Having an issue with my 6.0 Powerstroke—it’s cranking but won’t start. Here’s a pic of what I’m working with.
Would love any ideas on what to check next, thanks!
I usually check the high-pressure oil first, but with your codes, I’d check for 48 volts DC under the FICM cover. There are four terminals; the one farthest on the driver’s side should read 48VDC. Be careful not to touch the other terminals.
Check out DieselTech Ron on YouTube. He has a whole playlist dedicated to crank-no-start issues for these engines. Also, look up Auto Medic Garage and Bill Hewitt for additional tips.
Eden said:
Check out DieselTech Ron on YouTube. He has a whole playlist dedicated to crank-no-start issues for these engines. Also, look up Auto Medic Garage and Bill Hewitt for additional tips.
RIP to both Ron and Bill, legends in the Powerstroke world. Their videos still help diagnose these engines to this day.
@Emerson
Absolutely, their work has been invaluable for 6.0L diagnostics.
Eden said:
Check out DieselTech Ron on YouTube. He has a whole playlist dedicated to crank-no-start issues for these engines. Also, look up Auto Medic Garage and Bill Hewitt for additional tips.
Dieseltech Ron has saved me a few times already! But going beyond valve covers is where I draw the line as a DIYer. Those crank-no-start videos are a must-watch for any 6.0 owner!
The ICP only building 300 is likely the issue. The IPR duty cycle is increasing to try to make up for lost oil pressure. If it’s not a Ford IPR, that’s where I’d start. Otherwise, air test with the IPR closed and listen for leaks. Buzz test the injectors—if cylinders 3 and 5 fail, they’ll need replacing.
@Vale
I had the IPR replaced with an OEM one after a cheap one failed. I’ll buzz test the injectors when I try to load it on the trailer. Had the passenger bank replaced about 15k ago, and the driver side dummy plug and standpipe were done last spring. This truck is never just one issue, always chasing something.
@Ben
If one bank was done already, definitely check fuel pressure since low fuel pressure can also wipe out injectors.
Vale said:
@Ben
If one bank was done already, definitely check fuel pressure since low fuel pressure can also wipe out injectors.
I replaced the fuel pump when I did the IPR. I’ll double-check pressure just to be sure.
@Ben
Pump failure isn’t common; it’s usually a broken pickup tube in the tank clogging the suction line. ICP is your main issue here, but definitely confirm fuel pressure to protect those injectors.
@Ben
Given that you had one bank done 15k miles ago, it’s probably the standpipe. Ford standpipes have been lasting about 15-20k miles lately. We now use PPE standpipes, which are much more durable.
With that many codes, I’d check if rodents chewed on the wiring.
Jonah said:
With that many codes, I’d check if rodents chewed on the wiring.
Good point, I’ll have the wiring checked once it’s at the shop.
More info: My scanner shows the FICM at 47.5-48V. IPR is new and at 14 KOEO, jumping to 85% on crank with ICP only reaching 300. I suspect there’s a leak somewhere, but now it’s just one big mystery.
Ben said:
More info: My scanner shows the FICM at 47.5-48V. IPR is new and at 14 KOEO, jumping to 85% on crank with ICP only reaching 300. I suspect there’s a leak somewhere, but now it’s just one big mystery.
Just because the IPR is new doesn’t mean it’s working. I’ve seen new ones fail right out of the box. Check the wiring as well.
@Conn
Yeah, I’m not ruling it out. Will do a pressure test and inspect the wiring harness.
Low ICP could be due to a bad IPR, so don’t jump straight to a high-pressure oil leak. With those codes, also check the FICM and wiring. When you turn the key, do you hear the injectors clatter?
Blaine said:
Low ICP could be due to a bad IPR, so don’t jump straight to a high-pressure oil leak. With those codes, also check the FICM and wiring. When you turn the key, do you hear the injectors clatter?
Yeah, I hear the injectors clatter, and they passed the KOEO self-test.
@Ben
Sounds like the injectors are good. If you know another 6.0 owner, maybe borrow their FICM to rule it out. Also, an air test on the IPR will confirm if there’s a high-pressure oil leak.