Diagnosing 2005 Ford 6.0 Diesel FICM Sync Issues with a Scan Tool

The 2005 Ford 6.0L Powerstroke diesel engine is known for its robust performance, but like any complex system, it can experience issues that lead to a “crank no start” condition. One crucial aspect of diagnosing these no-start problems is checking the synchronization of various engine control modules, particularly the Fuel Injection Control Module (FICM). This article will guide you through performing a 2005 Ford 6.0 diesel FICM sync check with a scan tool, a vital step in pinpointing the root cause of starting problems. We will delve into understanding SYNC and FICMSYNC parameters, interpreting symptoms, and utilizing diagnostic tools like scan tools, oscilloscopes, and DVOMs to effectively troubleshoot these issues.

Understanding SYNC and FICMSYNC PIDs

When diagnosing a no-start or rough running condition on a 6.0L Powerstroke, two key PIDs (Parameter IDs) to monitor with your scan tool are SYNC and FICMSYNC. These parameters indicate the synchronization status between different engine sensors and control modules, which is essential for proper engine operation.

SYNC PID: This parameter reflects the synchronization between the Crankshaft Position (CKP) sensor and the Camshaft Position (CMP) sensor signals as received by the Powertrain Control Module (PCM). For the engine to start and run, the PCM needs to accurately determine the crankshaft and camshaft positions relative to each other. A “SYNC Yes” reading indicates that these signals are properly synchronized at the PCM level.
FICMSYNC PID: This parameter indicates the synchronization between the crankshaft position output (CKPO) and camshaft position output (CMPO) signals as received by the FICM. The FICM relies on these synchronized signals to precisely time fuel injection. A “FICMSYNC Yes” reading confirms that the FICM is receiving and interpreting synchronized CKPO and CMPO signals.

Symptoms of SYNC or FICMSYNC Problems

Loss of SYNC or FICMSYNC, or erratic readings from these parameters, can manifest in a range of symptoms, primarily related to starting and running issues:

Crank No Start with SYNC No and FICMSYNC No: This scenario suggests a fundamental problem with the crank and cam sensor signals reaching both the PCM and FICM. It could point to issues with the sensors themselves, their wiring, or even mechanical timing problems.
Crank No Start with SYNC Yes and FICMSYNC No: Here, the PCM is synchronized, indicating good CKP and CMP signals to the PCM. However, the FICMSYNC “No” suggests a problem in the signal path between the PCM and FICM, or within the FICM itself, preventing proper fuel injection timing.
Crank No Start with SYNC No and FICMSYNC Yes: This is a less common scenario. It implies the FICM is synchronized, but the PCM is not. This might indicate a specific issue affecting the PCM’s ability to read CKP and CMP signals, while the FICM’s signal processing remains functional.
Crank No Start with Erratic SYNC or FICMSYNC: Intermittent switching between “Yes” and “No” for either SYNC or FICMSYNC points to unstable or marginal sensor signals. This could be due to loose connections, wiring issues, or failing sensors.
Vehicle Stalling, Running Rough, or Missing with SYNC or FICMSYNC Switching from Yes to No: If the engine starts but then stalls or runs poorly, and you observe SYNC or FICMSYNC dropping from “Yes” to “No” intermittently, this indicates a loss of synchronization while the engine is running. This can be caused by similar issues as no-start conditions but might be less severe initially.

Possible Causes of SYNC and FICMSYNC Issues

Several factors can contribute to SYNC and FICMSYNC problems in a 2005 Ford 6.0L diesel. When diagnosing these issues, consider the following potential causes:

