[FIXED] Ford v10 runs 2 or 3 seconds and dies.

Hello from Tahlequah Oklahoma,Brand new member ,love Dan's videos.
My Pastor's 2008 f350 v10 runs a few seconds and dies consistently.
Fuel pressure 40-50 psi. PCM relay power,run/start relay power out is good.noid light on coil- primary connector shows flashing right up to when engine dies. However noid light on injector connector shows loss of PCM signal just before engine dies.positive power remains steady.

Oh yeah no codes

does it have a theft system?

EPATS I think. Anti-theft light remains out while cranking and running

This one is tough since you have little time to capture or set anything up; hard to get PIDs or O-Scope information.

I honestly expected spark to stop, indicating a bad ignition module. But nope....

What was the last thing significant done to the truck, maintenance, accident, washing, ....?

I tried but failed to attach a 23 second video of the noid light. Not sure what I was doing wrong but you could clearly see noid light go from bright flash to very dim or out a fraction of a second before it would die. I did this test repeatedly. Positive power remains steady. I'm looking for a bargain on reliable PCM repair service. If you guys agree that's what I need ,could you recommend a service for this? I'm actually tempted to crack it open myself and see if there's any hot spots or obvious cold solder joints.

It just quit while hauling a load of calves.

I wondering if it is a cam-crank sensor issue some engines will start on only one of the sensors then look for the other.

I did actually remove the cam sensor and I an resistance check across the pins and had 332 ohms. I then set my Fluke to ac v and rapidly waved It closely in front of a pair of pliers and produced a maximum of .08 volts. So it's probably ok. Regardless I still have no codes.

I couldn't resist cracking it open. I don't see any obvious heat damage. Following the traces from the pin looks impossible without removing the board. It looks to be glued in so I guess I'm done looking inside. I was hard enough on it just opening it. Looking to send it off to SIA in Illinois . I need to make a decision today.

Well here it is a month later and this truck is no closer to being fixed than day one.
To recap it's a 2008 f350 fx4 superduty 6.8 l v10 .
Starts and runs 2 or 3 seconds and dies. Positive power is good to PCM,fuel pump and injectors.
Gnd injector pulse to all 10 cylinders goes away after a couple seconds and engine dies. No codes on my Actron 180 scanner.

Update: I spoke online- service to a Master Ford tech and he said sounds like PCM.
I sent PCM to SIA and they said " central processor was bad and sent it back to me.
I ordered a refurb from Flagship 1 (through eBay )they flash programed and sent it to me. I did not know it would "not" be a plug and play. That's when things got really weird. I installed it and it wouldn't crank and the PATS light flashed rapidly .
I put it on a borrowed trailer and towed it with a borrowed truck to a locksmith . I only had 1 transponder key,so he cut a second one and tried to program the keys but failed. I then towed it to a specialist who has had it for 9 days now.
He had a better scanner than mine and was able to pull a p 1260 code - theft detected. He reprogrammed the keys- no joy.
Some thing about an ignition switch came up in his flow chart,but he didn't want to guess in order to protect his reputation . I said that's ok I'll guess. After reminding me that he does not do "repairs" only trouble shooting I went to his shop with a new ign sw and a new lock cyl with 2 new transponder keys. I opened up the steering column and low and behold some previous owner had tie wrapped a transponder key to the relocated immobilizer. So I put it back around the original lock cylinder and he reprogrammed the original and the just discovered "other" original transponder key. Hallelujah it cranks now- but dies.
Now we're back to the original problem. New PCM with fresh up to date flash program, new ignition switch, freshly programed keys. Injector pulse goes away after 2 or three seconds. Same p1260 code present.
Should I throw a crank position sensor ( Andy mentioned this) at it? Without a code for it? How does PCM and body control module interact?
Could the BCM be the problem? How is it that the PATS can disable the truck in 2 different ways? Why? I'm literally loosing sleep over this one.

Sounds like a pats problem to me . Start and shut down in 3 secs is exactly what it's suppose to do when it thinks it's being stolen your cheapest option would be if you have a laptop or even a pc carry it all out to your truck ,but not before downloading a program called forscan (it's free) and purchase a obd2 dongle compatible with the program and have a look in the anti theft module or possibly BCM if that's who's responsible for anti theft on this truck and you will likely find more codes related to your anti theft problem or at least the live data related to the transponder reading your key . Alternatively you could find a reputable tech in your area that already has a powerful scanner and plenty of experience to make a house call to look at it. Your not in northeast Ohio are you?

Sent from my SM-N920P using Tapatalk

Aminal wrote: Now we're back to the original problem. New PCM with fresh up to date flash program, new ignition switch, freshly programed keys. Injector pulse goes away after 2 or three seconds. Same p1260 code present.

Agree with Ben, talking to the PATS module is the next step. The P1260 is (unfortunately) just a roadsign code, and isn't very valuable by itself. Forscan is a fantastic program - I've got Forscan Lite on my Android phone with a Bluetooth dongle, and it does a fantastic job.

How is it that the PATS can disable the truck in 2 different ways? Why? I'm literally loosing sleep over this one.

