| |

6.0 Power Stroke FICM Super Easy Direct Ways to Diagnose

Jake Mayock

Meet Jake

Jake is a founder of 8020 Media and one of the lead writers at DieselIQ. He has over 10 years of experience in the automotive industry and is the proud owner of a 2002 F-350 7.3 PowerStroke. When Jake isn’t working, he’s usually wrenching on his PowerStroke, single turbo BMW, or Miata track build. Jake delivers tons of knowledge and hands-on experience and is a valuable asset for those looking to take their diesel to the next level. He is highly knowledgeable on Powerstroke and Duramax diesels.

Ford 6.0 Power Stroke FICM Diagnostics

The 6.0 Power Stroke FICM is often mis-diagnosed and needlessly replaced. Calibration concerns, powertrain component faults and FICM malfunctions may produce similar drivability concerns.

NOTE: The most common symptoms of a failed FICM are: NO START or CONSTANT MISFIRE AT ALL ENGINE TEMPERATURES. Symptoms other than these are not likely to be caused by the Ford 6.0 FICM module.

NOTE: Replacement FICMs do not contain software. They must be programmed prior to use.


6.0 PowerStroke FICM Problems & Diagnostics

The FICM drives the fuel injector solenoids based on fuel and timing commands (via *CAN2 link) from the PCM.

It uses engine speed and position signals (*CKPO, *CMPO) to determine when the injectors need to be activated.

The ignition switch provides *KEYPWR to the FICM. Once this signal is detected by the FICM, the *MPR output of the FICM will engage the FICM relay.

This in turn provides the *FICM PWR and *FICM Logic PWR voltages to the FICM.

The FICM provides a feedback signal to the PCM indicating when the FICM is providing control signals to the injector (fueling) (via CAN2 link and *FICMM signal).

The FICM will cycle through the injector outputs when the key is placed in the ON position. This is called pre-cycle and the time of pre-cycle varies with engine temperature. The pre-cycle is done as a self test of the injector circuits.

6.0 Power Stroke FICM Voltage

The FICM internally generates 48V used to drive the injector solenoids.

Each individual injector is controlled with four driver outputs from the FICM. There are high and low side drivers for the open and close coil of each injector.

On 2004.25+ (1845117C2 FICMs), the low side driver is actually shared among 4 injectors. This means an injector short to ground on the low side could produce four different cylinder error codes. On 2003.25 (1837127C4 FICMs) there are individual low side drivers for each injector. This means a low side failure would result in a single injector error code.

Note: International FICM part numbers are located on a label on the connector side of the module.

FICM Description and Basic Operation

To drive the fuel injector, the FICM produces two control signals for each injector.

The open coil is driven (via a 20A pulse) to open the injector. This shifts the spool valve in the injector to the open state.

Once this has taken place, high pressure oil is directed on top of the injector intensifier piston. In result, fuel is being delivered through the nozzle of the injector.

Once the desired fuel has a been delivered, as calculated by the PCM/FICM, the close coil is driven (via a 20A pulse) to close the injector. This stops the distribution of high pressure oil to the top of the intensifier piston thus stopping the delivery of fuel.

The net time between pulses is equivalent to the fuel pulse width (FuelPW) used to provide fueling.

The coil on time is currently calibrated from “400us to 5.8ms”. The 5.8ms is for cold starts. As the engine warms up

the duration decreases and settles around 800us depending on the amount of fuel being commanded.

The FICM is isolated from the engine with vibration dampers. The dampers reduce the amount of engine vibration induced into the module and protects the internal electronics.

NOTE: It is very important for the long term reliability of the FICM that the isolators be reinstalled after any service work is performed.

On 2003.25 6.0L engines, the dampers were mounted directly to the FICM.

On 2004.25 6.0L engines, the dampers were moved to base of the bracket supporting the FICM.

Econoline chassis have the FICM mounted in the engine compartment near the brake booster. The FICM is mounted with vibration dampers and they should be replaced upon completion of any service.

Make sure the WDS is at the latest release level and that the vehicle is updated to the latest calibration.

FICM Wiring Checks On 6.0 Power Stroke

Check for FICM wiring harness chafing. Moving the wiring harness can be done to check the integrity of connections at the FICM and injectors.

Fuel injector circuit wiggle test can be used only with engine running (KOER) due to the fact the FICM determines injector circuit faults by monitoring low or high injector current. Wiring harness chafes can often be difficult to locate. If any wiring chafes are noted, repair as necessary and re-evaluate vehicle.

