This is the third time this has happened in the last 8 months, only this time it left me in a parking lot and I had to be towed. (Other two times were in the driveway.) I have a 2004 F250 with the late 04 engine. I go to start it and nothing but a "here we go again" eye roll from my wife. I have torque on my phone and whilst waiting for a tow I cranked it over again. Here's what I got...
IPR. 24
ICP. 300 (low)
FICM logic 12.2 after 3 long cranks
FICM to injectors at 53 volts
Coolant temp 180
Oil temp 178

Got it home and it started right up. After throwing my hat down and stomping on it then a few choice words and kicked rocks later, I took it out for a put here's what it read...

IPR 24 at idle and 78 at wide open throttle
ICP at 570 at idle and 3980 at wide open throttle. Seems HPOP is healthy
FICM logic between 12.8 at startup then at 13.3 and 13.7 volts running should it vary that much???
FICM to injectors at 53 volts.
Coolant and oil temp at 191

I let it sit for 5 then 10 more minutes and it fired right up. Then let it sit for an hour and it fired right up with readings all within range. No long cranks to start.

Only code was P0611 FICM performance issue. Only PID was an egr, which is due to egr delete. No coolant or oil loss, no symptoms of head gaskets.

In my driveway I pulled the ICP sensor wire off and found the connector snug with no apparent damage and no oil on connector. 5 volts on reference wire with key on and engine off.

FICM relay was at 12.8 volts on both powered contacts with key on engine off. Are those acceptable readings? Injectors buzz for about 5 seconds, and no more.

My concern is the IPR to ICP relationship, 300 psi isn't enough pressure to enable a startup. The IPR percentage never got over 24 during no start. Subsequent startups are right within range for ICP and IPR. (24 to 28 percent and 570 to 583 psi at idle)

Because this happens only once in a great while and the pickup is 15 years old, I'm thinking this is an electrical issue and not related to HPOP or sensors themselves. I'm not sure why a low ICP would set a FICM code.

No recent work other than an oil change about 1500 miles ago.

I, and my budget would rather troubleshoot than start throwing parts at it. I'm assuming there are known wire chafe points but couldn't find them in tech folder.

1.)Any advice on where to start looking?
2.)Are IPR sensor connectors a known issue?
3.) Is 13.3 to 13.7 volts an acceptable FICM logic power range?
4.) Any other things to check?

I've gotten a lot of good info here and would like to thank whomever can offer any direction on this one.

 

Since you see 53 volts on the FICM, I assume you have a 58 volt FICM. For a 58 volt unit, 53 volts is LOW. IMO you have an issue there.

IIRC, the P0611 will be there w/ a voltage modded FICM, That doesn't mean that it is ok though. Low ICP will not set a FICM code.

Since you had at least one crank w/ low ICP pressure, there seems to be something there, but clearly it isn't consistently an issue!

The way I would watch the high pressure oil system is to add ICP desired and ICP volts to the watch list (in addition to ICP pressure and IPR % duty cycle).

 

Thanks for your time and quick response Bismic. Looks like you've helped a lot of people here over the years.

I've had this rig for a little over a year. It came with some pretty extensive maintenance records, one of them mentioned a bulletproof diesel 6 phase FICM. From what I understand they run at 53 volts.

Good to know on the FICM code and low ICP won't set it.

Is there a setup for ICP desired and ICP volts on torque? Didn't find it in the options. I did set up sync and added it to my watchlist.

This is the first diesel I've owned and only the second Ford. Guess I'm still getting used to the blue oval way of doing things.

 

We have the same truck and had a similar experience. Intermittent no starts especially when warm. You aren’t showing cranking rpm or ficm sync.
In our no starts we didn’t get sync. Eventually we got a one time code for cam position sensor. Replaced the sensor and all was good, we thought. Then got stranded again a couple months later. WTF.
Two things we did, perhaps fixed the issue. We replaced the cps pigtail, shielded with foil. But coincidentally at each of these no start events shortly later we had starter failures. So perhaps weak starters were spinning too slowly, especially when warm.
Get Forscan and read if any codes pop up. See if you have sync.

 

Good to know about the design BPD "design" voltage.

Was the truck parked in an "uphill" position with the front end higher than the rear at the times when it wouldn't start?

I am still suspicious of the FICM. It is often the culprit in an intermittent starting issue.

Injector Control Pressure Voltage
Short Name: ICP v
PID: 2216AD
Units: volts
Max/Min: 5 (max) 0 (min)
Equation: (((A*256)+B)*(72/10000))/1000
header: 7E0

I'll have to look more for ICP desired on Torque Pro!

