well what else did you do HAHA


Can only go on info given given also considering each test is done correctly

 

Ok so the scan gauge ll can anyone tell me what codes I need to put in this thing.

 

UPDATED SYNC CODES FOR SGII
FICM SYNC= 07E02209CD 0462050906CD 3601 000100010000 FICM Sync (0=No, 1=Yes)
CMP/CKP SYNC= 07E02209CD 0462050906CD 3701 000100010000 Camshaft & Crankshaft in sync (1 = in sync, 0 = not in sync)
FPW Fuel Injector Pulse Width (
TXD: 07E0221410
RXF: 046205140610
RXD: 3010
MTH: 000800010000
NAM: FPW
V-REF
TXD=07E0221155
RXF=046245110655
RXD=3010
MTH=006433330000
Barometric Pressure (PSI)
TXD: 07E0221442
RXF: 046285140642
RXD: 3010
MTH: 001D00500000
NAM: BAR
Exhaust Back Pressure
TXD: 07E0221445
RXF: 046285140645
RXD: 3010
MTH: 001D00500000
NAM: EBP
KO=103 (15) LI=110 (16) HI=110 (16) OR=55 - 607 (8 -88) kPA (PSI)
BOOST (BST)
TXD= 07E0221440
RXF= 046285140640
RXD= 3010
MTH= 01220320****
NAME=Boost (PSI).
In order to get the proper boost value enter the MAP XGauge. Get a reading
from it with the key in the on position but the engine off. Based on the reading change
the last 4 digits of the MTH value that corresponds to your reading in the table to the
right.
12.6 - - FF82
12.5 - - FF83
12.4 - - FF84
12.3 - - FF85
12.2 - - FF86
12.1 - - FF87
12.0 - - FF88
11.9 - - FF89
11.8 - - FF8A
14.0 -- FF74
14.1 -- FF73
14.2 -- FF72
14.3 -- FF71
14.4 -- FF70
14.5 -- FF6F
14.6 -- FF6E
14.7 -- FF6D
14.8 -- FF6C
14.9 -- FF6B
15.0 -- FF6A
FICM Logic Power (Volts) (Should be 12 volts)
TXD: 07E02209CF
RXF: 0462450906CF
RXD: 3010
MTH: 006401000000
NAM: FLP
KO=12.0 LI=13.5 HI=13.5 OR=10.5-15.5
FICM Main Power (Volts) (Should be 47-48) Your FMP should never dip below 45. If it does, your FICM is toast and needs repaired or replaced.
TXD: 07E02209D0
RXF: 0462450906D0
RXD: 3010
MTH: 006401000000
NAM: FMP
KO=47 LI=47.5 HI=47.5 OR=40-52 (yes, that is what it says from Ford)
FICM Vehicle Power (Volts) (Should be 12 Volts, should not drop below 10.25 for more than 60 seconds, or 9.0 for 4 seconds. TSB 09-24-03)
TXD: 07E02209CE
RXF: 0462450906CE
RXD: 3010
MTH: 006401000000
NAM: FVP
KO=12.0 LI=14.0 HI=14.0 OR=10.5-15.5
Inj. Control Press. (ICP / HPOP)
TXD: 07E0221446
RXF: 046205140646
RXD: 3010
MTH: 003900640000
NAM: ICP
KO=0 LI=625.5 HI=1400-1450 OR=0-4045

ICP Voltage (Volts)
TXD: 07E02216AD
RXF: 0462451606AD
RXD: 3010
MTH: 004827100000
NAM: ICV
KO=0.2 LI=1.0 HI=1.8 OR=.15-4.7 Volts

IPR Duty Cycle
TXD: 07E0221434
RXF: 046285140634
RXD: 3008
MTH: 0DCA03E8000A
NAM: IPR %
KO=14.84 LI=24 HI=40.60 OR=0-50 %
MAP and Volts should already be in the gauge.
MAP Voltage (Volts)
TXD: 07E0220900
RXF: 046205090600
RXD: 3010
MTH: 000104000000
NAM: MPV
Note: This one seems a bit odd, but try it out and let me know if you need finer resolution. This one will go by whole numbers, but the range is something like +/- 32 Volts which seems weird for a sensor – they’re usually 0-5 volts
EP Volts (Volts)
TXD: 07E02216AE
RXF: 0462451606AE
RXD: 3010
MTH: 000100800000
NAM: EPV
Note: This one may have weird readings if the values get to high, let me know.
Glow Plug Coil Time (Seconds)
TXD: 07E0221450
RXF: 046205140650
RXD: 3010
MTH: 000100080000
NAM: GPT
Glow Plug Light On
TXD: 07E0221667
RXF: 046225160667
RXD: 3201
MTH: 000100010000
NAM: GPL
Glow Plug Lamp On Time (Seconds)
TXD: 07E0221451
RXF: 046205140651
RXD: 3010
MTH: 000100080000
NAM: GPT
MAF Voltage (volts)
TXD: 07E0221177
RXF: 046245110677
RXD: 3010
MTH: 000100250000
NAM: MFV

 

We need some questions answered so we can help. Did you hold the drain valve closed with something like a screwdriver when you checked too see if the oil filter housing was filling? It's on the bottom of the filter housing, is held shut by the filter, and will drain the filter housing when the filter lid is loosened. It drains the oil into the crankcase. This valve must be held down to check lpo delivery.

If you held this down and the housing would not fill paste midpoint, you have a lpo problem (pump or regulator).

If it does fill, you need gauges to read hpo pressure to see where to start diagnosing. I use Torque Pro for Android devices. Best $25 I've ever spent in my entire life.

Oil cooler and oil filter bypass valves are designed to open automatically if the difference in lpo pressure exceeds 25 and 20 psi across the oil filter and oil cooler respectively. These are designed to supply oil with a clogged oil cooler (oil side), oil is too cold to flow through the oil cooler or filter fast enough, the filter is clogged, and in times of high oil demand. At high loads, the hpo system demands more oil than the either the filter or cooler can supply. So, in high engine loads these valves can be active.

However, I doubt they have anything to do with a no start.

 

Where are you located? Are you still in parking lot? Maybe someone on here is close by.

 

Tideman, where are you in South Alabama. A you can see, I'm in ttown and written at UA.

RTR

 

Dothan, should have said southeast al ;-)

 

Sorry for the delay guys...thanks for all the help. I have decided to move to a different location with this project. I'm no longer in the parking lot. So....I have taken all components off of the top of the block down to the valve covers...removed the lpop cover and gears. It looks as if there is some major scaring on these gears. It almost looks like small bearing pins have been smashed in here.

 

Should I be able to spin the inner gear inside of the outer. I'm guessing not. It doesn't look like to much wear. Should I take the oil pan off next or what?

 

Post the Picture of Gears


Sounds like Catastropic Failure of lifter bearing


shortblock time

 

Here are a couple pics

 

Lifter Bearing


The update is shorter 6.4L Pushrods Sorry its too late


Total engine disassembly is required at this point

 

SHORT BLOCK for 2003 Ford F-350 Super Duty|3C3Z-6009-AARM


Just a hair over $5K that ^^was 03

 

That's the one thing I dread and you just don't know when or if it will happen.

 

Ouch. That photo makes me hurt for you.

Sorry, man. You've had a needle bearing go through the lpop. The amount of damage to the engine is unknown. I have never traced the path that a bearing has to take to get to the pump, or where it would stop traveling, but most people feel this requires a new short block.