Faulty Camshaft Position (CMP) Sensor: A failing CMP sensor can provide inaccurate or no signal to the PCM, leading to SYNC and potentially FICMSYNC issues.
Faulty Crankshaft Position (CKP) Sensor: Similarly, a bad CKP sensor can disrupt the PCM’s ability to synchronize, affecting both SYNC and FICMSYNC readings.
Wiring Issues: Shorts to power or ground, or open circuits in the sensor wiring, can prevent proper signal transmission from the CMP and CKP sensors to the PCM and FICM.
PCM Malfunction: In some cases, a faulty PCM may be unable to correctly process the sensor signals, resulting in SYNC problems.
FICM Malfunction: A failing FICM might not be able to synchronize even with proper input signals, leading to FICMSYNC issues.
Camshaft (CMP) Gear or Pin Problems: Damage or loosening of the camshaft gear or pin can disrupt the camshaft sensor signal, causing synchronization errors.
Crankshaft (CKP) Tone Wheel Issues: Wobbling, slop, or damage to the crankshaft tone wheel can lead to erratic CKP sensor readings and synchronization problems. An erratic RPM PID reading on the scan tool can sometimes be a quick indicator of tone wheel issues.

Diagnostic Tools for Sync Checks

To effectively diagnose SYNC and FICMSYNC issues, you’ll need appropriate diagnostic tools.

Scan Tool: A scan tool capable of reading Ford PIDs is essential. It allows you to monitor the SYNC and FICMSYNC parameters, read diagnostic trouble codes (DTCs), and perform other diagnostic functions.
Oscilloscope (IDS Recommended): An oscilloscope provides a graphical representation of electrical signals over time. It’s the most accurate tool for analyzing CKP, CMP, CKPO, and CMPO signals, allowing you to identify signal quality issues, amplitude variations, and timing discrepancies. The Ford Integrated Diagnostic System (IDS) oscilloscope is highly recommended for its vehicle-specific setups and accuracy.
Digital Volt-Ohm Meter (DVOM): A DVOM can be used to check for basic electrical issues like voltage, continuity, and frequency. While less precise than an oscilloscope for signal analysis, a DVOM can be helpful when an oscilloscope is not available.

Step-by-Step Scan Tool Procedure for FICM Sync Check

Connect Scan Tool: Connect your scan tool to the vehicle’s diagnostic port (OBD-II port).
Turn Ignition On: Turn the ignition key to the “ON” position, but do not start the engine.
Access PIDs: Navigate your scan tool menus to access the PIDs (Parameter IDs) for engine data. Look for SYNC and FICMSYNC. The specific menu names may vary depending on your scan tool.
Monitor SYNC and FICMSYNC: Observe the readings for both SYNC and FICMSYNC PIDs while cranking the engine. Note whether they read “Yes” or “No,” or if they are erratic.
Interpret Readings: Based on the SYNC and FICMSYNC readings and the symptoms, you can narrow down the potential causes. Refer to the symptom descriptions provided earlier to guide your diagnosis.
Check for DTCs: Use your scan tool to check for any Diagnostic Trouble Codes (DTCs) stored in the PCM or FICM. Codes related to cam or crank sensors (like P2614, P2617) can provide valuable clues. If CMP or CKP sensor codes are present, address those codes first by performing the pinpoint tests outlined in the factory service manual before proceeding with further sync diagnostics.

Oscilloscope Diagnostics for CKP, CMP, CKPO, and CMPO Signals

For a more in-depth analysis of the sensor signals, an oscilloscope is the preferred tool. Here are procedures for checking both input signals to the PCM (CKP and CMP) and output signals from the PCM to the FICM (CKPO and CMPO).

Oscilloscope Diagnostic Procedure for CKP and CMP Signals (PCM Input)

This procedure verifies the CKP and CMP signals reaching the PCM.