 

Was at a store just off of the interstate and shut it down pretty warm. After about an hour went back and no start. Here were the readings

ICP. Never above 288
IPR Never above 27. Should it go higher with low ICP on startup?
ICP Volts (thanks for the equation Bismic) never above 0.1
FICM between 53 and 54.5
Oil temp 202
Coolant temp 196
Bat volts at 12.2

Unplugged ICP sensor, IPR went to 14.7 (I'm assuming this is default) still no start, IPR still no more than 27.

I wound up waiting until coolant got below 180 percent and it lit right up, drove it home and it ran like a top. Monitored IPR duty cycle never above 74, and ICP made it to 3992 with about 575 to 602 at idle. Difference between oil and coolant temp reached 14 at one point (6 percent grade for a couple of miles and outside temps around 96 degrees.

Here are my questions: 1) Is ICP voltage supposed to stay constant at .01? 2.) Should IPR go above 27 with low ICP on startup? 3) Are ICP readings supposed to vary from 575 to 602 with constant oil temp?
4.) Because it's 15 years old, and a diesel I'm still leaning towards an electrical issue somewhere in the ICP/IPR loop. Are there any known chafe points in these wiring harnesses?

Thanks in advance for your time and feedback

 

1) Is ICP voltage supposed to stay constant at .01?

ICP Voltage should be .16 - .28 V (70 psi) KOEO, it obviously goes up while running




2.) Should IPR go above 27 with low ICP on startup?

IPR is normally OPEN, Default is 14-15, up to say 24-28 is "ok" engine off


3) Are ICP readings supposed to vary from 575 to 602 with constant oil temp?

ICP should be relatively STABLE
Heavy fluctuation indicates pressure leakage or sticky IPR

4.) Because it's 15 years old, and a diesel I'm still leaning towards an electrical issue somewhere in the ICP/IPR loop. Are there any known chafe points in these wiring harnesses?

YES - visual should confirm, plus go thru your grounds, do housekeeping. You can also buy terminal connector "files" / cleaners for around $20/set -- clean connectors, spray with electronics cleaner.........a nail grooming file also works on some of the larger pins. Replacing connectors is straight forward and parts readily available from any number of sources --- just don't add excessive wire lengths as they may introduce voltage drops...........not a problem on these vintage trucks, but can be a major problem on newer trucks with increasingly sensitive electronics.

 

Try parking the truck with the front end slightly lower then the back. See how it starts! The ICP values are low at idle. When it won't start are you seeing a sync value of 1?

 

If you want a longer read explaining what I did start at the top, if you want the short version, my questions are at the bottom...

Dug into this a bit more today, pulled the IPR sensor out (Absolutely NO fun in direct sun and 105 degree heat) IPR screen was intact with no holes but a couple of small shavings. I removed the the screen, put it on a table and depressed about the spring with an Allen key. Then shot a bit of PB blaster into the holes around it. Again a few very small shavings came out, by this I mean less than 10.

Shavings were much like those you would find in an automatic trans pan under normal use. I put another screen in, lubed the new o rings and put it back in. I did notice the connector was a bit wobbly so I made sure it was seated before reinstalling the FICM and putting it back together. (By then it was only 103 degrees.)

I then hooked up an air fitting to the IPR port and put about 120 pounds on it. The purpose of this was twofold, one to see if there were any major leaks since the oil was cold and the other to see if the IPR would close when cranking on it with air filled oil rails. Let it sit for about 3 minutes with IPR at 14.7 percent, then commanded it to about 95 percent. No air came out of oil fill tube.

With forscan still hooked up, I went back to monitor mode then gave it a crank. This time the IPR went to 85 percent as the oil rails were full of air. It fired up pretty quickly. Once the air worked out of the oil rails it settled down and I took it for a short drive to bring it up to operating temp. (Doesn't take too long in 103 degree heat with a.c. on) Got oil temp to about 190, shut it off, removed ICP sensor, hooked forscan back up, and hooked air back up to ICP port.

This time there was a fine mist coming out of the oil fill tube (cap was off) when the IPR was at 14.7 percent. Commanded it to 95 percent and it slowed down but I could still hear a bit of air leaking like a slow leak in a tire. (No visible mist though) It took a stethoscope to hear it and it seemed loudest just back from the oil fill tube. Dummy plugs maybe? Unhooked air, reinstalled the ICP sensor, and began to monitor while cranking. Again IPR went to 85 percent and eventually it fired up.

This is the first time I saw IPR go above 27 percent while cranking, and I would suppose it should with air in the oil rails. Looks like a bad electrical connection to the IPR. At least that's the current theory.

Buuut,

Here's my questions,

1.) Is there supposed to be a small amount of air and mist coming through the oil fill tube when air testing?

2.) I noticed when I shut it down ICP readings were around 585. I wait about 20 seconds, turn the key on to restart and they are at about 4 pounds. Are there any check valves that hold pressure on the oil rails or does the PCM default to 4 pounds of ICP when starting up? (Or both?)

Many thanks for your time and assistance.