO 14.14
VGT 48.25
Timing 2.86
ECT 191.20
EOT 187.03
RPM 1198

2500

ICP 1398.16
ICP Desired 1357.90
ICPV 1.71
IPR 42.58
MAP 14.61
EBP
BARO 14.14
VGT 35.38
Timing 6.22
ECT 191.20
EOT 189.01
RPM 2417

 

Your IPR is high at idle, 24.6 and at 2500 rpm at 42.58... you have a leak. Hot no start, bet you need injector seals or Cup seals. ICP in the valve cover?

 

What should the IPR be at 1400 psi. It is not a hot no start, it is only if it is running bad and I stop it it will not restart. When it runs bad and then clears up, I can stop it and restart it fine.
I suspected them too, that is the reason I changed the injector seals, i pulled them to see if they were leaking and they were perfect. Absolutely no evidence of any seal seeping, at any temp. I find it hard to believe though they can leak and then fix themselves after a couple of minutes and not leak the rest of the day. When the HPOP went, I wasn't sure so I did a complete air test, including making a tester adapter from an old IPR. I even did it with valve covers off after changing the HPOP and there was no leaks.
I am running an '04 ICP, it is in the HPOP cover, as they are a bit more reliable.

That is what is confusing me, only the fuel delivery and timing change for a few minutes and then it runs perfect the rest of the day, even if it is stopped and restarted a while later. If I park it at work at 7:00 AM and leave at 4:00 PM it will do it again on the way home.

 

Also your VGT is looking off from the missing , ford values to observe
VGT
Koeo- 0 low- 73 high-43 in park no driving.
Also should have some kind of reading for EBP , really need to get that one for Turbo.

 

Your waiting for it to cool down before restating it... that's a hot, no start.

 

Yes, if it stalls when running crappy, it will not restart. If it is running and then it clears up and I stop it, it starts right away when hot.

I was told the new flash the dealer installed no longer monitors EBP.

At idle the VGT also changes to prevent sticking vanes, you can here it cycling in the exhaust.