Your symptoms could be caused by other problems, but I would test the FICM to rule it out. It is not a hard test to do. Post your results back up, and I am sure you can get this figured out.

 

I did test volts at the ficm KOEO the first 1-3 seconds after turning key on read 19-22v then a sudden jump to 46.5v then up to 48v. From what i have been reading any low reading is bad. Is that true? Anyway I am going to remove it today and re-solder per Drquads posts on a different forum http://www.powerstroke.org/forum/6-0...x-ur-ficm.html.
What could be causing it besides ficm? Be gentle I got a feeling thats a can of worms.
I resently had a oil change and they used 15w/40, I also change both fuel filters.
Thanks for the replies.

 

Well guts the FICM was the problem i pulled it off did the resolder and reinstalled and it fired right up no problem at all. quess i better start looking for one for a spare.
Do all EGR coolers eliminate the EGR valve? and is there one better than another to get?

 

Glas you solved your problem. Keep us posted if this appears to have eliminated all of the probs. You post is very interesting since I had nearly the same volt readings. I got 20V when key on for about 2-3 second then jumped right up to 48V. I'm in Layton Utah and will not start when 35 degrees or colder. After plugging in the block heater for a couple of hours, starts right up.

What was the outside tempurature when she started right up? Was the soldering job easy? Did you have to add solder or just heat up and smooth around the existing solder?

Thanks for sharing.

 

Glad to hear you got it up and running. Others may disagree, but I don't think you need a backup FICM unless you just have extra money just laying around. There is much speculation as to the cause of all the FICM's going out, but most think it is related to the extra power that was sent to the FICM in one of the flashes. I would suggest getting the newest update that reduces the amps applied to the FICM, and I think you will be fine.

 

Ok guys! plindsay105's success's have re-motivated me concerning the FICM solder deal. I just went out and rechecked my FICM voltage. This time I took some earlier advise and went out and got some 3 foot alligator clips and clipped them to my multimeter (electrical taped the connections) so I could perform all the tests while having the multimeter in hand in the front seat. Here's the readings:

Key to on, I received a volt reading of 20 volts for 4 seconds.
After 4 seconds, it jumped to 48 volts and held steady.
Started the truck and it was at 48V until ignition (started)
After it was running, the volts went down and stayed at 26.2 volts and held there. It kept reading 26.2 volts for about 45 seconds then I turned it off.

Does this data look like a good candidate for soldering?

Thanks

 

Seems like it is a good candidate

 

Yeah, sure sounds like it. Is the 26.2V reading while running abnormal?
Thanks

 

It was about 40 degrees when I got it started. The solder job was pretty easy i have never solder anything but plumbing before today. yes teddy i did use a little solder and flux.
here is another post i found from another forum from sticky about ford procedure on checking the FICM it is pretty interesting. Ill post tomorrow and let you now if starts first thing in the morning. Suppose to be in 20's. Teddy if you need a hand if you do yours let me know i can come over help.
gmhorse is the update to the ficm a recall and does ford have to update it?
Thanks for post guys I have learned alot reading on this forum.

 

Looks to me like 2 of the 4 banks are gone. The unit uses 4 banks running at 12 volts to upconvert 12 volts to 48. 26 is really bad voltage and should be fixable by soldering. I would be out there pulling the FICM right now to solder it. Your truck should have a little more zip as well after it is fixed. Good luck, and let us know the results. Don't forget to shine up the locations mentioned in the fix.

 

It is not a recall. I don't think Ford will ever own up to it. It is an updated flash (strategy code) and can only be had at the Ford dealer. I think its around $100 plus or minus if you are out of warranty. Much cheaper than a new FICM, and it has a few other cold start upgrades as well.

 

************************************************** *
Thanks and let us know how she starts in the morning. I appreciate the offer of coming over. Let be see how it goes and I'll let you know.

Thanks again! Try to get some sleep tonight since I know the anticipation of a perfect start in the 20 degree northern Utah morning must be a killer!!

Good luck..

 

Sorry the post is so big a could not get a pdf to attach to my post and cannot find where i got it from it is a TSB for FICM test procedure

