03' 6.0 keep chasing problems
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New User
Joined: Sep 2016
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From: Victorville, CA
03' 6.0 keep chasing problems
I have a03 F250 6.0 with 208K miles, stock no mods at all. I was driving and it startedrunning rough and died. I changed ICP and pig tail, IPR, and wiring harness onFICM(less expensive one). The fuel and oil filters have been changedreligiously as called for and were last changed around 100 miles ago. Afterchanging these parts the truck starts "hard" and will idle kind ofrough. As the truck warms up the idle gets rougher, throttle response goes tojust about nothing, and then the truck dies and will be very hard to restart. Ihooked up a Snap On code reader and ICP, IPR, FICM all read good when startingand running. The truck will start good when engine is cold and run OK until itwarms up when it starts to run rough, loses throttle response, and dies. Thenit will be hard to restart, but will restart after a bunch of tries with verylimited throttle.
-Following codes pulled up, I did reset the codes and the only one that hasn'tcome up again was P0603.
P0263 Cylinder 1 Contribution/Balance fault
P0603 Internal Control Module KAM error
P0671,P0673,P0675,P0678Cylinder 1,3,5,8 Glow Plug Circuit
*I did an injector Buzz test and heard all injectors buzz like they shouldwhich tells me they work electrically and the FICM should be OK.
*I did the test where you can turn individual injectors off while enginerunning. The odd numbered injectors didn’t make a difference when turned offindividually, there was a noticeable difference when the even numberedinjectors were individually turned off. This was done with a warm engine.
Hope any information you guys provide can help me, don't want to take to astealership and get robbed. I would rather spend the money buying parts to fixthe truck so I can drive it. Thanks
-Following codes pulled up, I did reset the codes and the only one that hasn'tcome up again was P0603.
P0263 Cylinder 1 Contribution/Balance fault
P0603 Internal Control Module KAM error
P0671,P0673,P0675,P0678Cylinder 1,3,5,8 Glow Plug Circuit
*I did an injector Buzz test and heard all injectors buzz like they shouldwhich tells me they work electrically and the FICM should be OK.
*I did the test where you can turn individual injectors off while enginerunning. The odd numbered injectors didn’t make a difference when turned offindividually, there was a noticeable difference when the even numberedinjectors were individually turned off. This was done with a warm engine.
Hope any information you guys provide can help me, don't want to take to astealership and get robbed. I would rather spend the money buying parts to fixthe truck so I can drive it. Thanks
Lead Driver
Joined: May 2014
Posts: 6,545
Likes: 13
From: Virginia Beach VA
Upper Fuel filters not crushed?
Whats FICM reading at cold crank, cold idle and just before it dies?
ICPV key on, at cold crank and cold idle and as she dies?
IPR when its about to die?
Change the glow plug control module on the valve cover for the glow plug issue.
P0603 is from battery disconnected if you did that or maybe tuned to truck.
Whats FICM reading at cold crank, cold idle and just before it dies?
ICPV key on, at cold crank and cold idle and as she dies?
IPR when its about to die?
Change the glow plug control module on the valve cover for the glow plug issue.
P0603 is from battery disconnected if you did that or maybe tuned to truck.
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New User
Joined: Sep 2016
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From: Victorville, CA
Never thought about the fuel filter being crushed, will check it when I get home from work. I am guessing if the filter is crushed it would be from the way it was installed and would be noticeably damaged I hope?
Here is what I have for your other questions:
FICM at cold crank 48v , cold idle 48.5v and just before it dies?
ICPV key on .22v, at cold crank .25 and cold idle 1.12v and as she dies 2.24v? A note on this iI took the measurement while doing the injector test so it died as a injector was turned off.
IPR when its about to die? Did this while doing the injector testing on and off, when turned the #8 injector off the ICP went to 57% and died. Before turning the injector off it was at about 25%.
*** The reason I got some of the readings during the injector test is because I am at work right now and got the numbers from a video I took last night.
Here is what I have for your other questions:
FICM at cold crank 48v , cold idle 48.5v and just before it dies?
ICPV key on .22v, at cold crank .25 and cold idle 1.12v and as she dies 2.24v? A note on this iI took the measurement while doing the injector test so it died as a injector was turned off.
IPR when its about to die? Did this while doing the injector testing on and off, when turned the #8 injector off the ICP went to 57% and died. Before turning the injector off it was at about 25%.
*** The reason I got some of the readings during the injector test is because I am at work right now and got the numbers from a video I took last night.
Lead Driver
Joined: May 2014
Posts: 6,545
Likes: 13
From: Virginia Beach VA
Never thought about the fuel filter being crushed, will check it when I get home from work. I am guessing if the filter is crushed it would be from the way it was installed and would be noticeably damaged I hope?
Here is what I have for your other questions:
FICM at cold crank 48v , cold idle 48.5v and just before it dies?
ICPV key on .22v, at cold crank .25 and cold idle 1.12v and as she dies 2.24v? A note on this iI took the measurement while doing the injector test so it died as a injector was turned off.
IPR when its about to die? Did this while doing the injector testing on and off, when turned the #8 injector off the ICP went to 57% and died. Before turning the injector off it was at about 25%.
*** The reason I got some of the readings during the injector test is because I am at work right now and got the numbers from a video I took last night.
Here is what I have for your other questions:
FICM at cold crank 48v , cold idle 48.5v and just before it dies?
ICPV key on .22v, at cold crank .25 and cold idle 1.12v and as she dies 2.24v? A note on this iI took the measurement while doing the injector test so it died as a injector was turned off.
IPR when its about to die? Did this while doing the injector testing on and off, when turned the #8 injector off the ICP went to 57% and died. Before turning the injector off it was at about 25%.