Some common 6.0 Power Stroke FICM chafe locations are:

  • Upper left valve cover or valve cover stud, near the FICM.
  • Idler pulley under the thermostat (wiring routed around power steering pump).
  • Left front valve cover hold down bolts/studs.
  • Exhaust Pressure (EP) sensor bracket at thermostat housing.
  • Right valve cover at glow plug control module (GPCM).
  • Accelerator Pedal pivot point under dash.
  • PCM harness at battery box.
  • CKP wiring near A/C compressor and belt tensioner.
  • 12A581 Harness circuit 1044 (WH/YE) near connector C1443 (Left rear corner of engine compartment).
  • Front left of intake manifold near breather tube and air inlet duct.
  • Closely inspect wiring related to injector DTC’s.
  • Inspect terminals for backed out and bent pins.

For additional information refer to the latest Technical Service Bulletins or Special Service Messages.

6.0 Power Stroke FICM Fault Detection

  • The FICM circuit fault detection is unique from other Ford circuits. The FICM measures current to determine if an injector coil is open or shorted.
  • Open coils produce low current which sets the injector circuit low codes (ie. P0261, P0264, … , P0282).
  • Shorted coils (side shorts) or short to grounds produce high current which sets the injector circuit high codes (ie. P0262, P0265, …, P0283).

If an engine has been the victim of poor/lack of maintenance, performance and operation quality will suffer.

Components that are highly susceptible to poor maintenance are the fuel injectors.

• Poorly maintained oil and poor fuel quality (Low lubricity or unclean) can permanently damage multiple injectors within a short time period.

This can lead a technician to believe that the FICM has malfunctioned when it actually is working as intended.

• One way to investigate questionable maintenance with damaged injectors is through the use of the injector electrical test (buzz/click test).

• A damaged or poorly maintained injector may be quieter or have an intermittent buzz/click.

The buzz/click may sound abnormal when engine oil temperature is cold (ambient temperature) and return closer to normal as the engine temperature


• The reason for the change in sound results from the build-up of oil sludge on the ends of the spool valve in the upper portion of the injector.

• This type of failure is not a defect in the product but rather a result of a poorly performed maintenance schedule.

6.0 Power Stroke Bio-Diesel Fuel

• Higher than specified amounts of Bio-diesel fuel has been found to cause multiple injector failures. These multiple failures can tend to make a technician believe that the FICM is malfunctioning.

• In these cases, the FICM is working as intended, but movement of the spool in the upper portion of the injector is limited due to sludge build-up on the ends of the spool.

• This type of failure is not a defect in the product but rather a result of an unauthorized amount of Bio-diesel fuel being used.

The FICM uses CMPO (Camshaft Position Sensor Output) and CKPO (Crankshaft Position Sensor Output) signals, which are sent by the PCM, to calculate FICM SYNC. FICM SYNC is calculated by the FICM and is the correlation between the camshaft pin and the crankshaft triggers. Once FICM SYNC is achieved, the FICM uses engine speed, MFDES (Mass Fuel Desired), EOT, and ICP to calculate fuel timing, pulse width, and pilot injection usage. If the CMPO and CKPO signals are not properly timed, FICM Sync may not occur.

6.0 PowerStroke FICM OBDII Fault Code Diagnostics

The below fault codes may help point you in the right direction when diagnosing the 6.0 Power Stroke FICM:

