[dillonshepley]

This is going to be a lengthy message so please be patient with me. I have done as much as I know how to do and really need some more help! I will try to explain exactly what happened and what I have done to diagnose / fix it

My vehicle: 2011 F350 with the 6.7L diesel. The EGR and DPF have been deleted and it has an H&S Mini Maxx Tuner

Fault and Symptoms:

1st time the check engine light came on, there were no symptoms but a P0193 code populated
2nd time it came on (about a month later) there was a hiccup during start but the truck ran normally
3rd time it came on (a couple weeks later) the truck died as I came to a stop sign. I took it to get the code checked again and the P0193 was the only code that populated
I was able to get it home but now it has progressively gotten worse and will barely run

Utilizing my H&S tuner, I am able to pull up the Fuel Pressure and when the truck runs at idle it is sitting at approximately 5-6k psi at idle. When the truck starts acting up, the pressure will dip slightly but then will sporadically spike to 31.6k and then back down to 5-6k and then immediately back up to 31.6k. It is kind of hard to explain but it spikes very quickly and right back down. It appears to be an electrical fault of some sort due to the fact that it is not a linear increase in pressure but erratic jumps from normal psi to 31.6 and right back down. On the Mini Maxx screen it looks like little dots all over the screen but mainly at idle and at 31.6.

Attempts made to alleviate the issue:

1st attempt was to change the fuel rail pressure sensor. The first one I changed was part number bc3z-9s599-c. This is the sensor that is on the high pressure fuel line that. Along with changing that part, I inspected all of the wiring that I could see and everything looked good. There was also no smell of rat poop or pee as I thought maybe something chewed through a wire. I also changed the connector to the fuel pressure sensor just in case it wasn't connecting well.

2nd attempt was to change the fuel rail pressure sensor on the driver side fuel rail, part number BC3Z-9F838-A.

3rd attempt was to change the fuel control valve solenoid, part number BC3Z-9J307-A. In doing this, I had to take off the upper and lower intake manifolds so when everything was off, I inspected the wiring more closely and everything still looked good.

4th attempt was to change the fuel pressure regulator on the driver side fuel rail part number BC3Z-9C968-A.

5th attempt I tried disconnecting the Mini Maxx from the OBD to see if maybe my Mini Maxx was sending some sort of faulty signal. I also left the batteries disconnected for a full 12 hours.

All of this to no avail and I still have a dead truck. I was unable to find a whole lot of info on this issue so I have taken a bunch of videos and pictures that I will be posting to youtube to hopefully help anyone else out with replacing these items but I am at a loss. Any advice? Thank you soooo much for even taking the time to read this post!

 

[ford_doctor]

P0193 means your FRP sensor circuit voltage is high. There are several possible causes:

• FRP circuit short to voltage in the harness
• FRP circuit short to VREF in the harness
• SIGRTN circuit open in the harness
• VREF circuit short to SIGRTN in the harness
• Damaged FRP sensor connection
• Damaged FRP sensor

Stop throwing parts at your truck, this is an electrical concern. If you can read FRP voltage, with the ignition on, engine not running monitor the FPR sensor voltage and move, wiggle and bend the harness going from the sensor to the PCM. A jump in voltage will indicate an issue. If that does not indicate an issue, start by verifying the VREF voltage at the FRP sensor is between 4 and 6 volts with the ignition ON, engine OFF. Then you will need to measure the resistance of each circuit, check for shorts to power and to each other. You will need an electrical schematic...

 

[dillonshepley]

P0193 means your FRP sensor circuit voltage is high. There are several possible causes:

• FRP circuit short to voltage in the harness
• FRP circuit short to VREF in the harness
• SIGRTN circuit open in the harness
• VREF circuit short to SIGRTN in the harness
• Damaged FRP sensor connection
• Damaged FRP sensor

Stop throwing parts at your truck, this is an electrical concern. If you can read FRP voltage, with the ignition on, engine not running monitor the FPR sensor voltage and move, wiggle and bend the harness going from the sensor to the PCM. A jump in voltage will indicate an issue. If that does not indicate an issue, start by verifying the VREF voltage at the FRP sensor is between 4 and 6 volts with the ignition ON, engine OFF. Then you will need to measure the resistance of each circuit, check for shorts to power and to each other. You will need an electrical schematic...

