No cold start here
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New User
Joined: Apr 2015
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From: Castle Rock, WA
No cold start here
I'm TSing a no-start on my 2005 6.0L F250. Engine cranks fine. I've been working my way thru the TSing guide and using my new ScanGaugeII. No codes found. At glow plug warmup, (dash light goes off), I'm getting 40.5v FMP, 11.0v FLP, 14.8% ICP, and 0psi IPR. After cranking for 10-15 sec, get 35.5v, 10.0v, 84.7%, and 446psi. I've had a trickle charger on all night to keep the batteries charged. Have not seen FMP over 45 or IPR over 470.
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New User
Joined: Apr 2015
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From: Castle Rock, WA
Additional info
Haven't driven it for several weeks. Last time I had to put the charger on it, but it started. Oil level looks to be a little above max mark. See fuel in the 2ndary fuel filter. Air filter OK. See oil gauge on dash go up when cranking. FICM relay tests OK.
Senior User
Joined: Mar 2012
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Ficm is that FMP? if it is you need to have it serviced, 40.5 volts is way too low.Check this link.https://www.ford-trucks.com/forums/8...procedure.html
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New User
Joined: Apr 2015
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From: Castle Rock, WA
Yes, that's ficm main power (FMP). If the ficm is bad, why am I not seeing any codes? By pulling the ficm cover and testing voltages at the four screws, will I learn any more than what the Scangauge is telling me?
Senior User
Joined: Mar 2012
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From: WA
After cranking for 10-15 sec, get 35.5v, 10.0v, 84.7%, and 446psi.
And that IPR of 84.7% is really high but because that was a long crank I'm not sure if that's to be expected or not.
But, with an IPR of 84.7% and an ICP of 446 psi while cranking, I'd say you may possibly have a high pressure oil leak.
During engine start-up, the PCM needs to see at least 500 psi. If the pressure
is too low, the PCM increases the duty cycle percentage; in other words, it
closes the IPR, creating a restriction to increase the oil pressure. If the PCM
command reaches 85%, the IPR is fully closed, which indicates a major problem
in the oil supply chain.
is too low, the PCM increases the duty cycle percentage; in other words, it
closes the IPR, creating a restriction to increase the oil pressure. If the PCM
command reaches 85%, the IPR is fully closed, which indicates a major problem
in the oil supply chain.
sensor or connector is bad.
And of course the FICM voltage is way to low and so that's gonna need replacing.
I suppose you haven't changed the oil recently? If so what filter did you buy?
Hopefully others will chime in soon.
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Lead Driver
Joined: May 2014
Posts: 6,545
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From: Virginia Beach VA
like mentioned above.... truck needs ICP above 500 to start. Pull the plug and see if it will start, if so then the valve needs replaced or the pigtail does if it's full of oil. If it doesn't then you need to see if you have an HPO leak. Standpipes, dummy plugs would be a good start as to a leak, there are some test to determine where.
FICM is to low, anything below 45v is a bust per Ford. Send it to Ed at FICM repair.
Check your batteries by unhooking them and doing an independent test to make sure they are OK, then test the alternator as well... that low voltage is probably what killed the FICM. Fix it before it kills the new FICM your going to need. Fully charged battery should be 12.6-12.8, KOEO should only dip lower when glow plugs are on and when it starts, charging should be 13.5+ volts.
Make sure you have OEM oil filter and cap if changed recently.
FICM is to low, anything below 45v is a bust per Ford. Send it to Ed at FICM repair.
Check your batteries by unhooking them and doing an independent test to make sure they are OK, then test the alternator as well... that low voltage is probably what killed the FICM. Fix it before it kills the new FICM your going to need. Fully charged battery should be 12.6-12.8, KOEO should only dip lower when glow plugs are on and when it starts, charging should be 13.5+ volts.
Make sure you have OEM oil filter and cap if changed recently.
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Thread Starter
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New User
Joined: Apr 2015
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From: Castle Rock, WA
Last oil and filter change was last summer at Ford dealer, due again 9/2014 or 83,500 mi. I haven't driven it much, only have 82,530 mi on it now. The filter looks right, fitting snuggly with the filter cap (original cap I think).
