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6.0L Power Stroke Engine and Drivetrain Discussion of the 6.0L Power Stroke diesel engine and drivetrain in the 2003-Up Super Duties and Excursions. No gas engine discussion allowed except on transmissions and drivetrain that pertain to all models. Please confine discussion of topics in this forum to those items that are specific to the 6.0L Power Stroke engine.

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post #31 of 49 (permalink) Old 03-28-2018, 05:23 PM
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As posted in another thread, Ford advises against brake cleaner on electrical connections.

The P132b is probably a sticking turbo based on your other posts.

Regarding the no-sync issue, I have heard of an odd issue that a shorted injector coil can prevent sync without actually throwing an injector code. I understand that it is a pain to deal with, but if you can't find anything w/ the cam sensor / wiring, then it might be worth a look under the valve covers at the injector wiring.

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs

Last edited by bismic; 03-28-2018 at 05:39 PM.
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post #32 of 49 (permalink) Old 03-29-2018, 09:13 AM
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Quote:
Originally Posted by bismic View Post

The P132b is probably a sticking turbo based on your other posts.

Regarding the no-sync issue, I have heard of an odd issue that a shorted injector coil can prevent sync without actually throwing an injector code.
UGH, don't really want to hear that...!

I will troubleshoot P132b when I get the CMP issue resolved. I'm aware it could be the VGT vanes/Unison Ring sticking but when I run a VGT Relearn, I can audibly hear the exhaust note change in synch with the VGT % going from 15% to 85% 6 times while the VGT Learn Cycle completes, then it settles at about 45 - 53 % at idle... No DTC's pop up after the VGT Learn Cycle until after driving for a bit. I'll check for exhaust leaks (again, already replaced the pass side Up-pipe in 2015, was working on it the day my APPENDIX BURST and put me in the Hospital for 19 days). The Garrett PowerMax Turbo was new in 2015 to replace the Industrial Injection Turbo that failed (thrust bearing). Days after I got it running well with the new PowerMax, the factory Intercooler blew and I eventually replaced it with a Mishimoto plus all new CAC tubes/boots. I would not be surprised to find the D side Y-pipe bellows cracked, and will test for that with the shop vac method taped to the exhaust pipe(s) to see if I hear air leaks... I will also R&R the EGR valve, and check/clean the EBP Sensor and Tube. I will check the MAF sensor and tube, and nipple on the intake manifold. I replaced the MAP sensor and checked the wiring harness in 2016. The PCM was replaced in 2015, and at the time had all updated flash's on it. The Injector harness was new in 2015 when I bulletproofed the engine, as were all 8 injectors, now Dipaco 4th generation injectors. The FICM is a 58 Volt Swamps Diesel unit and it appears to be marginally healthy. The Bosche AGM batteries were new in 5/2016 and are fully charged (12.7 V resting) and the Alt (DC Power 250 Amp) and wiring were all new in 2015 also.
The next step is to repair the CMP pigtail and see the results. If no-go, I'll replace the CMP again with another OEM if that's what it takes to get it running again... It's interesting to note that when the CMP sensor goes, it's fine 1 day, and the next it's done never to work again until replaced. No CMP code other than FICM Synch and Synch both= 0. There is nothing intermittent about the CMP signal failure. This next CMP (if it needs to be replaced) will be the 5th since 2004, and only 88,000 miles on the truck...

'04 F250 KR - '14 F350 Lariat -
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post #33 of 49 (permalink) Old 03-29-2018, 10:46 AM
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Good to do the re-learn and listen. Hopefully it is just a leak, but sometimes those are a pain also.

Just as an fyi (you may already know this) - the vgt% is a commanded number. There is no feedback on actual position.

Edit - you probably have seen this also:

Was your engine hot and had idled for 5-10 minutes when you did the vgt re-learn?


Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs

Last edited by bismic; 03-29-2018 at 11:04 AM.
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post #34 of 49 (permalink) Old 03-29-2018, 11:14 AM
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VGT cleaning guide attached (and note that brake clean is not a plastic safe cleaner)
Attached Files
File Type: pdf 6.0L POWER STROKE VGT SOLENOID .pdf (237.9 KB, 13 views)
File Type: pdf 6lvgtguide.pdf (916.3 KB, 22 views)

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs

Last edited by bismic; 03-29-2018 at 11:18 AM.
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post #35 of 49 (permalink) Old 03-29-2018, 11:28 AM
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Also seem to recall an EGR code for you. The attached summaries are from Ford
Attached Files
File Type: pdf Presentation_Air Mgmt System and EGR SubSystem.pdf (828.5 KB, 16 views)
File Type: pdf Presentation_Air Mgmt System and Turbo SubSystem.pdf (739.8 KB, 16 views)
File Type: pdf Presentation_Inferred Exhaust 06E17 EBP Strategy.pdf (204.3 KB, 17 views)
File Type: pdf Inferred_EBP_Technician_Q&A.pdf (159.0 KB, 15 views)

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs

Last edited by bismic; 03-29-2018 at 11:31 AM.
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post #36 of 49 (permalink) Old 04-02-2018, 05:15 PM
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Got the pigtail kit and repaired that today, painstakingly unwrapping the tape, foil and wire from the pigtail. Unwrapped it well back into the main harness, probably 8 - 10 inches from where it meets the EBP Sensor wiring and takes a 90 degree turn down the main loom towards the PCM on the fenderwell. No signs whatsoever of any wire breakage, wear marks, etc... The pigtail looked fine. Soldered the wires making sure to match the original wiring orientation from the connector, shrink wrapped, re-wrapped the bare wire, re-wrapped the foil shielding, installed new 1/4" loom, re-taped loom all the way to the pigtail with Scotch 33+ tape... Turned the key, waited for glow plugs, tried to start, NO GO...! No CMP/CKP Synch, no FICM Synch.... Pulled the current CMP sensor and tested it along with the last 2 I kept from the last 2 CMP signal failures... With VOM, they tested 804 Ohms, 845 Ohms and 854 Ohms respectively... Not that it means much...


Ordering another FORD OEM CMP Sensor I guess at this point.. UN-B-FRICKIN'LIEVABLE...

'04 F250 KR - '14 F350 Lariat -
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post #37 of 49 (permalink) Old 04-03-2018, 01:21 PM
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Some truly bizarre stuff going on now... I ordered another CMP sensor and am waiting for it, but until it arrives, I decided to test CMP circuit continuity after the pigtail repair job. I connected one pin of the pigtail to my VOM (hot lead), set the VOM to DC Volts, connected the VOM Ground to the battery ground, turned the key to the run position BUT DID NOT CRANK THE ENGINE, while the Glow Plugs were warming up, I got a loud POP from the exhaust pipe and some white smoke puffed out....! ***...? I'm baffled by that event...

I then tried to test each of the 3 failed Cam Sensors by using the old pigtail connector connected to each CMP. I hooked 1 wire from the CMP connector to Ground on the VOM, hooked the other wire to the hot lead, set the VOM to AC Volts, and waved a metal wratchet wrench by the end of the sensors magnet... The AC voltage setting showed no response. Switched to DC volts and get a wide range between .15 and 15.5 when moving a metal object back and forth in front of the magnet... The VOM doesn't react very fast, and is very inconsistent, so I'm really not convinced that test works very well...

'04 F250 KR - '14 F350 Lariat -

Last edited by stevedunham-2; 04-03-2018 at 03:05 PM.
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post #38 of 49 (permalink) Old 04-06-2018, 12:03 PM
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Received the Motorcraft Cam Sensor today and went out before the impending snowstorm and installed it. Tested it first, FWIW, ant it tests at 784 Ohms, which technically isn't to specs of between 800 and 1000 ohms... Installed the CMP sensor and the truck still won't fire. FICM Synch = 0 , CMP/CKP Synch = 0 still... Checked the FICM connectors, cleaned WITH ELECTRIC CONTACT CLEANER (not Brake fluid), reconnected, still won't fire. I get an RPM signal when cranking so the Crank Sensor should be good in theory. Checked oil level and it's fine, checked ICP, IPR when cranking and they look fine. Batteries are fully charged and sitting at 12.7 V. Checked the 3 connectors at the PCM on the fenderwell and they are tight and no signs of loom wear... I then decided to try to test the CMP Pigtail to see if I am getting any voltage at the pigtail when KOEO... Hard to tell to be honest, it's not a consistent signal... Hard to probe the pigtail pins at the connector they are so small and tight... Should I not be getting a 12V signal at the pigtail on 1 pin or the other when the VOM is grounded to the battery and I probe both pins with the VOM's positive lead...? It's about to start snowing any minute now... Such joy............................................... ................................................ Getting nowhere fast at this point...