Thank you so much for your reply! You are totally right, I've just been throwing parts at it and that was silly but I didn't know what to do ?. I will try wiggling the harness like you said tomorrow. I checked the voltage at the sensor yesterday and it was 5 volts on the reference and I was getting around 2 on the line and the ground tested good too. I did not however bend the harness around like you said. I'll give that a shot.

On a side note, I got a Bluetooth obd2 reader and there were a couple of other codes: P0193, P06A6, P0089, & P0036

Thank you for taking the time to help me out!

Dillon

 

[ford_doctor]

The other codes you show are either related to your concern or you caused them during diagnosis/repairs. I would ignore the crank sensor code for now - that can be caused by a stalling event or a hard start condition with misfires. But you do have two codes indicating a possible problem with your reference voltage circuit.

 

[dillonshepley]

The other codes you show are either related to your concern or you caused them during diagnosis/repairs. I would ignore the crank sensor code for now - that can be caused by a stalling event or a hard start condition with misfires. But you do have two codes indicating a possible problem with your reference voltage circuit.

ford_doctor thank you again for your time! It was my 10 year anniversary so I didn't get the opportunity to work on it right away but I got back on it and did everything you said. I tested the VREF and it was at 5 volts, I wiggled every inch of the line that I could see and it stayed at 5 volts. I tested the FRP and it was reading 1.95 volts. I wiggled and jiggled the lines again and it stayed at 1.95. I tested from the battery hot to the Signal return line and it was reading battery voltage of 12.6. I checked the continuity of all three wires from the FRP sensor connector to the PCM and all of them read .1 ohms with no changes while wiggling the wires.

I elected to take it to the dealer to have them look into it and explained it all to them but when I got a phone call about the issue, they seemed to have disregarded the electrical side of things altogether and just looked into the mechanical side essentially saying that the entire fuel injection system needs to be replaced. The mechanic's notes are as follows:

"Verified concern Check engine light on, engine dies, scanned for DTCS. P0336 - cam sensor range / performance code and P0193 - FRP sensor circuit high. Studying Refreeze frame data, noted the symptom is happening on accell tip in commanded FRP pressure was 6277.6, actual pressure 3192.6, as I was testing the vehicle began to die more regularly.

I tested low pressure system, fuel pressure was 70 PSI at all times key on engine off and key on engine running, and when the vehicle died, low pressure still around 70 lbs - spec 53-73 PSI. Low pressure system good.

The high pressure system is slow to build up pressure 'long crank time'. Tried to perform high pressure fuel test but the engine just dies. The high pressure pump is not operating correctly. Took a sample of fuel and found debris - could be metal debris from the high pressure pump. Also fuel looks to be cloudy, possible moisture."

When I looked at the fuel sample that they suspected to potentially have metal debris in it, it didn't look metallic to me so I asked them to get me a magnet. I put the magnet under the jar and moved it around and the debris in the fuel did not move with it. I took a quick video of what they found and will try to post it here.

One of my questions is there is no low pressure code that is popping, only the high pressure P0193 code, so if the pump was failing, wouldn't it be putting out low pressure and not high pressure? I honestly don't know how these pumps work.

If it is not the wiring or the connector at the FRP sensor, do you think it could be the PCM or something else like that? If so, is there a way to test the PCM or should I just buy one and throw more parts at it lol.

Thank you sooooo much for your time! I wish you were in Washington so I could just bring the truck to you!