That's typical of newer anti-theft systems, in my experience. GM's will do the same thing, so that even if someone bypasses the starter, then vehicle still can't be driven away.

ive used forscan before. its been awhile though. cant remember how do you get a premium license for bidirectional controls??

I'm in Tahlequah and work in Tulsa Oklahoma.
I just ordered an OHP ELM 327 for IPhone ,iPad .
And downloaded FORScan for iPad. 4.99$ . No idea if it has bi-directional function.
Probably not for that price.
Also the specialist ( whom I'm hesitant to name just yet ) who has the truck said it also "had" a 1359 code ? I don't think it's a current code. Is that just another PATS code? Does that help?

Ok I looked up p 1359. " spark" failure. PCM probably spit this one out when I put the noid light on one of the coil connectors. Primary pulse was good even while watching the engine die. I only checked this once. Then I put noid light on injector connector and found the real problem.

Aminal wrote: Ok I looked up p 1359. " spark" failure. PCM probably spit this one out when I put the noid light on one of the coil connectors. Primary pulse was good even while watching the engine die. I only checked this once. Then I put noid light on injector connector and found the real problem.

Interesting... That's a code you sometimes got on older Ford ignition module systems, related to the SPOUT connector. :huh:

Was is B1359? 'Cause that's "Ignition RUN/ACC Circuit Failure".

Fixed!
Ok I'm real embarrassed about this one but if it helps anybody out here it will be worth the shame of it all.
Short version "MAF" sensor. The "specialist" that has the truck called today. He said he was able to keep on repeating the run-die scenario enough to test individual sensors and got a MAF code. He opened the air breather and found all the things you would find in a cow pasture that doesn't belong in there. Dirt grass etc. The filter was so clogged that it had collapsed. MAF was entombed in a mass of same. Replaced filter and MAF . Runs good.
My weak defense (very weak); I had no codes, Ford Master tech told me "looks like a PCM", SIA told me PCM was bad and sent it back to me, locksmith told me PCM (new one) would not communicate with key and needed to be reflashed,
Specialist reflashed PCM based on what I told him even though we had a no crank and fast flashing PATS light, ( I knew even less about PATS at that point). Keys were programmed 3 times, once by locksmith , then by Specialist and then again after I found key tie wrapped to immobilizer. Bill from specialist 431.$ PCM 450.$ ign switch 35$.
Of course PCM was shutting off fuel because there was no air, just like it's supposed to do duh!
Moral of story for me? Don't get bogged down with scanners and electronics , at least until after a good visual inspection,
A little probing with a test light and in my case waiting 9 days with it in the hands of a "Specialist" before I opened up the steering column to discover the source of the PATS problem.
Maybe you guys would like to add to the Moral of the story . At least pile on about what dufus I've been.
At 57 I'm kind of at a crossroads with this stuff. I've obviously fell behind in keeping up with the technology and I don't know if I should spend the money on an up to date scanner or not ( recommendations, link?).I haven't had to do this kind of thing for a living for quite some time, I just like to be able to help people out in my church when I can. So far I've been able to do it without charging anything. Anyway, an expensive lesson that I should have learned long ago, perhaps I just forgot.

Probably was a B 1359 that would explain why he suggested an ignition switch

Aminal wrote: Fixed!
Ok I'm real embarrassed about this one but if it helps anybody out here it will be worth the shame of it all.
Short version "MAF" sensor. The "specialist" that has the truck called today. He said he was able to keep on repeating the run-die scenario enough to test individual sensors and got a MAF code. He opened the air breather and found all the things you would find in a cow pasture that doesn't belong in there. Dirt grass etc. The filter was so clogged that it had collapsed. MAF was entombed in a mass of same. Replaced filter and MAF . Runs good.

No shame at all, sir! I wasn't even thinking AT ALL about a lack of fuel problem. I dunno that anyone else here was, either? The symptoms matched a security issue so well that my mind didn't even go down that road.

Plus, the P1260 and PATS. Talk about a red herring! You shouldn't feel bad about how this turned out at all. Every professional tech out there has been there.

Speaking of! The newest SD video arrived a bit too late to help, but still worth watching. James totally went down the wrong path, even though the symptoms said he was on the right track.

At 57 I'm kind of at a crossroads with this stuff. I've obviously fell behind in keeping up with the technology and I don't know if I should spend the money on an up to date scanner or not ( recommendations, link?).I haven't had to do this kind of thing for a living for quite some time, I just like to be able to help people out in my church when I can. So far I've been able to do it without charging anything. Anyway, an expensive lesson that I should have learned long ago, perhaps I just forgot.

Never too late to get good at this stuff if you want to! That Bluetooth adapter you ordered, plus Forscan Lite, makes a pretty powerful package on Ford products. I was just using it on my Escape over the weekend, and found out that it has engine data PIDs that my Snap-On does not.

For other makes, there are options. OBD Auto Doctor is great for using Global OBDII data, very easy to use. You can also get a dedicated, stand-alone scanner. I own an Actron scanner, and it's always been great to me. South Main Auto is giving some away if you're feeling lucky .