Access PCM Connector: Locate the center connector on the PCM (connector C1381c for most models, C176c for E-Series). For easier access, especially with an IDS, consider using a Break-Out-Box (BOB) and adapter T, which can be obtained from Rotunda.
Oscilloscope Setup:
- Connect the Vehicle Measurement Module (VMM) to the vehicle and the computer.
- Connect the oscilloscope probes:
  - Channel 1 (Red probe): PCM connector pin 30 (CKP signal)
  - Channel 2 (Black probe): PCM connector pin 31 (CMP signal)
  - Ground the black leads of both channels appropriately.
- On the IDS oscilloscope, select “Oscilloscope Tools,” then “Oscilloscope.”
- Set Channel 1 to “Auto” and select “CKP-6.0L Diesel.” If “Auto” is not available, use “Manual,” “Red Probe,” “5 volts/div,” and “20 ms/div.”
- Set Channel 2 to “Auto” and select “CMP-6.0L diesel.” If “Auto” is not available, use “Manual,” “Black Probe,” “500mvolts/div,” and “100ms/div.” For cranking only, use “100ms/dv” time base. Adjust channel 2 trigger slightly upwards and to the right horizontally.
Capture Waveforms:
- Turn the ignition to “ON” (engine off).
- Select “Trigger,” “Type,” “One Shot,” and activate the scope (“Red Man” turns “Green”).
- Crank the engine. “One Shot” will automatically capture the waveforms. Turn “One Shot” off to view live signals.
Analyze Waveforms:
- The yellow signal (Channel 1) is CKP, and the green signal (Channel 2) is CMP.
- Compare the waveforms to known good patterns. Look for consistent signal amplitude and proper signal shape, except for the expected missing tooth in the CKP signal. If waveforms deviate significantly, investigate CKP and CMP sensors and circuits.

Oscilloscope Diagnostic Procedure for CKPO and CMPO Signals (PCM Output to FICM)

This procedure checks the CKPO and CMPO signals from the PCM to the FICM.

Access PCM Connector: Use the same PCM connector (C1381c or C176c) as in the previous procedure.
Oscilloscope Setup:
- Connect the VMM and computer.
- Connect oscilloscope probes:
  - Channel 1 (Red probe): PCM connector pin 19 (CKPO signal)
  - Channel 2 (Black probe): PCM connector pin 20 (CMPO signal)
  - Ground the black leads of both channels appropriately.
- On the IDS oscilloscope, select “Oscilloscope Tools,” then “Oscilloscope.”
- Set Channel 1 to “Auto” and select “CKPO-Diesel 6.0L.” If “Auto” is unavailable, use “Manual,” “Red Probe,” “5 volts/div,” “20ms/div.”
- Set Channel 2 to “Auto” and select “CMPO-Diesel 6.0L.” If “Auto” is unavailable, use “Manual,” “Black Probe,” “5 volts/div,” and “20ms/div” (or “100ms/div” for cranking only).
Capture Waveforms:
- Turn ignition “ON” (engine off).
- Select “Trigger,” “Type,” “One Shot,” and activate the scope.
- Crank the engine. “One Shot” captures waveforms. Deactivate “One Shot” for live view.
Analyze Waveforms:
- The red signal (Channel 1) is CKPO, and the blue signal (Channel 2) is CMPO (may appear orange and red on channels 1 and 2).
- Focus on the relationship between CKPO and CMPO signals. Both might be present and valid individually, but FICMSYNC can still be “NO” if they are out of time with each other. This timing misalignment can indicate mechanical issues like a slipped crankshaft tone ring or a loose camshaft pin/gear.

DVOM Diagnostic Procedures (When Oscilloscope is Unavailable)

If an oscilloscope is not accessible, a DVOM can provide limited diagnostic information, although waveform analysis is not possible.

Safety First: Before proceeding with DVOM diagnostics, disconnect the driver’s side battery and cover the positive battery cable terminal to prevent accidental arcing.

Procedure for SYNC=NO with No, Low, or Erratic RPM (Possible P2617)

Disconnect PCM Connector: Disconnect the center connector from the PCM (C1381c or C176c).
Check CKP Signal Frequency:
- Set the DVOM to frequency (HZ) or AC volts.
- Connect the DVOM leads to the CKP signal pins on the PCM connector (pins 30 and 41 of 1381c or 176c). Correction from original text, pins 30 and 41 are for SYNC=NO with NO RPM, pins are different in original text sections.
- Crank the engine.
- A valid frequency reading should be approximately 600 HZ and fluctuate. AC voltage should be around 3 volts and also fluctuate.
Interpret Readings:
- No, low, or erratic readings indicate a potential CKP sensor or wiring fault. Refer to pinpoint test D8 in the service manual for detailed CKP circuit diagnostics.
- If readings are valid, proceed to the next procedure for CMP signal check.

