6.0l Power Stroke Tech Manual (2004 Update) 6aj6a

F-Series Super Duty Truck

E-Series Econoline Van

Features, Descriptions, Unique Service Procedures and General Diagnostics 6.0LPower Stroke Diesel

F O R WA R D This publication is intended to provide technicians and service personnel with an overview of technical advancements in the 6.0L POWER STROKE  Diesel Engine. The information contained in this publication will supplement information contained in available service literature.

I M P O R TA N T S A F E T Y N O T I C E Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles, as well as, the personal safety of the individual performing the work. This manual provides general directions for accomplishing service repair work with tested, effective techniques. Following the directions will assure reliability. There are numerous variations in the procedures; techniques, tools, parts for servicing vehicles and the skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from the instructions provided in this manual must first establish that they do not compromise their personal safety or the vehicle integrity by their choice of methods, tools or parts. The following list contains some general WARNINGS that you should follow when you work on a vehicle. Always wear safety glasses for eye protection. Use safety stands whenever a procedure requires you to be under the vehicle. Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure. Never perform any service to the engine with the air cleaner removed and the engine running unless a turbocharger compressor inlet shield is installed. Set the parking brake when working on the vehicle. If you have an automatic transmission, set it in PARK unless instructed otherwise for a specific service operation. If you have a manual transmission, it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless instructed otherwise for a specific service operation. Operate the engine only in a well-ventilated area to avoid the danger of carbon monoxide. Keep yourself and your clothing away from moving parts when the engine is running, especially the fan, belts, and the turbocharger compressor. To prevent serious burns, avoid with hot metal parts such as the radiator, turbocharger pipes, exhaust manifold, tail pipe, catalytic converter and muffler. Do not smoke while working on the vehicle. To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work on a vehicle. Tie long hair securely behind the head. Keep hands and other objects clear of the radiator fan blades.

1

6 . 0 L P O W E R S T R O K E

2

6 . 0 L P O W E R S T R O K E

TA B L E O F C O N T E N T S OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 H o r s e p o w e r & To r q u e . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

C O M P O N E N T L O C AT I O N . . . . . . . . . . . . . . . . . . 7 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

RUNNING 2003 CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Turbocharger Oil Supply Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

AIR MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

External Mounted Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Intake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 EGR Throttle Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Wavy High Pressure Oil Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 I Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 DLC Coated Injector Plunger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . .29

Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

ECONOLINE 6.0L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 Lubrication System Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Fuel System Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

SERVICE TIPS/DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . .43 APPENDIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

3

4

1

6.0L

POWER STROKE V8 

DIRECT INJECTION TURBOCHARGED DIESEL ENGINE 5



6.0L POWER STROKE DIESEL 6.0L Power Stroke Engine • This Publication is not intended to replace the Service Manual but to introduce the updates to the 6.0L Power Stroke engine.

6.0L Power Stroke  Direct Injection Turbocharged Diesel Engine • 2003 Mid-Year Improvements • 2004 Running Changes and Updates • 2004 6.0L Econoline • Updated 6.0L Engine Specifications 2

New 6.0L Engine Features • Due to more stringent federal emissions standards, the 6.0L Power Stroke engine has undergone many updates during the 2004 model year. 

• The 6.0L Power Stroke engines are manufactured at two locations: Indianapolis Engine Plant in Indianapolis, Indiana and International Diesel of Alabama in Huntsville, Alabama. The serial number breaks for the updated 2004 6.0L engines are 6155637 for Indianapolis built engines and 0094580 for Huntsville built engines.

Update Features • EGRTP (Exhaust Gas Recirculation Throttle Plate) • Redesigned High-Pressure Oil Rail and Delivery System • Redesigned EGR Cooler • DLC Coating on Injector Plunger

• The begining production date for the updated 2004 Power Stroke engine was on September 29, 2003.

Horsepower and Torque

3


• Horsepower and torque will remain unchanged throughout the 2004 model year on F-Series Super Duty trucks. 

• The 6.0L Power Stroke engine creates 325 HP at 3300 RPM and 560 ft/lb of torque at 2000 RPM.

4 6

C O M P O N E N T L O C AT I O N Left Front of Engine

2

3

1

1. FICM (Fuel Injection Control Module) Mounting Brackets 2. EGR Throttle Position Sensor 3. FICM (Fuel Injection Control Module)

5 Left Rear of Engine

3

1. Crankcase Breather 2. Glow Plug Harness 3. Rear FICM mounting bracket

1 2

6 7

C O M P O N E N T L O C AT I O N S Right Rear of Engine

2

3

1. Glow Plug Harness 2. Emissions Label 3. Glow Plug Control Module (GPCM)

1

7 Right Front of Engine 1. I Sensor

1

3

2

2. EGRTP (EGR Throttle Plate) Actuator 3. GPCM bracket

8 8

C O M P O N E N T L O C AT I O N Top of Engine 1. EGR Cooler

2

3

2. Intake Manifold 3. Compressor Inlet Hose

1

9 Upper Oil Pan • The six M8 bolts which were placed in the center of the upper oil pan have been eliminated. • Additional strength has been cast into the upper oil pan. • An upper oil pan which has bolt holes present should always be assembled with the six specified M8 bolts. Failure to do so will result in a vibration related noise caused from the upper oil pan vibrating against the bed plate.

ELIMINATED BOLTS

• An upper oil pan which has had the bolt holes eliminated, can be utilized as a service part to replace the earlier part.

10 9



2 0 0 4 P O W E R S T R O K E F E AT U R E S Camshaft • The lobe separation angle, lobe lift, and duration have changed to improve combustion characteristics. • Changes have been made to the camshaft to increase the efficiency of the 6.0L engine, allowing it to meet tighter emissions standards. • It is not recommended that the updated 2004 MY camshaft be installed into an earlier version of the 6.0L engine. Emissions will be impacted.

11 Piston/Combustion Chamber • The combustion chamber on the piston has been modified.

ORIGINAL BOWL DESIGN

UPDATED BOWL DESIGN

• This modification increases the efficiency of the combustion process, allowing the 6.0L engine to meet tighter emissions standards.

12 Glow Plugs • Due to the design change of the piston, the glow plug has been made shorter by 1.2 mm.

• NOTE: If the longer glow plugs are installed into an engine with updated pistons, glow plug to piston will result, ending in potential catostrophic engine failure.

10

1.2 mm 13



2 0 0 4 P O W E R S T R O K E F E AT U R E S Water Pump/Front Cover

100mm

90mm

• The water pump impeller diameter has increased in size to 100 mm from 90 mm. • The larger impeller will increase coolant flow through the engine which will offset higher heat rejection. • Note: Both water pumps have the same bolt pattern, but a different sealing area. As a result, the smaller water pump has the physical ability to be installed into an updated front cover. If this is done, a coolant leak and over heating of the engine may result.

14 FICM ELECTRICAL CONNECTORS

X-3

X-2

X-1

FICM (Fuel Injection Control Module) Brackets • The FICM brackets are now composed of two bottom pieces and two smaller top pieces. The bottom brackets are pictured here. They slide over valve cover bolt studs as did the previous brackets. • The new brackets have larger vibration insulators at each valve cover mounting point.

FICM MOUNTING BRACKETS 15 GPCM (Glow Plug Control Module) Bracket • The GPCM bracket has been modified to accept the repositioning of the I Sensor. • An earlier GPCM bracket will not work on an updated 2004 MY engine.

I SENSOR

GPCM MOUNTING BRACKET

16 11

NOTES

12

2003 MY RUNNING CHANGES Turbocharger Oil Supply Line • Part way through the 2003 model year, the turbo oil supply line changed in design. • The early design was a quick-connect/ disconnect style (left). The improved design (right) provides a larger o-ring seal and is held in place with a bolted down collar.

QUICK CONNECT FITTING

• The new design improves the line’s long term reliability and reduces risk of oil leaks between the oil cooler assembly and the supply line.

HOLD DOWN COLLAR 17 Turbocharger Oil Supply Line: Installation • First, apply oil to the oil supply line o-ring. • Orient the supply line where it will be positioned once fully installed. • Press the supply line/o-ring into the cooler.

OIL COOLER 18 Turbocharger Oil Supply Line: Installation • Once the oil supply line has been pressed into the cooler, the collar should be positioned and the retaining bolt installed. • Prior to tightening the retaining bolt, reposition the oil supply line, as necessary, in order to install the two turbo mounted oil supply line bolts, located on the center section of the turbo.

HOLD DOWN BOLT

• Torque all bolts to specification.

19 13

2003 MY RUNNING CHANGES Wiring Harness Routing *Early Production 2003 • From the beginning of the production of the 6.0L Power Stroke engine, the wiring harness has been comprised of two combined smaller harnesses. • Both of these smaller harnesses were routed between the oil filter housing and the secondary fuel filter housing.

20 *Late Production 2003 and 2004 MY • In order to increase serviceability and long term reliability of the engine wiring harness, the two harnesses were separated.

INJECTOR HARNESS

• The injector harness, which runs from the FICM to each of the eight injectors, is now routed between the oil filter housing and the compressor housing of the turbocharger.

21

*2004 engine shown

Injector Clip Orientation • The orientation of the injector connector retaining clip has been repositioned in order to improve serviceability. • Prior to this change, the clip was positioned on the side (9 o’clock position) of the connector. This made removal and installation of the injector connector more difficult on some cylinders.

9 O’CLOCK CLIP

12 O’CLOCK CLIP

22 14

2003 MY RUNNING CHANGES High-Pressure Pump Cover with Sleeve • From the beginning of production, the highpressure pump cover retains a sleeve which provides a sealing surface for the o-ring on the high-pressure oil discharge tube.

SLEEVE

23 High-Pressure Pump Cover without Sleeve • Mid-way through 2003 MY, the sleeve in the high-pressure pump cover was removed.

NO SLEEVE

• The sealing surface for the high-pressure oil discharge tube is now totally machined for the o-ring seal.

24 Injector Clevis • A change was made to the injector clevis mid-way through the 2003 MY. • The revised clevis in the injector improves the lateral of the plunger and dramatically reduces injector scuffing.

OLD CLEVIS

NEW CLEVIS 25 15

NOTES

16

AIR MANAGEMENT SYSTEM Air Management System Features

6.0L Air Management System Features

• The crankcase breather has been externally mounted on the left valve cover. • The rear cross over section has been removed from the intake manifold

• External Mounted Crankcase Breather

• The updated 2004 MY Power Stroke engine has been equipped with a EGR Throttle Plate.

• Redesigned Intake Manifold • Improved Turbocharger Sound Characteristics • Redesigned EGR Cooler.

26 FROM CHARGE AIR COOLER

Air Management System Flow

THROTTLE BODY COMPRESSOR INLET EGR VALVE

COMPRESSOR OUTLET

TURBINE OUTLET

EGR COOLER

27 17

AIR MANAGEMENT SYSTEM Compressor Inlet Hose/Crankcase Breather Hose

INTERNAL BREATHER

• In order to accommodate the change from an internal crankcase breather to an externally mounted crankcase breather, the compressor inlet hose has been modified. • The compressor inlet hose bracket is also utilized as a retaining bracket for the front two mounting points of the FICM.

EXTERNAL BREATHER

28 Compressor Inlet Hose: Removal • To disconnect the crankcase ventilation tube from the engine, remove the air inlet tube from the compressor inlet and rotate the vent hose counter clockwise until it releases.



• Note: Since the 6.0L POWER STROKE engine uses a closed crankcase ventilation system, it is normal to see oil carry over in the inlet air system.

CRANKCASE BREATHER HOSE External Mounted Crankcase Breather

29

FICM MOUNTING BRACKETS

• The crankcase breather was externally mounted on the valve cover because of the redesign of the high-pressure oil rail.

CRANKCASE BREATHER 30 18

AIR MANAGEMENT SYSTEM Intake Manifold • The intake manifold has been modified for the updated 2004 MY. • The cross over section at the rear of the manifold has been eliminated.

NO REAR CROSS OVER

31 EGR Throttle Plate • The intake manifold is now equipped with an EGR throttle plate. • The purpose of this plate is to lower the manifold pressure which will allow exhaust gases from EGR to flow freely into the intake manifold.

• NOTE: The PCM will activate the EGRTP actuator and perform a full sweep of the throttle plate for each key cycle with the IAT temperature greater than 0 degrees Celsius (32 deg. F.)

EGR THROTTLE PLATE

32 Turbocharger Exhaust Turbine Wheel • Three fins have been added to the turbine wheel of the turbocharger.

TURBINE BLADES

• These additional fins were added to the turbine wheel in order to improve the turbocharger’s sound characteristics.

33 19

AIR MANAGEMENT SYSTEM EGR Coolers • The EGR cooler has been lengthened for the updated 2004 MY engine. • The changes to the EGR cooler will cause the exhaust gases to be cooler before entering into the intake manifold.

LONGER EGR COOLER

34 EGR Cooler Exhaust Connection • Because the new EGR cooler is longer than the original, the exhaust up-pipe is shorter in length at the EGR cooler connection than the original up-pipe.

SHORTER EXHAUST EXTENSION

• The new EGR cooler still utilizes the same v-band clamp.

35 Updated EGR Cooler Mounting • With exception to the exhaust up-pipe connection, the updated 2004 EGR cooler installs in the same location as the original EGR cooler.

EGR COOLER COOLANT SUPPLY

EGR COOLER EXHAUST CONNECTION 36 20

AIR MANAGEMENT SYSTEM EGR Cooler: Cooling System Flow • Coolant flows out of the filter base and into the EGR cooler through a tube that directs the coolant to the back of the EGR cooler. • Coolant flows through the EGR cooler and removes heat from the exhaust gasses before the gasses arrive at the EGR valve. • Coolant exits the front of the EGR cooler and enters the coolant age of the intake manifold. The intake manifold directs the coolant back into the front cover.

37 Turbocharger Mounting Bolt

REAR TURBO MOUNTING BOLT

• The turbo mounting ts have been modified. The mounting bolts no longer need spacers on the new turbo.

38 Turbocharger Mounting Bracket

SPACERS

• A new turbo mounting bracket has been implemented with the mounting bolt spacers incorporated into the bracket. These spacers are utilized to achieve the necessary clamp load on the turbocharger mounting bolts.

NO SPACERS

39 21

NOTES

22

FUEL MANAGEMENT SYSTEM High-Pressure Oil System

6.0L High-Pressure Oil System

• The high-pressure oil rail has been redesigned to increase oil capacity and to reduce noise. • The stand pipes’ serviceability has been improved.

• Wavy High-Pressure Oil Rail

• The I sensor has been relocated to the right valve cover/high-pressure rail.

• Redesigned Stand Pipe/Branch Tube • Relocated I Sensor

• DLC (Diamond Like Carbon) coated injectors.

• DLC Coated Injectors

40 High-Pressure Oil System Flow

HIGH PRESSURE STAND PIPE

HIGH PRESSURE OIL RAIL

HIGH PRESSURE OIL BRANCH TUBE

RE

AR

OF

EN

GIN

E 41 23

FUEL MANAGEMENT SYSTEM Wavy High-Pressure Rail • The high-pressure rail has been redesigned to reduce noise through the high-pressure oil system.

REAR PORT

FRONT PORT

• The volume wavy high-pressure rail has increased from 15 cubic inches to 30 cubic inches. This reduces pressure fall-off during injection and improved emissions and fuel economy. • NOTE: The larger volume oil rail will increase engine start time after the highpressure oil rail has been drained during the process of any repairs.

HIGH-PRESSURE OIL RAIL 42

*Right bank shown.

Wavy High-Pressure Oil Rail with Dual AWA Fittings

RAIL END CAPS

• The wavy high-pressure oil rail has special AWA (Acoustic Wave Attenuation) features to dampen hydraulic noises.

AWA FITTINGS

• The wavy high-pressure rail uses two AWA fittings, a large one and a small one. The AWA fittings are placed in the center of the rail. The smaller AWA fitting is placed in the wavy portion of the rail while the larger AWA fitting is placed in the original portion of the rail. • The wavy high-pressure rail utilizes four specially designed end caps in conjunction with the AWA fittings.

43 High-Pressure Stand Pipe • The high-pressure stand pipe is a two piece pipe that is sealed to the high-pressure rail and high-pressure branch by o-rings. • The stand pipe is installed after the new wavy high-pressure oil rail has been installed and torqued to specification. • The stand pipe has a check valve inside to limit hydraulic disturbance (feed back from injector operation). • NOTE: Do not disassemble the highpressure stand pipe. This will cause damage to the internal components of the pipe. If at any point, a stand pipe is disassembled, discard and replace it.