 

[ford_doctor]

Concerning the high pressure system; I can't really see the fuel sample clearly so I don't know what to make of it. The place to look for metal debris is in the bottom of the primary filter cap and the a sample from the left fuel rail when removing the FPR or the FRP sensor... and there ARE non-ferrous metals in the HPOP so a magnet test is not conclusive. The presence of metal alone pretty much is. A 2 or 3 small flecks do not concern me. I reread all of your posts and you did change the VCV and the PCV but you made no mention of looking for debris in the pump and on the VCV screen and the PCV for rust and debris. I am guessing nothing jumped out at you which is good.

Your trip to the dealer and the result is about what I could have expected. To be honest you can't rule out a high pressure system failure - I am just not convinced. Yet. Here is why...

I am going through everything you are telling us and looking at ALL of the codes you have reported which are:

• P0089 - Fuel Pressure Regulator Performance (damaged fuel pressure control valve)
• P0193 - FRP sensor A circuit high
• P06A6 - Sensor reference voltage A Circuit range or performance (VREF out of range)
• P0336 - Crankshaft Sensor A circuit Performance/range

The second, third and fourth codes are related in that they tell us there is an electrical issue with the Reference Voltage A circuit or the sensors connected to it. Combined with the extremely erratic FRP voltage you monitored I am still thinking you have a wiring concern which must be ruled out before condemning the high pressure system. The first code is likely the result of the erratic FRP reading which the PCM uses for control feedback so we will put that on the back burner for now especially since you have replaced all of the related parts.

A little more backgound - the PCM has three VREF legs that it uses for all of the sensors. Your FRP and Crank sensor share the SAME VREF LEG (A) along with the following sensors: Diesel Particulate Pressure Sensor, Accelerator Sensor, EGR Throttle Plate Position Sensor and the A/C Pressure sensor. The PCM monitors circuits and sensors however an intermittent fault can commonly happen too quick to set a code. Additionally, the PCM monitors the Crankshaft position and Fuel Rail Pressure sensors more closely which might explain why you only have those codes. This is important. So I want you to RETEST the VREF and Signal Return circuits in the same manner you did before performing the harness wiggle test going to the other sensors sharing those circuits looking for shorts to power, ground and opens.

I am attaching a General Service Bulletin that explains all of this and lists the codes you are diagnosing. It will show several known locations of for wiring failures and you should also closely check and inspect the harness that runs along the right frame rail leading to the DPF pressure sensor as there have been known cases of crushing and chafing between the underside of the cab and the frame rail as well as the DPF pressure sensor bracket.

I am glad that you seem to be understanding all of this - this is one of the more technical posts I have offered. At this point I have pretty much given you all I have on this and I hope that you do in fact find a harness or sensor fault and don't have to shell out the coin to replace the high pressure system.

 

[dillonshepley]

Concerning the high pressure system; I can't really see the fuel sample clearly so I don't know what to make of it. The place to look for metal debris is in the bottom of the primary filter cap and the a sample from the left fuel rail when removing the FPR or the FRP sensor... and there ARE non-ferrous metals in the HPOP so a magnet test is not conclusive. The presence of metal alone pretty much is. A 2 or 3 small flecks do not concern me. I reread all of your posts and you did change the VCV and the PCV but you made no mention of looking for debris in the pump and on the VCV screen and the PCV for rust and debris. I am guessing nothing jumped out at you which is good.

Your trip to the dealer and the result is about what I could have expected. To be honest you can't rule out a high pressure system failure - I am just not convinced. Yet. Here is why...

I am going through everything you are telling us and looking at ALL of the codes you have reported which are:

• P0089 - Fuel Pressure Regulator Performance (damaged fuel pressure control valve)
• P0193 - FRP sensor A circuit high
• P06A6 - Sensor reference voltage A Circuit range or performance (VREF out of range)
• P0336 - Crankshaft Sensor A circuit Performance/range

The second, third and fourth codes are related in that they tell us there is an electrical issue with the Reference Voltage A circuit or the sensors connected to it. Combined with the extremely erratic FRP voltage you monitored I am still thinking you have a wiring concern which must be ruled out before condemning the high pressure system. The first code is likely the result of the erratic FRP reading which the PCM uses for control feedback so we will put that on the back burner for now especially since you have replaced all of the related parts.