Procedure for SYNC=NO with RPM (Possible P2614)

Disconnect PCM Connector: Disconnect the center connector from the PCM (C1381c or C176c).
Check CMP Signal Frequency:
- Set the DVOM to frequency (HZ) or AC volts.
- Connect the DVOM leads to the CMP signal pins on the PCM connector (pins 31 and 43 of 1381c or 176c).
- Crank the engine.
- A valid frequency reading should be around 1.1 to 1.6 HZ. AC voltage should fluctuate above 1 volt.
Interpret Readings:
- No or low readings suggest a CMP sensor or wiring issue. Check CMP sensor and wiring per pinpoint test V4.
- If the sensor and circuit check out, inspect the CMP sensor for damage from the camshaft pin. Damage indicates a backed-out cam pin and likely camshaft replacement.
- If CMP and CKP sensors and circuits are good, but SYNC is still “NO,” consider PCM replacement.

Procedure for SYNC=YES and FICMSYNC=NO

Ensure PCM Connector is Connected: The center PCM connector must be connected for this test.
Check FICM Power: Verify that FICM power supplies (FICM_V, FICM_L, FICM_M) are within specifications while cranking (FICM_V and FICM_L > 10.5V, FICM_M ~ 48V).
Check CKPO and CMPO Frequencies at PCM:
- Backprobe PCM connector pins 19 (CKPO) and 20 (CMPO).
- Set DVOM to frequency (HZ). Connect black lead to ground.
- For pin 19 (CKPO), frequency should match CKP reading (~150-190 HZ).
- For pin 20 (CMPO), frequency should match CMP reading (~1.1-1.6 HZ).
Interpret Readings at PCM:
- Incorrect readings at either pin: Re-run SYNC tests for the corresponding sensor (CKP or CMP) before replacing the PCM.
- Correct readings at both pins: Proceed to check CKPO and CMPO at the FICM connector.
Check CKPO and CMPO Frequencies at FICM:
- Backprobe FICM connector pins 5 (CKPO) and 10 (CMPO) on connector C1388c.
- Repeat frequency checks as in step 3.
Interpret Readings at FICM:
- No or low readings at the FICM connector indicate a wiring problem between the PCM and FICM.
- Valid frequency readings at FICM connector: Check FICM powers and grounds. If those are good, suspect a faulty FICM and consider replacing it with a known good unit.

Mechanical Timing Issues and FICMSYNC

If all electrical diagnostics are exhausted and FICMSYNC issues persist, mechanical timing problems should be considered.

Crankshaft Tone Wheel: A loose or damaged crankshaft tone wheel is a potential cause of timing misalignment. If the scan tool fails to complete a relative compression test with a SYNC error, suspect tone wheel issues. For running rough/stalling issues with FICMSYNC problems, a power balance test with enhanced button activation might smooth out the engine if the tone wheel is the culprit. Inspecting the tone wheel requires oil pan removal and potentially crankshaft replacement.
Camshaft Gear/Pin: If the engine starts only with an alternative fuel source (like silicone spray) and then runs normally, a loose or damaged camshaft gear or pin is possible.

Important Note: Mechanical timing issues should be investigated only after all electrical and sensor diagnostics have been thoroughly performed.

Conclusion

Diagnosing “crank no start” issues on a 2005 Ford 6.0L diesel often involves a systematic approach to checking SYNC and FICMSYNC parameters. By utilizing a scan tool, and ideally an oscilloscope, along with a DVOM when necessary, you can effectively pinpoint electrical faults in the sensor circuits, PCM, or FICM. Remember to follow a logical diagnostic process, starting with basic scan tool checks and progressing to more detailed oscilloscope or DVOM testing as needed. If electrical issues are ruled out, consider mechanical timing problems as a potential root cause. Proper diagnosis is crucial for efficient and accurate repairs, ensuring the reliable operation of your 6.0L Powerstroke engine.