I have a 2000 f250 7.3 that died suddenly I was getting on an on ramp at about halfthrottle and I lost power it puffed some black smoke and died, would not start back up it threw a icp failure code and and exshuast back pressure control malfunction code. i checked all the fuses, all good. I replaced the ICP and the CPS in hopes that would fix it nothing, then I replaced the battery, tested the alternatorand replaced the IDM (it had some corrosion) and replaced the ipr still nothing I'm stumped please help.

Upgrades
ts 6 position tuner
Upgraded the internals in the turbo
Ase boost fooler
5 In Straight pipe
Road ripper 3000 tranny

 

How are you monitoring ICP and IPR functions?

 

I have a edge cts2 monitor

 

So you can monitor live data, correct?

 

Yes i can.

 

Could the hpop of just failed and that be it?

 

With those abilities, I would begin at Step#9, then Step #5 - #10

Step #5 Electric Fuel Pump Pressure

Suggested Tools: DVOM / Fuel Port Adaptor and Pressure Gauge 0-160 PSIG

a. Verify that the fuel pump has voltage and gnd. present at key on.

b. Measure fuel pressure at the Fuel Bowl Test Port key on.

c. Instrument Spec. 45-45 PSIG min at idle. / WOT Under Load =/> 42 PSIG.

* If pressure fails low, go to step 8c on the Performance side of this sheet to identify cause

Step #6 Perform KOEO on Demand Test

Suggested Tools: OBD-II On-Board Diagnostics, Vehicle Media Communications Unit (Scanner)

DTCs set during this test are current faults. Make a note of codes for reference. You, may wish to post them on FTE for further assistance.

* Note: IDM DTCs displayed here could be current or historical faults a p1316 code indicates there are DTC's stored in the IDM. A suitable Scan Tool will be required to retrieve them. DO NOT Clear the p1316 DTC until they have been retrieved from the IDM.

Step #7 Retrieve Continuous Trouble Codes

Necessary Tools: OBD-II On-Board Diagnostics, Vehicle Media Communications Unit (Scanner)

* DTCs retrieved during this test are historical faults. * Note: IDM DTCs are cleared when codes are cleared.

Step #8 KOEO Injector Electrical Self-Test

Necessary Tools: Bi-Directional Scan Tool.

KOEO Injector Electrical Self-Test

** DO NOT CLEAR CODES PRIOR TO THE KOEO Injector Electrical Self-Test

Necessary Tools: OBD-II On-Board Diagnostics, Vehicle Media Communications Unit (Scanner)

1. All injectors will momentarily buzz, then individual injectors will buzz in sequence 1 through 8.

2. IDM ** DTCs may be transmitted after test is completed**. Record and post to Forum for further direction.

* Note: IDM DTCs may be historical if not cleared above note anomalies in sound and identify weak or no sound solenoids.

3. All injectors will momentarily buzz, then individual injectors will buzz in sequence 1 through 8. IDM DTCs may be transmitted after test is completed.

* Note: IDM DTCs may be historical if not cleared prior to activating the "Buzz-Test".

Step #9 Data List Monitoring

Necessary Tools: OBD-II On-Board Diagnostics, Vehicle Media Communications Unit (Scanner)

1. Select the parameters indicated from the NGS parameter list and monitor while cranking engine.

Parameter/Spec:

a. V-PWR / 8.0 volt min (The CMP may fall out of the PCM circuit if voltage falls below 10.0v on some models).

b. RPM / 100-150 RPM minimum

c. ICP / 500 PSI or 3.4mPa min. The ICP should steadily climb during cranking. This indicates a healthy HPOP depending upon how high it climbs.

d. ICPv / 0.25v – 0.30v

e. FUEL PW / 1 mS to 6mS

f. MAP & EBP should be within .5 PSIG

* V PWR -If indicating a low voltage condition, check battery voltage, charging system or power and ground circuits to the PCM. GO TO

Data List Monitoring Parameter:

V-PWR 8.5vdc minimum. (The CMP may fall out of the PCM circuit if vehicle voltage falls below 10.0v on some vehicles).

RPM 100 RPM Minimum (0 - CMP Suspect)

ICP 500 PSI or 3.4 MPAM Minimum the ICP should steadily climb during cranking. This indicates a healthy HPOP depending upon how high it climbs.

