Thank you for clarifying. Based off all the information y’all have helped me with. It keeps leading me to think the pcm is bad itself. It is odd that the other pcm i have laying around would also be bad and giving me the same results. i wish i could use the pcm out of my excursion to triple check but they are not compatible.

I am at a loss guys, the information and knowledge yall have helped me obtain is great and glad to have reached out for your help.

What is next? The only thing not checking out on all of my test is a HZ reading off of the cam sensor. I will NOTE - that the voltage reading that i AM getting, is intermittent. it will go 0, .2, 0, .2, 0. but no HZ reading at all. Could the oem sensor bought from ford be bad? I can’t think of a logical reason to cause this.

What would be your next move?

 

Are you checking for DC voltage or AC?

 

A/C voltage same as crank sensor.

 

My next step would be to get ForScan and the appropriate OBDII adapter for the device you are downloading ForScan to (edit I see you posted earlier that you will have it on Monday - )

Then:
Scan for codes (the ScanGauge is a VERY poor code reader)
Then when, cranking, get the Fuel Pulse Width command and the IPR % duty cycle.

 

Okay, so i purchased both - The forscan app for the tablet and bought a one year license for the laptop. Instead of getting just a wireless obd2 adapter i got the OBDLinkEX and the VLinker FS. This way i can troubleshoot at home and on the go.

As requested I got the readings in a little more accuracy.

Fuel pulse - 2.18
ipr - 62%
icp - 2.38v
And one thing to mention. rpm reading is intermittent… it jumps from 180 down to 40-80 for a second then back up. My batteries are a bit low and wondering if it would be best to just install a new starter to rule that part out. I did take a crank sensor out of my spare engine and installed to see if that helps but it did not. Also, when the rpm signal is at its highest, ficm sync does become active but only for a split second then goes back to 0. Next plan is to check the crank ring for any bends/broken teeth. i hope this is not the case.

 

You need a good steady crank. Only you can assess the performance of your starter. Going by sound is tough, but that may be all you can do if you do not trust the rpm readings.

Sounds like you are on the right track - either the wiring from the CKP to the PCM, or a damaged reluctor ring (assuming you are using OEM sensors!).

 

going to charge batteries while i am at work tomorrow, test CKP wiring to see if there is any resistance, and try cranking it one more time to see if any changes are in the readings. I already took the belt off to eliminate any drag if there is any. if everything is the same i’ll break out the scope and try rotating engine to see if reluctor wheels is damaged. Fingers crossed i can get away with a harness and don’t have to pull the engine!

 

Too late, but you don't need to purchase a license to use forscan.

I dont recall but bismic probably knows... will the ecu command the IPR open without sync?

The IPR at 62% is pretty close to max I believe, what is the ICP #?

Can you post a video of it cranking? I guess you have another 6.0 so you know what it should sound like. In addition to a failing starter, bad cables and/or connections can cause a slow crank. That's why I suggested a voltage drop test previously.

 

Just as an fyi - the command is to close the IPR. It defaults to open unless there is voltage applied by the PCM controlled ground. The PCM should command it, even without Sync.

At 2.38 volts from the ICP sensor that is over 1800 psi (IF the sensor and wiring is operating as it should).

Also, the duty cycle is only a command, so there is always some doubt as to what is actually happening.

 

from what i read - the ipr will open once it sees any crank signal. the icp pressure is 1600+ which leads me to think there is a high pressure oil leak but i hadn’t been focused on checking that yet since i know sync is a bigger issue. i will load test again and report back with information. crank sounds healthy and last time i checked voltage was 11v while cranking with 160+ rpm but that was with the scan gauge not forscan so im going to test again once im home and see rpm reading on laptop with load test.

 

Again - the IPR is a dump valve. When it opens, it is directing oil to the crankcase. It is when it closes that it causes oil to flow to the high pressure oil system. It starts out open and is commanded closed.

 

I don't think you'd ever get that high of pressure with any leaks.

 

Yes, my bad. I knew that. Thanks for clarifying about sync vs IPR.

Duty cycle is desired, but the ICP reaction following is a pretty good indication of actual, IMHO. Obviously I haven't seen any logs, just inferring based upon numbers shared.

 

Well, here is what i believe will be the final results. sorry for the blurry images, but there’s obviously a bend in the tone ring.