2018 Ford Escape SE 1.5L Ecoboost- Crank, No Start, No DTC

Howdy; 
I'm really struggling to figure this one out. I've probably glossed over something or need to recheck some steps but I'm too close to the problem to make sense of this anymore so feel free to tell me what I need to go back and check. I've owned the car since August and it has been running fine until this happened. I've got pictures of my scope wave forms on my phone that I'll be editing into this post over the next hour or so if anyone reads this before then. I have a 4ch scope hooked to 10:1 ChA: CKP(Pin2 SigRTN, Pin3 CKP), 10:1 ChB: Fuel INJ1 (Pin1 INJ1RTN, Pin2 INJ1), 10:1 ChC: COP1 (Pin1 COP1A, GND), 10:1 ChD: CMP11 Intake (Pin2 CMP11, Pin1 SIGRTN), also using ChD with regular meter probes 1:1 to look for weird voltage spikes.

2018 Ford Escape 1.5L Ecoboost GTDI with a Crank but No Start and no DTC issue. This car was running and driving fine one day and the next; it cranks but will not start. I have the 2018 Ford manuals and wiring diagrams. I have worked through the 2018 PC_ED no DTC diagnostic tree down to the fuel injection system where now I'm recording measurements that conflict with the PC_ED but I don't have confidence that the manual is accurate here because there seems to be a slight conflict in the PC_ED between the Pin Point test A10 (maybe it's for non GTDI?) and Pin Point test DI 7 which calls for testing to observe different results than what I see.

I have already replaced the PCM and main engine wiring harness because I found them filled engine oil. That was discovered during the earlier section of the pinpoint tests and is detailed lower down.

PP Test DI #7 in the 2018 PC_ED says to check each leg of the injector connector for a short to voltage with the ignition switch on. When I check this by just disconnecting one injector I can measure 6.4VDC on pin1 (INJRTN) and .333VDC on Pin2 (INJ). If I disconnect all the injectors the voltage on the RTN circuits jumps to 11.8VDC and .333 on the supply circuit. If I connect all the injectors and back probe inj1 there is .55VDC with a 30ms spike to nearly 5V (ac+dc reads .84V).The PP Test says that there should be no voltage present and I should repair the short to voltage but gives no indication of where the voltage might be coming from. I have not been able to find shorts to ground on any of the circuits and no shorts from the supply circuits to the return circuits. Also I find that the voltage on the injector circuits arrives as soon as a door is opened or the key is turned on (with the windows rolled down to reach in) and goes away about 45sec after the door is closed and or the ignition is turned off. This information might be a distraction to the issue at hand but it indicates to me that this voltage is related to the “wake up” signal sent to the PCM from the BCM. The fact that the voltage fluctuates based on how many injectors are plugged in makes me think it’s not a normal signal and maybe it’s coming from one of my other engine sensors that was wet with oil. I have disconnected each engine sensor and observed the same results, then I disconnected the entire engine wiring harness (except for the batt distribution plug) and observed the same results. After that I installed the old PCM on the wiring harness while it was completely disconnected and observed the same results. Ford says I should measure no voltage on the injector circuit but there is a little bit and it has a 30ms spike, what does this mean? There are 2 coolant pumps down near the bottom of the engine that run during KOEO but I can’t think of any other rotating items that could be creating this, I have disconnected those and the spike remains. 

Pic1 

I have used the wiring diagrams to try to find every 12+ signal going to the PCM and measure it with a scope. I think I found all of them but I cannot find any source with a 30ms spike in it. I also probed a sensor that has VREF and that is steady at 5VDC with no ripple or spike. The PCM seems to be generating it and the old one did too.

It occurred to me that it could be coming from my battery charger but when I completely disconnected it the spike is still there.

I installed the same PCM revision that was in the old one but I think there is a newer one available. I didn’t want to add a variable to my problem yet but maybe it’s time?

Other items I’ve checked and observed:

It does stumble a little bit during the first couple cranking intervals but then it just cranks.

I have investigated the engine for base engine issues; I've verified the mechanical timing with the timing tool set (including pining the crankshaft, checking the CKP position, and the holding tool for cams). I have measured cylinder compression at 145, 145, 135, 140 (all plugs pulled but I didn’t block open the throttle plate).

Battery shows 84% life and is fully charged while testing.

Throttle body checks out according to PP test.

Engine cranking speed w/ plugs is about ~240rpm, w/o plugs it’s 315rpm according to scope data.

CKP/CMP Sync PID shows positive in FORSCAN while cranking.

I have 4 new Motorcraft spark plugs and they all spark nice and bright blue from each of their coils. I changed the spark plugs b/c the ones in the car showed a bright orange spark even though they passed the KV gap test. The new plugs show a bright blue spark from each of the coils.