6.0L DIESEL—DRIVEABILITY—NO START, HARD TSB 08-26-3
START, RUNS ROUGH—FUEL INJECTION CONTROL
MODULE DIAGNOSIS
FORD: 2003-2007 F-Super Duty
2004-2009 E-350, E-450, E-550
2003-2005 Excursion
This article supersedes TSBs 04-18-6 and 07-5-4 to Information On The FICM TEST:
update the repair sequence, FICM_MPWR check,
symptoms and additional diagnostic information. An improperly operating vehicle battery(s) or
charging system can cause additional operating
ISSUE loads to the internal components of the FICM
Some 2003-2005 Excursion, 2003-2007 F-Super module, due to low power supply voltages. Glow
Duty and 2004-2009 E-Series vehicles equipped plug operation, vehicle accessories (factory and
with a 6.0L diesel engine may experience no starts, non-factory installed), and hot and cold
hard starts or rough running when cold and may be temperatures can also put additional requirements
accompanied with diagnostic trouble codes (DTCs) on the vehicles electrical, battery and charging
P0611, P1378 and / or all 8 injector circuit codes. system. This can result in shortened FICM module
These symptoms may lessen or disappear when the component life.
engine is warm. These conditions may be caused The FICM module contains two major internal
by the Fuel Injection Control Module (FICM) or components, the main circuit board and a DC-DC
injector spool valve sticking internally during cold converter. The DC-DC converter is the device that
engine operation. amplifies battery voltage to 48 volts (V) to operate
ACTION the injectors. Two major test entry conditions listed
below are critical to accurately test the FICM
Follow the Service Procedure steps to correct the
DC-DC converter:
condition.
Engine Oil Temperature (EOT) Less Than 68 °F
SERVICE TIPS
(20 °C)
A failed FICM module can cause diagnostic trouble
The calibration in the FICM uses a pre-cycle mode
codes related to injectors even when the injectors
during Key On Engine Off (KOEO) / glow plug
or injector wiring are not at fault. The FICM module
operation. This mode is used to rapidly heat the
should be checked for proper operation before
injector spool valve and prevent sticking during cold
evaluating injector operation or wiring issues.
operation. During this mode, the electrical demand
For information: Symptoms of stiction (These on the FICM DC-DC converter is near maximum.
conditions are caused by the injector spool valve L_PWR >= 11.5 V
sticking internally during cold engine operation
engine oil temperature) can be improved by using The target 48 V output of the DC-DC converter is
the lightest possible specified weight oil during directly affected by the battery supply voltage, or
winter months. Refer to the Owner Guide B+. This is measured internally to the FICM with
Information - Diesel Supplement / Maintenance and the FICM_VPWR PID. Ensuring both of the above
Specifications / Engine oil specifications. After criteria are met before conducting the FICM_MPWR
confirming that the appropriate weight oil is being test will prevent incorrect readings, misdiagnosis
used, evaluate the injector operation according to and replacement of good parts.
Step 13 of the Service Procedure.
NOTE: The information in Technical Service Bulletins is intended for use by trained, professional technicians with the knowledge, tools, and equipment to do
the job properly and safely. It informs these technicians of conditions that may occur on some vehicles, or provides information that could assist in proper
vehicle service. The procedures should not be performed by “do-it-yourselfers”. Do not assume that a condition described affects your car or truck. Contact a
Ford, Lincoln, or Mercury dealership to determine whether the Bulletin applies to your vehicle. Warranty Policy and Extended Service Plan documentation
determine Warranty and/or Extended Service Plan coverage unless stated otherwise in the TSB article.The information in this Technical Service Bulletin
(TSB) was current at the time of printing. Ford Motor Company reserves the right to supercede this information with updates.The most recent information is
available through Ford Motor Company’s on-line technical resources.
Copyright ã 2008 Ford Motor Company Online Publication Date December 12, 2008 PAGE 1
TSB 08-26-3 (Continued)
SERVICE PROCEDURE
1. Verify the battery and charging system are
functioning properly. Refer to Workshop Manual
(WSM), Section 414-00 for diagnosis and
repair. If the battery cannot maintain a good
charge, it will affect the operation and testing of
the FICM, as the FICM is an amplifier and has
to work much harder to compensate for low
battery voltage.
2. Install Integrated Diagnostic System (IDS) and
retrieve the FICM calibration information by
selecting:
• Toolbox Figure 1 - Article 08-26-3
• Powertrain
• OBD Test Mode 6. Set up IDS to test FICM power by selecting:
• Mode 9 • EOT
• B+
3. If the FICM contains one of the following files • FICM_LPWR
then it has already had the Inductive Heat
calibration installed: • FICM_MPWR
• ARZ2AH00 • FICM_VPWR
• ARZ2AL00 7. After the glow plug wait to start light is off,
