Okay back story, driving along come to an intersection go to make a left turn from a complete stop hit the throttle little to no response after it had been driving fine all morning engine was up to temp 179 degrees. Was able to make it thru intersection and to the side of the road where it just died. Got her towed home.

started with the usual suspects checked for fuel plenty of fuel coming into the bowl with KOEO. Moved on to looking for loose connections had pretty decent corrosion built up on battery terminals had them tested one failed other passed. Replaced batteries cleaned terminals. Hooked up my scan tool and no active codes. Monitored my FICM had 47v KOEO 46.5 while cranking FICM SYNC is syncing (1) cam and crank are syncing as well. ICP reading 96psi KOEO when cranking 900psi, IPR has 15% with KOEO 85% while cranking. Pulled the EGR to ensure it’s not clogged cleaned it up a little but didn’t look horrible, tried to start it with ICP unplugged and then again with EGR unplugged no change. Double checked that connections were tight for FICM looked for any oil leaks and ensured oil level was full. Mass airflow sensor is clean and registering 1lb of airflow when cranking.

engine is stock has been having some low power issues last couple of weeks noticed i was only building 5-7lbs of boost then last 4 days or so started building 17-20lbs again figured I’d have time to look into that later. Any suggestions would be helpful hopefully i included enough information

 

IPR at 85% when cranking looks like a clue.
What scan tool are you using? You might have a code or two ...

 

Auto enginuity and also have a Live wire tuner that i was monitoring before hooking up scan tool no codes active or inactive which sucks. I'm no Powerstroke expert by any means but I was under the impression that 85% was the max duty cycle for the IPR?. Meaning to me that if I have 85% at my IPR and 900psi at my ICP than I should by all mean be able to get it to fire off. I appreciate the input ill give it some more research for actual specs for the IPR.

 

The IPR % duty cycle means that the IPR valve is commanded as closed as it can get to try to get the "actual ICP" up to the "desired ICP" ....... and it isn't getting there.

 

I see what you’re saying alright I’ll give my IPR a shot and see what i find, I’ll post back once i do for anyone experiencing the same issues. I appreciate you’re input and response thank you

 

It might be a bad IPR valve, but it also might be a leak in the high pressure oil system, or even a bad HPOP.

Typically you would air test the high pressure oil system as a next step.

It would also be good to let us know if you have an early or a late 04 (different components in the high pressure oil system for each).

 

That 900 psi sounds like a PCM internal number -- would be good to know the voltage from the ICP sensor, as that is the true indication of pressure

 

My mistake I thought i had put it is a later series 04. And yes that was part of the rabbit hole I’m going down waiting for the adapter to hook up air to my ICP port. I’ll keep you all posted as I keep testing until it’s fixed

 

with KOEO it was at .34v when cranking it jumped to .78v I’ll include a picture of my values for what i was testing I did forget to take a picture of when it hit 900 PSI

Cranking pictures above

KOEO pictured above

 

You have it in the title! I just missed it.

 

One thing I never looked at until just now is my instrument cluster. When cranking Its not reading any oil pressure or tachs