A little more backgound - the PCM has three VREF legs that it uses for all of the sensors. Your FRP and Crank sensor share the SAME VREF LEG (A) along with the following sensors: Diesel Particulate Pressure Sensor, Accelerator Sensor, EGR Throttle Plate Position Sensor and the A/C Pressure sensor. The PCM monitors circuits and sensors however an intermittent fault can commonly happen too quick to set a code. Additionally, the PCM monitors the Crankshaft position and Fuel Rail Pressure sensors more closely which might explain why you only have those codes. This is important. So I want you to RETEST the VREF and Signal Return circuits in the same manner you did before performing the harness wiggle test going to the other sensors sharing those circuits looking for shorts to power, ground and opens.

I am attaching a General Service Bulletin that explains all of this and lists the codes you are diagnosing. It will show several known locations of for wiring failures and you should also closely check and inspect the harness that runs along the right frame rail leading to the DPF pressure sensor as there have been known cases of crushing and chafing between the underside of the cab and the frame rail as well as the DPF pressure sensor bracket.

I am glad that you seem to be understanding all of this - this is one of the more technical posts I have offered. At this point I have pretty much given you all I have on this and I hope that you do in fact find a harness or sensor fault and don't have to shell out the coin to replace the high pressure system.

ford_doctor, I can not tell you how much of a blessing you have been to me while dealing with this issue. Though none of the stuff has panned out yet, you have given me things to do to diagnose it that would not have been done otherwise. It is helping to at least totally rule out these possibilities before going the difficult and expensive routes. I am going to go to the Ford dealership today and speak directly with the mechanic which I have not been able to do up until this point. I will go over the electrical side of things with a fine tooth comb. I will check every aspect of it that I am able to. Hopefully we can either find the issue or completely rule out the electrical side of things! As far as the Control Volume Solenoid, when I took it out, there was no indication of metal at all. The screen was perfectly clear and the from what I could see down in the fuel pump, everything looked clean and tidy. I watched a video on youtube that had someone with a failing pump that there was metal all over that screen. In my case, nothing at all. I have a video that I am going to post later on with the removal and you can clearly see that all of it looks A OK. Thank you again for your time! God Bless and I pray you have a wonderful day.

 

[dillonshepley]

Concerning the high pressure system; I can't really see the fuel sample clearly so I don't know what to make of it. The place to look for metal debris is in the bottom of the primary filter cap and the a sample from the left fuel rail when removing the FPR or the FRP sensor... and there ARE non-ferrous metals in the HPOP so a magnet test is not conclusive. The presence of metal alone pretty much is. A 2 or 3 small flecks do not concern me. I reread all of your posts and you did change the VCV and the PCV but you made no mention of looking for debris in the pump and on the VCV screen and the PCV for rust and debris. I am guessing nothing jumped out at you which is good.

Your trip to the dealer and the result is about what I could have expected. To be honest you can't rule out a high pressure system failure - I am just not convinced. Yet. Here is why...

I am going through everything you are telling us and looking at ALL of the codes you have reported which are:

• P0089 - Fuel Pressure Regulator Performance (damaged fuel pressure control valve)
• P0193 - FRP sensor A circuit high
• P06A6 - Sensor reference voltage A Circuit range or performance (VREF out of range)
• P0336 - Crankshaft Sensor A circuit Performance/range

The second, third and fourth codes are related in that they tell us there is an electrical issue with the Reference Voltage A circuit or the sensors connected to it. Combined with the extremely erratic FRP voltage you monitored I am still thinking you have a wiring concern which must be ruled out before condemning the high pressure system. The first code is likely the result of the erratic FRP reading which the PCM uses for control feedback so we will put that on the back burner for now especially since you have replaced all of the related parts.