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post #39 of 49 (permalink) Old 04-06-2018, 01:16 PM
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Figured out how to get my Positive probe on the pigtail pin(s) and with the Key on, I get .2 Volts DC on 1 pin and .13 Volts on the other at the pigtail connector. I disconnected all 3 of the PCM connectors, cleaned with Electrical contact cleaner, re-installed and nothing changed. I then ran AE again to see if any new codes showed up while cranking, here are the codes I have now...
CODE - CONDITION ( PROBABLE CAUSES)
P0603 - Internal Control module KAM error (open PCM pin, disconnected B+, faulty PCM)
P0670 - Glow Plug Control Circuit Malfunction (open/grounded circuit, failed GPCM, failed PCM)
U0306 - Software incompatible with FICM (PCM and FICM not originals)


Generic Powertrain codes
C2202 - Passenger side seat track position switch short to ground
P0201 - Injector Circuit malfunction, Cylinder 1 (Faulty cyl 1 injector, Wiring harness open or short, electrical connection in the harness or connector, failed PCM)


Sure are lots of codes with probable cause of a FAILED PCM.. It's an updated PCM purchased from Flagship One installed 6/2015 when I was bulletproofing the engine and I wanted all the updated PCM flash software in the truck... I still have the original PCM which I suppose I could put back in to see it the truck starts before I buy another...

'04 F250 KR - '14 F350 Lariat -

Last edited by stevedunham-2; 04-06-2018 at 02:21 PM.
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post #40 of 49 (permalink) Old 04-06-2018, 02:10 PM
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Flagship One has a lifetime warranty on their PCM/ECU's so I will send it back and get it tested. Before that, I'll swap in the original PCM and see if the truck starts, validating the problem is the PCM or not... I don't have the DTC P0606 which indicates the PCM processor is faulty however... I suppose the other possibility is the engine harness where it runs past the oil filter tower...

'04 F250 KR - '14 F350 Lariat -

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post #41 of 49 (permalink) Old 04-06-2018, 04:05 PM
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Quote:
Originally Posted by bismic View Post
(SNIP) Hopefully it is just a leak, but sometimes those are a pain also.

Was your engine hot and had idled for 5-10 minutes when you did the vgt re-learn?

When disassembling the Turbo Cold Air Intake (S&B) to make room to work on the CMP Pigtail repair, I found the plastic tube that connects to the Turbo was melted inward and left a large Air/Dirt gap just before the Turbo... I replaced that S&B part with the stock Turbo tube. I watched DieselTech Ron's VGT relearn Vid before the last time I ran the VGT relearn and yes, the engine was up to temp and the AE PID for "Engine Conditions met for VGT Learn" was good at 1... I heard the VGT vanes open and close (changing exhaust note coincided with the vanes), and watched the Scangauge II PID for VGT % go from 84% to 15% and back 5 times, then it settled down at 62% and idled... During that process of troubleshooting the Turbo, I found the pass side up-pipe exhaust leak and replaced the blown bellows with a new up-pipe... Thinking that was the problem, I ran the VGT relearn again, and the truck still ran like crap. I then hooked up a shop vac to the exhaust and found the Intercooler was blown on the Hot Side, so I replaced the Intercooler and all CAC Tubes/Boots with Mishimoto parts and ran VGT relearn again... It STILL ran like crap, and blew black smoke... While working further still, my Appendix decided to burst and I spent the next month in the Hospital and then next 6 months recovering from the complications of that...

