Tech Tip: F150 No Crank, No Start

Tech Tip: F-150 No Crank, No Start

A 2010 F-150 has a DTC P0690 with an intermittent stalling, no-crank, no-start condition.

The Vehicle: 2010 Ford F-150, 4WD, V8-5.4L, Flex Fuel, Automatic Transmission/Transaxle

Mileage: 136,009

Problem: The vehicle was towed in because, although the engine would crank, it would not start. After sitting for a few minutes, the engine would start and run fine for a while then shut off and would not restart.

Diagnostic Details: The technician connected a scan tool and pulled diagnostic trouble code (DTC) P0690 – Electronic control module (ECM) / powertrain control module (PCM) power relay sense circuit high.

NOTE: DTC P0690 sets when the voltage to the ignition switch position run (ISP-R) and the fuel injector power monitor (INJPWR) voltage readings do not correspond for a calibrated amount of time. The ISP-R is fed by fuse #53 (5 Amp). The voltage for INJPWRM is provided by the fuel pump relay from fuse #27 (20 Amp). Both fuses are in the battery junction box (BJB).

The technician checked technical service bulletins (TSBs) for this truck in ALLDATA and found one that mentioned that a problem with fuse #27 could cause a crank, no start and stalling problem. The problem is fixed by installing a special updated fuse holder (TSB: 15-0137, dated 09-02-15).

The technician followed the diagnostic directions in the TSB and found the fuse contacts for fuse #27 were burned on one side, leaving only 10.5 volts to power up the fuel injectors and fuel pump.

Confirmed Repair: The technician installed the new fuse holder (part# EL3Z-14293-A). After that, the engine started every time and did not stall on a lengthy test drive. Fixed!

Reprinted with permission from ALLDATA

You May Also Like

When Your Digital is Dead: Reading Calipers and Micrometers

Need a refresher? Here’s a crash course.


As auto technicians, the need for precise dimensional measurements is far less frequent than it used to be. Measuring brake rotors used to be a daily practice; now it’s almost completely forgotten. Occasionally, however, we still find ourselves needing the accuracy. It may be on an engine diagnosis or repair, or maybe it’s an expensive brake rotor that we’re hoping to resurface.You reach into your toolbox to grab your digital caliper or micrometer. Many of us upgraded to digital many years back. After all, it’s a lot quicker, and when you’re getting older and your eyesight isn’t what it used to be, digital is a nice way to go. But if your luck is like mine, the battery is dead.You still have your old ones, but you don’t have time to waste, and you’re thinking, “how do I read this thing again?” Need a refresher? Here’s a crash course.

ADAS Calibration – Myths and Operation

Many don’t understand what happens during an ADAS calibration. Here’s what really goes on.

Electrical Circuit Diagnostics

Your diagnostic approach needs to be well thought out, and it starts with your equipment.

What to do When Your Scan Tool Doesn’t Work

Getting an error message on your scan tool? Here are some tips to help you out.

tablet with error message
ECM Damage

Engineers have devised two strategies that can be called the “immune system” for the electrical system.

Other Posts

Utilizing Fully Automatic A/C Equipment on Today’s Cars

As technology evolves, fully automatic A/C equipment becomes a greater necessity.

A/C knob
Brake Lathe Basics

Resurfacing drums and rotors is a machining process with its own specific guidelines.

Technician Shortage? Not For Everyone

For top shop owners, there’s no technician shortage because they operate places people want to work.

Acknowledging Aftermarket (Artificial) Intelligence 

Afraid that AI will cause a disaster when it arrives? Well, it’s been in our industry and you’ve been using it for decades.