A little more backgound - the PCM has three VREF legs that it uses for all of the sensors. Your FRP and Crank sensor share the SAME VREF LEG (A) along with the following sensors: Diesel Particulate Pressure Sensor, Accelerator Sensor, EGR Throttle Plate Position Sensor and the A/C Pressure sensor. The PCM monitors circuits and sensors however an intermittent fault can commonly happen too quick to set a code. Additionally, the PCM monitors the Crankshaft position and Fuel Rail Pressure sensors more closely which might explain why you only have those codes. This is important. So I want you to RETEST the VREF and Signal Return circuits in the same manner you did before performing the harness wiggle test going to the other sensors sharing those circuits looking for shorts to power, ground and opens.

I am attaching a General Service Bulletin that explains all of this and lists the codes you are diagnosing. It will show several known locations of for wiring failures and you should also closely check and inspect the harness that runs along the right frame rail leading to the DPF pressure sensor as there have been known cases of crushing and chafing between the underside of the cab and the frame rail as well as the DPF pressure sensor bracket.

I am glad that you seem to be understanding all of this - this is one of the more technical posts I have offered. At this point I have pretty much given you all I have on this and I hope that you do in fact find a harness or sensor fault and don't have to shell out the coin to replace the high pressure system.

I wanted to post my experience with the mechanic yesterday and some more of the anomalies and see if what he is saying makes sense or if you think I need to take it elsewhere to get a second opinion.

This thing is weird! There are so many things that point to it being an electrical issue but I can't seem to find any electrical problems! I looked over all of the wiring starting from the back of the truck along the passenger side rail all the way up to the driver side fuel rail. I did not visually see any issues. I then started the truck and had it running at idle. The mechanic came out with his computer and diagnostic tool with which we monitored Commanded pressure, "actual" pressure, and FRP voltage. I went under the truck and wiggled and jiggled the wiring from the back of the truck all the way up to the driver side rail again. There was no fluctuation in voltage or any issues with the truck at all. It would not "screw up". In fact it ran for about 10 minutes with no issues at all.

At idle it was sitting at ~5,000 psi. I was able to rev the engine with no issues. The psi would go from 5,000 and increase linearly up to whatever I commanded with the throttle (5k-approximately 18k from what I remember). The truck seemed to be running like new. The mechanic then used his computer to increase commanded fuel pressure to approximately 7,000 psi and the actual pressure rose steadily with the increase. He then ran a high pressure test. As soon as he hit start on the high pressure test, the truck died.

From the troubleshooting that I had done on my own, prior to bringing the truck in, if the truck was giving me issues, if I waited a day and started working on after having set for about 12 hours, the truck would act normal for a while and then start acting up again. Sometimes, after changing a part, I would think that I resolved the issue because it would act normally while sitting in park. I would then put the vehicle in drive and start driving around my yard and then all of the sudden it would die. After it died the first time that day, I could start it back up but then as I put it in gear, it would immediately die. If I would wait a day, I would be able to start it and move it back to my garage for more troubleshooting.

The mechanic said that the other day when he was looking at it, at first it was acting normally but then once it started acting up, he could start it and then if he got on the running board and began jumping up and down to shake the truck, the truck would die which led him to believe it was an electrical issue. After troubleshooting all of the wiring though and the fact that when he runs the high pressure test it immediately dies, he thinks that the pump needs to be replaced (along with everything else). There are also stickers on a box in the engine that indicate the injectors were replaced at some point prior to me owning it. He said one other thing he could think might be the issue is that moisture got in the fuel and potentially caused one or more of the injector's piezoelectric sensors to short which might be causing the pressure to spike and or a voltage issue. He said if that is the case though, the pump might be compromised also so he recommends just replacing everything.

I asked him if it could be an issue with the PCM and he said, potentially but more than likely, if it was, I would be getting a code for that. I asked him if it was possible for him to "re-flash" the PCM and set it back to stock and he said he could do that but he was worried that because I have a delete and tune, if he did that, the truck might not start again. I asked him if he reset it and I just reinstalled my tune, wouldn't that work? He said it might but it also might cause issues with updates and other things needed from my Mini Maxx and he didn't want to lock out the truck.