• ARZ2AL01 monitor EOT.
NOTE a. If EOT is less than 68 °F (20 °C) go to Step
RECORD FICM CALIBRATION NUMBER PRIOR 8.
TO PERFORMING PROGRAM MODULE b. If EOT is higher than specified use the
INSTALLATION (PMI) AS IT WILL BE REQUIRED Instrumentation Gauge Tester 014-R1063 or
LATER IN STEP 11. equivalent to simulate a cold engine by:
4. After checking the FICM calibration info, (1) Ignition off.
perform a PMI on the FICM. This should be
done even if the FICM already had one of the (2) Disconnect EOT sensor Connector
three (3) calibrations listed above. C104.
5. Disconnect the glow plug control module (3) Connect the one lead of the instrument
(GPCM) power wire C1249A, circuit 361 (RD) gauge tester to the EOT sensor
from the passenger side battery. (Figure 1) This connector C104-1, circuit 357 (GY/RD),
also disconnects the alternator to minimize harness side and the other lead of the
power draw from the batteries and provide instrument gauge tester to the EOT
more consistent FICM testing. sensor connector C104-2, harness side
circuit 354 (LG/RD).
NOTE
THIS WILL SET GPCM CODES THAT NEED TO (4) Set the Gauge Tester to 80,000 ohms.
BE CLEARED BEFORE RETURNING THE
VEHICLE TO THE CUSTOMER. NOTE
IT IS EXTREMELY IMPORTANT TO CONFIRM
THE GAUGE TESTER SETTINGS WITH AN
OHMMETER TO ENSURE THAT THE GAUGE
TESTER IS IN THE CORRECT POSITION.
FAILURE TO FOLLOW THIS CHECK MAY
RESULT IN INACCURATE TEST RESULTS.
8. Turn key to run KOEO and check the B+ PID.
PAGE 2
TSB 08-26-3 (Continued)
a. If B+ is not at least 11.5 V, then charge 11. With IDS still connected, cycle key to off
batteries and return to Step 1. position and then to on position within 2
seconds to start injector pre-cycle. While the
b. If B+ is greater than 11.5 V, go to Step 9. injectors are cycling (glow plug Wait to Start
9. Verify the following voltages and states. Use Light is on), record the lowest observed
the FICM ERROR STATE CHECKS chart FICM_MPWR.
below. a. If FICM_MPWR drops below 45 V, replace
Table for Step 9 - FICM ERROR STATE CHECK and reprogram the FICM (WSM 303-14B),
reconnect GPCM power, EOT connector if it
FICM_ FICM LPWR _MPWR DTC Check was removed to perform the test using the
Instrument Gauge Tester and return vehicle
11.5 MIN 45 V None FICM diagnostics - proceed to Step to the customer.
11b
0 MIN 45 V P1378 FICM LPWR fuse (15 amp) - proceed b. If FICM_MPWR stays above 45 V or
to Step 10 greater, the DC-DC converter is good, 0 Less than P0611, FICM relay, 50 amp fuse - proceed to
45 V P1378 Step 10 perform the following:
(1) If the FICM did not have one of the
10. Disconnect the three (3) FICM connectors and three calibrations listed in Step 3, then
inspect condition of connector, pins, and wiring it did not have the Inductive Heat
at the connector, paying close attention for feature. Since the PMI performed in
wiring chafes. Repair any issues and reevaluate Step 4 programmed this calibration into
vehicle, if the condition is corrected go to Step the FICM, it will now address any
11. If the condition is still present continue to stiction concerns. If the vehicle
Step 10a. functions normally, reconnect GPCM
NOTE power and EOT connector if it was
SOME COMMON CHAFING LOCATIONS ARE: removed to perform the test using the
UPPER LEFT VALVE COVER, VALVE COVER Instrument Gauge Tester and return
BOLT, AND INTAKE BOLTS, UNDER AND NEAR vehicle to the customer.
THE FICM. (2) If the FICM already had one of the
a. With a voltmeter check the following: three calibrations listed in Step 3, then
injector stiction is not the concern,
(1) Check for B+ voltage at pin 27 of proceed to Step 12.
connector 1388C and ground pins 1, 2,
3, 22 and 26, with the KOEO. (Figure 12. Reconnect GPCM power and EOT connector if
2 at end of article) it was removed to perform the test using the
Instrument Gauge Tester.
(a) If no, or low voltage is present,
repair as necessary. 13. Perform KOEO injector electrical self test as
outlined in the Powertrain Controls/Emissions
(b) If B+ is present, proceed Step Diagnosis (PC/ED) Section 2.
10a(2).
PART NUMBER PART NAME
(2) Check for B+ voltage between pins 4, 4C3Z-12B599-AARM FICM Module
7, 8, 23, 24, 25 and ground. (Figure 2
at end of article)
(a) If no or low voltage is found at any
pin, repair as necessary.
(b) If B+ is present at all pins, replace
the FICM, reference WSM
303-14B-1, reconnect the GPCM
power and EOT connector, clear
codes, and return vehicle to
customer.
PAGE 3
TSB 08-26-3 (Continued)
WARRANTY STATUS: Eligible Under Provisions Of OPERATION DESCRIPTION TIME
New Vehicle Limited MT082603 Use SLTS Operations If Actual
Warranty Coverage And Available; Claim Additional Time
Emissions Warranty Diagnosis Or Labor
Coverage Performed As Actual Time
IMPORTANT: Warranty DEALER CODING
coverage limits/policies are CONDITION
not altered by a TSB. BASIC PART NO. CODE
Warranty coverage limits 12B599 42
are determined by the
identified causal part.
PAGE 4
Figure 2 - Article 08-26-3
PAGE 5

 

Thanks gmhorse

 

I will post in the morning and you are right teddy.
Thanks guys