Both batteries were replaced Jan 2012. I'll disconnect and test them.
I have disconnected the ICP, wouldn't start. No oil leakage seen there.
No fresh oil leaks seen while cranking. Could HP oil leaks be internal?
Both batteries were replaced Jan 2012. I'll disconnect and test them.
I have disconnected the ICP, wouldn't start. No oil leakage seen there.
No fresh oil leaks seen while cranking. Could HP oil leaks be internal?
Lead Driver
Joined: May 2014
Posts: 6,545
Likes: 13
From: Virginia Beach VA
Last oil and filter change was last summer at Ford dealer, due again 9/2014 or 83,500 mi. I haven't driven it much, only have 82,530 mi on it now. The filter looks right, fitting snuggly with the filter cap (original cap I think).
Both batteries were replaced Jan 2012. I'll disconnect and test them.
I have disconnected the ICP, wouldn't start. No oil leakage seen there.
No fresh oil leaks seen while cranking. Could HP oil leaks be internal?
Both batteries were replaced Jan 2012. I'll disconnect and test them.
I have disconnected the ICP, wouldn't start. No oil leakage seen there.
No fresh oil leaks seen while cranking. Could HP oil leaks be internal?
I'll bet your alternator is bad and the batteries are showing some wear because of the bad alternator. They seem to follow a path, batteries are low because of the alternator, then the FICM dies and eventually the batteries are bad to. Most see the low/bad batteries, then the alternator is determined to be bad and within a short time the FICM surfaces.
So as it stands you, you probably have an HPO oil leak internally and a bad FICM. Possibly a bad alternator and the batteries are not far behind.
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New User
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From: Castle Rock, WA
Thanks rhjj, WatsonR, and shultzaberger for your guidance.
I'm gonna pull the batteries and alternator, haul 'em to town and have them bench tested on Monday.
Will probably pull the FICM too. Can I open the FICM and see anything
amiss? I've read about the cracked solder joints on boards. I have no intention of trying to fix it, will send it to FICM Repair as suggested.
How come there isn't some protection for low voltage to the FICM? Sounds like the weakest link when batteries run down. I guess I'll be super careful with battery voltage now -- but then I now have my ScanGuageII to keep me informed.
As for the STC fitting failing, I read about it last week. Will see if I can check and replace it too if needed. I feel like I'm on a crash course of auto repair.
I'm gonna pull the batteries and alternator, haul 'em to town and have them bench tested on Monday.
Will probably pull the FICM too. Can I open the FICM and see anything
amiss? I've read about the cracked solder joints on boards. I have no intention of trying to fix it, will send it to FICM Repair as suggested.
How come there isn't some protection for low voltage to the FICM? Sounds like the weakest link when batteries run down. I guess I'll be super careful with battery voltage now -- but then I now have my ScanGuageII to keep me informed.
As for the STC fitting failing, I read about it last week. Will see if I can check and replace it too if needed. I feel like I'm on a crash course of auto repair.
Cargo Master
Joined: Oct 2003
Posts: 2,833
Likes: 4
From: Jefferson, Iowa
No cold start here
you need to air test the high pressure oil system, a blown Stc I would think would make that much pressure. the 05 trucks have troublesome hpo systems. there are updated standpipes, dummy plugs and an updated one piece Stc fitting. there is a fitting which you can get that will adapt from the icp role to pipe thread then you can put an air check on the end of it. you will hear air leaking from the ipr, that is normal, energize the valve with 12 vdc and it should stop.
Hotshot
Joined: Apr 2010
Posts: 19,055
Likes: 235
From: Saratoga Springs,UT
Looks like 3 problem to me
Bad Battery or Alternator or Wire
what
killed the
FICM
It Most likely has a DTC for FICM your SGII just isn't reading it but it done matter you know the Volts is Bad
Need toreplace standpipe and D-plugs would be the normal but you should pull and check the IPR
Bad Battery or Alternator or Wire
what
killed the
FICM
It Most likely has a DTC for FICM your SGII just isn't reading it but it done matter you know the Volts is Bad
Need toreplace standpipe and D-plugs would be the normal but you should pull and check the IPR