My questions are:
1. If it was the pump failing, why would it act normally some times and others not, especially after sitting overnight?
2. If it was the pump, wouldn't I be getting some type of code associated with low pressure and not high pressure?
3. Why would the pump put out high pressure while in park with me revving the engine but then when put in gear or the high pressure test being run, subsequently die?
4. What are your thoughts on resetting the PCM with a deleted vehicle? Is it worth it as a last ditch effort or might I totally screw things up?

Thank you again for your time ford_doctor! I may just have him do the entire system, I just don't want him to replace everything only to find out that the issue isn't fixed because it was an electrical component.

 

[ACD2]

Here is an article regarding your code, which pretty much goes inline with Ford Doctor. https://repairpal.com/obd-ii-code-p0193

What I am curious about, it dies after it warms up. What happens when things warm up, they expand. So what I am thinking is that some component is expanding when reaching operating temp and causing the spike, and based on what I have read so far, that could be an injector causing it. It may just be a defective injector. Is there a test that can be done on the injectors without removing them and bench testing?

 

[dillonshepley]

Concerning the high pressure system; I can't really see the fuel sample clearly so I don't know what to make of it. The place to look for metal debris is in the bottom of the primary filter cap and the a sample from the left fuel rail when removing the FPR or the FRP sensor... and there ARE non-ferrous metals in the HPOP so a magnet test is not conclusive. The presence of metal alone pretty much is. A 2 or 3 small flecks do not concern me. I reread all of your posts and you did change the VCV and the PCV but you made no mention of looking for debris in the pump and on the VCV screen and the PCV for rust and debris. I am guessing nothing jumped out at you which is good.

Your trip to the dealer and the result is about what I could have expected. To be honest you can't rule out a high pressure system failure - I am just not convinced. Yet. Here is why...

I am going through everything you are telling us and looking at ALL of the codes you have reported which are:

• P0089 - Fuel Pressure Regulator Performance (damaged fuel pressure control valve)
• P0193 - FRP sensor A circuit high
• P06A6 - Sensor reference voltage A Circuit range or performance (VREF out of range)
• P0336 - Crankshaft Sensor A circuit Performance/range

The second, third and fourth codes are related in that they tell us there is an electrical issue with the Reference Voltage A circuit or the sensors connected to it. Combined with the extremely erratic FRP voltage you monitored I am still thinking you have a wiring concern which must be ruled out before condemning the high pressure system. The first code is likely the result of the erratic FRP reading which the PCM uses for control feedback so we will put that on the back burner for now especially since you have replaced all of the related parts.

A little more backgound - the PCM has three VREF legs that it uses for all of the sensors. Your FRP and Crank sensor share the SAME VREF LEG (A) along with the following sensors: Diesel Particulate Pressure Sensor, Accelerator Sensor, EGR Throttle Plate Position Sensor and the A/C Pressure sensor. The PCM monitors circuits and sensors however an intermittent fault can commonly happen too quick to set a code. Additionally, the PCM monitors the Crankshaft position and Fuel Rail Pressure sensors more closely which might explain why you only have those codes. This is important. So I want you to RETEST the VREF and Signal Return circuits in the same manner you did before performing the harness wiggle test going to the other sensors sharing those circuits looking for shorts to power, ground and opens.

I am attaching a General Service Bulletin that explains all of this and lists the codes you are diagnosing. It will show several known locations of for wiring failures and you should also closely check and inspect the harness that runs along the right frame rail leading to the DPF pressure sensor as there have been known cases of crushing and chafing between the underside of the cab and the frame rail as well as the DPF pressure sensor bracket.