24

STAND PIPE

44

FUEL MANAGEMENT SYSTEM High-Pressure Rail Plugs

FRONT PORT PLUG

• There are two new high-pressure oil rail plugs introduced with the redesign of the rail. • The rear supply-port plug (on the right) allows high-pressure oil to flow into the highpressure rail. • The same high-pressure oil rail is used on both banks of the engine. As a result the front port plug (on the left) is used to block off the non-utilized supply port in the highpressure oil rail.

REAR SUPPLY-PORT PLUG

45 Rear Supply-Port Plug

REAR SUPPLY-PORT PLUG

• The rear supply-port plug is located towards the rear of engine on the high-pressure rail. It’s purpose is to allow high-pressure oil to flow into the high-pressure rail. • During engine operation, a small gap remains between the rear supply-port plug and the stand pipe. The force of the hydraulic pressure keeps the stand pipe seated into the branch tube. • The plug will assure that the stand pipe remains in place when the engine is shut off and not operating.

46 Front Port Plug

FRONT PORT PLUG

• The front port plug is located towards the front of the high-pressure oil rail. • The rail was designed to be universal for both sides of the engine. One side of the high-pressure rail must be blocked off when not being used with the stand pipe. • NOTE: The front port plug is longer then the rear supply port plug. If the front plug is installed into the rear port opening, damage to the stand pipe and branch tube can result.

47 25

FUEL MANAGEMENT SYSTEM I Sensor Gasket • The I sensor has a new gasket. • The purpose of the I gasket is to seal the valve cover to the high-pressure rail and prevent the release of crankcase vapors or splash oil.

• NOTE: It is important to apply a thin layer of oil to both sides of the I sensor gasket during installation to prevent damaging the gasket.

I GASKET 48

I Sensor/Valve Cover Assembly

I SENSOR

• The I sensor is installed over the gasket. • The I sensor can be removed and installed without the removal of the valve cover. • After torquing the I sensor to specification, the valve cover gasket and valve cover can be installed over the sensor.

I GASKET 49 High-Pressure Pump Cover • The same high-pressure pump cover is used. • Since the I sensor has been relocated to the right bank high-pressure rail, a brass plug will replace the I sensor.

IPR VALVE BRASS PLUG 50 26

FUEL MANAGEMENT SYSTEM IPR Heat Shield • The IPR has a new removable heat shield wrapped around it to help block excessive heat from the exhaust.

HEAT SHIELD SNAP

• If the IPR has to be replaced the shielding will have to be removed from the old IPR and installed on the new one. • Simply unsnap the button and slide the shield off.

51 High-Pressure Pump

• The high-pressure pump utilized with the new wavy high-pressure rails will have the capability to produce increased oil pressure over the original high-pressure pump.

HIGH-PRESSURE PUMP GEAR 52 DLC (Diamond Like Carbon) Coated Plunger • The injector plunger has had a DLC coating applied to it. • The coating will further increase the robustness of the injector against poor fuel quality/water intrusion and will reduce the risk of internal scuffing.

BARREL PLUNGER

53 27

NOTES

28

ELECTRICAL COMPONENTS Generation II Electrical Components

Electrical Components

• The PCM uses information from the sensors to decide which commands to send to the FICM, the actuators, and the glow plug system.

• Sensors • Actuators

• Modifications and additions have been made to some electrical components.

• Glow Plug System • PCM • FICM

54 Sensor Overview INTRUMENT CLUSTER

PCM Powertrain Control Module

I

RPM

MPH

MAF & IAT 1

BP

EOP Switch

EP

MAP EGRVP AP

EGRTP

EOT

CMP

CKP

ECT

IAT 2

55

Sensor Overview • The PCM sends a Vref of 5.0 volts to four engine mounted sensors: I, EP, EGRVP, and EGRTP. It also sends a 5.0 volt reference signal to four chassis mounted sensors: MAF, BP, MAP, and AP. • The PCM uses 5 volts in order to maintain consistency throughout all operating conditions. • The Vref is conditioned by the sensors then returned to the PCM for use in determining the fueling strategy and/or actuator duty cycle.

• IAT1 is not used in any engine control. The IAT1 signal is used to assist in the operation of the air conditioning and engine cooling fan. • MAF is not used in any engine control. MAF is used in the EGR monitor strategy to calculate the total clean air going into the engine. Once the total clean air is known, the amount of EGR required can be calculated. • NOTE: Failure in either or both of these components has no effect on engine performance.

• The EGRTP (Exhaust Gas Recirculation Throttle Position) Sensor is added.

29

ELECTRICAL COMPONENTS


EGR Throttle Position

MIL EGR Throttle and Sensor

Malfunction Indicator Lamp

56 EGRTP (Exhaust Gas Recirculation Throttle Position) Sensor • The EGR throttle position (EGRTP) sensor is a potentiometer that provides a signal to the PCM. • The input signal is an analog voltage proportional to the rotary position (angle) of the throttle plate located within the throttle body.

EGRTP SENSOR 57 30

ELECTRICAL COMPONENTS Actuators

Actuators

• Actuators convert electrical output from the PCM to hydraulic, mechanical, or electronic work.

• Injection Pressure Regulator (IPR)

• The 6.0L Power Stroke engine now uses five (5) actuators: Injection Pressure Regulator (IPR), Exhaust Gas Recirculation (EGR) Valve, Variable Geometry Turbocharger Control Valve (VGTCV), Glow Plug Control Module (GPCM), and the Exhaust Gas Recirculation Throttle Plate (EGRTP) Actuator.

• Exhaust Gas Recirculation Valve (EGR) • Variable Geometry Turbocharger Control Valve (VGTCV) • Glow Plug Control Module (GPCM) • Exhaust Gas Recirculation Throttle Plate (EGRTP) 58

EGRTP (Exhaust Gas Recirculation Throttle Plate) • The EGR throttle plate is designed to assist with EGR operation.

EGR THROTTLE PLATE

• The EGRTP actuator modifies the intake airflow from the charge air cooler into the intake manifold. • The EGRTP actuator regulates the rotary motion of the throttle plate located within the throttle body. • The control of intake airflow provides increased EGR system efficiency with the throttle plate position determined by a signal from the EGRTP sensor.

EGRTP ACTUATOR

59 Glow Plug Wiring Harness • In order to increase the serviceability of the glow plugs, the glow plug buss bar has been replaced with a new glow plug harness. This will provide flexibility in the harness, to ease removal of glow plugs. • In addition, the rocker-arm carrier has been modified to improve accessibility to the glow plug harness.

GLOW PLUG CONNECTORS 60

• NOTE: The glow plug buss bar and the glow plug wiring harness are not interchangeable parts and should only be replaced with the correct replacement part.

31

ELECTRICAL COMPONENTS I Sensor • The I sensor is no longer located in the high-pressure pump cover. • It has been relocated to the front on the right high-pressure oil rail.

I SENSOR

• The valve cover and GPCM bracket sets over the I Sensor.

HIGH-PRESSURE PUMP COVER GPCM 61

32



ECONOLINE 6.0L DIESEL ENGINE

62

Econoline 6.0L POWER STROKE DIESEL 



2004 6.0L Econoline Features

2004 6.0L Econoline Features

• The 6.0L diesel engine will be a new addition to the Econoline starting in 2004. • The Econoline will feature a charge-aircooler for the first time.

• Remote Mount Oil Filter

• The Econoline 6.0L diesel engine will feature visual differences versus the F-series.

• Charge Air Cooled

• The Econoline 6.0L utilizes a remote mount oil filter.

• Chassis Mounted FICM 63 33



E C O N O L I N E C O M P O N E N T L O C AT I O N Horsepower and Torque


 • The Econoline6.0L Power Stroke Engine creates 235 HP at 3150 RPM and 440 ft/lb of torque at 1600 RPM.

64 Left of Engine

1

1. EP (Exhaust Pressure) Sensor

2

2. GPCM (Glow Plug Control Module) 3. 12-way Connector 4. Battery Power Junction Point

4

3

65

Remote Mount Oil Filter 1. Upper Oil Pan 2. Oil Filter Cap 3. Oil to Filter Supply Line 4. Clean Oil to Engine Line

4

3

1 2 34

66



E C O N O L I N E C O M P O N E N T L O C AT I O N 2

Left Front of Engine

3

1. EP (Exhaust Pressure) Tube

1

2. Oil Level Gauge and Tube 3. 46-way PCM Connector 4. Upper Oil Pan

4 67 Left Rear of Engine

4

1. FICM Electrical Connectors 2. Oil Filter Housing 3. Remote Mount Oil Filter Oil Lines 4. Vehicle Battery Power Junction Point

3

1

2 68 35



E C O N O L I N E C O M P O N E N T L O C AT I O N Right Front of Engine 1. Oil Fill Adapter

2

3

1

2. EGR Throttle Actuator 3. Heater Return

69 Right Rear of Engine 1. Glow Plug Harness

4

3

2. Block Heater 3. Secondary Fuel Filter Housing 4. Turbine Outlet

1

2

70 36



E C O N O L I N E L U B R I C AT I O N S Y S T E M Lubrication System Features

Lubrication System Features

• The 2004 Econoline 6.0L utilizes the same integrated oil cooler that is used in the F-Series application. • Do to space limitations, the canister style oil filter must be remote mounted to the upper oil pan on the driver side of the engine.

• Integrated Oil Cooler • Remote Mount Oil Filter • Canister Style Oil Filter

71 Lubrication System Flow

REMOTE MOUNT OIL LINES

REMOTE MOUNT OIL FILTER HEADER

OIL FILTER CANISTER

72 37



E C O N O L I N E L U B R I C AT I O N S Y S T E M Remote Mount Oil Filter Header/ Fuel Filter Housing • To accommodate the relocated oil filter, there is a redesigned oil filter/fuel filter assembly bolted to the oil cooler. • This oil filter header has two access holes for oil lines to transport oil to the oil filter housing at the left rear of the engine upper oil pan.

FILTERED OIL

TO OIL FILTER

TO ENGINE

UNFILTERED OIL Oil Filter By

73

OIL FILTER BY VALVE

• The oil filter by is located at the bottom of the remote mount oil filter header. • If the oil filter becomes plugged or if the oil line become restricted, the oil will though this by to feed unfiltered lube oil to the engine.

74 Remote Mount Oil Lines • Since the space is limited on the Econoline chassis, the oil filter housing has been relocated to left rear corner of the engine’s upper oil pan.

UNFILTERED OIL

• Steel lines are used to route oil to the remote mounted oil filter.

FILTERED OIL 38

75



E C O N O L I N E L U B R I C AT I O N S Y S T E M Oil Line Routing: Engine Valley • As the oil line leaves the oil filter header, it drops down and es under the turbocharger mounting bracket. • As the oil line reaches the rear of the engine it rises over the high-pressure pump cover. • The oil lines have been positioned toward the center of the high-pressure pump cover in order to avoid restricting access to the IPR (Injection Pressure Regulator) valve.

UNFILTERED OIL FROM OIL PUMP

FILTERED OIL FROM OIL FILTER ASSEMBLY

76 Oil Line Routing: Rear • The oil line is routed down the right rear of the engine, staying clear of the IPR valve, and under the right side exhaust up-pipe.

UNFILTERED OIL FROM OIL PUMP

• The oil line enters the oil filter housing near the outside edge of the housing. Clean oil exits through the top, center of the oil filter housing. • The clean oil line returns to the oil filter header, where the oil will be distributed to the engine lube system and the highpressure oil reservoir.

FILTERED OIL FROM OIL FILTER • NOTE: The remote mount oil filter lines must be removed in order to remove the turbocharger mounting bracket.

OIL FILTER ASSEMBLY 77

39



ECONOLINE FUEL SYSTEM Fuel Filter Housing

FUEL REGULATOR

• The fuel filter housing has been modified to accommodate the Econoline chassis.

FUEL SUPPLY LINE

• The regulator has been repositioned to provide accessibility in chassis. • The fuel supply line now has a banjo bolt with two copper washers connecting it to the fuel filter housing.

BANJO BOLT

FUEL RETURN LINE 78 Engine Fuel System Flow

SECONDARY FUEL FILTER HOUSING

FUEL INLET CHECK VALVES FUEL SUPPLY FROM PUMP

FUEL RETURN TO TANK 40

79



ECONOLINE 6.0L DIESEL ENGINE EP Sensor/GPCM

BATTERY POWER JUNCTION POINT

• The EP (exhaust pressure) sensor and tube have been repositioned to adapt for the chassis.

GPCM

• The GPCM bracket has been relocated to the left valve cover. • The GPCM, EP sensor, and power junction point all share a common stamped steel mounting bracket. The mounting bracket is also utilized to secure the compressor inlet hose.

EP SENSOR

80 Oil Fill Adapter/Glow Plug Connector/I Sensor

OIL FILL ADAPTER GLOW PLUG CONNECTOR

• Oil fill tube adapter is now pointed to the front of the engine for accessibility. • The glow plug harness has been lengthened on the Econoline chassis to increase accessibility to the harness connector. • The location of the I sensor is the same as on the F-Series.

I SENSOR

81 Engine Serial Number/Chassis Mounted FICM

ENGINE SERIAL NUMBER

• The engine serial number is now located on the external crankcase breather. • The FICM has been relocated by the brake booster on the Econoline chassis.

EXTERNAL CRANKCASE BREATHER

82 41

NOTES

42



POWER STROKE DIESEL DIAGNOSTICS Diagnostic Procedures and Service Tips

Diagnostic Procedures and Service Tips

• The information in this section is not intended to replace any portion of the Ford Motor Company Service Manual, but should be used in conjunction.

• No Start Diagnostics

• Please see Ford Motor Company Service Manual for complete diagnostic and test procedures.

• Fuel in Oil • I Test • CKP Trigger Wheel Test • I Block-Off Tools • Cylinder Balance 82

No Start Diagnostics This procedure is a method to diagnose an engine crank, no start condition and to describe what is required for a 6.0L diesel engine to start. With the WDS, access the DATALOGGER screen. Highlight PIDs listed below. Before cranking the engine, hook up a mechanical fuel pressure gauge to the diagnostic port located on the secondary fuel filter housing. Monitor fuel pressure and the highlighted PIDs to determine the cause of the no start concern. • VPWR (battery power) - If low voltage condition is present, check battery, charging system, or power/gnd circuits to the PCM.

• FICMLPWR (FICM logic power) - No/low voltage indicated could be

Parameter

Specification

caused by the 12-way connector or logic power fuse. Refer to Pinpoint S for detailed 12-way conn. diagnostics.

VPOWER

8 VOLT MIN.

FICMLPOWER

8 VOLT MIN.

FICMVPOWER

8 VOLT MIN.

RPM

100 RPM MIN.

• I - A minimum of 500 PSI (3.5 mPa) is required for the injectors to be

I PRESSURE

500 PSI (3.5 mPa)

enabled. No or low oil in the hp system or reservoir, system leakage, faulty IPR, or high-pressure pump could cause low pressure.

I VOLTAGE

.80 VOLTS MIN.

FUEL PW

500 uS - 2mS

FICMSYNC

YES/NO

SYNC

YES/NO

FUEL PRESSURE

45 psi MIN.

• FICMVPWR - No or low voltage indicated could be caused by 12-way connector or the key power circuit. Voltage drop from the battery to the FICM should not exceed a 2-5% difference.

• RPM - Low RPM can be caused by starting/charging system issues. No RPM indicated while cranking could be CKP fault.

• IPR duty cycle - Typically will increase to 80-84% within a couple of seconds of starting. Defaults to 14% (300 PSI) w/o CKP signal.

• I V (I voltage) - Voltage reading below spec indicates low I during crank.

• FUEL PW (fuel pulse width) - Pulse width defaults to 0 w/o CKP signal, RPM below minimum spec, or low I.

• FICMSYNC- No FICM sync could be caused by the PCM, FICM, or engine wiring harness.

Measurement

*NOTE: These specifications are minimum values. A minimum value may result in an extended crank time.

• SYNC - No sync could be caused by CKP, CMP faults, PCM, or engine wiring harness.

• NOTE: If the FICM has been replaced with a service part, it will need to be programmed. The service part does not come programmed. The injectors will not rattle when the key is cycled until the FICM has been successfully programmed.

43

N O S TA R T D I A G N O S T I C S Diagnosing FICM Logic Power: • NOTE: If there is no FICM logic power to the FICM, the injectors will still buzz once the key is cycled but the engine will not start. There will be no other symptoms related to a no start condition. • With the WDS, select DATALOGGER PID FICMLPWR. This PID will show how much voltage is being supplied to the FICM. If less than eight volts check for short/open or low battery. • If no voltage is being supplied, check logic power fuse located in the relay center box. This box is mounted on the driver's side towards the firewall.

