That is what I also thought but when I look at a wiring diagram 1 is battery power and the other comes from the PCM. But it did not matter I reversed the wires and same code with max pressure of 480 psi then was back to around 440 psi.

Wish i would have not used my title for a loan right now because i would get rid of this truck so fast right now.

 

Still would like to see a pic of the top of your engine.

So have you done a continuity check on both the positive and the ground wires to the IPR?
Do you have the information as to where these wires originate from? Jokester00 posted it for you.

Did 12V power somehow get "backfed" to the PCM ground circuit? Continuity between pin #2 at C1381c and the red wire pin at the IPR connector (key off)?

Since you are almost at 500 psi (minimum required), you might have a small leak in an injector's top o-ring (where the oil rail ball tube is "connected").

 

Did an air test last night and no leaks

 

How about the other questions/requests (including cranking rpm)?

 

Didnt see it Maybe I missed your reply

cranking rpm

ICPV @ KOEO


The DTC code my need a few drive cycle to clear or dealer equivalent scan too to clear without more info hard to say if it’s working correct

 

I did not read cranking rpm but I have a battery charger on 1 battery and jumpers from another vehicle on the other battery while trying to crank

 

The information we asked for is pretty easy to get. We are at the point that we need more information to help you.

Every 6.0L owner needs a capable scan tool. They can be had very inexpensively. FORScan is one of the very best. It is downloaded to a laptop or smartphone for a few dollars at most. The adapter can be a $40 ELM327 ODBII adapter (I use WiFi for the i-phone, BlueTooth for the Android tablet, and USB for the laptop).

The rpm signal is not only a check on the battery situation. The PCM needs to see a good rpm signal - above 150 is the requirement for a healthy start, although the PCM starts allowing fueling commands after 100 rpm.

Not sure, but it SEEMS that you keep ignoring the request for posting some information and a picture, but we want to see what your battery wiring and terminals look like, your oil filter cap, evidence of possible coolant overflow in an area of critical connectors, the condition of the wiring harness over the turbo .... several other things might be helpful. Your the one needing help - your call.

 

Today checked the wires going to the IPR and has power on both side so either there is a short to the ground side or PCM is bad. On the center plug on the PCM pin 2 is the IPR control would it be power or ground?

 

Don't have the prints in front of me right now, but since it's a pulse width modulated ground from the PCM, I would guess the "control" wire is coming from the PCM.

Pretty easy to figure out of you have a short to power on that wire...

-jokester

 

Shouldn't be 12V power at pin #2 of C13981c, BUT, a simple static voltage test isn't the proper check. There is a resistance spec across the IPR pins (ie not infinite) and thus, when voltage is applied to the red wire, it will be present at the other wire (ie NO CURRENT FLOW when the PCM isn't applying the ground, but a circuit exists for a voltage reading to be present) --> might want to re-check that voltage w/ IPR unplugged (ie test ONLY for wiring short). Check continuity between the power and ground circuits, also w/ IPR disconnected.

So, I don't see how an IPR that "fails to close" is going to still be able to produce almost 500 psi, it is typically around 250. I suppose it COULD happen, but not very likely IMO. This is not appearing to be a particularly good example of how to troubleshoot IMO. The low (but near good) ICP seems more likely to be a deficiency in low pressure oil supply (seeing how there are NO leaks) - again IMO. After all, we don't know if the ICP sensor is even being read properly (by the PCM) since we don't have a voltage number from that sensor (KOEO and cranking), or even cranking rpms, or if base oil is sufficient, lol.

@Jokester00 , your two diagrams (post #28) clearly show 12V (keyed) power coming to the IPR from fuse 2.22 with the Red wire. That means that the Yellow wire with Red stripe is the ground (PWM). Like several requests for information, what has been provided is not being considered thoroughly, as far as can be assessed anyway. Too many people jump to the PCM as an issue when they struggle w/ troubleshooting.

 

Interesting history - apparently two other 6.0's that didn't get fixed either. I always hate to see open ended threads, especially multiple ones.

https://www.ford-trucks.com/forums/1493963-6-0-no-start.html

https://www.ford-trucks.com/forums/1653536-no-start.html

 

Got it to run everything looks good high pressure oil is 800psi at idle, but will not build boost at all. Sorry for the long time in between responses. Was just able to get back to work on the truck recently. Truck is running just wont build boost. We took trubo apart. Nothing frozen in there shaft spins. But has no boost pressure at all and by Forscan it has vacuum in the intake.

 

Appreciate you coming back for status reports. Have you verified the MAP sensor nipple isn't plugged at the intake? No hose leakage?

 

Took out the nipple and made sure it was clear. And with the engine runnig it has vacuum in the intake. But i can put my hand over the outlet of the turbo and no pressure at all.

 

Have you looked for exhaust leaks, up pipe/y-pipe?

Was wondering if the EGR system is still fully intact?