ICPv (KOEO) Spec 0.20v - 0.30v

FUEL PW: 1 MS - 6 MS (<1 / >6 IDM Suspect)

V-PWR - If indicating a low voltage condition, check battery voltage, charging system or power and ground circuits to the PCM.

DC% - Cranking NTE 20% / 65% is closed. (IPR Suspect) 0-65 (Lower/Upper Limits

2. RPM - Low RPM could be an indication of starting / charging system problems **

3. No RPM indicated with the engine cranking - could be CMP circuit fault, check for DTC’s.

4. ICP - A minimum of 500 PSI (3.4 mPa) is required before the injectors are enabled. No or low oil in the reservoir, system leakage, injector O-Rings, or faulty IPR could cause pressure loss.

Note: If no RPM signal is received, IPR duty cycle will default to 14%

5. FUEL PW - Even though a 1 to 6 mS FUEL PW is shown, it’s possible the IDM did not receive the signal due to a CI or FDCS circuit fault or internal IDM failure.

6. MAT: Manifold Air Temperature the PCM uses this signal to adjust fuel and timing.

7. VFD (Volume Fuel Desired)

8. MFD (Mass Fuel Desired)

* RPM -Low RPM could be an indication of starting/ charging system problems, RPM indicated with the engine cranking -could be CMP circuit fault, check for Diagnostic Trouble Codes.

*ICP -A minimum of 500 PSI (3.4 mPa) is required before the injectors are enabled. No or low oil in the reservoir, system leakage, injector O-Rings or faulty IPR could cause pressure loss.

*Note: If no RPM signal is received, IPR duty cycle will default to 14% - Monitor when cranking.

* To exclude the PCM as a possible cause, remove the IPR connector and supply 12vdc to the IPR and attempt to start. If it starts, the PCM is defective or a wiring anomaly has taken place and needs to be corrected.

*FUEL PW -Even though a 1 to 6 mS FUEL PW is shown, it’s possible the IDM did not receive the signal due to a CI or FDCS circuit fault or an Internal IDM failure. .006 mS is required for Sync to occur.

Step #10 Glow Plug System Operation

Tools: DVOM / Stop or Wrist Watch w/Second Hand Sweep

a. Glow Plug ON time is dependent on oil temperature and altitude. The Glow Plug relay comes on between 1 and 120 sec. and does not come on at all if oil temp is above 131 F.

b. Verify that B+ is being supplied on the large BK/W wire going to the Glow Plug relay.

c. Attach voltmeter leads (I like Alligator Clips) to the glow plug feed terminal (two brown wires or center terminal on the shunt) and the other (GP Side) Lug. When key is "ON" you should read approximately 11.5 vdc +/- .5 vdc when GP Relay is activated. A reading closer to system voltage may indicate a defective GP Solenoid or wiring issue.

d. Using a Bi-Directional Scan Tool and EOT PID’s, verify glow plug "on" time.

e. Turn key to run position, measure voltage ("on “time) (Dependent on oil temperature and altitude) Relay on time Spec. Measurement 1 to 120 seconds B +

f. Note: Wait to Start Lamp "on" time (1 -10 sec.) is independent from Glow Plug "on" time

g. Glow Plug Resistance

h. Remove both 9 pin connectors from valve covers • Measure each Glow Plug resistance to Bat. Ground. Measure engine harness resistance to relay. .1 to 2 ohms

i. Glow Plug Connector to relay 0 to 1 ohms

FRONT of ENGINE

#2 #1

#4 #3

#6 #5

#8 #7

*Add 5 seconds to glow plug on time when above 7000 feet in altitude, but not to exceed 120 seconds.

The Following Parameters may be required for identifying loss of power, No Start Hot, Rough Idle, and many more such customers’ complaints. These values should be recorded for comparison and future use in identifying anomalies:

Because the PCM adjusts injector output based on oil temperature information received from the Engine Oil Temperature sensor (EOT) and turbo boost information received from the Manifold Absolute Pressure (MAP) Sensor, and the Barometric pressure (BARO) sensor. These corrections are necessary to meet emissions requirements and to optimize power.

Outputs of these sensors are displayed:

PID / Definition

EOT (Engine Oil Temperature)

MAP (Manifold Absolute Pressure) In this case "Boost pressure",

BARO (psi),

BARO-v (Sensors voltage KOEO)

MGP (shows boost)

MAT Manifold Air Temperature (Signal used by PCM to adjust both Fuel and Timing)

VFD (Volume Fuel Desired)

MFD (Mass Fuel Desired)