FICM LOGIC FUSE 83

• No voltage could also be caused by the FICM logic circuit through the 12-way connector.

SYNC: • SYNC is achieved when the PCM receives a signal from the Crankshaft sensor and Camshaft sensor indicating they are working and in time. If the Crankshaft and Camshaft sensors are working improperly, the PCM cannot calculate engine speed or cylinder position, preventing fuel delivery.

PCM Powertrain Control Module CKP

CMP

84 Diagnosing SYNC: • No SYNC with an RPM signal typically is a faulty CMP sensor/circuit problem. • No SYNC and no RPM signal, typically is a faulty CKP sensor/circuit problem.

44

N O S TA R T D I A G N O S T I C S FICM SYNC: • 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 I to calculate fuel timing, pulse width, and pilot injection usage.


FICM Fuel Injection Contol Module

CKPO

85

CMPO

Diagnosing FICM SYNC:

• If there is no FICM SYNC while cranking the engine, then the problem is limited to the circuit illustrated above. The FICM SYNC circuit relays information from the PCM to the FICM. • Engine Wiring Harness: FICM SYNC occurs through two circuits between the FICM and PCM. engine wiring harness circuits CMPO and CKPO. If one of these two circuits has a short/open, FICM SYNC will not occur. • PCM: If the PCM is not working properly, FICM SYNC may not occur. • FICM: If the FICM is not working properly, FICM SYNC may not occur.

Fuel Pressure: • There must be an adequate amount of fuel flow and fuel pressure present before the engine will start. Areas listed below can cause low fuel pressure/flow: - Faulty Fuel Pump - Pinched/Clogged Fuel Lines - Broken/Clogged Banjo Bolt - Clogged Fuel Filter(s) - Aerated Fuel • Fuel quality should also be examined for a possible no start condition.

Air Inlet and Exhaust Restrictions: • Be aware of air inlet or exhaust restrictions. If necessary, eliminate these possibilities by removing the charge-aircooler pipe/hose from the intake manifold inlet and the exhaust down pipe from the turbine side of the turbo, for testing purpose only.

AIR COOLER PIPE REMOVED FROM INTAKE MANIFOLD

EXHAUST DOWN-PIPE REMOVED

FUEL PRESSURE ADAPTOR 86

87 45

FUEL IN OIL DIANOSTIC PROCEDURE DIESEL FUEL IN ENGINE OIL DIAGNOSTICS ISSUE/CAUSE: Some vehicles equipped with the 6.0L diesel engine may exhibit diluted oil, runs rough and/or low power. This may be caused by fuel leaking into the engine from the injectors. • NOTE: THIS PROCEDURE MUST BE FOLLOWED COMPLETELY AND EXACTLY AS WRITTEN. FAILURE TO DO SO MAY RESULT IN MIS-DIAGNOSIS, INCOMPLETE REPAIR OR UNNECESSARY PART REPLACEMENT. • Before starting the engine, check engine oil level on dipstick. If the oil level is above 'max' due to dilution with diesel fuel, the oil will appear thin and watery. Due to the design of the dipstick, it may be difficult to use for confirming an over full condition. If an over full condition is suspected, insert a clean dipstick leaving it one inch above the seated position. Remove the dipstick and check the oil level. Continue this process, leaving the dipstick one inch higher each time. If the oil level is determined to be over full, pull the drain plug and let the oil/fuel drain out until it stops dripping (be sure to also drain the oil filter housing). Measure the amount of fluid drained from the crankcase. 

• Note: For 6.0L Power Stroke diesel engines with engine oil diluted with four or more quarts of diesel fuel, the turbocharger endplay needs to be checked (.001”- .004” allowable). Also check radial shaft movement by lifting the shaft up and rotating the shaft to check for compressor or turbine wheel housing . If any wheel is noticed, the turbocharger must be replaced. • Check the PCM for Cylinder Contribution/Balance Diagnostic Trouble Codes (DTC's). Diagnose Cylinder Contribution/Balance DTC's per pinpoint test P15. Cylinder Contribution/Balance DTC's will not be set for all injector related concerns resulting in fuel dilution. Continue with remaining steps.

RIGHT BANK FUEL LINE

LEFT BANK FUEL LINE BRASS ADAPTORS

FUEL PRESSURE TEST PORT PLUG 88

• Block the fuel line to the left head at the fuel filter housing. To do this, remove the fuel line from the connection point at the secondary fuel filter housing. Remove the brass adaptor that is screwed into the filter housing. Remove the fuel pressure test port plug from the front of the secondary fuel filter housing. Install the plug in the left bank outlet port. The fuel pressure adaptor (#303-765) and fuel pressure gauge should be installed at the test port in order to confirm constant pressure. • Run the fuel pump using WDS 'Active Commands' in order to maintain constant pressure. • Watch for fuel to drain out of the oil pan drain hole. Depending on the severity of the leak, it may take some time to leak enough fuel to run down to the pan. Allow the fuel pump to run for up to 10 minutes.It is possible that the leak indication may not occur when the engine is cold (cool). If this is the case, it will be necessary to perform the leak test on a warm engine. The block heater may be used to increase the coolant temperature to induce the leak if necessary in the case where the engine cannot be idled to warm-up prior to leak evaluation.

Right Head Leak Test Set-Up LEFT BANK FUEL LINE FUEL PRESSURE ADAPTOR

TEST PORT PLUG 89 46

FUEL IN OIL DIANOSTIC PROCEDURE Left Head Leak Test Set-Up

• If fuel is present suspect at least one injector or injector o-ring leaking in the right head. Turn off the fuel pump at this time. • Reverse the test at this time, blocking the right bank fuel line at the fuel filter housing. Use the same procedure as described in step 3 (move the plug from the left supply port to the right bank supply port). It may also be necessary to loosen or remove the fuel line-retaining bolt secured to the front of the intake manifold.

RIGHT BANK FUEL LINE TEST PORT PLUG

• Run the fuel pump using WDS 'Active Commands'.

FUEL PRESSURE ADAPTOR 90

• Watch for fuel to drain out of the oil pan drain hole. Depending on the severity of the leak, it may take some time to leak enough fuel to run down to the pan. Allow th efuel pump to run for up to 10 minutes.

• If fuel is present suspect at least one injector or injector o-ring is leaking in the left head. Turn off the fuel pump at this time. Reconnect the fuel line. • Remove the appropriate valve cover/s. If a fuel leak was not identified on the right or left bank, remove both valve covers for additional inspection. • Remove the high-pressure oil rail. Check the torque of each injector hold down bolt. Refer to the Workshop Manual Section 303-04D for torque specifications. If an injector is found loose remove the injector. Inspect the injector body, injector body o-rings, and copper washer (at injector tip) for damage. Replace as necessary. CAUTION: Installation and removal of an injector should not be completed with air/power tools. Excessive speed can damage the injector o-rings. • Clean the top of the head with brake clean and dry it thoroughly especially on the down side of each injector. • Turn on the fuel pump. Inspect injector body o-ring area. Look carefully to see if fuel is leaking from the small weep hole just above the top injector body o-ring. Use a mirror to help look for fuel leaking from individual injectors. If a leak is not detected within 5 minutes, install 1 oz. of oil dye and continue your inspections. Note: Adding 1 oz. of oil dye to the fuel filter housing in conjunction with use of a black light may aid in identifying the fuel leak. • If fuel is observed leaking from the injector body o-ring area replace the two injector body o-rings. If fuel is leaking from the small weep hole just above the top injector body o-ring replace the injector. CAUTION: Installation and removal of an injector should not be completed with air/power tools. Excessive speed can damage the injector o-rings. • Following any repair, retest to confirm repair. • Check the Charge Air Cooler (CAC) for fuel and/or oil. Clean the CAC and air dry with shop air thoroughly before reinstalling. • Re-install the oil pan drain plug. Refill engine with oil and change oil filter. • Drive vehicle approximately 20 miles. • Change engine oil and filter. Be sure to drain the oil out of the oil filter housing. Repeat final steps (maximum of two engine oil flushes).

47

HIGH-PRESSURE OIL DIAGNOSTICS HIGH-PRESSURE OIL LEAK DIAGNOSTIC PROCEDURE Symptoms: • Driveability - Runs Rough, Stalls, No Start When Hot • DTCs P2284, P2290 Or P2291

6.0L Diesel Engine - High-Pressure Oil System Diagnostics: • nature of concern. • lube oil supply pressure. • If the nature of the concern exists hot only (hot no starts), safely bring the vehicle up to necessary temperature range. Monitor IPR (Injection Pressure Regulator) duty cycle as EOT (engine oil temperature) increases. A high-pressure oil leak should be indicated by a rising IPR duty cycle. As EOT increases and the leak rate increases, I pressure can begin to drop as the IPR is AIR HOSE FITTING no longer capable of compensating.

• Check the operation of the IPR valve. Remove one of the valve covers from the engine. Apply shop-air pressure to the high-pressure rail using special tool adapter #303-766. When the air pressure is applied, there will be a noticable air leak do to the IPR valve being in an open state. • With the WDS, increase the duty cycle of the IPR valve. This should block that air leak. If no change is heard, the IPR valve is not functioning as commanded. Your concern could be the IPR valve or the PCM to IPR circuit. If a change in the air leak is heard, the IPR valve is operating and investigation for the high-pressure oil leak begins. • With the IPR blocking the air leak to the oil pan, listen for the position of the air leak in the engine. A stethoscope can improve your ability to narrow down the location of the leak.

TOOL # 303-766

91 NOTE: Air may leak past the high-pressure oil pump shaft seal. This is normal and DOES NOT require pump replacement.

The leak can exist in the following areas: Early model:

• Cracked/broken check valve and fitting in high-pressure oil rail, under either valve cover(s). • Disconnected high-pressure hose(s) under valve cover(s). • Stand pipe from high-pressure hose to the branch tube in the tappet gallery (o-ring at the bottom could be cut/torn or missing). Wavy rail: • O-rings on the top and bottom of each stand pipe and/or all four plugs in the high-pressure rail. All Models: O-ring in between discharge tube and high-pressure pump. O-ring around discharge tube that fits inside high-pressure pump cover. High-pressure pump inlet o-ring. Branch tube from high-pressure pump to stand pipe in the tappet gallery. • High-pressure oil injector o-ring (high-pressure rail connects to the injector). • • • •

48

CRANKSHAFT TIMING WHEEL BENT/DAMAGED CRANKSHAFT TRIGGER WHEEL Symptoms: • This procedure is intended to identify a bent/damage crankshaft trigger wheel. The most common symptom is a rough idle.The EOT (Engine Oil Temperature) does not affect the rough idle concern.

Diagnostics: • Assure there are no codes present. If there are any codes, repair as necessary before continuing with the following procedure. • Start engine and rough idle concern. Slightly accelerate engine off of idle, does the engine smooth out? If it does, proceed with the following diagnostics. • Using WDS (World Diagnostic System) monitor Power Balance. Typically there are two injectors indicating weak cylinders. These two injectors will be 180 degrees off in firing order (firing order is 1,2,7,3,4,5,6,8). For example, #3 & #8 will indicate weak cylinders. • Perform a Mass Fuel Desire Test to these injectors are contributing correctly. • If they indicate no problem found, select #1 INJ PID. With the solid border surrounding the PID, enable active command control for injector cancel. Take control of the Active Command but DO NOT toggle "+/-" to disable/cancel the injector. • Notice the idle quality while performing this function. If the engine smoothes out, this is a good indication of a bent trigger wheel.

: TO THE CRANKCHAFT TRIGGER WHEEL IS DAMAGED FOLLOW THE PROCEDURE BELOW. • • • • • •

Disconnect battery cables. Drain oil out of oil pan. Remove both turbocharger cooler pipes. Remove the radiator stator shroud. Loosen engine mount bolts from chassis. Lift engine off of chassis until turbo is against the heat shield on the cowl. Remove all the oil pan bolts. Drop oil pan down to remove bolts in the pick up tube. Remove the oil pan by backing it out towards the transmission. • The crankshaft trigger wheel is located at the front of the crankshaft. Manually turn engine over while inspecting every tooth on the trigger wheel. • If there is any visual damage to the teeth (see example below) the Ford Technical Service Hotline for instructions.

DAMAGED TEETH DAMAGED TOOTH

92

93

49

I BLOCK-OFF TOOLS Right Bank Block-Off with I Sensor • This block-off tool is used on the right bank only. • The I sensor break-out harness (Tool # 418-D003) is utilized to extend the reach of the wiring harness so pressure/voltage can be read using the WDS. • This tool will enable you to eliminate the right bank high-pressure rail and injectors while testing the integrity of the remaining high-pressure oil system.

94

• To utilize the tool properly, the I sensor is removed from the high-pressure oil rail and is placed in the block off tool.

BREAK-OUT HARNESS

95 Left Bank Block-Off Tool • The solid block-off tool is used in the left bank high-pressure oil rail only. • It enables you to eliminate the left highpressure oil rail and the left bank injectors while testing the integrity of the remaining high-pressure oil system. • I pressure is measured using the I sensor installed in the right bank highpressure oil rail or the right bank block-off tool.

BLOCK OFF TOOL

96

• NOTE: Both block-off tools can be used at the same time to eliminate both high-pressure oil rails and all eight injectors. I pressure/voltage will be monitored using the I sensor installed in the right bank block-off tool, the I break-out harness (as pictured above), and the WDS.

97 50

CYLINDER BALANCE TEST CYLINDER BALANCE TEST Cylinder Balance Test:

•

Before using Cylinder Balance Test, Performance Diagnostic routines should be followed to insure no other performance concerns are present.

• Cylinder Balance Test measures the increase of engine RPM during each firing cycle. The test then compares the RPM contribution of each individual cylinder to determine a weak cylinder.

When performing Cylinder Balance you should use the following procedure: • Using WDS, connect to the vehicle and perform a POWER BALANCE TEST. • With POWER BALANCE still running switch to DATALOGGER and select an injector PID (1-8, it doesn't matter which one). Highlight the injector pid and take active command of the pid. Do not shut the injector off. • The FICM has a fuel correction feature that is used to smooth idle operation by adding fuel to any cylinder that lowers engine speed during a firing cycle.

DATALOGGER

#1 INJECTOR STILL ON

ACTIVE COMMAND

• Following these steps will disable the FICM's fuel correction feature. Taking active command of an injector will cause all eight injectors to use a base line fuel rate.

98

• Using the tabs at the top of the screen switch back to the POWER BALANCE and look for any injector that falls below 15 RPM. • If a cylinder drops below 15 RPM perform an INJECTOR ELECTRICAL TEST and a RELATIVE COMPRESSION TEST to check for base engine problems. If no other problems are found replace the injector for the indicated cylinder.

POWER BALANCE TEST

• Note: Active command will only disable fuel correction for about 1 min.

99

51

NOTES

52

APPENDIX

TABLE OF CONTENTS To r q u e C h a r ts

. . . . . . . . . . . . . . . .54

H a r d Sta r t / N o Sta r t D i a g n o s t i c s

. . .58

Performance Diagnostics . . . . . . . .59 Wiring Diagrams F-Series(single alt.) . F-Series(dual alt.) . . Econoline(single alt.) Econoline(dual alt.) .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

. . . .

