Solid red and red/yellow to IPR sounds correct. Other one I dunno maybe this schematic will help.

 

I thought I had it figured out but nope. I tried swapping in a third ICP (Dorman). I know, go with OEM. Well I wanted to try something else and for the first 30 minutes she ran perfect, no service engine lights! And then after that 30 minutes the service engine light stayed on.

I was running live data using Forscan on my PC. I noticed that the ICP pressure would react quickly with the accelerator and then it would default to 5,000 kva (not psi). Also, ICPv would stay around the same number as ICP and then would go to zero at the same time ICP went to the default of 5,000 kva. From what I can gather the ICPv is voltage?

The truck ran ok but did run much better when actual ICP value was reading on my laptop. It acted like an on/off switch, working/not working.

Where to go from here.... I'm thinking I need to hook a manual gauge to my HPOP to see what it's actually doing. It's a new stage 1 from CNC. I have not tried swapping out my new OEM IPR valve to the old one just to see if that helps. I have exhaustively looked at wires even though everything on the engine is new OEM. When I upgraded the injectors I replaced all the wiring. I will see if I can figure out how to upload my data from Forscan too.

 

I think I remember the default setting for the ICPv PID being set to pressure in ForScan where it should be voltage. You need to edit the settings for that PID to get it to read volts. When diagnosing ICP problems, voltage is what you really need to know. If the PCM doesn't trust the data it gets from the sensor, it will use and REPORT an inferred value.

 

I still haven't figured out how to share Forscan data. I thought it would save runs automatically but perhaps not.

I did manage to figure how to change all the units to imperial. 'Murica!

After about 30 minutes of running today she starting with the service engine light. I noticed that icp voltage would drop to zero pretty often, sometimes even while I was giving her the beans!

One thought is that the IPR is sticking? Several times with foot off the go pedal the ICP pressure would stick at around 1100.

Another thing I noticed is that every time I romped on it, she would get up and go! The power was there. Sometimes ICP voltage would do what it should and other times read zero. At idle she, when the light is on, the engine sounds like she is cam'd pretty good.

So what would cause ICP voltage to read zero when it shouldn't? How could ICP pressure climb like it should (according to accelerator) when ICP voltage is zero?

IDM and PCM tested good. IPR is new OEM from Riffraff, now closing in on 2k miles. I'm on my third ICP: new OEM from Riffraff when I did all the work, old ICP original to the truck, and now a Dorman one is in there.

I'm thinking IPR and perhaps it's sticking open for some reason? I'll try the old original one and see what happens. That still doesn't explain zero voltage on ICP when accelerating and sometimes it just stays there. Or does it? The IPR sticks open a bit and therefore the computer is telling it to ease off lowering voltage to zero...

Also, reference voltage remained at around 5v the whole time.

Edited to add: P1316 has returned as well.

 

The ICP voltage should read about 0.24 volts key on, engine off if you're near sea level. It should never read zero volts unless the sensor is bad or there's an electrical fault.

 

P1316 is back after testing components?

Time to spend at least a six pack carefully inspecting wiring.

 

@pikachu oddly the pressure would still increase as expected when I hit the throttle, even when that voltage would show zero. I can't have three consecutive bad ICPs... I'm thinking wiring even though everything is new in the engine bay. The UVCHs replaced, new OEM engine harness...

@aawlberninf350 I think my next step is to pull the new engine harness off and look at it again.

This sucks! I just want to get in my truck and go. I have taken good care of her the past 22.5 years (2nd owner) and decided to give her some love earlier this year (in the first post) and this is what I get. I won't give up though. If I have to replace everything damn thing on her, I will figure it out. Of course I'm exhaustively researching and testing before firing the parts canon.

I appreciate all the feedback from everyone on this site.

 

That's exactly what I'm saying. The ICP PSI reading is useless for diagnosing an ICP sensor or wiring problem. The voltage reading is a real number, the PSI reading is inferred by the PCM.