I am glad that you seem to be understanding all of this - this is one of the more technical posts I have offered. At this point I have pretty much given you all I have on this and I hope that you do in fact find a harness or sensor fault and don't have to shell out the coin to replace the high pressure system.

ford_doctor I have been fighting with the insurance company who said that it was going to be covered under comprehensive and are now backing out so in the mean time I have done a bit more testing. I have attached some of screen shots of the commanded and actual fuel pressure readings to show the anomalies. The first screen shot is in park when I'm reving the engine and everything seems to follow right along smoothly. The other ones are when I put it in gear and start moving. It then spikes in pressure to 31,600 psi and then drops off completely or comes right back down to idle psi ~4300. The truck ran normally in park for 20 minutes before I elected to try and move it around at which point I pulled it forward about 15 feet and then reversed back into my spot at which point it died. I was able to start it back up and position back in my spot and then it died again.

There were times when the actual pressure would drop below commanded pressure also. It will only let me add a few screen shots so I am going to post those in a follow on post. Just thought I would throw those on here to see if there was any additional information you could glean from them. Thank you for your time!

 

[dillonshepley]

Here are the ones where the pressure fell below commanded. After it died, I pulled the trouble codes and there were three of the P0193 codes and that was it. One other thing that could be a total coincidence but, maybe not, is when the truck died, it locked up my OBD2 sensor to the point where it wouldn't reconnect to the ecu. It said that it was connected to my phone but would not connect to the ECU until I unplugged and plugged it back in about 3 times. (Photo attached)

 

[dillonshepley]

Can anyone tell me what the sensor I circled is? I changed the one to the left of it that comes up as a pressure sensor part number bc3z-9s599-c but I don't know what the other one is... Thank you in advance!

 

[ford_doctor]

Fuel rail temperature sensor or FRT.

 

[dillonshepley]

Thank you ford_doctor!

 

[Stroking it]

At the dealer IF you have the tuner for the truck than you can upload the stock tune in the truck than have the dealer do a update tune. Then you can reload the modified tune for the delete. In your tuner it stores your stock tune and uploads the new tune. it doesn't keep both in the tuner. So when the dealer uploads there tune than when you go back to the modified tune the tuner will download the update from ford. I hope this makes sense. This way you don't lose your stock tune if you need to put the truck back to stock.
Good Luck

 

[dillonshepley]

Concerning the high pressure system; I can't really see the fuel sample clearly so I don't know what to make of it. The place to look for metal debris is in the bottom of the primary filter cap and the a sample from the left fuel rail when removing the FPR or the FRP sensor... and there ARE non-ferrous metals in the HPOP so a magnet test is not conclusive. The presence of metal alone pretty much is. A 2 or 3 small flecks do not concern me. I reread all of your posts and you did change the VCV and the PCV but you made no mention of looking for debris in the pump and on the VCV screen and the PCV for rust and debris. I am guessing nothing jumped out at you which is good.

Your trip to the dealer and the result is about what I could have expected. To be honest you can't rule out a high pressure system failure - I am just not convinced. Yet. Here is why...

I am going through everything you are telling us and looking at ALL of the codes you have reported which are:

• P0089 - Fuel Pressure Regulator Performance (damaged fuel pressure control valve)
• P0193 - FRP sensor A circuit high
• P06A6 - Sensor reference voltage A Circuit range or performance (VREF out of range)
• P0336 - Crankshaft Sensor A circuit Performance/range

The second, third and fourth codes are related in that they tell us there is an electrical issue with the Reference Voltage A circuit or the sensors connected to it. Combined with the extremely erratic FRP voltage you monitored I am still thinking you have a wiring concern which must be ruled out before condemning the high pressure system. The first code is likely the result of the erratic FRP reading which the PCM uses for control feedback so we will put that on the back burner for now especially since you have replaced all of the related parts.

A little more backgound - the PCM has three VREF legs that it uses for all of the sensors. Your FRP and Crank sensor share the SAME VREF LEG (A) along with the following sensors: Diesel Particulate Pressure Sensor, Accelerator Sensor, EGR Throttle Plate Position Sensor and the A/C Pressure sensor. The PCM monitors circuits and sensors however an intermittent fault can commonly happen too quick to set a code. Additionally, the PCM monitors the Crankshaft position and Fuel Rail Pressure sensors more closely which might explain why you only have those codes. This is important. So I want you to RETEST the VREF and Signal Return circuits in the same manner you did before performing the harness wiggle test going to the other sensors sharing those circuits looking for shorts to power, ground and opens.