.60 .62 .64 .66

Diagnostic Codes . . . . . . . . . . . . . .68 Glossary

. . . . . . . . . . . . . . . . . . . .72

Index . . . . . . . . . . . . . . . . . . . . . . .75

53

SPECIAL TORQUE CHART COMPONENT

STANDARD

Air inlet duct clamp ........................................................44 lbf/in C a m s h a ft f o l l o w e r r e ta i n i n g d e v i c e b o l t . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 l b f / ft C a m s h a ft p o s i t i o n ( C M P ) s e n s o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 6 l b f / i n C a m s h a ft t h r u s t p l a t e m o u n t i n g b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 l b f / ft C o n n e c t i n g r o d b o l t ( I n i t i a l ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3 l b f / ft ( F i n a l ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 0 l b f / ft C o o l a n t ( b l o c k ) h e a t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 l b f / ft Crankcase breather ........................................................62 lbf/in C r a n k c a s e P l u g ( M 1 6 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 l b f / ft C r a n k s h a ft p o s i t i o n ( C K P ) s e n s o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 6 l b f / i n * C y l i n d e r h e a d b o l ts ( s e e f i g u r e A ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . f i g u r e A EGR cooler coolant supply port cover (on oil filter base) (M6) ..........................................................89 lbf/in E G R c o o l e r V- b a n d c l a m p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 8 l b f / i n E G R c o o l e r f l a n g e ( s t u d s ) ( s e e n o t e 1 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 l b f / ft E G R c o o l e r s u p p o r t ( s e e n o t e 1 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 l b f / ft E G R v a l v e m o u n t i n g b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 l b f / ft Engine coolant temperature sensor (ECT) ........................108 lbf/in Engine oil pressure switch (EOP) ....................................108 lbf/in E x h a u s t m a n i f o l d f l a n g e ( t o u p p i p e ) ( s e e n o t e 2 ) . . . . . . . . . . . . 2 0 l b f / ft E x h a u s t m a n i f o l d ( s e e n o t e 2 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 l b f / ft Exhaust pressure (EP) sensor bracket ............................106 lbf/in Exhaust pressure (EP) sensor ..........................................108 lbf/in E x h a u s t p r e s s u r e ( E P ) t u b e n u ts ( s e e n o t e 2 ) . . . . . . . . . . . . . . . . . . 11 l b f / ft E x h a u s t u p p i p e c o u p l i n g o n r i g h t s i d e . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 0 l b f / ft * F l y w h e e l b o l ts ( s e e f i g u r e B ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 9 l b f / ft F r o n t c o v e r m o d u l e b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 l b f / ft F u e l c h e c k v a l v e ( b a n j o b o l t ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 l b f / ft F u e l f i l t e r s u p p l y a n d r e t u r n l i n e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2 l b f / ft F u e l f i l t e r s u p p l y t o h e a d l i n e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 l b f / ft F u e l i n j e c t o r h o l d d o w n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4 l b f / ft F u e l r a i l p l u g ( r e a r o f h e a d ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 0 l b f / ft F u e l S u p p l y L i n e B a n j o b o l t ( E c o n o l i n e o n l y ) . . . . . . . . . . . . . . . . . . 2 6 l b f / ft Glow plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 l b f / ft Glow plug control module (GPCM) ..................................71 lbf/in H e a t s h i e l d f o r i n ta k e m a n i f o l d ( M 6 n u t ) . . . . . . . . . . . . . . . . . . . . . . . . . . 9 6 l b f / i n H e a t s h i e l d b o l ts f o r r e a r ( M 6 t h r e a d f o r m i n g ) . . . . . . . . . . . . . . . . . . 9 6 l b f / i n ( M 1 0 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 6 l b f / ft H i g h p r e s s u r e d i s c h a r g e t u b e m o u n t i n g b o l ts . . . . . . . . . . . . . . . . . . 7 1 l b f / i n H i g h p r e s s u r e r a i l f r o n t p o r t p l u g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 0 l b f / ft H i g h p r e s s u r e r a i l s u p p l y p o r t p l u g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 0 l b f / ft H i g h p r e s s u r e o i l r a i l p l u g ( M 1 4 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3 l b f / ft (M8) ......................................96 lbf/in High pressure oil rail bolt (see figure C) ..........................120 lbf/in H i g h p r e s s u r e p u m p c o v e r b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 6 l b f / i n H i g h p r e s s u r e p u m p c o v e r p l u g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 6 l b f / ft H i g h p r e s s u r e p u m p d r i v e g e a r b o l t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 5 l b f / ft H i g h p r e s s u r e p u m p m o u n t i n g b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 l b f / ft Injection control pressure (I) sensor ............................108 lbf/in I n j e c t i o n p r e s s u r e r e g u l a t o r ( I P R ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 7 l b f / ft I n ta k e a i r t e m p e r a t u r e 2 ( I AT 2 ) s e n s o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 l b f / ft I n ta k e m a n i f o l d ( s e e f i g u r e D ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 6 l b f / i n L i ft i n g e y e b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 l b f / ft L o w e r c r a n k c a s e m a i n b o l ts ( s e e f i g u r e E ) . . . . . . . . . . . . . . . . . . . . . . f i g u r e A L o w e r c r a n k c a s e o u t e r b o l ts ( M 8 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 l b f / i n

54

METRIC 5 Nm 13 Nm 11 N m 31 Nm 45 Nm 68 Nm 41 Nm 7 Nm 20 Nm 11 N m figure A 10 Nm 6 Nm 13 Nm 31 Nm 13 Nm 12 Nm 12 Nm 27 Nm 38 Nm 12 Nm 12 Nm 15 Nm 27 Nm 94 Nm 24 Nm 38 Nm 43 Nm 26 Nm 33 Nm 27 Nm 35 Nm 19 Nm 8 Nm 11 N m 11 N m 49 Nm 8 Nm 82 Nm 82 Nm 45 Nm 11 N m 14 Nm 11 N m 35 Nm 129 Nm 24 Nm 12 Nm 50 Nm 18 Nm 11 N m 41 Nm figure A 24 Nm

SPECIAL TORQUE CHART COMPONENT

STANDARD

METRIC

O i l c o o l e r m o u n t i n g b o l ts ( M 8 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6 l b f / ft 22 Nm (M6) ........................................89 lbf/in 10 Nm O i l f i l t e r c a p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 l b f / ft 24 Nm O i l f i l t e r d r a i n ( E c o n o l i n e o n l y ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 8 l b f / ft 10 Nm O i l f i l t e r h o u s i n g b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 l b f / ft 15 Nm O i l f i l t e r s ta n d p i p e b o l t ( n e w ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 3 l b f / i n 6 Nm ( r e i n s ta l l a t i o n ) . . . . . . . . . . . . . . . . . . . . . . . . . . 2 7 l b f / i n 3 Nm O i l pa n d r a i n p l u g ( s e e n o t e 3 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 l b f / ft 25 Nm O i l p i c k u p t u b e f l a n g e b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 l b f / ft 24 Nm O i l p u m p h o u s i n g b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 2 l b f / i n 8 Nm O i l p r e s s u r e r e g u l a t o r p l u g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 - 2 1 l b f / ft 26-29 Nm P i s t o n c o o l i n g j e t ( s e e n o t e 4 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 l b f / ft 13 Nm R o c k e r a r m f u l c r u m b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 l b f / ft 31 Nm Wa t e r p u m p b o l ts ( M 8 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 l b f / ft 23 Nm Wa t e r p u m p p l u g s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 6 - 2 8 l b f / ft 35-38 Nm Wa t e r p u m p p u l l e y b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 l b f / ft 31 Nm T h e r m o s ta t h o u s i n g b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 l b f / ft 23 Nm Tu r b o e x h a u s t a d a p t e r v - b a n d c l a m p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 8 l b f / i n 12 Nm Tu r b o o i l s u p p l y b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 l b f / ft 24 Nm Tu r b o o i l s u p p l y l i n e , f l a n g e r e ta i n i n g b o l t . . . . . . . . . . . . . . . . . . . . . . 7 l b f / ft 10 Nm Tu r b o t o m o u n t i n g b r a c k e t b o l ts ( s e e n o t e 2 ) . . . . . . . . . . . . . . . . . . 2 3 l b f / ft 31 Nm Tu r b o b r a c k e t t o c r a n k c a s e m o u n t i n g b o l ts . . . . . . . . . . . . . . . . . . . . . . 2 3 l b f / ft 31 Nm Va l v e c o v e r b o l ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 2 l b f / i n 9 Nm * Vi b r a t i o n d a m p e r ( s e e n o t e 5 ) ( i n i t i a l ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 0 l b f / ft 68 Nm ( F i n a l ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a d d i t i o n a l 9 0 d e g r e e s r o ta t i o n * O n l y u s e n e w b o l ts . O n c e t h e s e b o l ts h a v e b e e n l o a d e d t o t h e i n i t i a l v a l u e , d o n o t r e u s e .

Torque Chart Notes • 1) Tighten 2 M6 studs in front EGR cooler flange first then install M8 EGR cooler bolt.

Thread Diameter M6 x 1 M8 x 1.25 M10 x 1.5 M12 x 1.75 M16 x 2

S TA N D A R D TO R Q U E C H A R T Hex Flange Head To r q u e To r q u e Wr e n c h l b f / ft Nm Size (mm) 8 11 8 18 24 10 36 49 13 61 83 15 154 208 21

M6 x 1 M8 x 1.25 M10 x 1.5 M12 x 1.75 M16 x 2

6 15 30 51 128

1/8” 1/4” 3/8” 1/2” 3/4”

7 10 15 25 30

NPT NPT NPT NPT NPT

Hex Head 8 20 40 69 173 Pipe Thread 10.2 13.6 20.4 34.0 40.8

• 2) Apply High Temperature Nickel Anti-Seize Lubricant (F6AZ-9L494-AA) to threads of bolts prior to assembly. • 3) Lightly coat o-ring with engine oil before installing. • 4) Apply Threadlock 262 to bolt threads prior to assembly • 5) Tighten bolts across center of crankshaft.

10 13 16 18 24

• All figures on next page.

55

SPECIAL TORQUE CHART Cylinder Head Bolts 15

• NOTE: Once bolts have been loaded to the initial value, they may not be reused. Use only new bolts. • Step 1: Torque the M14 (1-10) cylinder head bolts to 65 lbf/ft (88 Nm) in the numerical sequence shown. • Step 2: Torque the M14 cylinder head bolts 1, 3, 5, 7, & 9 to 85 lbf/ft (115 Nm) in the numerical sequence shown.

Intake Side 11

13

12

14

9

5

1

3

7

10

6

2

4

8

Exhaust Side

Figure A

• Step 3: Tighten the M14 cylinder head bolts an additional 90o clockwise in the numerical sequence shown.

• Step 4: Tighten the M14 cylinder head bolts an additional 90o clockwise in the numerical sequence shown. • Step 5: Tighten the M14 cylinder head bolts an additional 90o clockwise in the numerical sequence shown. • Step 6: Torque the M8 (11-15) cylinder head bolts to 18 lbf/ft (24 Nm) in the numerical sequence shown. • Final Step: Torque the M8 cylinder head bolts to 23 lbf/ft (31 Nm) in the numerical sequence shown.

Flywheel Bolts • NOTE: Once bolts have been loaded to the initial value, they may not be reused. Use only new bolts.

1

2

7

• Step 1: Torque the bolts to 1-5 lbf/ft (1.4-7 Nm) in the numerical sequence shown above.

5

9

10 6

• Final step: Torque the bolts to 69 lbf/ft (94 Nm) in the numerical sequence shown above.

8 3

4

8

7 6

2

• Step 1: Install bolts 1 through 8 finger tight.

4

3

1

Intake Manifold Bolts

5

Figure B

• Step 2: Torque bolts 9 though 16 to 8 lbf/ft (11 Nm).

Figure D

56

9

10 11

12 13

15

14

16

• Final step: Torque all bolts to 8 lbf/ft (11 Nm) in the numerical sequence shown.

SPECIAL TORQUE CHART Wavy High Pressure Oil Rail Installation and Torque Procedure 3

• Step 1: Place the oil rail on top of the carrier so that the four single ball tubes are engaging the injector lead angle. • Step 2: Insert 3 guide bolts-- two on the ends of the straight side of the oil rail and one in the middle of the wavy side of the oil rail. See figure to the left.

1

• Step 3: After the 3 guide bolts are threaded in 6 or 7 turns, press the rail into the injectors.

2

4

1

• Step 4: Once the oil rail has completely engaged the injectors, the oil rail mounting feet should be flat against the carrier mounting surfaces. Now insert the remaining 6 bolts.

5

9

8

• Step 5: Turn all 9 bolts until snug. • Step 6: Torque all bolts to 120 in/lbs. starting with the center bolt on the wavy side of the oil rail. Follow sequence shown in Figure C.

7

3

2

6

Figure C

Main Bearing Bolts

Front of Engine 20 19

17 18

• NOTE: Bolts must contain a light film of oil on the bearing surface (under the head) and threads prior to assembly.

12 11

9 10

• Step 1: Torque the bolts to 110 lbf/ft (149 Nm) in the numerical sequence shown. • Step 2: Torque the bolts to 130 lbf/ft (176 Nm) in the numerical sequence shown.

4

3

1

2

6

5

7

8

14 13

• Final step: Torque the bolts to 170 lbf/ft (231 Nm) in the numerical sequence shown.

15 16

Bottom View

Figure E

57

H A R D S TA R T / N O S TA R T D I A G N O S T I C S CUSTOMER NAME -NOTEIF CONCERN IS FOUND, SERVICE AS REQUIRED. IF THIS CORRECTS THE CONDITION, IT IS NOT NECESSARY TO COMPLETE THE REMAINDER OF THE DIAGNOSTIC PROCEDURE.

MODEL YEAR

Se e Te Fo c r h Fo ni d’s r L cai PT ate n S S ( st oc Pro Inf iet f y) ess or ma W i o tio ebs nal n ite F-Series/Excursion/Econoline Powerstroke 2004.25 6.0L Power Stroke Diesel Engine Diagnostic Guide

CHASSIS STYLE L

Customer Concerns (Please list in this box) DEALER NAME

P& A CODE

1863 CLAIM NUMBER


VEHICLE GVW

DATE

ODOMETER

TRANSMISSION

AMBIENT TEMPERATURE

NOTE : A hard start/ No start concern with EOT te .

PERSONAL

• Use scan tool. DTC's set during this est are current faults

GPCM Oper ation

Diagnosti c

Fuel Oil Co Method Vi sual

• Use the scan tool . • DT C's re ev

during this test are historical faults.

Troubl e Codes

. Inject ors will 1-8.

•

level.

•

Method Vi sual

Check

• Inspect

tem.

if

•

r f er e

Check

A-

5. Electric Fuel Pump Pressure • f t hat the fuel pump

gnd.

ne

f er e

I volts

.80 V min.

500 uS - 2 mS

pin co ow u ne har Glow Pl ug

• •

Plug Number

e cov er

Harness to

to ound to 2 ohm s

or s

0

#1 #3 #5 #7 #2 #4 #6

PWR - If low ltage t conditi is esent, check battery, charging syst , or power/gnd circuits to the PCM.

key on.

B - FI CM LPWR - No/lo volt

ng

way

#8

indicated could be caused

120

or

c

use.

Refer

e

Measurement

0-160 PSI

the

•

100 RPM minimum 3. 5 mP a min.

FUEL PW FI

om g/p "on" time

140

volt

essure

the scan tool ng ne. Measurement

Glow

I

optimum start. Method Vi sual

Measurement

Glow Plug Resistance

8 volt min.

RPM

in he tank, drai n a e. recommended for

e

("on"time)

Spec. B +

me

lts. t fr cr

FI CMLPWR FICMVPWR

IN FUEL lamp has been

• Cet

9. 5

param Par V PWR

t

e

bel

• Select t

Cl

•

Wait to Start Lam

• Scan too

• After ve

e lt per ure and ti

ieved, go to appropriate PPT T test.

Vi sual

TE

•

10. Scan T

nder indicator has been illuminated Check

. CTM and EOT pids,

ug

end. will

Relay on time 1 to 120

»

inle ducts.

• Usi ng the s

Injector e

Tr

•

sp

and KOEO DTC's.

ify f

•

9 . KOEO Injector Electrical Self Test (Click Test)

.

il

e

on at ll iff o • Usi ng a If

45 PSI min.

100

nostics

C - FI CM VP w Dsystem mi

Time (seconds)

Vi

)

8. Retrieve v Continuous Trouble Codes

ca l Hoses Leaks Check

• Check for contam inants (fuel, coolant).

•

atur

•

Troubl

2. Check Engine Oil Level • Co

COMMERCIAL

11. Glow Plug System Operation

7. Perform KOEO On-Demand Self Test

n

TYPE OF SERVICE

ould be caused chargi

PM indicated wh

80 60

40

cranking could be

20

Gauge

P

PSI (3 .5

-

If pressure fails low go to nextt step to no restr iction

a)

n

• Measure r restricti

a

p

Instrument 0- " Hg vacuum

0

let.

• Add 5

6

PSI

F -

If > 6" Hg restr iction, check lines between pump and fuel tank.

»

If

er s. If

G -

s are OK, check fuel re place fuel pump.

»

6

0

100

120

EOT (˚F) F)

I duri

c

No sy

could be

w/o / CKP P

List Part Name, Number and Serial Number of parts replaced.

a c

on time when abov e

faults.

Refer to PC/ED section 4 for detailed test procedures.

Fu

e t

pl

spec indicates low I to

CM SY

gl

7000 feet

al.

Wh

58

40

hi

Measurement

and filter

20

stem,

»

re gulator If re

0

r

ag

s t ic

sh

y o

e.

th 12B

ollo

ng d P

rt s : (

) ( 1 2 A650

140

PERFORMANCE DIAGNOSTICS CUSTOMER NAME -NOTEIF CONCERN IS FOUND, SERVICE AS REQUIRED. IF THIS CORRECTS THE CONDITION, IT IS NOT NECESSARY TO COMPLETE THE REMAINDER OF THE DIAGNOSTIC PROCEDURE.