*** The reason I got some of the readings during the injector test is because I am at work right now and got the numbers from a video I took last night.
You IPCV is normal at cold crank but is really high when it is dying... that. 2.24v is 1600+psi of actual pressure.
What is the IPR% at 2500RPM if you can get the truck to that RPM? And the ICPV at that RPM?
You turned the odd injectors off one at a time and when doing so, it made no difference to the running condition of the truck, didn't miss any less or any more?
Thread Starter
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New User
Joined: Sep 2016
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From: Victorville, CA
Yes the IPR went to 57% and died, this was when I turned off #8 injector.
When I turned the odd numbered injectors off it made no difference except maybe for #5, but it was barely noticeable. The even numbered injectors made an absolute noticeable difference.
IPR% KOEO- 15%. At 2500rpm. 45%. Readings taken cold engine
ICPv .21 KOEO. At 2500rpm. 2.23. Reading taken on cold engine
When I turned the odd numbered injectors off it made no difference except maybe for #5, but it was barely noticeable. The even numbered injectors made an absolute noticeable difference.
IPR% KOEO- 15%. At 2500rpm. 45%. Readings taken cold engine
ICPv .21 KOEO. At 2500rpm. 2.23. Reading taken on cold engine
Hotshot
Joined: Apr 2010
Posts: 19,055
Likes: 235
From: Saratoga Springs,UT
Ideal is 40%IPR @ 2500 HOT ENGINE
Looks like a Bad HPOP to me of coarse you want to rule anything else out Test should been Hot engine EOT 185*
LPOP gauge come up normal?
You can Air test And check IPR Valve mechanicaly with screwdriversince
IPR looks OK Electronicaly so far
Edit post
Your HPOP numbers look ok considering it was cold at the time
Looks like a Bad HPOP to me of coarse you want to rule anything else out Test should been Hot engine EOT 185*
LPOP gauge come up normal?
You can Air test And check IPR Valve mechanicaly with screwdriversince
IPR looks OK Electronicaly so far
Edit post
Your HPOP numbers look ok considering it was cold at the time
Hotshot
Joined: Apr 2010
Posts: 19,055
Likes: 235
From: Saratoga Springs,UT
You ICP check OK electronically
The harness appears to be wired correctly
is it Ford ICP sensor??
Can you do test Hot??For ICP and IPR At 2500rpm
The harness appears to be wired correctly
is it Ford ICP sensor??
Can you do test Hot??For ICP and IPR At 2500rpm
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Lead Driver
Joined: Dec 2006
Posts: 6,496
Likes: 94
From: So. Jersey
What's the fuel pressure reading? If you don't have a gauge you will have to use the test port on the secondary fuel filter housing.
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Hotshot
Joined: Apr 2010
Posts: 19,055
Likes: 235
From: Saratoga Springs,UT
The more I read you symptoms sure sounds like a bad injector
You have a dtc for it
Do the bubble test
You are posting classic symptoms of failed inject being it starts and runs but goes bad a after few minutes and eventually dies as combustion gasses get pushed into the fuel rails
Easy test remove upper fuel filter
Do a KOEO till fuel bowel is full
Then use the starter wire to battery to crank watching for bubbles in the fuel filter house
You have a dtc for it
Do the bubble test
You are posting classic symptoms of failed inject being it starts and runs but goes bad a after few minutes and eventually dies as combustion gasses get pushed into the fuel rails
Easy test remove upper fuel filter
Do a KOEO till fuel bowel is full
Then use the starter wire to battery to crank watching for bubbles in the fuel filter house
Thread Starter
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New User
Joined: Sep 2016
Posts: 24
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From: Victorville, CA
All OEM Ford parts. I will do tests with engine hot and post results.
Thread Starter
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New User
Joined: Sep 2016
Posts: 24
Likes: 0
From: Victorville, CA
The more I read you symptoms sure sounds like a bad injector
You have a dtc for it
Do the bubble test
You are posting classic symptoms of failed inject being it starts and runs but goes bad a after few minutes and eventually dies as combustion gasses get pushed into the fuel rails
Easy test remove upper fuel filter
Do a KOEO till fuel bowel is full
Then use the starter wire to battery to crank watching for bubbles in the fuel filter house
You have a dtc for it
Do the bubble test
You are posting classic symptoms of failed inject being it starts and runs but goes bad a after few minutes and eventually dies as combustion gasses get pushed into the fuel rails
Easy test remove upper fuel filter
Do a KOEO till fuel bowel is full
Then use the starter wire to battery to crank watching for bubbles in the fuel filter house
Thread Starter
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New User
Joined: Sep 2016
Posts: 24
Likes: 0
From: Victorville, CA
Is it worth doing the balloon test to further isolate which side to Che k or is it better to just check all glowplugs?
Thread Starter
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New User
Joined: Sep 2016
Posts: 24
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From: Victorville, CA
If I remove one glow plug and the bubbles stop, will the bubbles stop again if I remove another glow plug after putting the previous one back in? Are the bubbles supposed to stop no matter which glow plug is removed, of course as long as the injector for that plug is bad?
Lead Driver
Joined: May 2014
Posts: 6,545
Likes: 13
From: Virginia Beach VA
While cranking with the remote starter wire , bubbles flow. Remove a glow plug, crank it, bubbles stop... that's your bad injector. Bubbles stop when the correct glow plug is removed, not just any plug
There are two screws in the bottom of the bowl, remove both and the side that bubbles is the side to go after. Then it's down to 4 glow plugs, start at the front and go back. Very easy.
There are two screws in the bottom of the bowl, remove both and the side that bubbles is the side to go after. Then it's down to 4 glow plugs, start at the front and go back. Very easy.