I am attaching a General Service Bulletin that explains all of this and lists the codes you are diagnosing. It will show several known locations of for wiring failures and you should also closely check and inspect the harness that runs along the right frame rail leading to the DPF pressure sensor as there have been known cases of crushing and chafing between the underside of the cab and the frame rail as well as the DPF pressure sensor bracket.

I am glad that you seem to be understanding all of this - this is one of the more technical posts I have offered. At this point I have pretty much given you all I have on this and I hope that you do in fact find a harness or sensor fault and don't have to shell out the coin to replace the high pressure system.

So, I took it to another mechanic for a second opinion. His diagnosis was that the pump is fine and that it is my PCM. I bought a used PCM online but it apparently needs to be programmed to my truck and that mechanic didn't have the tool to do it so he said I needed to tow it back to Ford for them to do it. I brought it back and now they are telling me they won't program the new one because I have the delete done! I don't know what to do...

 

[ford_doctor]

So, I took it to another mechanic for a second opinion. His diagnosis was that the pump is fine and that it is my PCM. I bought a used PCM online but it apparently needs to be programmed to my truck and that mechanic didn't have the tool to do it so he said I needed to tow it back to Ford for them to do it. I brought it back and now they are telling me they won't program the new one because I have the delete done! I don't know what to do...

Wont or can't? Many shops will shy away from deleted trucks because we can be fined heavily. Did you tell them the truck was modified when you called them? Also the custom tune has to be removed before replacing the PCM: first to preserve the tune so that it can be reloaded back into the new PCM and second it makes life easier when programming but not totally necessary as we cam restore a PCM with data from Ford.

 

[dillonshepley]

So, I took it to another mechanic for a second opinion. His diagnosis was that the pump is fine and that it is my PCM. I bought a used PCM online but it apparently needs to be programmed to my truck and that mechanic didn't have the tool to do it so he said I needed to tow it back to Ford for them to do it. I brought it back and now they are telling me they won't program the new one because I have the delete done! I don't know what to do...

Wont or can't? Many shops will shy away from deleted trucks because we can be fined heavily. Did you tell them the truck was modified when you called them? Also the custom tune has to be removed before replacing the PCM: first to preserve the tune so that it can be reloaded back into the new PCM and second it makes life easier when programming but not totally necessary as we cam restore a PCM with data from Ford.

They said they won't. They said if they did, the truck wouldn't run because of the delete. They said the only way they could get the truck to run is to tweak it which is illegal. I asked him to just program it to my truck with the stock tune, not anything illegal and then I will install the Mini Maxx tune myself and he said no. The person that told me all of that was the middleman at the dealer. I was not allowed to talk directly to the mechanic.

 

[ACD2]

They said they won't. They said if they did, the truck wouldn't run because of the delete. They said the only way they could get the truck to run is to tweak it which is illegal. I asked him to just program it to my truck with the stock tune, not anything illegal and then I will install the Mini Maxx tune myself and he said no. The person that told me all of that was the middleman at the dealer. I was not allowed to talk directly to the mechanic.

Well he is correct. Legally they cannot touch a deleted truck. If they put the stock tune in, the truck may start, but will not do anything more than idle. Going forward this will be an issue for all of us who have deletes on our trucks and have to get PCM work done.



You could try restoring the stock programming into the original PCM, which will unmarry the tuner. Then swap the PCM and install your tune into that PCM. It might work, or it may not. No matter what, you still have to unmarry the tuner and put that stock program back into the original PCM before doing anything else.

 

[Yellowpickupman]

Hey Dillon, did you ever get this issue resolved? I am having the same issue with mine and I am really wanting to lay the blame on the mini max I used.