MODEL YEAR

Se e Te Fo c r h Fo ni d’s r L cai PT ate n S S ( st oc Pro Inf iet f e y) or s ma W sio tio ebs nal n ite F-Series/Excursion/Econoline Powerstroke 2004.25 6.0L Power Stroke Diesel Engine Diagnostic Guide

CHASSIS STYLE L

Customer Concerns (Please list in this box) DEALER NAME

P& A CODE

1863 CLAIM NUMBER


VEHICLE GVW

ODOMETER

TRANSMISSION

AMBIENT TEMPERATURE

no

l

•

leaks.

Fuel

ne

• Use

• Inspect MAP hose, intercooler hose, and m

folds for leaks.

f.f

m

St ate Control for EGR.

•

lo

• Monito

P

• Monitor EGR position sensor PID and calculate trav el.

l Coolant Elect rica l Hoses Leaks Check

COMMERCIAL

12a. Low

• Per

i

TYPE OF SERVICE

PERSONAL

8. EG

• Ver ify f t

DATE

Instrument Scan tool

Spec.

Vi sual

cent -1.2 V)

Parameter

Actual Percent

Cl

˚ wi

˚ F) .

Spec. @ 670 RPM 4.5-5.5 M

IC P

_______ Cl osed

P

,

Measurement

+ .3M Pa )

T Take reading b

i

If engi ne RPM is unstable, disco

Cl

90 %

been illuminated.

•

• D

• Cet

w

.52 V)

e ng. mmended for

50

_______ Open

Check

»

_______ Tr av el

Repair issue causing out of sp

• M

l

• Vi

exhaust syst

• M

t

fuel, coolant).

˚ er

• C

• M

t level.

r damage

scan

Measurement

t

ne tem

30 % MAX

»

If duty cycle is below MAX spec go to next step.

»

If

ec, check for system leak with

procedure in Hard Start/No Star

at e

t

• Ca

er tubes/connections, turbocharger se r signs of damage or leaks. .

Pe

MAX

10a. Electric Fuel Pump Pressure

• M

• Measure r fuel pressure at engine filter t housing test port.

Demand T est

scan tool.

244 kP

Check

KOEO

est abov e 70˚C (158˚ F)

minimu

EP

Visual

4.

and go to 12b. sensor is at fault.

e continuing.

9. Exhaust Restriction

Visual

•

If RPM sm

• Check at low idle,

90 % and 3.2 V Tr av el

3.

If RPM is still unstable, re

»

Open

optimum performance Method

»

IC P

r (I will default).

• Road Tes T t- engine

P

th

tool.

• Road Test T - sel ect appropriate gear to obtai t n desi red engi ne

full oad condition

speed and full load on engine climbing hill or loaded truck.

• U

Measurement

• D

th test are current faults. ic Codes

5.

C's

• Use the scan tool . • DT

re ev

ing

is t

Parameter MG P

310- 379 kPa (45-55 PSI) min.

0-1.1 Mpa

(0-160 PSI )

»

If fuel pressure fails low, Go to step10b.

»

If pr essure is above spec, check fuel retur n lines for restr iction.

are historical faults.

»

Measuremen r t

Econoline

If test fails low, inspect turbo blades fo r damage .

est

If no restr iction is present, replace fuel pressure regulator valve.

• M

Tr ouble Codes

• Measure r restriction at fuel

6. KOEO Injector Electrical Self-Test

Instrument

arily lick, then individual 1

in

Injector Tr ouble Codes

»

»

If

»

If

re

let.

Measurement

• Bl

7. Intake Restriction

er

. If re

If

s are OK, check fuel

and filter

re

• Run

at fuel control module.

n fuel

at

Spec.

Filter Minder

2"-25" H²0

Check

»

If air is pr

re

KO

²

l

mp fr

the O

itch t

t

idle.

•

Method

heck

for leaks.

On De mand TTest

»

I, EGR and VGT performance.

KOER DTC

Excessive oil aeration can be caused by depleated oil additives, pick-up tube leak, front cover seal leak, or upper pan seal leak.

Note: If pe orman o ce concern still exists, refer to Enhanced Injecto r th

Wh Fu

a c

8

Vi sual

• This will test t

e t

t

• Take oil

d be free of bubbles.

Vi sual

11.

MAX

• Run engine at 3000 RPM for 1 minute.

Check

Instrument M lic /

8" H²

lic

If mo

p.

o ocedu re .

stem

er

m.

15. Oil Ae ration TTest

• Install clear hose on fuel return li

let

ni

Measurement

on, check lines between pump and fuel tank.

• •

(170˚ F)

ft valve cov er. T with no load at 3, 000 RPM .

• M

10c. Fuel Aeration TTest

If self test codes are re triev ed, go to appropriate PPT.

eT

p/

Spec. 6" Hg MAX

• U •

p

ag

s t ic

sh

y o

.

th 12B

ollo

ng d P

rt s : (

) ( 1 2 A650

e.

List Part Name, Number and Serial Number of parts replaced.

59

F - S E R I E S ( S I N G L E A LT. )

E ngine Mounted C omponents S E NS OR S R egulator S ens e

B+ CAM P OS IT ION

C R A NK P OS IT ION

IC P

E OT

ECT

IAT 2

E F C Module

EP

E OP S witc h

V P WR

V B P WR S peed

I-S ens e I

S ens or

F

A

RCS - NC

Fan C lutch

C

FS S

D

F C -V T P WR G ND

A /C C lutc h

B

2 1

2 1

C

A

2 1

2 1

2 1

B

C

A lternator

A lternator P ower

To B attery

A

RCS - NO B A

4

3

2

1

8

7

6

5

E lec Fan C trl T P WR G ND FS S V B P WR F C -V VGTCH EP VR E F S IG R T N IAT 2 ECT E OT IC P C MP + C MP C MP /C K P S h.- P WR G ND CKP + CKP IP R VGTC E GR VC E GR VP E GR TP E GR TPC1 E GR TPC2

A C T UAT OR S

GPE GPD 1 2

1 2

A

B

C

D

E

F

E

D

C

B

A

A B

K E YP WR MP R

D C B A

F IC M Logic P wr F IC M Main P wr F IC M Main P wr F IC M P wr G nd F IC M P wr G nd C ylinder #4

C ylinder #2

C ylinder #8

C ylinder #6

E GR TP IP R A c tuator

VGT A c tuator

E GR T hrottle A c tuator

E GR A c tuator/ E GR VP

3

4

1

2

3

4

1

2

3

4

1

2

3

4

1

2

X3 - P in 7 X3 - P in 27 X3 - P in 8 X3 - P ins 4, 23 X3 - P ins 24, 25 X3 - P ins 1, 2, 3 X3 - P ins 22, 26 CKPO X3 - P in 9 C MP O X3 - P in 30 IDMC ANH X3 - P in 31 IDMC ANL X3 - P in 32 IDMC ANS X3 - P in 29 X3 - P in 28 X2 - P in 3 X2 - P in 23 X2 - P in 7 X2 - P in 24 X1 - P in 4 X1 - P in 21 X1 - P in 7

(Orientation = L ooking into terminals on c onnec tor) P UR P LE = V inj (48 V OLT S )

X1 - P in 22 X1 - P in 1 X1 - P in 23 X1 - P in 6

Lt. B LUE = V ref (5 V OLT S )

X1 - P in 24

G R E E N = S IG NAL C IR C UIT Dk B lue = Data C ommunication Link B L AC K = G R OUND C IR C UIT R E D = 12 V OLT S (V B att)

**


F UE L INJE C T OR S X1 - P in 2

G old P lated P ins

X1 - P in 19 X1 - P in 5 X1 - P in 20 X2 - P in 4 X2 - P in 19 X2 - P in 8

8 2 7

9 1 6

X2 - P in 1 X2 - P in 21 X2 - P in 5 X2 - P in 22 X1 - P in 3 2

1

4

3

2

1

4

3

2

1

4

3

2

1

X1 - P in 17 4

X1 - P in 8

3

X1 - P in 18

3

G low P lug C ontrolModule

3

X2 - P in 20

9 1 6

8 2 7

X3 - P in 5 X3 - P in 10 C ylinder #1

D C B A

60

C ylinder #3

C ylinder #5

C ylinder #7

Injec tor P inout 1 2 3 4

-

Open C oil P ower Open C oil G round C los e C oil P ower C los e C oil G round

S iemens F IC M Module

NOT E : F or clarity of the print all three F IC M connectors are s hown together as one. T he pin numbers are color coded, blue for X1, red for X2, and black for X3

F IC MM C AN2H C AN2L CKPO C MP O

F - S E R I E S ( S I N G L E A LT. )

12 Way On/Off E ngine C onnec tor 5 A/C C lutch (-) A/C C lutch (+)

N/C

4

N/C

7

Type 4 G round

2 F IC M P ower R elay

3

V P ower F IC M G round F IC M Main P wr F IC MLogic P wr MP R K ey P ower

10 12

I-S ens e

V P WR

M Inertia S witch

Type 4 G round

11

Fuel Pump B+

B+

K E YP WR

9 E OP S witch

F P R elay K E YP WR

B+

50 Amp

6 8

V P WR B+

10 Amp

P C M P ower R elay

A/C R elay B+

Type 4 G round

1

DFCM Mod

8 Way On/Off E ngine C onnec tor

6 7 8 3

G E N2C G E N1C

Vehic le Mounted C omponents

Type 2 G round

2

B AP

5 4

N/C

INT R UME NT C L US T E R

N/C

1 AHC G E N1C G E N2C T P WR G ND FS S V B P WR F C -V VGTCH EP VR E F

5

J1- C 1 P oc ket P C M122 C has s is C onnec tor (46 Way)

1 4

**

22 6

34, 46

46

40

14

11, 23

11

19

27

2 5

25

32

IAT 2 ECT

45

44

32

39

E OT IC P

44

9

29

16

C MP +

31

33

C MP -

43

45

42

42

C MP /C K P S h.- P WR G ND CKP +

30

21

CKP IP R VGTC

41

43

2

38

10

41

E GR VC E GR VP E GR TP

23

17

E GR TPC1 E GR TPC2 GPE GPD F IC MM C AN2H C AN2L CKPO C MP O

33

30

38

37

12

29

24

20

3

25

17

26

28

8

37

36

26

36

19

28

20

18

J1- C 2 P oc ket P C M122 E ngine C onnec tor (46 Way)

**

4 15 3 22 1 7 12 35 13 14 27 31

V is teon P C M122 12A 650-??? Module

24 10 7

9 11 12 13 14 2 17 18 19 20 21 26 30 1 25 22 29 27 28

3 4 5 24 6

R PM

MP H

16 CAN L

B+

A

B

C

D

E

F

EPATS Module

APCM Module

CANH

P WR G ND

**

2

FPM AC C R

1

3

FPC B US + B US FE PS S C IL A

AC P S W S IG R T N VR E F MAF MAF R T N IAT 1 B AR O MAP PBPP Type 2 G round

G E NIL AP P 2 VR E F2 S IG R T N2

5

1

10

6

AP P 3

**

AP P 1 C

AC C S T OWS (Auto) BPS BPP

D To AC S ys tem

V P WR V P WR V P WR

C P P (Man)

Starter Relay CTRL

C P S W - NC

NC

DF C M Water In Fuel Probe

Tripminder Module

VS O CTO

INTRUMENT CLUSTER

After Market Circuits

TPO

ABS Module P131/U137 Only

PTO VS S

R P M

Public CAN Data Bus

C AN1L E BS SCCS S CC S R TN

B+

M

M P H

C S E G ND TS PC

R E S UME OF F

2200

S E T /AC C 680 Ohms

Pressure Ctrl Solenoid #2

C OAS T

Horn Switch

120 Ohms


Type 6 G round

24 Way Trans mis s ion C onnec tor


5R110 Transmission Wiring Assembly


12 3 5

PCD

Converter Clutch Ctrl Solenoid

4

PCE

1

PCF

8

PCG

Line Pressure Solenoid

10 N/C N/C

14 16

N/C

9

N/C

11

N/C TFT T S IG R T N

13

PSE


ON

N/C

7

PCB PCC

PSD

B+

24

PCA

PSC

To Horn

C R UIS E C ONT R OL

Ohms

PSB

T HR E E TR AC K P E DA L

Horn Relay CTRL

Starter Motor

C AN1H

PSA

B+

Type 2 G round

B+

NO

DOL

Ignition Switch START

T R O_P N WF S

20

10

8

9

P WR G ND VP WR

36

S IG R T N

1 V P WR K AP WR B +

MA P

MA F /IAT 1

K E YP WR

Diagnos tic s C onnec tor

V B P WR T P WR G ND TS S IS S

T S S /IS S

OS S

V P WR B+

18 22 21

T R -P

TR S

B ac k UP L amp R elay C ontrol

LH B K P Lamp

R H BKP Lamp

15 17 Type 4 G round

OS S

R LC T R O_N T OWIL G LS G LIL

G E M 4x4 Module N/C N/C N/C

J1- C 3 P oc ket P C M122 Trans C onnec tor (30 Way)

**

61

F - S E R I E S ( D U A L A LT. )


B+ CAM P OS IT ION


IC P

E OT

ECT

IAT 2

E F C Module

EP

E OP S witc h

V P WR

V B P WR S peed

I-S ens e I

S ens or

F

A

RCS - NC

Fan C lutch

C

FS S

D

F C -V T P WR G ND

A /C C lutc h

B

2 1

2 1

C

A

2 1

2 1

2 1

B

C

A

A lternator

A lternator P ower

To B attery

RCS - NO B A

4

3

2

1

8

7

6

5

E lec Fan C trl T P WR G ND FS S V B P WR F C -V VGTCH EP VR E F S IG R T N IAT 2 ECT E OT IC P C MP + C MP C MP /C K P S h.- P WR G ND CKP + CKP IP R VGTC E GR VC E GR VP E GR TP E GR TPC1 E GR TPC2

A C T UAT OR S

GPE GPD 1 2

1 2

A

B

C

D

E

F

E

D

C

B

A

A B

K E YP WR MP R

D C B A


C ylinder #2

C ylinder #8

C ylinder #6

E GR TP IP R A c tuator

VGT A c tuator



3

4

1

2

3

4

1

2

3

4

1

2

3

4

1

2

X3 - P in 7 X3 - P in 27 X3 - P in 8 X3 - P ins 4, 23 X3 - P ins 24, 25 X3 - P ins 1, 2, 3 X3 - P ins 22, 26 CKPO X3 - P in 9 C MP O X3 - P in 30 IDMC ANH X3 - P in 31 IDMC ANL X3 - P in 32 IDMC ANS X3 - P in 29 X3 - P in 28 X2 - P in 3 X2 - P in 23 X2 - P in 7 X2 - P in 24 X1 - P in 4 X1 - P in 21 X1 - P in 7

(Orientation = L ooking into terminals on c onnec tor) P UR P LE = V inj (48 V OLT S )



X1 - P in 24

G R E E N = S IG NAL C IR C UIT Dk B lue = Data C ommunication Link B L AC K = G R OUND C IR C UIT R E D = 12 V OLT S (V B att)

**


F UE L INJE C T OR S X1 - P in 2

G old P lated P ins


8 2 7

9 1 6


1

4

3

2

1

4

3

2

1

4

3

2

1

X1 - P in 17 4

X1 - P in 8

3

X1 - P in 18

3

G low P lug C ontrolModule

3

X2 - P in 20

9 1 6

8 2 7


D C B A

62

C ylinder #3

C ylinder #5

C ylinder #7


-





F - S E R I E S ( D U A L A LT. )

12 Way On/Off E ngine C onnec tor 5 A/C C lutch (-) A/C C lutch (+)

N/C

4

N/C

7

Type 4 G round


3

V P ower F IC M G round F IC M Main P wr F IC MLogic P wr MP R K ey P ower

10 12

I-S ens e

V P WR

M Inertia S witch

Type 4 G round

11

Fuel Pump B+

B+

K E YP WR

9 E OP S witch


B+

50 Amp

6 8

V P WR B+

10 Amp

P C M P ower R elay

A/C R elay B+

Type 4 G round

1

DFCM Mod


6 7 8 3

G E N2C G E N1C


Type 2 G round

2

B AP

5 4

N/C

INT R UME NT C L US T E R

N/C

1 AHC G E N1C G E N2C T P WR G ND FS S V B P WR F C -V VGTCH EP VR E F

5


1 4

**

22 6

34, 46

46

40

14

11, 23

11

19

27

2 5

25

32

IAT 2 ECT

45

44

32

39

E OT IC P

44

9

29

16

C MP +

31

33

C MP -

43

45

42

42

30

21

CKP IP R VGTC

41

43

2

38

10

41

E GR VC E GR VP E GR TP

23

17

E GR TPC1 E GR TPC2 GPE GPD F IC MM C AN2H C AN2L CKPO C MP O

33

30

38

37

12

29

24

20

3

25

17

26

28

8

37

36

26

36

19

28

20

18

J1- C 2 P oc ket P C M122 E ngine C onnec tor (46 Way)

