ull page engine wire diagram
https://www.ford-trucks.com/forums/a...7&d=1485755349


-----------------------------------------------------------------------
CRANKSHAFT SENSOR REMOVAL PDF
https://www.ford-trucks.com/forums/a...6&d=1350773254
--------------------------------------------------------------------
CMP/CKP WIRE DIAGRAM PDF
https://www.ford-trucks.com/forums/a...7&d=1350773292
---------------------------------------------------------------------------
CRANKSHAFT SENSOR TROUBLESHOOT PDF
https://www.ford-trucks.com/forums/a...5&d=1350773220
--------------------------------------------------------------------------------
CAMSHAFT SENSOR TROUBLESHOOT PDF
https://www.ford-trucks.com/forums/a...4&d=1350773182

 

If you want to verify those circuits, you can connect a DVOM to both the CKP and CMP circuits of the middle PCM connector.
Set your DVOM to Hz. On the CKP circuit, you should be seeing 150 to 200 Hz when the engine is cranked over (directly proportional to 150 to 200 RPMs).
On the CMP circuit you should get a reading of 1.1 to 1.9 Hz when the engine is cranked over. Hopefully you won't have to go this far before you resolve your issue.
__________________
-------------------------------------------------------------------------------------
The spec is between 300 to 400O for the CKP sensor, and 800 to 1100O for the CMP sensor. If you want to check readings, set your DVOM to read Hz.
The CKP reading you should be getting from the CKP sensor, is between 150 to 200Hz, directly proportional to engine cranking RPM when the engine is cranked over.
The CMP reading should be between 1.1 to 1.9Hz when the engine is cranked over.
------------------------------------------------------------------------------------

 

The attachments are MUCH appreciated Benny, and thanks for the values for the frequency for the CKP!

I had the CMP target (apprx 1.3 kHz), but didn't have the CKP.

In post # 3 he said he couldn't get a CMP frequency reading, but I don't think the test was done correctly.

 

You got it !!

Looks like I missed a cam sensor removal PDF I'll try and post it later if he needs it

 

reps on "credit"

 

I'm going call it and declare defeat on this one. Replacing the NAPA CKP sensor with a Motorcraft didn't help. The resistance across the Motorcraft was 400 ohms compared to the 600 on the NAPA. Also replaced the MAF sensor.

I thought I found the smoking gun when I load tested the CKP harness and found it to be weak. I replace the wiring with some shielded cable I had on hand but it looks like the weakness was in my test harness. After verifying and load testing the new harness to be good there was no change in my engine sync problem.

Got rid of all the codes though.

Sure appreciate all your thoughts Mark. Thanks.

 

Looks Like I missed some more posts. Thanks BLADE35, I'll review your attachments and suggestions.

 

Something is off here cam and crank sensors are continuously monitored and should set a DTC instantly with any problem

So both cmp and ckp pass pinpoint test but torq pro shows no sync or fpw

 

Gotcha

Yes use pinpoint test they usualy work excellent the times I have used them on other stuff

 

He still should be seeing cmp/ckp DTC if there was an issue with those

I'm not familiar with torq app

Does torq app all setup as in download and go or does it require programing

 

Mike - sorry I took so long with this.

You absolutely WILL have FICM LPower and VPower (and MPower for that matter) w/ ONLY the key on.

It takes cranking to get cam/crank sync, so they don't enter into it w/ only KOEO.

As I mentioned earlier, the above statement surprised me as the diagram in the FICM guide does not indicate that ... I have just been way too busy to check until now. Also verified it in my truck.

IF you are getting no FICM VPower or LPower w/ the key on, then you need to focus there.

 

This morning I checked the frequency of the CMP and CKP sensors while cranking. The CKP looked great with 150 to 200 Hz matching the RPM nicely. The CMP signal was very inconsistant ranging from 0 to 9Hz. I'll look into that harness more and perhaps replace it as I did with the CKP harness yesterday. Perhaps a a corrupt CMP signal is also causing the FICM to not energize the main relay.

I'll keep trying! Today anyway....

Thanks again.

 

The way I read the diagram, the FICM doesn't energize the relay (Figure 1 in the FICM Guide - link posted above).

 

Here's the wiring diagram I've been using and this page is basically a little more detailed version of figure 1 from the FICM guide. Note the switch circled in red that appears to be embedded in the FICM. When that switch closes it will complete the circuit to energize the FICM Relay. Without a ladder logic diagram or a program print it's difficult to say what conditions are necessary to close the switch. That's we're my theory was coming from.

I appear to have CMP sensor issue. I replaced the wiring and have a new motorcraft sensor but I can't get a frequency measurement that's consistent or in line with values you guys provided. Most of the time during cranking the frequency was 0 but would momentarily jump to around 3ish Hz(5 to 8 second crank) Same measurement technique done on CKP sensor yielded perfect result with frequency mimicking rpm. Results were same for original and replacement PCM.

Not sure what to try next . If we assume it is CMPsensor circuit issue, I've replaced all the hardware already. Should I take it somewhere to get the PCM "flashed" (can this be done without towing the truck in?) Do I invest in better diagnostic and code reader options. I'm limited to the Torque Pro app which is pretty decent for the price point (free!) Autoenginuity or something?

The frequency we are measuring across CMP switch is that of the voltage produced by the sensor? I'll try to find more about these online. Maybe there is an INDUSTRIAL equivalent with
with some good application literature.

thanks again.

 

All I can tell you is that you should have FICM LPower and VPower before you get cam/crank sync. I find it hard to totally blame either the cam or crank sensors.

And yes - both the cam and crank generate their own signal and that is what the testing is meant to measure.