6.0 wont fire off
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Joined: Dec 2015
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6.0 wont fire off
I replaced the oil cooler and heater valve last night and finished putting everything back together only to find out it wont even fire off.
I put the two sensors on the top in the middle of the engine back, plugged injectors back up, put the two connections back on alternator, put the connection back on fan and the other connection in front of the block near the fan, plugged the VGT back up. I think those were all the connections.
What could I be missing? It ran perfect till I decided to replace oil cooler... :/
I put the two sensors on the top in the middle of the engine back, plugged injectors back up, put the two connections back on alternator, put the connection back on fan and the other connection in front of the block near the fan, plugged the VGT back up. I think those were all the connections.
What could I be missing? It ran perfect till I decided to replace oil cooler... :/
Laughing Gas
Joined: Sep 2014
Posts: 830
Likes: 39
From: Whittier
It could be that you have not built up enough oil pressure. The only way to tell is with an engine diagnostic reader. We need to know what your readings are. ficm voltage, high pressure oil pump, and sync.
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I have an SCT Livewire on it right now.
The FICM main internal injector V is 41.00
Injection control pressure is around 1.xx when cranking
14v on batteries
Nothing on the DTC.
FICM Ignition is 13.50
I don't have any oil pressure sensor on the gauge I think?
The FICM main internal injector V is 41.00
Injection control pressure is around 1.xx when cranking
14v on batteries
Nothing on the DTC.
FICM Ignition is 13.50
I don't have any oil pressure sensor on the gauge I think?
2006 Bullet-Riddled 6.0
Joined: Sep 2011
Posts: 651
Likes: 5
From: Sac River Delta Ca.
You have a FICM issue far starters. Either repair yourself or replace with a new or rebuilt power board. 48V is what you should see.
But that is not your no start issue, not the power side at least.
I don't have the conversion rate on ICP voltage but if you can convert it to psi you MUST have a minimum of 500 psi in the HPO system for the FICM to light up for the injectors.
But that is not your no start issue, not the power side at least.
I don't have the conversion rate on ICP voltage but if you can convert it to psi you MUST have a minimum of 500 psi in the HPO system for the FICM to light up for the injectors.
2006 Bullet-Riddled 6.0
Joined: Sep 2011
Posts: 651
Likes: 5
From: Sac River Delta Ca.
One more thing.....look at your ICP pigtail connector for any oil leaking out of it.
One thing you can try is: unplugging your ICP and then try to start it. The computer will go into default mode and power up the FICM allowing you to start the engine, if the problem is the ICP itself.
Don't see what year your truck is but: if its 2003 or early 2004 will be next to IPR back by turbo. If 2004+ and later its on pass valve cover up front.
One thing you can try is: unplugging your ICP and then try to start it. The computer will go into default mode and power up the FICM allowing you to start the engine, if the problem is the ICP itself.
Don't see what year your truck is but: if its 2003 or early 2004 will be next to IPR back by turbo. If 2004+ and later its on pass valve cover up front.
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New User
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One more thing.....look at your ICP pigtail connector for any oil leaking out of it.
One thing you can try is: unplugging your ICP and then try to start it. The computer will go into default mode and power up the FICM allowing you to start the engine, if the problem is the ICP itself.
One thing you can try is: unplugging your ICP and then try to start it. The computer will go into default mode and power up the FICM allowing you to start the engine, if the problem is the ICP itself.
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2006 Bullet-Riddled 6.0
Joined: Sep 2011
Posts: 651
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From: Sac River Delta Ca.
I went back and edited its location. lol
But again 2003-early 2004 the ICP is in behind the turbo late 2004-2007 on passenger valve cover up front. The ICP sensors do over time take a thrashing from up to 3,900 psi and can leak right through the electronic side of the sensor.
Its basically a pressure sensitive adjusting resistance switch. It dictates how much the IPR opens or closes to control the HPO for the injectors themselves.
Basically its a transducer assy.
See if you can convert your ICP voltageto psi. That's going to tell you whether you have a HPO problem. Which is very common in the 6.0 if it has not been updated with the parts to correct what came from the factory.
But again 2003-early 2004 the ICP is in behind the turbo late 2004-2007 on passenger valve cover up front. The ICP sensors do over time take a thrashing from up to 3,900 psi and can leak right through the electronic side of the sensor.
Its basically a pressure sensitive adjusting resistance switch. It dictates how much the IPR opens or closes to control the HPO for the injectors themselves.
Basically its a transducer assy.
See if you can convert your ICP voltageto psi. That's going to tell you whether you have a HPO problem. Which is very common in the 6.0 if it has not been updated with the parts to correct what came from the factory.
2006 Bullet-Riddled 6.0
Joined: Sep 2011
Posts: 651
Likes: 5
From: Sac River Delta Ca.
You might want to take a look down into the tower of your oil filter housing. There is a small poppet valve seat assy that are well known for breaking. Take a close look at the entire assy and work out why you have a bolt that not engaged into the intake.....
Fleet Mechanic
Joined: May 2011
Posts: 1,866
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From: Rainier OR
Sounds like something isnt installed correctly.
Freshman User
Joined: Nov 2015
Posts: 36
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I agree it sounds like something didn't install correctly or a bolt stripped where the oil filter housing mounts to the cooler. It does take a little time to fill up the reservoir where the oil cooler sits if you didn't prime it with a quart or so of oil (not a requirement just something I do on personal truck to cut down crank time) before installing the new cooler. Also if you are leaking oil out of the filter housing it may not be allowing your filter to seat far enough down to close the bypass valve in the bottom of the filter housing which "might" be part of the problem.
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