**

4 15 3 22 1 7 12 35 13 14 27 31

V is teon P C M122 12A 650-??? Module

24 10 7

B+

V P WR

1

8

9

16 CAN L

K AP WR B +

9 11 12 13 14 2 17 18 19 20 21 26 30 1 25 22 29 27 28

3 4 5 24 6

R PM

P WR G ND

MP H

I-S ens e

B+

A

APCM Module

CANH

EPATS Module

B

C

D

E

F

**

2

1

A F I

FPM AC C R

3 A lternator

FPC B US + B US FE PS S C IL A

AC P S W S IG R T N VR E F MAF MAF R T N IAT 1 B AR O MAP PBPP Type 2 G round

G E NIL AP P 2 VR E F2 S IG R T N2

5

1

10

6

AP P 3

**

AP P 1 C

AC C S T OWS (Auto)

D To AC S ys tem

V P WR V P WR V P WR

C P P (Man) BPS BPP

Starter Relay CTRL

C P S W - NC

NC


Tripminder Module

VS O CTO

INTRUMENT CLUSTER


TPO

ABS Module P131/U137 Only

PTO VS S

R P M

Public CAN Data Bus

C AN1L E BS SCCS S CC S R TN

M

M P H

C S E G ND TS PC

R E S UME OF F

2200



C OAS T

Horn Switch

120 Ohms


Type 6 G round





12 3 5

PCD

Converter Clutch Ctrl Solenoid

4

PCE

1

PCF

8

PCG

Line Pressure Solenoid

10 N/C N/C

14 16

N/C

9

N/C

11

N/C TFT T S IG R T N

13

PSE


ON

N/C

7

PCB PCC

PSD

B+

24

PCA

PSC

B+

To Horn


Ohms

PSB

T HR E E TR AC K P E DA L

Horn Relay CTRL

Starter Motor

C AN1H

PSA

B+

Type 2 G round

B+

NO

DOL

Ignition Switch START

T R O_P N WF S

20

10

MA P

MA F /IAT 1

R egulator S ens e

P WR G ND VP WR

36

S IG R T N

C MP /C K P S h.- P WR G ND CKP +

K E YP WR

Diagnos tic s C onnec tor

V B P WR

TS S IS S

T S S /IS S

OS S

V P WR B+

18 22 21

T R -P T P WR G ND

TR S

B ac k UP L amp R elay C ontrol

LH B K P Lamp

R H BKP Lamp

15 17 Type 4 G round

OS S

R LC T R O_N T OWIL G LS G LIL

G E M 4x4 Module N/C N/C N/C

J1- C 3 P oc ket P C M122 Trans C onnec tor (30 Way)

**

63



E C O N O L I N E ( S I N G L E A LT. )


B+ CAM P OS IT ION


IC P

E OT

ECT

IAT 2

E F C Module

EP

E OP S witc h

V P WR

I-S ens e I

V B P WR S peed S ens or

F

A

Fan C lutch

FS S

F C -V T P WR G ND

A /C C lutc h

2 1

2 1

B

C

2 1

2 1

A

2 1

B

C

To B attery

A

A lternator

A lternator P ower

4

3

2

1

8

7

6

5

E lec Fan C trl T P WR G ND FS S V B P WR F C -V VGTCH EP VR E F S IG R T N IAT 2 ECT E OT IC P C MP + C MP P WR G ND CKP + CKP IP R VGTC E GR VC E GR VP E GR TP E GR TPC1 E GR TPC2

A C T UAT OR S

GPE GPD 1 2

1 2

A

B

C

D

E

F

E

D

C

B

A

A B

K E YP WR MP R

D C B A


C ylinder #2 E GR TP IP R A c tuator

VGT A c tuator



3

4

1

2

3

4

1

2

3

4

1

2

3

4

2

1

X3 - P ins 24, 25 X3 - P ins 1, 2, 3 X3 - P ins 22, 26 CKPO X3 - P in 9 C MP O X3 - P in 30 IDMC ANH X3 - P in 31 IDMC ANL X3 - P in 32 IDMC ANS X3 - P in 29

C ylinder #8

C ylinder #6

X3 - P in 7 X3 - P in 27 X3 - P in 8 X3 - P ins 4, 23


(Orientation = L ooking into terminals on c onnec tor)

X1 - P in 21 X1 - P in 7 X1 - P in 22

P UR P LE = V inj (48 V OLT S )

X1 - P in 1 X1 - P in 23


X1 - P in 6 X1 - P in 24

G R E E N = S IG NAL C IR C UIT

X2 - P in 2 X2 - P in 17

Dk B lue = Data C ommunication Link

X2 - P in 6

B L AC K = G R OUND C IR C UIT

X2 - P in 18

F UE L INJE C T OR S

R E D = 12 V OLT S (V B att)

**

X1 - P in 2 X1 - P in 19

G old P lated P ins

X1 - P in 5 X1 - P in 20 X2 - P in 4 X2 - P in 19 X2 - P in 8

8 2 7

9 1 6


1

4

3

2

1

4

3

2

1

4

3

2

1

X1 - P in 17 4

X1 - P in 8

3

X1 - P in 18

3

G low P lug C ontrolModu e

3

X2 - P in 20

9 1 6

8 2 7


D C B A

64

C ylinder #3

C ylinder #5

C ylinder #7


-







E C O N O L I N E ( S I N G L E A LT. )

12 Way On/Off E ngine /Trans C onnec tor T C IL

V P WR

5

R LC

3

A/C C lutch (-)

Type 4 G round

7

A/C C lutch (+)

PCM P ower R elay


4

V P ower

10

F IC M G round

1

F IC M Main P wr

B+

10 Amp

8 9

E OP S witch

6

Fuel Pump B+

B+

M

K E YP WR

Inertia S witch

Type 4 G round

11

I-S ens e

VPW R

B+

B+

50 Amp

6

K ey P ower

B ack UP Lamp R elay C ontrol V P WR


V P WR

B+

12

F IC M Logic P wr MP R

A/C R elay

Type 4 G round

DFCM Mod


R H BKP Lamp

LH B K P Lamp

7 8 3


2

G E N2C

B AP

5

G E N1C

INS T R UME NT C L US T E R

4

MA P

MA F /IAT 1

1 Diagnos tic s C onnec tor G E N1C G E N2C T P WR G ND FS S


1 4

**

22 6

34, 46

V B P WR F C -V

46

40

14

VGTC H

11, 23

11

19

27 36

5

S IG R T N IAT 2

25

32

45

44

ECT

32

39

E OT IC P

44

9

29

16

C MP +

31

33

2

C MP -

43

45

P WR G ND CKP +

42

42

30

21

CKP IP R VGTC

41

43

2

38

10

41

E GR VC

23

E GR VP E GR TP

33

30

38

E GR TPC1 E GR TPC2

26

12

20

24

25

3

29

17

37

28

8

GPE GPD F IC MM C AN2H C AN2L CKPO C MP O

17

37

36

1

8

9

16

K AP WR B +

R PM

B+

A

CAN1L

20

18

** J1- C 2 P oc ket P C M122 E ngine C onnec tor (46 Way)

4

**

15 3 22 1 7 12 35 13

V is teon P C M122

14 27

12A 650-??? Module

31 24 10 7

R LC T C IL

3 5 9 10 11 12 13 14 2 17 18 19 20 21 26 30 1 25 22 29 27 28 4

D

E

**

2

F

1

3

FPC B US (+) B US (-) FE PS S C IL AC P S W RCS - NO

S IG R T N

Type 2 G round

VR E F MAF MAF R T N IAT 1 B AR O MAP PBPP G E NIL

Type 2 G round

AP P 1 S IG R T N2 1

4

AP P 3 VR E F2 AP P 2

**

RCS - NC

AC C S T C S (Auto) BPS BPP

8

To AC S ys tem

V P WR C P S W - NC

28

C

FPM AC C R

26 19

B

APCM Module

CAN1H

P WR G ND

MP H

Powertrain CAN Data Bus

P WR G ND V P WR

EP VR E F

V P WR

K E YP WR

Starter Relay CTRL

Ignition Switch

V P WR

NC

START

DOL VS O

B+

Type 2 G round

B+

NO

T R O_P N WF S

5


Tripminder Module

T HR E E TR ACK P E DA L

Horn Relay CTRL B+

CTO

To Horn


TPO PTO VS S



N/C

C AN1H


C AN1L E BS

B+

M Starter Motor Pressure Ctrl Solenoid #2

ON

N/C

SCCS S CC S R TN

R E S UME OF F

C S E G ND

2200 Ohms


C OAS T

Horn Switch

120


Ohms

Type 6 G round

TS PC

1

Dual 16 Way On/Off Trans C onnec tor PCA PCB

7 20 12

3

3

4

PCD

5

5

PCE

4

6

PCF

1

7

8

8

10

9

14

10

16

PSA PSB PSC PSD

N/C N/C N/C

11

9

N/C

12

11


Pressure Ctrl Solenoid #5 Converter Clutch Ctrl Solenoid Line Pressure Solenoid

TR S

T S S /IS S

OS S

13

PSE

N/C TFT T S IG R T N V B P WR T R -P T P WR G ND TS S

1

18

2

22

4

21

6

15

3

17

5 8

IS S OS S T R O_N


24 2

PCC

PCG


7 9 N/C

Nav-Int Wiring

10

AFL Wiring

5 3 J1- C 3 P oc ket P C M122 Trans C onnec tor (30 Way)

**

65



E C O N O L I N E ( D U A L A LT. )


B+ CAM P OS IT ION


IC P

E OT

ECT

IAT 2

E F C Module

EP

E OP S witc h

V P WR

I-S ens e I

V B P WR S peed S ens or

F

A

Fan C lutch

FS S

F C -V T P WR G ND

A /C C lutc h

2 1

2 1

B

C

2 1

2 1

A

2 1

B

C

To B attery

A

A lternator

A lternator P ower

4

3

2

1

8

7

6

5

E lec Fan C trl T P WR G ND FS S V B P WR F C -V VGTCH EP VR E F S IG R T N IAT 2 ECT E OT IC P C MP + C MP P WR G ND CKP + CKP IP R VGTC E GR VC E GR VP E GR TP E GR TPC1 E GR TPC2

A C T UAT OR S

GPE GPD 1 2

1 2

A

B

C

D

E

F

E

D

C

B

A

A B

K E YP WR MP R

D C B A


C ylinder #2 E GR TP IP R A c tuator

VGT A c tuator



3

4

1

2

3

4

1

2

3

4

1

2

3

4

2

1

X3 - P ins 24, 25 X3 - P ins 1, 2, 3 X3 - P ins 22, 26 CKPO X3 - P in 9 C MP O X3 - P in 30 IDMC ANH X3 - P in 31 IDMC ANL X3 - P in 32 IDMC ANS X3 - P in 29

C ylinder #8

C ylinder #6

X3 - P in 7 X3 - P in 27 X3 - P in 8 X3 - P ins 4, 23


(Orientation = L ooking into terminals on c onnec tor)

X1 - P in 21 X1 - P in 7 X1 - P in 22

P UR P LE = V inj (48 V OLT S )

X1 - P in 1 X1 - P in 23


X1 - P in 6 X1 - P in 24

G R E E N = S IG NAL C IR C UIT

X2 - P in 2 X2 - P in 17

Dk B lue = Data C ommunication Link

X2 - P in 6

B L AC K = G R OUND C IR C UIT

X2 - P in 18

F UE L INJE C T OR S

R E D = 12 V OLT S (V B att)

**

X1 - P in 2 X1 - P in 19

G old P lated P ins

X1 - P in 5 X1 - P in 20 X2 - P in 4 X2 - P in 19 X2 - P in 8

8 2 7

9 1 6


1

4

3

2

1

4

3

2

1

4

3

2

1

X1 - P in 17 4

X1 - P in 8

3

X1 - P in 18

3

G low P lug C ontrolModu e

3

X2 - P in 20

9 1 6

8 2 7


D C B A

66

C ylinder #3

C ylinder #5

C ylinder #7


-







E C O N O L I N E ( D U A L A LT. )

12 Way On/Off E ngine /Trans C onnec tor T C IL

V P WR

5

R LC

3

A/C C lutch (-)

Type 4 G round

7

A/C C lutch (+)

PCM P ower R elay


4

V P ower

10

F IC M G round

1

F IC M Main P wr

B+

10 Amp

8 9

E OP S witch

6

Fuel Pump B+

B+

M

K E YP WR

Inertia S witch

Type 4 G round

11

I-S ens e

VPW R

B+

B+

50 Amp

6

K ey P ower

B ack UP Lamp R elay C ontrol V P WR


V P WR

B+

12

F IC M Logic P wr MP R

A/C R elay

Type 4 G round

DFCM Mod


R H BKP Lamp

LH B K P Lamp

7 8 3


2

G E N2C

B AP

5

G E N1C

INS T R UME NT C L US T E R

4 1 Diagnos tic s C onnec tor G E N1C G E N2C T P WR G ND FS S


1 4

**

22 6

34, 46

V B P WR F C -V

46

40

14

VGTC H

11, 23

11

19

27 36

5

S IG R T N IAT 2

25

32

45

44

ECT

32

39

E OT IC P

44

9

29

16

C MP +

31

33

2

C MP -

43

45

P WR G ND CKP +

42

42

30

21

CKP IP R VGTC

41

43

2

38

10

41

E GR VC

23

E GR VP E GR TP

33

30

38

E GR TPC1 E GR TPC2

26

12

20

24

25

3

29

17

37

28

8

GPE GPD F IC MM C AN2H C AN2L CKPO C MP O

17

37

36

V P WR

1

8

9

16

R PM

B+ CAN1H


A

APCM Module

CAN1L

20

18

** J1- C 2 P oc ket P C M122 E ngine C onnec tor (46 Way)

4

**

15 3 22 1 7 12 35 13

V is teon P C M122

14 27

12A 650-??? Module

31 24 10 7

R LC T C IL

3 5 9 10 11 12 13 14

E

**

2

F

1

3

B US (-) FE PS S C IL AC P S W RCS - NO

S IG R T N

Type 2 G round

VR E F MAF MAF R T N IAT 1 B AR O MAP PBPP G E NIL

Type 2 G round

AP P 1 S IG R T N2 1

4

AP P 3 VR E F2 AP P 2

**

RCS - NC

AC C S T C S (Auto)

8

To AC S ys tem

V P WR

BPS BPP

Starter Relay CTRL

START B+

Type 2 G round

B+

NO

DOL VS O

5

Ignition Switch

V P WR

NC

T R O_P N WF S


Tripminder Module

T HR E E TR ACK P E DA L

Horn Relay CTRL B+

CTO

To Horn


TPO PTO VS S

Pressure Ctrl Solenoid #1 C R UIS E C ONT R OL

C AN1L E BS

B+

M


N/C

C AN1H

Starter Motor Pressure Ctrl Solenoid #2

ON

N/C

SCCS S CC S R TN

R E S UME OF F

C S E G ND

2200 Ohms


C OAS T

Horn Switch

120


Ohms

Type 6 G round

TS PC

1

Dual 16 Way On/Off Trans C onnec tor PCA PCB

7 20 12

3

3

4

PCD

5

5

PCE

4

6

PCF

1

7

8

8

10

PSA PSB PSC PSD




24 2

PCC

PCG

20

D

FPC

2

19

C

A lternator

B US (+)

17 18

B

A F I

FPM AC C R

C P S W - NC 28

MP H

I-S ens e

K AP WR B + P WR G ND

26 19

MA P

B+

P WR G ND V P WR

EP VR E F

K E YP WR

MA F /IAT 1

R egulator S ens e

N/C N/C

9

14

10

16

N/C

11

9

N/C

12

11

Pressure Ctrl Solenoid #5 Converter Clutch Ctrl Solenoid Line Pressure Solenoid

TR S

T S S /IS S

OS S

13 21 26 30 1 25 22 29 27 28 4

PSE

N/C TFT T S IG R T N V B P WR T R -P T P WR G ND TS S

IS S OS S T R O_N N/C

Nav-Int Wiring

1

18

2

22

4

21

6

15

3

17

5 8 7 9 10

AFL Wiring

5 3 J1- C 3 P oc ket P C M122 Trans C onnec tor (30 Way)