P0261 Cylinder 1 Injector Circuit Low

P0264 Cylinder 2 Injector Circuit Low

P0267 Cylinder 3 Injector Circuit Low

P0270 Cylinder 4 Injector Circuit Low

P0273 Cylinder 5 Injector Circuit Low

P0276 Cylinder 6 Injector Circuit Low

P0279 Cylinder 7 Injector Circuit Low

P0282 Cylinder 8 Injector Circuit Low

P1378 Fuel Injection Control Module System Voltage Low

P1379 Fuel Injection Control Module System Voltage High

P0148 Fuel Delivery Error

P2552 FICMM Circuit – Throttle/Fuel Inhibit Circuit

U0105 Lost Communication With FICM

U0306 Software incompatibility with FICM

P0263 Cylinder 1 Contribution/Balance

P0266 Cylinder 2 Contribution/Balance

P0269 Cylinder 3 Contribution/Balance

P0272 Cylinder 4 Contribution/Balance

P0275 Cylinder 5 Contribution/Balance

P0278 Cylinder 6 Contribution/Balance

P0281 Cylinder 7 Contribution/Balance

P0284 Cylinder 8 Contribution/Balance

P0262 Cylinder 1 Injector Circuit High

P0265 Cylinder 2 Injector Circuit High

P0268 Cylinder 3 Injector Circuit High

P0271 Cylinder 4 Injector Circuit High

P0274 Cylinder 5 Injector Circuit High

P0277 Cylinder 6 Injector Circuit High

P0280 Cylinder 7 Injector Circuit High

P0283 Cylinder 8 Injector Circuit High

P0611 Fuel Injection Control Module Performance

P2614 Camshaft Position Output Circuit/Open

P2617 Crankshaft Position Output Circuit/Open


CAN2 Link– Dedicated CAN (Controller Area Network) communications data link between the PCM and FICM. CAN2 link is a network where modules can communicate using “bits” of information. These “bits” are transmitted at speeds of thousands per second.

CKP – Crankshaft Position Sensor.

CKPO – Buffered Crankshaft speed/position sensor output signal from PCM to FICM.

CMP – Camshaft Position Sensor.

CMPO – Buffered Camshaft sensor position output signal from PCM to FICM.

FICM – Fuel Injection Control Module.

FICM Logic Power – FICM power input used to supply logic circuitry.

FICM MPWR – Power created by the DC/DC converter sent out to drive the injectors.

FICM Power – FICM power input used to supply internal DC/DC converter.

FICMM – FICM power monitor output

FICM SYNC– FICM SYNC is calculated by the FICM and is the correlation between the camshaft pin and the crankshaft triggers.

Key PWR(Power) – Battery voltage that is received, via the ignition switch when the key is placed in the ON position.

MPR – FICM Main power relay control output from FICM.

SYNC– SYNC is achieved when the PCM receives a signal from the crankshaft sensor and camshaft sensor indicating they are working and in time.

Power Monitor – Power Monitor is used to insure that the modules in the system do not start fueling and create power greater than demand. In the Power Monitor System one module serves as a watchdog for another module. The FICM sends out a signal which is monitored by the TCM (which is packaged in the PCM). If something wrong is detected, the two CMPO and CKPO outputs going to the FICM can be turned off by the PCM/TCM thus disabling fueling of the FICM.

This video will show you how to easily diagnose and if necessary replace the Fuel Injection Control Module (FICM) on your 6.0 Power Stroke.


International Truck and Engine Corporation

Similar Posts


  1. How can I tell if my FICM is the culprit in this code it is setting?? P0278 Cylinder 6 Contribution/Balance I have replaced all 4 injectors on the driver side with Ford Remans also I have replaced the injector harness as well. Sometimes It sets the code sometimes it doesnt depending how the truck is driven. I have had it on the IDS & per ford it has no issues they have run several tests & it never sets the code specially while sitting it only seems to do it at times Im wondering if it maybe the FICM driver I had an alt go bad & before that issue it never set a code 1 only after the alt went bad have I had the issue.

    1. Did you ever figure this out Patrick? I am having the EXACT same issue on the same cylinder and I replaced the same parts but still getting the contribution error on the same injector.


    1. Hello. I can tell you with great certainty , it will be a smaller hi pressure oil leak ( internal ) . In mybexperience , almost every time , eith nonreal exception , it will be dummy plug or stabdpipe seals , & as well will be on passenger side. ( Under valve cover ). Can by them online or the dealer for around $35-40. It is a very doable job with patientce & fairly basic tools . It is the fix for thatvexactbprob every time as with temp , hpop can not build 500 psi when cranking at starter motor speed due to thermal expansion causing an induced eak starting fluid , gets the rom up , hence increasing buildable pressure till 500 psi & injectors are allowed to now fuel. You wont be disappointed . Dummy plug / standpipe seal kit . . After changing outbwith new , give them an hour or so to shrink back up at ambient tep before instal . No worries installing then

  3. I have a 2006 E350 6.0 that starts and runs fine at low speeds, as soon as I reach highway speed of say 65mph the engine starts to gradually lose power until it stalls out, then it wont start again for at least fifteen minutes, any ideas would be appreciated.

    1. This wasn’t on a Powerstroke, or a Ford for that matter – but we had this happen on one of our vehicles before and it was a failing fuel pump. Fuel pump would overheat and shut off then work again after sitting for 15 minutes. Ours would cut out immediately though and the engine would shut off while going like 70mph vs dying down slowly.

Leave a Reply

Your email address will not be published. Required fields are marked *