Subford, let me respond and try to summarize:It is the ICM that needs to be Black and not the PIP sensor.
You have said the the fuel pumps were running in some of the post above are you saying that the fuel pumps run all the time the key is in the run position with the engine not running?
If yes then yes you do have a bad PCM.
Thank you. I wasn't sure what the PSOM was but looked it up.The only thing I can think of at the moment is I heard of a similar case a few years ago and the problem was the PSOM. It was giving an over speed while the truck standing still and the PCM was shutting the engine off at start up.
You can try unplugging the PSOM and see what happens. This will make the transmission shift hard but we want to see how the engine runs with it unplugged.
This was mentioned above. Look over the Ignition switch and its plug as it can also cause a similar problems to your case. We are not talking about the tumbler but the switch down low on top of the column.
Also check the voltage coming from the TPS. It should be 0.90 to 1.0 volts at closed throttle and around 4.8 volts at WOT. It is best to check with an analog VOM so you can watch the needle move smooth with no jerks as you open the throttle.
If it won't accept any flash programming, that is a problem. Did your Ford specialist tell you what calibration was in the PCM at the moment? It should have been a readout on his scanner.subford, I checked the TPS voltage, and engaged a Ford specialist to help with confirming ground connections and voltages across a variety of points. All good.
Using a SnapOn scanner as well as a full diagnostics machine, we found the PCM thought that the truck was at 4000ft elevation and would not accept any flash programming (hope I"m quoting him correctly). Bank 2 was maximum lean versus Bank 1 was maximum rich with all 3 O2 sensors performing and responding.
So our working assumption is fried PCM, despite no evidence of damage when I inspected several days ago. I've got one on order from Flagship One and will update upon arrival and further testing.
Yes, you've had quite a struggle with this one, and it's still not over. I don't know if you've sent the old PCM back yet, but if your specialist can read the code out of it, I may be able to tell you if it's the correct one. Same for the new one. And it may be that the new one has some labels on it.I have no doubt this isn't over and there is at least one other issue contributing to the start\die issue. My wife reminded me that the truck has died twice in the last couple of years and not restarted until having sat for 20-30 minutes - which points me back to the distributor and ICM and CPS as secondary issues.
This current PCM was purchased and programmed by CarId and I mailed my original back for core. I've ordered a remanufactured one from Flagship One and they have screwed around for 8 days, telling me the first one they programmed failed testing and it will be another "few days". Called yesterday and got more vague answers on when it will ship.Yes, you've had quite a struggle with this one, and it's still not over. I don't know if you've sent the old PCM back yet, but if your specialist can read the code out of it, I may be able to tell you if it's the correct one. Same for the new one. And it may be that the new one has some labels on it.
Like this one from ebay,
This has the code BCC0 The ebay one is an EEC-IV, but the label arrangement is the same.
Your symptoms of dying and staying dead or 20 minutes also match an overheating fuel pump.
Got it. Calibration (or Etalonnage as they say in Canadian French apparently!) is 6-98Q-R10 F6AE-6E061-BYDAlso if the calibration sticker is still there, it could be useful, it will tell you what PCM was in it when new.
If you go the the back side of the driver's door, there are 2 decals on the back edge, just above the throat of the lock. The uper one is about 3" wide by 2.5" high and has the VIN on it, and axle data and more.
Immediately below it, and a little to the left is a decal that is about 2" wide and 7/8" high, and on the top left of the decal it says CALIBRATION and in the bottom left it has a code, similar to 6-98Q which is what's on my 460 Cali spec truck. If you find it, post it.
Can you take a picture of where the idler pulley is and I'll confirm if I have a thermactor air pump. I have no records from the previous owner so no clue if any changes of this type were made. If I recall, you indicated that the FEZ2 would be imprinted in big letters on the PCM? If so, when I get the new one and pull the existing out, I'll check and post to confirm.OK, well that's a bit interesting, as that's the same code as mine, and my truck is a 97 model year. My information had been that the 96MY California trucks had a thermactor air pump, and the 97 MY didn't, with an idler pulley in its place so they didn't have to spec a new belt.
Either way, the software "Catch Code" that would have been on the truck when new would have been "FEZ2", which was superseded by "FEZ3". So you ought to be getting a FEZ3 in your new PCM.
Looks like I have an idler pulley and not a thermactor pump. I attached a couple of photos - it's pouring rain so forgive the quality.The thermactor or idler pulley would be on the passenger side of the engine directly below the alternator, driven by the same belt.