Direct on-truck measurement with the verified 1446 ICP PID: peak
cranking ICP 376 psi vs the ~500 psi firing threshold. FICM Main min
48.0 V (healthy), battery min 10.3 V (adequate). Diagnosis empirically
confirmed: high-pressure oil bleeds off during cranking. 376 psi is
"almost there" not zero, which fits a partial leak (IPR seat / oil rail
O-rings / partial STC crack) rather than a fully blown STC fitting.
- Capture the --crank output in crank-test-2026-06-30.txt
- Add EMPIRICAL CONFIRMATION section to diagnostics README
- Update handoff "resume at the truck" to lead with physical inspection
(IPR -> STC -> oil rail O-rings), since the OBD-side diagnosis is done
Co-Authored-By: Claude Opus 4.7 <noreply@anthropic.com>
Replaces the "PIDs are TENTATIVE" framing with pointers to the verified
Ford 6.0 PID table and pid-research.md. Updates the "resume" section
to make --crank the top action at the truck, with --pid probes for the
09xx FICM family that was outside the original brute-scan window.
Open-follow-ups condensed to the live items from pid-research §5.
Co-Authored-By: Claude Opus 4.7 <noreply@anthropic.com>
Big ICP readout focused on the cranking scenario:
- Wide ICP bar with the 500-psi firing threshold marked (|)
- Rolling ASCII trace chart of the ICP build-up (10 rows; renders anywhere,
no unicode) -- clearly shows ICP climbing above/below the 500 firing line
- Peak-hold (the crank's max ICP, the money number) + pass/fail verdict
- FICM main / battery / RPM secondaries with sag (min) tracking
- --dash-log writes a CSV (t,icp,ficm,batt,rpm) while you watch
- On exit prints peak ICP + verdict (reached 500 / suspect oil bleed-off)
Validated end-to-end via a mock crank: ICP ramp past 500, peak capture,
battery-sag capture, trace resolution, CSV logging, clean terminal restore.
Co-Authored-By: Claude Opus 4.8 (1M context) <noreply@anthropic.com>
Claude-Session: https://claude.ai/code/session_016yT89n4zR4qbrySoSiEyZs
In-place updating CLI dashboard for watching data while cranking/running.
Pure-ANSI (no new deps; works on Windows 10+ terminals).
- Color-coded gauges (green/yellow/red) by no-start thresholds
- Live min/max per gauge -> captures PEAK ICP during a crank
- ASCII bars for ICP and FICM main voltage
- Presets: crank (ICP/FICM/batt/RPM, fastest), vitals (default), full
- Dead-PID auto-skip keeps refresh rate up when 09xx FICM PIDs no-respond
- --dash-log PATH writes a CSV while you watch (streaming log preserved)
- q=quit, r=reset min/max; cross-platform non-blocking key input
Validated: render + decoders vs the truck's real scan bytes, and the full
dashboard() loop via a mock ELM (ICP climb across the 500psi firing
threshold, peak capture, battery-sag capture, CSV logging, clean exit).
Co-Authored-By: Claude Opus 4.8 (1M context) <noreply@anthropic.com>
Claude-Session: https://claude.ai/code/session_016yT89n4zR4qbrySoSiEyZs
The old 12xx PIDs (1209/1228/120B/...) were wrong addresses -- that's why
they returned 'no response' on the truck, NOT a bus/gateway problem. The real
Ford-enhanced DIDs are in the 09xx/14xx/16xx families. Confirmed by the truck's
own brute-scan: 1446=ICP, 1445=EBP, 1440=MAP, 1442=BARO, 1310=EOT, 11B3=gear,
11B4=TSS all decode to sane on-vehicle values.
- Rewrite FORD_60_PIDS with corrected addresses + [VERIFIED]/[DOC]/[TENTATIVE] tags
- FICM voltages -> 09D0/09CF/09CE/09CD (09D0 Main = the ~48V no-start metric)
- ICP=1446 *0.57, IPR=1434, ICP_V=16AD; EOT scaling fixed to /100-40
- watch --ford now streams 09D0/09CF/1446/1434 (FICM main V + ICP during crank)
- Add diagnostics/2026-06-29-no-start/pid-research.md (full workflow findings)
Co-Authored-By: Claude Opus 4.8 (1M context) <noreply@anthropic.com>
Claude-Session: https://claude.ai/code/session_016yT89n4zR4qbrySoSiEyZs
- FICM measured >48V on M during cranking AND key-ON. Healthy. Removed
as a suspect.
- Truck starts cleanly on starting fluid (ether) every time, then idles
and runs normally until shut off -- then needs ether again, even when
warm. This is a textbook signature for high-pressure oil (ICP) bleed
during cranking that the HPOP can outrun at running RPM.
- Updated working hypothesis to focus on STC fitting / oil rail O-rings /
HPOP / IPR. Compression, FICM, CMP/CKP, fuel supply all confirmed good
by virtue of the engine running cleanly once started.
- Reordered open items to put visual inspection of valve covers + STC
fitting first.
Co-Authored-By: Claude Opus 4.7 <noreply@anthropic.com>
obd_reader.py:
- Mode 22 plumbing: ELM.mode22() sends a 16-bit PID request, parses both
positive (62 ..) and negative (7F 22 NRC) responses.
- --ford runs a small TENTATIVE table of community-sourced Ford 6.0 PIDs
(ICP/IPR/FICM/EBP/EOT). All printed with raw bytes for verification.
- --pid XXXX probes a single PID and prints multiple candidate decodings
(u8, u16, mV, temp, duty) so we can eyeball the right scaling.
- --watch [N] streams ATRV + module voltage (PID 0142) for N seconds.
Designed for capturing voltage sag during cranking.
- --scan AAAA-BBBB brute-force scans Mode-22 PIDs with --scan-log PATH
for output. Uses fast ELM timing (ATAT2, ATST19) for ~3.5 PIDs/sec.
diagnostics/2026-06-29-no-start/:
- Captured cranking voltage trace, full Mode-22 scan (1000-14FF -> 46
hits), and a session writeup. Working hypothesis: not batteries, not
fuel -- ICP / FICM / CMP. FICM meter test still owed.
Co-Authored-By: Claude Opus 4.7 <noreply@anthropic.com>
Read stored/pending/permanent DTCs, decode with 6.0-relevant codes flagged,
guarded mode-04 clear (--clear), key live PIDs + battery voltage, and a
6.0 no-start triage checklist. Tested against a CH340 ELM327 v1.5 adapter.
Co-Authored-By: Claude Opus 4.8 (1M context) <noreply@anthropic.com>
Claude-Session: https://claude.ai/code/session_016yT89n4zR4qbrySoSiEyZs
justin