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post #42 of 49 (permalink) Old 04-07-2018, 01:45 PM
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Swapped out the Flagship One PCM for the stock PCM and no change, still no Cam/Crank Synch, no FICM Synch, no start... Double checked the Cam sensor pigtail repair and made sure the wiring orientation from the connector was correct and it was... I have good IPR, oil level is correct, I have fuel, and 60 PSI of fuel pressure when cranking, it just won't fire... I cleared the Enhanced Powertrain and Generic Powertrain DTC's, cranked the engine over 5 - 6 times, re-ran the DTC's and none of them pop back up... My FICM appears to have the correct Voltages when cranking so I am not leaning towards a failed FICM nor PCM at this point... I get RPM on the Scangauge II when cranking so I'm pretty confident the Crank Sensor is fine... When I turn the key to start, I get the 30 second WTS light on the dash, so I'm fairly confident the GPCM is working, although I did have a code for a that.. I'm wondering if I got a bad Cam Sensor (new Motorcraft) as it tested at only 794 Ohms and the acceptable range is 800 - 1000 Ohms tested between the 2 pins... If my #1 Cylinder Injector is indeed shorted out, should I not be able to get the engine to fire if I simply disconnect the #1 Injector harness from the Injector and try to start it....? If a shorted #1 Injector coil is causing a no cam/crank synch, and I disconnect it, the PCM and FICM won't be able to know the Injector is at fault and I should then get cam/crank synch and it should fire in theory... I would expect to then see a DTC code for the #1 Injector, and that would go along way toward verifying that is the problem vs. tearing down the top of the engine again just to check it out...
Also, since no on has responded to any updates I've written here in the last week or so, I'm pretty sure I'm having a conversation with myself at this point...

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post #43 of 49 (permalink) Old 04-07-2018, 02:27 PM
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Sorry I hadn't responded. Too many irons in the fire.

Unfortunately the shorted injector coil issue can happen without a DTC being thrown.

You can disconnect the injector without tearing down the top of the engine.

I hear what you are saying about the turbo re-learn cycle, but P132b will be set if the PCM determines that there is something wrong with what it learned for MAP and MAF as it relates to VGT duty cycle.

Mark
06 F250 CC SB FX4 Lariat;ARP studs;OEM gaskets;Banks exhaust;DynaTrac Ball joints;Coolant filter;High-Idle mod;RACCCV6000;JimmiJammers;Ravelco;SynchroMax xfer case;Fumoto valve;Harpooned;CPOhighwayProducts toolbox;tracrac;Fox Weatherboots;Wet Okole Seat Covers;BriteBox;Re-flashed;Quadzilla Recon XZT Fuel Press;Blue FPR spring;DashDAQ;PHP FICM;RiffRaff boots;DCPower270A XP;PowerInverter;Rancho7000's;BPD EGR cooler;One-piece HPOP fitting;D-plugs&standpipes;BPD Billet WaterPump;SCT w/ Matts SRL+;ELC Ultra;DuraTracs

Last edited by bismic; 04-07-2018 at 02:30 PM.
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post #44 of 49 (permalink) Old 04-08-2018, 08:26 AM
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I plan to run the MAF, MAP, MGP, VGT test procedure to determine cause of the P132B code once I get the truck to start, but at the moment, getting it to start is the issue. Or the 1st issue anyway. I ran the Injector Buzz Test 2x and both were successful in a hope to verify if I had an actual Injector issue or not. I'm assuming if I had a shorted Injector, I'd get a code after running the Buzz test, or a Failure result in AE. I also ran the KOEO test 3x and all 3 were successful; was hoping to get more evidence of a bad PCM... I checked the PCM fuse and relay, swapped both with known good, and no improvement. The FICM voltages all look acceptable, and it's a Swamp's Diesel 58 V FICM, not the original. I will test the pigtail repair today by probing the corresponding pins at the PCM harness and putting 12 volts at the pigtail pins to make sure I have a good pigtail circuit/repair. I will also probe the PCM connector to make sure I have 12 Volts from the batts. If nothing comes from that, I'll pull the #1 Injector connector and see if I get Cam/Crank Synch, FICM Synch and it fires to determine if the #1 is indeed the cause. Of course none of this is going to happen until it stops snowing here, which is has been doing all night...

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post #45 of 49 (permalink) Old 04-08-2018, 08:30 AM
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Quote:
Originally Posted by bismic View Post
Regarding the no-sync issue, I have heard of an odd issue that a shorted injector coil can prevent sync without actually throwing an injector code.

Would it not be safe to assume that running the Injector Buzz Test using AE would determine the health of the Injectors, and determine if 1 had a shorted coil or not? In other words, would a successful Buzz test indicate all Injectors are good, and the harness/connectors to the Injectors, which was new in June, 2015?

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