Hello, new to forum hoping someone can help. I have a 2003 6.0. About 7 years ago I installed a Pensacola Diesel HPOP along with OEM IPR and ICP. Truck has ran good and now I have a crank no start issue. Took the truck to a shop and they diagnosed a bad HPOP. I installed the Dieselsite Adrenaline slightly over stock HPOP. OEM discharge tube, OEM IPR, OEM ICP, Dieselsite EGR Cooler, XDP Oil Cooler, Updated Standpipes, HHC Fuel rail seals and the new HHC leak proof ball cups as well as OEM steel braided lines from the standpipes to the fuel rails. I also installed a new OEM fuel injection harness. Truck has a Sinister Diesel air intake upgraded alternators and 4 inch exhaust. Truck also has coolant filter system and updated FICM. I also installed the ICP relocation kit. With all that said, I still have crank no start. Using the scan gauge II, I get 47.5v and sync when cranking. The IPR is showing 84% and the ICP will only get to 260. When I unplug the ICP (ICP goes to 1500 and IPR to 45%) truck will not start either. I do have low pressure showing on the gauge and the oil filter housing fills with oil. I plugged air into the ICP port, and the only leak was one injector on the passenger side. I replaced that injector. I found a bad connection on the IPR pigtail fixed it and the truck started. Took the truck for a drive and the ICP was eratic bouncing from 650 to 1200 and the IPR stayed at 85%. Pulled into the driveway and truck died. Once again have a crank no start issue. Today I plugged the IPR into a 12v power supply and turned it on while cranking and the truck started right up. Removed the power supply and plugged IPR back in and get a crank no start. Then I grounded the ground side of the IPR and the truck starts. I know this is a pulsating ground and am not sure on how to check it. I did trace the ground wire back to the PCM and there is continuity from the PCM to the IPR. I replaced both relays associated to the PCM and checked all fuses. Also checked grounds in the engine compartment. I also went back though removed every crimp connector and soldered all of the connections and used heat shrink. At this point I do not know what else to check or if I just need to replace the PCM. Any advice will be appreciated.

 

Hey, welcome to the forum, we are glad to have you. You landed this in the 7.3 forum, and while there are some guys in here that can, and likely will help you, a mod should be along shortly to move this to the 6.0 forum, where youll have more helping minds with that engine.
@Y2KW57 @SkySkiJason

 

Welcome Fishfan13.

Well said Kd5zll.

I could take some guesses but considering the only time I’ve worked on a 6.0 was installing a filter for a friend, we might want to leave it to the experts in the 6.0 sub-forum.

Good luck with your repairs!

 

Thread moved to 6.0 forum.

 

Have you posted other threads on this in other forums? It seems that you have, as the details seem familiar (ICP relocation being one).

As I read your post, the paragraph below should summarize you current state (please confirm)..
What scan tool are you using? Can you graph parameters while cranking?
OEM oil filter cap and filter? Posting pics of the top of the engine might help.

Erratic ICP values (or only getting 260 psi), and an IPR command that stays at 84% are obviously an issue that needs to be addressed pretty early in the troubleshooting process and it is telling you that something has been "missed". I am not convinced that it is the PCM. Could even be solids from a failed HPOP plugging up components in the HPO system.

When you are trying to start (ie cranking with everything at the factory conditions - no jumper wires or things disconnected), please post:
cranking rpms
ICP sensor voltage output
IPR pressure
IPR % duty cycle

Getting it to start by "forcing" the IPR to its maximum closed position doesn't necessarily mean that it is a PCM issue with the grounding command. By manually applying the ground, you could be "making up for" an underlying weakness in the high pressure oil system or in the fueling process.

 

Here is the thread I was referring to - the OP there did not respond to any of the help (or questions) posted 7 days ago (in fact he hasn't logged back on after the initial post) - over on the Org:

https://www.powerstroke.org/threads/...#post-16658593

 

He's fishing .....

 

lol, so it would seem!

I'm still fishing for a pic of the top of his engine and a look at that ICP relocation kit.
I assume it is a DFuser kit.............

 

Only thing I can think of would be to put a load on that ground back to PCM and make sure the wire has good continuity under load. I would guess that a meter would read somewhere around 10V with an 85% pwm signal. Or could run a new wire for the ground side. what does ICP read when you ground it while it cranks? If the pressure spikes like it should then I would think either that wire or the PCM.

 

OP does appear to be fishing 🎣 has another thread.
https://www.ford-trucks.com/forums/1...l#post21199131

 

I was on power stroke nation, but for some reason i couldn't send replies. don't know what happened.

 

I have been out of town working so I have not been able to check the replies. After looking at them, I have decided to just have a professional fix the truck. I know it cost but with the new job and all, I don't have the time. Thanks for the help. After it is fixed I will post what the shop finds wrong. Hopefully it will help someone else if they encounter the same problem.