Fuel pressure, Low and High, the low pressure fuel system was verified at 95psi with a mechanical gauge, the high pressure fuel system is showing 1900psi in FORSCAN but I don’t have a gauge or way to verify that. The bleed down test results are a bit confusing to me; the low pressure side bleeds down during engine cranking as I expect it would, the high pressure side bleeds down a little and then stops bleeding down. With the LP fuel pump fuse pulled; HP Fuel pressure reads ~1900 (if I unplug the HP sensor the PCM reads about 4k psi) after 5+ cranking intervals it still shows over 1500psi, after a few more cranks it falls to about ~1400psi but I've never seen it lower after many cranks. If it goes into Dechoke while cranking does that mean it's not delivering anymore fuel and HP psi would stay steady?

Code History; there were no history codes. Unless there's some hidden memory somewhere that no one really talks about. I am using the paid/licensed version of FORSCAN so I should have access to every area of the diagnostic system and I don’t see any codes other than the ones that pop up when I disconnect a sensor and it shows “engine fault” or CEL on the driver info screen and then clears when I clear the codes.

When I got to PP Test DI:5 I pulled the PCM and Harness connectors and they were literally dripping with oil. I checked every sensor I could easily disconnect and many had oil in their connectors. Cleaned all the sensors I could reach and replaced both cam solenoids and one cam sensor (just because they weren't Ford). Because of the oil intrusion, the PCM and Engine Wiring Harness were replaced and reprogrammed using FORSCAN (made sure both harness grounds are making good continuity). PCM passes the on demand self-test, seems to communicate with other modules with no faults, shows matching module data to the old PCM and other modules, and the engine cranks and gives spark with all 3 keys that I have. I also found and checked the PID for START_ENABLED and that shows Enabled with each of my keys while cranking.

Checked the fuel condition, I didn’t observe any specific issue with it (filled with midgrade last fillup) but it was dark and a small amount of water settled out of a sample overnight so I siphoned the tank as low as I could get it and then I used the fuel pump to pump the tank out until it was pushing air out of the hose. Then I put 5gal of premium in and bleed the LP fuel line until it there was no air and reconnected it. 

Other general information about the situation and questions I have:

I'm not sure if the FORSCAN reprogram does the parameter reset or not or but other than still not starting it seems to behave normally and I think that mostly has to do with PATS, am I wrong?

I don't think I can do the Neutral Profile Correction until the engine is running. Where do I go from here? What am I missing?Any thoughts or pointers would be greatly appreciated.The HP fuel sensor behavior seems odd to me, could that be another thing to poke at? What is normal behavior for the HP side when the LP isn't supplying fuel? How low should it read and how quickly should it drop?

Are there any important sensors that might be internally affected if oil was pumped into them?

Take a look at the FORSCAN graphs of the cranking events if that gives any further understanding of what the engine is doing, or if there's another parameter I should be monitoring let me know. The graph with 2 cranking events shows me blipping the throttle during the second event just to see that it works. There is also an older graph that shows the camshaft sensors being monitored as well.

System at rest


KOEO .5vdc offset on inj1 w/ 30ms ripple


When I turn the key off the ripple goes away but the offset remains for about 45sec which seems to be when the PCM shuts down as VREF goes away too. 


This is proving the battery charger isn’t contributing to it.  

This is just the CKP and INJ1 to see if I was setting things up correctly.  I really struggled getting the trigger to trigger on what I wanted to see. I’m still not getting enough of everything so any tips are appreciated. ​​​​​  


I can see there is a “missing tooth” that shows 360deg but why is the injector firing every cycle instead of every other?

Here I’ve added COP1 on ChC and CMP11 intake cam on ChD.  

Here it is again at 40ms interval.  
 

Here it is at 20ms.


Here’s the fuel sample (right) I pumped out compared to what I had in my lawnmower can (left) 



FORSCAN screen capture of cranking event.  

Parameters Monitored in Forscan.  

2 cranking events with a throttle blip.

Some clearer scope captures of all 4 ch at different time bases. 

Ok, that's all I have for now. I did search this forum for other ecoboost no start issues and I found 1 where the guy had a bad CKP trigger wheel. Could be my issue but I'd like to try ruling that out via scope first b/c pulling the crank damper is not a fun task on this engine. Any suggestions on how to go about this?

In my posted waveforms above, can anyone confirm that the timing is correct during a cranking cycle? The signals don't mean much to me because I've never worked with this engine before and the sensors are in odd physical positions related to the rotational position of the crank.

I've read in the manual that the active camshaft control is disabled until the engine is running and temp is up. but I know it needs the CMP signal to start, it just doesn't try to adjust cam timing until the other parameters are met. 

I found the signals from the PCM to the Fuel Pump module (FPM & FPC) are PWMs but it does not match in any noticable way to the 30ms ripple on the fuel injector lines.

FPM 

FPC I had to trigger on the PWM to get a good capture.