Longer than normal starts
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Tuned
Joined: May 2012
Posts: 332
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Longer than normal starts
I am trying to be proactive and fix an issue before it gets worse, for the last few weeks I am noticing longer crank times to start the engine. Normally hot or cold the engine cranks immediately, kind of like a gasoline engine, Just recently when cold it turns for a few seconds before firing up when hot just slightly longer than normal. I am also noticing a slight mis but the engine sounds smooth. On a recent 6 hr trip the truck ran fine except for a short period of idling where it ran rough for a few seconds. Prior to checking with forscan I charged both batteries and let them sit for a few days then loaded tested them, both passed. I did scan for codes using forscan, checked for misfires, and ran the injector test all passed no codes. The injectors have 250k+- miles on them, I plan to do a ohm test on them this weekend. Below are some of the parameters I checked. Any advice on what else I can check?
FICM Main Power "MPWR": 49.5
FICM Logic Power "LPWR": 13.5V
FICM "VPWR": 13.5
ICP: 578.5 up tp 850 @ fast idle
IPR % fluctuated from idle to fast idle. I don't have those parameters.
FICM Main Power "MPWR": 49.5
FICM Logic Power "LPWR": 13.5V
FICM "VPWR": 13.5
ICP: 578.5 up tp 850 @ fast idle
IPR % fluctuated from idle to fast idle. I don't have those parameters.
Cargo Master
Joined: Oct 2018
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From: unfortunately Germany
"Normally hot or cold the engine cranks immediately". >> You mean "fire up", not cranking, correct?
IPR% is important to see who much the IPR valve is commanded to close, so we need this value.250K (21years) is a good mileage. I would replace them as a precaution in the medium term before problems arise. Can you perform a cylinder contribution test with Forscan? This will show you immediately if a cylinder is not running perfectly.
IPR% is important to see who much the IPR valve is commanded to close, so we need this value.250K (21years) is a good mileage. I would replace them as a precaution in the medium term before problems arise. Can you perform a cylinder contribution test with Forscan? This will show you immediately if a cylinder is not running perfectly.
Thread Starter
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Tuned
Joined: May 2012
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Sorry, yes I mean fire up. I have 453k on the truck now and I replaced the IPR sensor about 250k miles ago. I will check the % this afternoon. I will do some research to see if I can to a cylinder contribution test with ForSCan, I am not sure how to do that.
Thread Starter
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Tuned
Joined: May 2012
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This is what I understand also. The IPR readings are 14.8% KOEO and 25.78% KOER. While driving I seen IPR % of about 70ish. Not sure if this matters but I took the ICP Volts KOEO .25v KOER 0.94v. I am getting an P0670/71/72/73 Glow Plug control module and glow plug codes.
Cargo Master
Joined: Oct 2018
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From: unfortunately Germany
If the glow plug system is not working properly, this can of course lead to a longer crank.
You can disconnect the glow plug wiring harness at the top of the engine from the engine harness on both sides and check the glow plugs/wiring harness ( resistance to ground). That would be the next step.
You can disconnect the glow plug wiring harness at the top of the engine from the engine harness on both sides and check the glow plugs/wiring harness ( resistance to ground). That would be the next step.
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Tuned
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Fleet Mechanic
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From: Lakeland, Fl
I was told by a Ford tech years ago, that the start could be delayed if icp detected too high of a pressure, and wouldn't start until it bled off. I have never seen this written or heard it anywhere else.
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Tuned
Joined: May 2012
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I am glad you wrote that, brings up a question I had. (2) times in the past the ICP sensor psi values looked correct, unfortunately I can't remember the symptoms that made me change the sensor, and replacing the sensor remedied the issue. One time a tech suggested a bad turbo, just out of curiosity I unplugged the pigtail and found oil seeping into the plug, replaced the sensor problem solved. Is there a way to accurately test the ICP sensor other than reading the values? I contemplated replacing it but @ $140 I didn't want to waste that kind of $ if it wasn't a sure thing.
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Tuned
Joined: May 2012
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I have been traveling and haven't had a chance to check things further, hopefully I can get back on it today. Are you referring to the ICP sensor?
FTE Leadership Emeritus
Joined: Sep 2003
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From: Houston, Texas
If for some strange reason you still have the factory dummy plugs and standpipes, this too would explain the longer than normal crank times. The passenger side always fails first, then the driver side.
I don't remember if you posted the IPR duty cycle cranking or not.
Also, if you could, could you look up Mode 9 data and post it? It'll tell me what calibration you're working with. The older ones do things differently than the newer and vice versa.
I don't remember if you posted the IPR duty cycle cranking or not.
Also, if you could, could you look up Mode 9 data and post it? It'll tell me what calibration you're working with. The older ones do things differently than the newer and vice versa.