**

67

DIAGNOSTIC CODES C - Continuous Operation O - Self Test - Key On Engine Off (KOEO) R - Self Test - Key On Engine Running (KOER) DTC

How Set

Condition Description

P0046 C* O R Turbo/Super Charger Boost Control Solenoid Circuit Range/Performance P0069 C* MAP/BARO Correlation P0096 C* Intake Air Temperature Sensor 2 Circuit Range/Performance P0097 C* O R Intake Air Temperature Sensor 2 Circuit Low Input P0098 C* O R Intake Air Temperature Sensor 2 Circuit High Input P0101 C* Mass or Volume Air Flow Circuit Range/Performance

P0102 C*

R Mass or Volume Air Flow Circuit Low Input

P0103 C* O R Mass or Volume Air Flow Circuit High Input

P0107 C* O

Manifold Absolute Pressure/BARO Sensor Low Input

P0108 C* O

Manifold Absolute Pressure/BARO Sensor High Input

P0112 C* O R Intake Air Temperature Circuit Low Input

P0113 C* O R Intake Air Temperature Circuit High Input

P0117 C* O R Engine Coolant Temperature Circuit Low Input

P0118 C* O R Engine Coolant Temperature High Input

P0148 C P0196 C*

Fueling Error R Engine Oil Temperature Sensor Circuit Range/Performance

P0197 C* O R Engine Oil Temperature Sensor Circuit Low Input

P0198 C* O R Engine Oil Temperature Sensor Circuit High Input

P0219 C

Engine Overspeed Condition

P0230 C O R Fuel Pump Primary Circuit P0231 C* O R Fuel Pump Secondary Circuit Low P0232 C O R Fuel Pump Secondary Circuit High P0236 C* O

Turbo/Super Charger Boost Sensor A Circuit Range/Performance P0237 C* O R Turbo/Super Charger Boost Sensor A Circuit Low P0238 C* O R Turbo/Super Charger Boost Sensor A Circuit High P0261 C* O R Cylinder #1 Injector Circuit Low P0262 C O R Cylinder #1 Injector Circuit High P0263 C Cylinder #1 Contribution/Balance P0264 C* O R Cylinder #2 Injector Circuit Low P0265 C O R Cylinder #2 Injector Circuit High P0266 C Cylinder #2 Contribution/Balance P0267 C* O R Cylinder #3 Injector Circuit Low P0268 C O R Cylinder #3 Injector Circuit High P0269 C Cylinder #3 Contribution/Balance P0270 C* O R Cylinder #4 Injector Circuit Low P0271 C O R Cylinder #4 Injector Circuit High P0272 C Cylinder #4 Contribution/Balance P0273 C* O R Cylinder #5 Injector Circuit Low P0274 C O R Cylinder #5 Injector Circuit High P0275 C Cylinder #5 Contribution/Balance

68

* - MIL (Malfunction Indicator Light) Illuminates ^ - O/D cancel flashes [] - Assigned but not used - Added/Changed for 2004 MY Fault Trigger/Comments Internal to PCM. VGT Actuator Circuit check. 30 kPa (4.4 PSI)/Compares BP and MAP at idle. 5 deg.C (41 deg.F)/Checks for minimum change in IAT2 EGR disabled, less than 0.15 volts. EGR disabled, greater than 4.8 volts. Indicates a MAF range/performance problem was detected during normal driving conditions when MAF is enabled. 4.0 volts when RPM is less than 1500, 4.9 volts when RPm is greater than 1500 RPM. Indicates MAF sensor circuit low input was detected during KOEO Self Test or during continuous diagnostic monitoring. MAF voltage less than 0.35 volts. Indicates MAF sensor circuit high input detected during KOEO On-Demand Self Test or during continuous diagnostic monitoring. MAF voltage is greater than 4.95V. Checks BP for a signal lower than a specified barometric pressure expected for normal operations when BP is less than 0.04 volts. Default 101 kpa (14.6 PSI). Checks BP for a signal greater than a specified barometric pressure expected for normal operations when BP is greater than 4.9 volts. Default 101 kpa (14.6 PSI). Checks sensor output for a value higher than a maximum probable temperature when IAT voltage is less than 0.15 volts. Default 77deg.F/25deg. C. Checks sensor output for a value lower than a minimum probable temperature when IAT voltage is greater than 4.9 volts. Default 77deg. F/25deg. C. Checks ECT for a temperature higher than a specified oil temperature expected for normal operation when ECT voltage is greater than 0.15 volts. Default 180deg. F/82deg. C - no fast idle. Checks ECT for a temperature lower than a specified oil temperature expected for normal operation when ECT voltage is greater than 4.78 volts. Default 180deg. F/82deg.C - no fast idle. Engine RPM has exceeded requested RPM. Checks for an EOT temperature signal which is unable to reach the EOT cold minimum limit whin a specified amount of time. Function of initial EOT. (in-range fault based off of a change in EOT and MFDES) Checks EOT for a temperature higher than a specified oil temperature expected for normal operations when EOT voltage is less than 0.15 volts. Default 212deg. F/100deg.C - no fast idle. Checks EOT for a temperature lower than a specified oil temperature expected for normal operations when EOT voltage is greater than 4.76 volts. Default 212 deg. F/100 deg. C - no fast idle. PCM recorded excessive engine speed greater than 4300 RPM for more than 5 seconds. Fuel Pump Relay driver failure. No voltage present at the Fuel Pump monitor circuit when it has been commanded “on” for more than 1 second. Voltage present at the Fuel Pump monitor circuit when it has NOT been commanded “on” for more than 1 second. Default inferred MAP - low power, slow acceleration, greater than 120kpa(2.7PSI) at low idle. Default inferred MAP - low power, slow acceleration, MAP voltage is less than 0.039 volts. Default inferred MAP - low power, slow acceleration, MAP voltage is greater than 4.91 FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set. FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set. FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set. FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set. FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set.

Probable Causes Diagnostic circuit associated with 1 Amp driver checks for open circuit, short to ground, and short to power. VGT, BP, MAP, EGR - System Fault, Biased Sensor, Circuit Integrity. IAT 2 Biased Sensor, System Fault, PCM. MAT signal circuit, shorted to ground or defective sensor. MAT signal circuit, open, short to power or defective sensor. Damaged MAF sensor-plugged or restricted sensor supply tubeMAF, PCM.

Open MAF sensor circuit-biased sensor, PCM-short to SIGN RTN or PWR GND on MAF sensor circuit-open in VREF circuit. Biased sensor, PCM-MAF circuit shorted to VREF.

Circuit is open, shorted to ground.

Circuit is shorted to power

Shorted to ground.

Open in circuit, short to power.

Short to ground on the circuit.


Alternative fuel source, Interference on CKP & CMP, Faulty PCM. Faulty, Biased sensor, circuit fault, PCM.

Shorted to ground on the circuit.


Improper downshift, Interference on CKP & CMP, Faulty PCM. Open control circuit, failed fuel pump relay or PCM. Indicates open, short circuit, relay, inertia switch or fuel pump. Indicates short to power,sticking relay. MAP sensor plugged, defective sensor. MAP circuit short to ground or open, defective sensor. MAP circuit short to Vref or Vbat, defective sensor. Injector circuit short to ground, defective coil. Injector circuit open, defective coil

Injector circuit short to ground, defective coil. Injector circuit open, defective coil




DIAGNOSTIC CODES P0276 C* O R Cylinder #6 Injector Circuit Low P0277 C O R Cylinder #6 Injector Circuit High P0278 C Cylinder #6 Contribution/Balance P0279 C* O R Cylinder #7 Injector Circuit Low P0280 C O R Cylinder #7 Injector Circuit High P0281 C Cylinder #7 Contribution/Balance P0282 C* O R Cylinder #8 Injector Circuit Low P0283 C O R Cylinder #8 Injector Circuit High P0284 C Cylinder #8 Contribution/Balance P0297 C P0298 C*

Vehicle Overspeed Condition Engine Oil Over Temperature Condition

P0299 C*

Turbo / Super Charger Underboost

P0300 C*

Random Misfire Detected

P0301 C*

Cylinder #1 Misfire Detected

P0302 C*


P0303 C*


P0304 C*


P0305 C*


P0306 C*


P0307 C*


P0308 C*


P0335 C*

R Crankshaft Position Sensor A Circuit

P0336 C*

R Crankshaft Position Sensor Circuit A Range/Performance P0340 C* R Camshaft Position Sensor A Circuit (Bank 1 or single sensor) P0341 C* R Camshaft Position Sensor A Circuit Range/Performance (Bank 1 or single sensor) P0381 C* O Glow Plug/Heater Indicator Circuit

FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set. FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set. FICM detected a short in an injector circuit to ground. FICM detected an open injector circuit. When maximum/minimum pulse width adder is exceeded and cylinder does not converge a fault is set. Vehicle has been driven at speeds above limited speeds Function of initial EOT


Fault sets when the difference between EP and commanded EP exceeds the limit for > 30 seconds. Unknown or random misfire when calculated instantaneous crankshaft acceleration exceeds a specified value a misfire event is detected.

Faulty EP sensor, VGT control valve slow to respond, Stuck VGT valve, faulty PCM.



Faulty PCM, Interference on VSS. Checks for an EOT temperature signal which is unable to reach th EOT hot minimum limit (EOT_HOT_LMN) within a specified amou of time.

Indicates when cylinder 1 is misfiring due to a loss of compression. Indicates when cylinder 2 is misfiring due to a loss of compression. Indicates when cylinder 3 is misfiring due to a loss of compression. Indicates when cylinder 4 is misfiring due to a loss of compression. Indicates when cylinder 5 is misfiring due to a loss of compression. Indicates when cylinder 6 is misfiring due to a loss of compression. Indicates when cylinder 7 is misfiring due to a loss of compression. Indicates when cylinder 8 is misfiring due to a loss of compression. PCM monitors CKP signal for a unique pattern to indicate Poor connection, defective sensor, electrical noise. piston position. Checks for total absence of the CKP signal. CKP signal intermittent. Poor connection, defective sensor, electrical noise. PCM monitors CMP signal for a unique pattern to indicate Poor connection, defective sensor, electrical noise. piston position. Checks for total absence of the CMP signal. CMP signal intermittent. Poor connection, defective sensor, electrical noise. Indicator Circuit Check - Instrument cluster driver checks for open circuit, or short circuit when lamp turns on and off. EGR Valve Position does not match desired, limits based on engine speed / load. EGR Valve Position does not match desired, limits based on engine speed / load. EGR actuator circuit check. Diagnostic circuit associated with 1 Amp driver Internal to PCM. +/- 0.10 EGRP error from commanded to actual EGRP during normal driving conditions. EGR is disabled when EGR voltage is less than 0.30 volts. EGR is disabled when EGR voltage is greater than 4.9 volts. Checks EGRP for a lower than a specified position for normal operation. Checks EGRP for a higher than a specified position for normal operation. Fuel Level Indicator (FLI) Circuit Check - Instrument cluster driver checks for open circuit, or short circuit. Maximum EP when the engine is not running 150 kpa (21.8 PSI) absolute. Minimum EP when the engine is running, Pressure difference of +/-10 kPa (1.5 PSI) from desired. EGR disabled, default inferred for VGT operation when EGR voltage is less than 0.03 volts. EGR disabled, default inferred for VGT operation when EGR voltage is greater than 4.8 volts. EP is higher than EP desired by 260 kpa (37.7 PSI) for greater than 30 seconds.

Open/Short circuit, lamp, fuse, PCM.

P0480 C R Fan 1 Control Circuit P0487 C* O R EGR Throttle Position Control Circuit

EGR actuator circuit check.

open circuit, short to ground, and short to power.

P0488 C*

Checks for a difference in commanded and actual EGRTP

Fault sets when the difference between EGRTP and commanded EGRTP exceeds the limit for a specified time. Sensor, circuit, PSM, PSOM, low transmission fluid.

P0401 C*

Exhaust Gas Recirculation Flow Insufficient Detected P0402 C* Exhaust Gas Recirculation Flow Excessive Detected P0403 C* O R Exhaust Gas Recirculation Control Circuit P0404 C*

Exhaust Gas Recirculation Range/Performance P0405 C* O R Exhaust Gas Recirculation P0406 C* O R Exhaust Gas Recirculation P0407 C* O R Exhaust Gas Recirculation

Control Circuit Sensor A Circuit Low Sensor A Circuit High Sensor B Circuit Low

P0408 C* 0 R Exhaust Gas Recirculation Sensor B Circuit High P0460 C* O R Fuel Level Sensor Circuit P0470 C* O

Exhaust Pressure Sensor

P0471 C*

Exhaust Pressure Sensor Range/Performance

P0472 C* O R Exhaust Pressure Sensor Low Input P0473 C* O R Exhaust Pressure Sensor High Input P0478 C*

P0500 C P0528 C

Exhaust Pressure Control Valve High Input

EGR Throttle Position Control Range/Performance Vehicle Speed Sensor A R Fan Speed Sensor Circuit No Signal

Vehicle speed sensor malfunction.

P0562 C* O R System Voltage Low

PCM voltage less than 7v - cause of no start/misfire.

P0563 C O R System Voltage High P0565 C O R Cruise Control ON Signal P0566 C O R Cruise Control OFF Signal P0567 O Cruise Control RESUME Signal P0568 O Cruise Control SET Signal P0569 O Cruise Control COAST Signal

PCM voltage continuously more than 23.3v. KOER switch test(code set if cruise not present). KOER switch test(code set if cruise not present). KOER switch test(code set if cruise not present). KOER switch test(code set if cruise not present). KOER switch test(code set if cruise not present).

EGR Valve stuck or sticking - EGR Valve Position Sensor Bias EP Sensor bias. EGR Valve stuck or sticking - EGR Valve Position Sensor Bias EP Sensor bias. Open circuit, short to ground, and short to power.

Faulty EGR sensor, valve or PCM integrity of EGR position circuit EGRP circuit short to ground or open, defective sensor. EGRP circuit short to Vref or Vbat, defective sensor. Circuit is shorted to ground. Circuit is shorted to 5V. "REFER to the appropriate section in the Workshop Manual." Faulty EP Sensor, PCM. Faulty EP Sensor, PCM or VGT. EP circuit is short to ground or open, defective sensor. EP circuit is short to Vref or Vbat, defective sensor. Faulty EP sensor, VGT control valve slow to respond, Stuck VGT valve, faulty PCM.

Low VBAT, loose connections/resistance in circuit, Vref engine concerns. Charging system fault. Open/short circuit, switch failure, PCM failure. Open/short circuit, switch failure, PCM failure. Open/short circuit, switch failure, PCM failure. Open/short circuit, switch failure, PCM failure. Open/short circuit, switch failure, PCM failure.

69

DIAGNOSTIC CODES P0571

O

P0603 C P0605 P0606 P0611 P0620 P0623 P0645 P0649 P0670 P0671 P0672 P0673 P0674 P0675 P0676 P0677 P0678 P0683

O C* C* C C C C C* C* C* C* C* C* C* C* C* C*

O O O O O O O O O O O O O O O O

R R R R R R R R R R R R R R R R

P0700 C O R P0703 R P0704 C

Brake Switch A Circuit

Brake switch A circuit malfunction

Powertrain Control Module Keep Alive Memory (KAM) Error

No historical faults output during self test.

Cruise control code will be set on every switch test on vehicles not equipped with cruise control. Disconnected/Discharged Battery, Open PCM pin, faulty PCM.

Powertrain Control Module Read Only Memory (ROM) Error ECM / PCM Processor Fuel Injector Control Module Performance Generator 1 Control Circuit Generator Lamp Control Circuit A/C Clutch Relay Control Circuit Cruise Control Lamp Control Circuit Glow Plug Module Control Circuit Cylinder 1 Glow Plug Circuit Cylinder 2 Glow Plug Circuit Cylinder 3 Glow Plug Circuit Cylinder 4 Glow Plug Circuit Cylinder 5 Glow Plug Circuit Cylinder 6 Glow Plug Circuit Cylinder 7 Glow Plug Circuit Cylinder 8 Glow Plug Circuit Glow Plug Control Module to PCM Communication Circuit Transmission Control System (MIL Request) Brake Switch B Input Circuit

PCM failure

Defective PCM.

R Clutch Switch Input Circuit

FICM memory fault will set if a RAM or ROM fault exists.