 

Pikachu that makes more sense. I didn't realize pressure wasn't a real number. It must be increasing pressure still. I was on the interstate yesterday and at times the voltage was zero and PSI climbing while I was getting on it. The truck has a lot of power when I do this. I got up to 90 in no time. If the pressure wasn't keeping up then I would think the truck would fall on it's face.

I'm just trying to make sense of it all. I have hours and hours watch videos and reading the forums.

 

I am hopefully uploading some files. Basically, I drove through the nearby town to get onto the interstate. No codes until I pulled off the interstate. While I was saving that run and preparing to take off again the expected codes showed up. I indicate in the file name which files show the codes. Please let me know if there is a different PID that you want to see.

It was actually pretty easy to save the files. Stop recording, hit save, and name your file is what I did.

After I got home I peeled back the pigtail to the ICP sensor, even though the harness is new, and didn't see anything. I also swapped in the original ICP to the truck and for now no codes are showing. I'm noticing lately that it doesn't throw a code until she's been running 20-30 minutes and up to temp.

Still ran good with the codes, plenty of power on the interstate. The idling is rough though, when the codes are present.

Upload failure: Apparently .fsl files are not allowed to be uploaded, which are the forscan files. I'll do some more reading on the workaround for this. I think I saw somewhere that excel is used.

 

You can zip the .fsl file and upload it, or better, save your file while loaded in FORScan as a .CSV file, and that will upload to the forum.

 

Here are the logs!

Lemme know if I should include any other PIDs and run the truck again.

I swapped in my original OEM ICP sensor. I haven't run the data again yet. I'm returning the Dorman one and headed to Ford tomorrow and buying a new one for $216 +tax.

I kept the videos shortish cause I remember reading somewhere that we are limited to 5MB and who wants to watch long live data recordings...

 

I would recommend always including all the PIDs I list in the FORScan how-to thread, but it's clear from this data that the ICP signal is marginal at times, and when that happens, the PCM ignores it, and goes to internal values.

You can see here that the ICP becomes unstable as you stop after the southbound leg. The PCM is about ready to ignore it.




Here at the beginning of the Northbound leg, ICP is reading the default value of 725psi, as the PCM has ignored the sensor, is reporting it's internal value for that PID at that MFDES, and it kicks out the ICP DTC.




Does it drive well with the ICP unplugged? If so, I would put the Riffraff OEM ICP sensor back in, and work on the pigtail and associated wiring.

One other thing: I always watch PSI values for ICP, and not voltage. True, it's not directly what the sensor is putting out, but its an easy conversion for the PCM to report PSI. In several data files I've looked at from many of you over the years, ICP (PSI) has given useful data for troubleshooting the high pressure oil system. Use volts if you're comfortable with that output, but don't be shy of using PSI, or any other "gauge value" for the sensor you are looking at.

 

I am not sure why you didn't see PSI. I did include that as one of my PIDs. You mention my PSI numbers though so am I getting something mixed up? I'll have to find your Forscan post to see what other PIDs I may be missing. Funny enough, the truck ran good the whole time with the exception of loping during idle and sometimes dying while idling. Every time I mashed the throttle she would take off with plenty of power. It's odd. Could this be caused by my tunes by any chance? I wouldn't think so since they came from a reputable company (Jelibuilt).

I will put that Riffraff OEM ICP back on and record more data. This was the ICP installed when I first started having the service engine codes. Also, I will unplug the sensor and see what that does.

I have attached a screenshot of Forscan with the PIDs I used, with PSI at the bottom. I wasn't connected to the truck for this snippet. Thanks Jeff.

-Josh

 

Yes, sir - I did see and use your ICP,psi data. I was commenting on using it because you and Pikachu were discussing not using it, and using volts instead. I wanted to encourage continued use of PIDs with easy to understand gauge values when they are available, like PSI.

Interested to see how she runs without the ICP sensor connected, and if you can find what might be a wiring issue.