Hard start...CPS, or?
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Lead Driver
Joined: Jun 2013
Posts: 5,647
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From: north of Minneapolis, MN
Hard start...CPS, or?
Here's the deal. Maybe 2 weeks ago I had the classic CPS failure. Was running fine, shut it down to go in to an establishment (quick in and out). Came out, multiple extended cranking attempts. Let it sit for maybe 20 minutes,...fired up.
So, I replace the CPS...hit the key, running. Sweet....how smart am I?
Roll the tape forward to today. Stop for fuel, shut it down. Come back out....multiple cranking attempts...nothing. Maybe 10 minutes later, hit the key running again. Surely thought I was going to be calling for a ride. This time I'm watching the tach, it show rpm while cranking....not sure what years this applies to but, mine is a 2001.
Looking for guidance. On my '96 I had a hard start warm....maybe extending cranking, but it start on the second try. I rebuilt the IPR and life was good again.
This IPR has almost 400k on it, as does the HPOP.
I know ya'll are going to ask for data....so what parameters should I be recording?
So, I replace the CPS...hit the key, running. Sweet....how smart am I?
Roll the tape forward to today. Stop for fuel, shut it down. Come back out....multiple cranking attempts...nothing. Maybe 10 minutes later, hit the key running again. Surely thought I was going to be calling for a ride. This time I'm watching the tach, it show rpm while cranking....not sure what years this applies to but, mine is a 2001.
Looking for guidance. On my '96 I had a hard start warm....maybe extending cranking, but it start on the second try. I rebuilt the IPR and life was good again.
This IPR has almost 400k on it, as does the HPOP.
I know ya'll are going to ask for data....so what parameters should I be recording?
FTE Leadership Emeritus
Joined: May 2014
Posts: 27,346
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From: Lake Hartwell, GA
Dan, I carry a can of compressed air just in case I have a no/delayed start like this. When the IPR is hot, you can turn the compressed air upside down and spray the coil to cool it off. You can also use cold water, but that is messier in my humble opinion.
You can also test the IPR coil as David describes in the linked post below.
Link: https://www.ford-trucks.com/forums/1...l#post15708648
Short of that, the IPR could be failing mechanically, for this failure mode there is no real test other than break it down to clean and reseal. Although, at that mileage you have gotten your money out of it.
You can also test the IPR coil as David describes in the linked post below.
Link: https://www.ford-trucks.com/forums/1...l#post15708648
Short of that, the IPR could be failing mechanically, for this failure mode there is no real test other than break it down to clean and reseal. Although, at that mileage you have gotten your money out of it.
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Lead Driver
Joined: Jun 2013
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From: north of Minneapolis, MN
So, there are two methods of failure. The coil as you solution provides, and a mechanical failure.
I'll probably just fire the Buckzooka for a Motorcraft IPR. A side note, and this hard to properly describe. Let's say just rolling down the road, neutral throttle, if you let off the throttle I can feel a slight surge. Short, small...but there. If you didn't drive a PSD alot, you might not notice it.
So, as much as I hate to say it, would I be better served (as long as I'm committed to the IPR) replacing the HPOP as well?
I'll probably just fire the Buckzooka for a Motorcraft IPR. A side note, and this hard to properly describe. Let's say just rolling down the road, neutral throttle, if you let off the throttle I can feel a slight surge. Short, small...but there. If you didn't drive a PSD alot, you might not notice it.
So, as much as I hate to say it, would I be better served (as long as I'm committed to the IPR) replacing the HPOP as well?
FTE Leadership Emeritus
Joined: May 2014
Posts: 27,346
Likes: 5,941
From: Lake Hartwell, GA
Regarding the HPOP, my humble opinion is to leave it unless it is the/a problem. That is a $500 investment that may not be required and may live many more years. You can dead head test the HPOP if you want to be sure it is performing to standards.
Although, you can also use FORScan to observe ICP and IPR DC to see if they are holding or falling on their face.
I failed to address your question about the tachometer moving while cranking. The earlier trucks have this characteristic, but I believe somewhere in late 2001 or at least 2002 MY the tachometer no longer moves. Perhaps this coincided with the GEM to VSM switch, I'm not sure.
Although, you are able to see the RPM move while cranking with FORScan. Watching the instrument cluster gauge, there is minimal movement. The video below is of my 2000 MY, which does move the tachometer while cranking.
Although, you can also use FORScan to observe ICP and IPR DC to see if they are holding or falling on their face.
I failed to address your question about the tachometer moving while cranking. The earlier trucks have this characteristic, but I believe somewhere in late 2001 or at least 2002 MY the tachometer no longer moves. Perhaps this coincided with the GEM to VSM switch, I'm not sure.
Although, you are able to see the RPM move while cranking with FORScan. Watching the instrument cluster gauge, there is minimal movement. The video below is of my 2000 MY, which does move the tachometer while cranking.
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I'm not a pro or anything, but something very similar just happened to me. It just died. Several hard cranks and an hour later it started only to die about 5 minutes later. Unplugged the ICP and it started every time. I went a step further and checked KOEO voltage on ICP and it was good at .18 to .22 . No oil leaks. It looks good. However testing voltage while cranking only went to .33 and needs to be above .8 I believe to fire the injectors. Changed ICP and all is well. Hope you get it fixed without too much toil.
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Lead Driver
Joined: Jun 2013
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From: north of Minneapolis, MN
Just a bit of an update. Yesterday morning it fired up just fine (20degrees), drove it some 35 miles to work, let it sit ALL day. Time to go home (42 degrees) no start. I mean no start. I messaged @FordTruckNoob . He gave my some things to check. (I didn't have access to a scan tool at the time). Pretty sure the IPR tendered it's resignation. I had a new one on the way, so hoping the FedX deems my stuff important enough to actually deliver it today. (Don't get me going on FedX)
I had to make a couple of calls to get a ride home, and have the BIL loan me a car so I could get back to work this am.
I have the old IPR out...nothing apparent externally and the coil ohm'd at 9.8.
Now like @Hyakkimaru , it's raining...but 40 degrees. Waiting ......
I had to make a couple of calls to get a ride home, and have the BIL loan me a car so I could get back to work this am.
I have the old IPR out...nothing apparent externally and the coil ohm'd at 9.8.
Now like @Hyakkimaru , it's raining...but 40 degrees. Waiting ......
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Lead Driver
Joined: Jun 2013
Posts: 5,647
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From: north of Minneapolis, MN
Just wanted to square the circle.
Motorcraft IPR arrived. I had prepped the installation by "changing the HPOP oil" 😁...really used a Mity-Vac to pump the HPOP reservoir out.
I must admit...with the larger GP solenoid and regulated return...not much room to swing a wrench.
Anyway, got it all put back together...hooked up AE to monitor ICP...started cranking. Had about a 30 second crank (filling the HPOP res) and it came alive.
Motorcraft IPR arrived. I had prepped the installation by "changing the HPOP oil" 😁...really used a Mity-Vac to pump the HPOP reservoir out.
I must admit...with the larger GP solenoid and regulated return...not much room to swing a wrench.
Anyway, got it all put back together...hooked up AE to monitor ICP...started cranking. Had about a 30 second crank (filling the HPOP res) and it came alive.
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