Glow plug control module control line failure Glow plug #1 failure Glow plug #2 failure Glow plug #3 failure Glow plug #4 failure Glow plug #5 failure Glow plug #6 failure Glow plug #7 failure Glow plug #8 failure GPCM glow plug control module communication line failure

Open/grounded circuit, open/shorted GPCM, failed PCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, faulty glow plug, failed GPCM Open/shorted circuit, failed GPCM, failed PCM

KOER switch test.

Open/short circuit, switch, PCM, failed to activate during KOER switch test. Open/short circuit, switch, PCM, failed to activate during KOER switch test.

KOER switch test.

P1000 C O R OBD Systems Readiness Test Not Complete P1001 R KOER not able to complete, KOER aborted P1102 C* Mass Air Flow Sensor In Range But Lower Than Expected P1139 C O R Water in Fuel Indicator Circuit P1148 C O R Generator 2 Control Circuit P1149 C* O R Generator 2 Control Circuit High P1184 R Engine Oil Temperature Sensor Out Of Self Test Range P1260 C Theft Detected, Vehicle Immobilized

Drive cycle is not complete. Conditions not met.

A/C, Parking Brake, Clutch, PRNDL, (EOT, ETC.)

Indicates fault in circuit.

Faulty sensor, Open or Short in circuit.

Engine not warm enough to run KOEO CCT - aborts test.

Engine not warm enough, leaking thermostat, circuit failure.

P1284 P1334 C

I failure--Aborts KOER CCT test Checks for a maximum closed and a minimum open position voltage. Fault sets when the EGRP closed position exceeds the maximum limit at initial key on. IDM detects logic power low, less than 7 volts. IDM detects excessive voltage, greater than 16 volts.

See codes P2284, P2285, P2286, P2288, P2623

P1335 C

R Aborted KOER - Injector Control Pressure Regulator R EGR Throttle Position Sensor Minimum Stop Performance R EGR Position Sensor Minimum Stop Performance

P1378 C O R FICM Supply Voltage Circuit Low P1379 C O R FICM Supply Voltage Circuit High P1397 R System Voltage Out Of Self Test Range P1408 R EGR Flow Out Of Self Test Range P1464 O R A/C Demand Out Of Self Test Range P1501 O R Vehicle Speed Sensor Out Of Self Test Range P1502 O R Invalid Test - Auxiliary Power Control Module Functioning P1531 R Invalid Test - Accelerator Pedal Movement P1536 R Parking Brake Switch Circuit P1639 C* O R Vehicle ID Block Corrupted, Not Programmed P1703 O R Brake Switch Out Of Self Test Range P1705 O R Transmission Range Circuit Not Indicating Park/Neutral During Self Test P1725 R Insufficient Engine Speed Increase During Self Test P1726 R Insufficient Engine Speed Decrease During Self Test P2122 C O R Throttle/Pedal Position Sensor/Switch D Circuit Low Input P2123 C O R Throttle/Pedal Position Sensor/Switch D Circuit High Input P2127 C O R Throttle/Pedal Position Sensor/Switch E Circuit Low Input P2128 C O R Throttle/Pedal Position Sensor/Switch E Circuit High Input P2132 C O R Throttle/Pedal Position Sensor/Switch F Circuit Low Input P2133 C O R Throttle/Pedal Position Sensor/Switch F Circuit High Input P2138 C O R Throttle/Pedal Position Sensor/Switch D / E Voltage Correlation P2139 C O R Throttle/Pedal Position Sensor/Switch D / F Voltage Correlation P2140 C O R Throttle/Pedal Position Sensor/Switch E / F Voltage Correlation P2199 C* Intake Air Temperature 1/2 Correlation P2262 C* P2263 C*

EGRC output circuit check - engine off test only Aborts KOER Test. Aborts test - KOER on demand, CCT, or switch test. Aborts test - KOER on demand, CCT, or switch test.

Low batteries, loose connections/resistance in circuit, defective relay. Charging system fault. Voltage too high or low for glow plug monitor test. EGR Control circuit open, short to Vref, Vbat, ground, defective coil. A/C switch not in "off" position, A/C circuit short to power. Vehicle speed detected during test, faulty VSS, PCM. APCM active while KOER test is running.

Aborts test - KOER on demand, CCT test. KOER switch test.

Accelerator pedal incorrect position during test, faulty AP, PCM. Failed to activate switch during test, circuit, switch, PCM.

Not in park during KOEO or KOER.

Operator error, circuit failure, faulty sensor, PCM.

Pedal Sensors will use SAE D,E,F codes Pedal Sensors will use SAE D,E,F codes Pedal Sensors will use SAE D,E,F codes

Correlation between IAT1 and IAT2 are not at expected values. Turbo/Super Charger Boost Pressure not Detected - No boost pressure increase was detected. Mechanical Turbo/Super Charger System Performance

P2269 C O R Water in Fuel Condition

Indicates water in fuel.

P2284 C

Default inferred I, I desired does not equal I signal, difference of 362psi/2.5mpa.

70

R Injector Control Pressure Sensor Circuit Range/Performance

Open/shorted circuit, bias sensor, PCM MAP hose, MAP sensor, CAC system leaks, Intake leaks, EP sensor, exhaust restriction. MAP hose, MAP sensor, CAC system leaks, Intake leaks, EP sensor, exhaust restriction, exhaust leaks. Drain water in fuel separator, defective WIF sensor, circuit integrity. See diagnostic manual - I system.

DIAGNOSTIC CODES P2285 C O R Injector Control Pressure Sensor Circuit Low

Default open loop control - underrun at idle, I is less than 0.04 volts. Default open loop control - underrun at idle, I is greater than 4.91 volts. Default inferred I is used, I is greater than 3675psi/25mpa. Default inferred I, KOEO I is greater than 1161psi/8mpa. Default inferred I is used, I is below desired pressure

I circuit short to ground or open, defective sensor.

Injector Control Pressure Too Low - Engine Cranking P2552 C O R FICMM Circuit - Throttle/Fuel Inhibit Circuit

No start I is less than 725psi/5mpa.

See diagnostic manual - I system

No signal from the FICM Monitor circuit

Circuit open/short, FICM, PCM

P2614 C O R Camshaft Position Output Circuit

CMPO signal intermittent

Poor connection, electrical noise. In CMPO from PCM

P2617 C O R Crankshaft Position Output Circuit

CKPO signal intermittent

Poor connection, electrical noise. In CKPO from PCM

P2623 C* O R Injector Control Pressure Regulator Circuit

IPR circuit failure

Open/grounded circuit, stuck IPR, loose connection

P2286 C O R Injector Control Pressure Sensor Circuit High P2288 C

R Injector Control Pressure Too High

P2289 C O

Injector Control Pressure Too High - Engine Off

P2290 C O

Injector Control Pressure Too Low

P2291 C

I circuit short, Vref or Vbat, defective sensor. See diagnostic manual - I system. I signal ground, circuit open, defective sensor. See diagnostic manual - I system.

U0101 C O R Lost Communication with TCM U0105 C O R Lost Communication with FICM U0155 C O R Lost Communication with Instrument Cluster U0306 C O R Software Incompatibility with Fuel Injector Control Module

71

GLOSSARY Actuator

Dual Timing System

A device which delivers motion in response to an electrical signal.

A timing system that uses both a CKP and CMP sensors to determine engine speed and rotational position.

Analog

DVOM Digital Volt Ohm Meter

A continuously variable voltage.

A meter that uses a digital display to indicate a measured value. Preferred for use on microprocessor systems because a DVOM has a very high internal impedance and will not load down the circuit being measured.

APS Accelerator Position Sensor A potentiometer style sensor that indicates the operator's pedal position.

AWA Feature A feature built into the high pressure oil rails used to dampen noises that can be caused by the hydraulic system.

ECT Engine Coolant Temperature Sensor A thermistor style sensor used to indicate engine coolant temperature.

EGR Cooler

BARO Barometric Pressure Sensor

A device used to cool exhaust gases before they are returned to the intake air system.

An analog device which indicates atmospheric pressure which allows the PCM to compensate for altitude. A BARO sensor has three connections, signal return(gnd), BARO signal, and Vref.

EGR Exhaust Gas Recirculation Valve

CAC Charge Air Cooling A process of cooling the air coming out of the turbocharger before it enters the engine.

Canister Style Oil Filter An oil filter that requires only the element be replaced and not the housing.

A valve used to control the flow of exhaust gases into the intake manifold.

EGRP Exhaust Gas Recirculation Valve Position Sensor A potentiometer style sensor that indicates the amount of movement of the EGR valve.

EOT Engine Oil Temperature A thermistor type sensor that indicates engine temperature.

CAN



A communication protocol for data transfer between the control modules.

EVRT Control Valve

CKP Crankshaft Position Sensor

EVRT

A magnetic pickup sensor that creates a sine wave voltage when the timing wheel on the crankshaft breaks its magnetic field. The CKP determines crankshaft position and speed.

Closed Crankcase Breather

See VGTCV Variable Geometry Turbocharger Control Valve. 

The International Truck and Engine Corporation’s trademark for its electronically-controlled turbocharger.

FICM Fuel Injection Control Module

A ventilation system that recirculates crankcase vapors into the intake air system.

An electronic unit which has the primary function of an electronic distributor for the injectors. It also is the power supply for the injectors.

CMP Camshaft Position Sensor

Glow Plug Sleeves

A magnetic pickup sensor that creates a sine wave voltage when a peg on the camshaft breaks its magnetic field. The CMP determines which cycle the piston is in (compression or exhaust).

Digital Fuel Injection A fuel injection system that uses both an open and close signal to control fuel injectors.

72

Stainless steel sleeves used to protect the glow plugs from coolant.

GPCM Glow Plug Control Module Module which supplies power to the glow plugs and identifies variation in current flow to the glow plugs.

GLOSSARY IAT Intake Air Temperature Sensor

Main Power Relays

A thermistor style sensor used to indicate air temperature before the charge air cooler.

(Two) Battery power relay switches for the PCM and FICM (modules) that are key power initiated and controlled by the corresponding powered module.

I Injection Control Pressure A variable capacitance style sensor used to indicate high pressure oil system pressure.

IAT2 Intake Air Temperature 2 Sensor A thermistor style sensor used to indicate air temperature after ing through the charge air cooler.

Impedance A form of opposition to AC current flow measured in Ohms.

I/O Injector Test A test that can be performed using the WDS to disable one injector at a time while watching Mfdes to determine a weak contributing injector.

IPR Injection Pressure Regulator Controls injection oil pressure. An electrical signal to a solenoid creates a magnetic field which applies a variable force on a poppet to control pressure. The quantity of fuel delivered to the combustion chamber is proportional to injection control pressure.

IVS Idle Validation Switch An on/off switch that indicates when the accelerator pedal is in the idle position.

KOEO Key on Engine Off Test A self-test operation that is performed with the ignition switch in the ON position with the engine OFF.

KOER Key on Engine Running Test A self-test operation that is performed with the ignition switch in the ON position and the engine RUNNING.

Long Life Ethylene Glycol Coolant A coolant, with an Ethylene Glycol base, that can be used in a cooling system for an extended time without needing to be changed. Long life coolants do not require the use of extenders. Long life coolants can be identified by its yellow color.

MAP Manifold Absolute Pressure A MAP sensor generates a digital frequency that indicates manifold boost pressure above atmospheric pressure. The signal is created by switching action caused by manifold pressure of a diaphragm connected to a capacitor circuit in the sensor. The digital frequency increases as pressure increases. A MAP sensor has three connection: signal return(gnd), MAP signal, and Vref.

Misfire Detection Uses engine RPM changes during a firing cycle to determine a low contributing cylinder.

Modular Water Pump Is a water pump that uses the front cover as a housing and only the hub and impeller are replaceable.

Normally Closed Refers to a switch or a solenoid that is closed when no control or force is acting on it.

Normally Open Refers to a switch or a solenoid that is open when no control or force is acting on it.

PCM Powertrain Control Module The housing that contains the micro computer, Vref regulator, input conditioners and output drivers.

POT Potentiometer Converts a mechanical motion to a voltage value. Most often used to sense the position of a component. This sensor works as a variable voltage divider. The wiper arm is mechanically connected to the component desired to be sensed. Potentiometers have three connections: Vref, signal out, and ground.

Pulse Width The length of time an actuator, such as an injector, remains energized.

73

GLOSSARY Relative Compression Test A test that can be run with the WDS to measure compression of a cylinder relative to the other cylinders in the engine. This test is accomplished by comparing the rpm of the engine during each compression stroke.

Rocker Arm Carrier A housing that the rocker arms and their fulcrums are mounted to.

Thermistor Sensor used to determine temperature. A thermistor changes it's resistance value in relation to temperature change. Increasing temperature results in decreasing resistance, decreasing temperature results in increasing resistance. The thermistor in conjunction with a current limiting resistor in the PCM forms a voltage divider that provides a voltage signal indicating temperature. Since the top half of the voltage divider is the current limiting resistor and is internal to the PCM, a thermistor sensor only has two connections, signal return and ground.

Variable Capacitance Sensor A sensor that is used to determine pressure. A variable capacitance sensor changes it capacitance value in relation pressure change. Increasing pressure results in a lower capacitance, thus increasing return voltage. Decreasing pressure results in a higher capacitance and a lower voltage. Variable capacitance sensors are 3 wire sensors.

VBAT Battery voltage.

VGT Variable Geometry Turbocharger A turbocharger that has a turbine housing that can change sizes through electronically controlled hydraulics.

VGTCV Variable Geometry Turbocharger Control Valve Could also be called EVRTCV. Controls oil flow in and out of the VGT actuator in order to change the effective size of its turbine housing.

VPWR Battery voltage.

VSS Vehicle Speed Sensor Normally a magnetic pickup style sensor that is mounted on the tailshaft of the transmission to indicate ground speed.

74

INDEX A

F

Actuators, 31

FICM (Fuel Injection Control Module), 7

AWA (Acoustic Wave Attenuation), 24

FICM Electrical Connectors, 11, 34

B

FICM Mounting Brackets, 7, 11

Block Heater, 35 Fuel Filter Housing, 35, 40

C Camshaft, 10

Fuel in Oil Diagnostics, 46

Compressor Inlet Hose, 9, 18

G Glossary, 72

Crankcase Breather, 7, 18, 41 Glow Plugs, 10 Cylinder Balance Test, 51 GPCM (Glow Plug Control Module), 8, 36, 41

D Damaged Crankshaft Trigger Wheel Diagnostics, 49

GPCM Mounting Bracket, 8, 11

DLC (Diamond Like Carbon) Coating, 27

Glow Plug Harness, 7, 8, 31, 35, 41

Diagnostic Charts 58

H Heater Return Tube, 35

Diagnostic Trouble Codes, 68

E

High-Pressure Oil Leak Diagnostics, 48

EP (Exhaust Pressure) Sensor, 36, 41

High-Pressure Oil Rail Plugs, 25

EP Tube, 34

High-Pressure Pump, 27

EGR (Exhaust Gas Recirculation) Cooler, 9, 20

High-Pressure Pump Cover, 15, 32

EGR Throttle Plate, 19, 31, 35

High-Pressure Stand Pipe, 24

EGRTP (Throttle Plate) Actuator, 8, 31, 35

Horsepower, 6

EGRTP Sensor, 7, 30

I

Emissions Label, 8 Engine Serial Number, 41 Engine Wiring Harness, 14

Injector, 15 Injector clip, 14 I Block-Off Tools, 50 I sensor, 8, 11

75

INDEX I Sensor Gasket, 26

Turbocharger Mounting Bracket, 21

IPR Valve, 26

Turbo Oil Supply Line, 13

IPR Heat Shield, 27

Turbine Outlet, 35

Intake Manifold, 9, 19

Turbine Wheel, 19

N

Twelve-Way Connector, 36

No Start Diagnostics, 43

U Upper Oil Pan, 9, 36

O Oil Level Gauge, 34

W Oil Fill Adapter, 35, 41

Water Pump, 11

Oil Filter, 36

Wavy High-Pressure Oil Rail, 24

By Valve, 38 Filter Cap, 36 Filter Header, 38 Filter Housing, 34 Oil Pan, 36

P Power Junction Point, 34, 41 PCM Electrical Connector (46-way), 34

R Remote Mount Oil Filter Lines, 34, 36, 38, 39

S Sensors, 29

T Torque, 6 Torque Charts, 54

76

Wiring Diagrams, 60

FCS-13930-MISC © 2003 International Truck and Engine Corporation

FCS-13930-MISC

12/3 REVISION 0

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