2004 6.0 L - Alliant Power

2004 6.0 L - Alliant Power
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 contact 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
ICP 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.
3
Horsepower and Torque
Horsepower and Torque
• 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. ICP 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 contact 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
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.
X-3
X-2
X-1
• 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 ICP Sensor.
• An earlier GPCM bracket will not work on an
updated 2004 MY engine.
ICP 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 support 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
Air Management System Flow
FROM CHARGE AIR COOLER
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 passage of the intake
manifold. The intake manifold directs the
coolant back into the front cover.
37
Turbocharger Mounting Bolt
• The turbo mounting joints have been
modified. The mounting bolts no longer need
spacers on the new turbo.
REAR TURBO MOUNTING BOLT
38
Turbocharger Mounting Bracket
• 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.
SPACERS
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 ICP sensor has been relocated to the
right valve cover/high-pressure rail.
• Redesigned Stand Pipe/Branch Tube
• Relocated ICP 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.
FRONT PORT
REAR 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
• The front port plug is located towards the
front of the high-pressure oil rail.
FRONT PORT PLUG
• 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
ICP Sensor Gasket
• The ICP sensor has a new gasket.
• The purpose of the ICP 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 ICP sensor
gasket during installation to prevent
damaging the gasket.
ICP GASKET
48
ICP Sensor/Valve Cover Assembly
ICP
ICP SENSOR
• The ICP sensor is installed over the gasket.
• The ICP sensor can be removed and
installed without the removal of the valve
cover.
• After torquing the ICP sensor to
specification, the valve cover gasket and
valve cover can be installed over the sensor.
ICP GASKET
49
High-Pressure Pump Cover
• The same high-pressure pump cover is
used.
• Since the ICP sensor has been relocated to
the right bank high-pressure rail, a brass
plug will replace the ICP 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
• Modifications and additions have been made
to some electrical components.
• Actuators
• Glow Plug System
• PCM
• FICM
54
Sensor Overview
INTRUMENT CLUSTER
PCM
Powertrain Control Module
ICP
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: ICP, 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
PCM
Powertrain Control Module
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 feedback 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
ICP Sensor
• The ICP 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.
ICP SENSOR
• The valve cover and GPCM bracket sets
over the ICP 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
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
73
Oil Filter Bypass
OIL FILTER BYPASS VALVE
• The oil filter bypass 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 pass
though this bypass 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 passes 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/ICP 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 ICP sensor is the same
as on the F-Series.
ICP 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
• ICP Test
• CKP Trigger Wheel Test
• ICP 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.
• ICP - A minimum of 500 PSI (3.5 mPa) is required for the injectors to be
ICP 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.
ICP 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.
• ICP V (ICP voltage) - Voltage reading below spec indicates low ICP
during crank.
• FUEL PW (fuel pulse width) - Pulse width defaults to 0 w/o CKP
signal, RPM below minimum spec, or low ICP.
• 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 ICP to calculate fuel timing, pulse width, and pilot injection usage.
PCM
Powertrain Control Module
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. Verify 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 contact. If any
wheel contact 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:
• Verify nature of concern.
• Verify 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,
ICP 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 verify 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 verify 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.
Verify:
TO VERIFY 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) contact the Ford Technical Service Hotline for instructions.
DAMAGED TEETH
DAMAGED TOOTH
92
93
49
ICP BLOCK-OFF TOOLS
Right Bank Block-Off with ICP
Sensor
• This block-off tool is used on the right bank
only.
• The ICP 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 ICP 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.
• ICP pressure is measured using the ICP
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. ICP pressure/voltage will be
monitored using the ICP sensor installed
in the right bank block-off tool, the ICP
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.
DATALOGGER
• 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.
#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.) .
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.60
.62
.64
.66
Diagnostic Codes . . . . . . . . . . . . . .68
Glossary
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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 (ICP) 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 support 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
• Step 5: Turn all 9 bolts until snug.
9
8
• 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
Front of Engine
Main Bearing Bolts
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
ENGINE SERIAL 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
•
tem.
if
r f er
e
t
Check
A-
5. Electric Fuel Pump Pressure
• Verify
f t hat the fuel pump
e
gnd.
ne
f er
e
ICP 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
ICP
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
Cl
•
Wait to Start Lam
bel
• Select t
Vi sual
• After ve
e lt
per ure and ti
ieved, go to appropriate PPT
T test.
• Scan too
nder indicator has been illuminated
Check
TE
•
Relay on time
1 to 120
»
.
CTM and EOT pids, verify
ug
end.
will
10. Scan T
inle ducts.
• Inspect
• 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 verify no restr iction
a)
n
• Measure
r restricti
a
p
Instrument
0- " Hg
vacuum
»
»
let.
• Add 5
6
PSI
F -
and filter
G -
s are OK, check fuel
re place fuel pump.
»
Wh
Fu
e t
List Part Name, Number and Serial Number of parts replaced.
58
20
40
6
0
100
120
EOT (˚F)
F)
hi
Measurement
er s. If
re gulator If re
0
stem,
If > 6" Hg restr iction, check lines between pump and fuel tank.
If
0
r
a c
ICP
duri
c
pl
on time when abov e
spec indicates low ICP
to
CM SY
gl
7000 feet
al.
No sy
could be
w/o
/ CKP
P
faults.
Refer to PC/ED section 4 for detailed test procedures.
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
ENGINE SERIAL 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
Check
»
l
Repair issue causing out of sp
exhaust syst
• M
t
fuel, coolant).
˚
er
t level.
• M
r damage
scan
t
ne tem
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
• M
• Measure
r fuel pressure at engine filter
t housing test port.
• 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
5.
Measurement
30 % MAX
»
10a. Electric Fuel Pump Pressure
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.
• Vi
• C
• M
If RPM sm
_______ Tr av el
9. Exhaust Restriction
Visual
•
If RPM is still unstable, re
»
• Check at low idle,
90 % and 3.2 V
Tr av el
Method
»
Open
optimum performance
3.
_______ Open
IC P
r (ICP will default).
th test are current faults.
ic
Codes
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
7. Intake Restriction
er
. If re
If
re
stem
• Run
at fuel control module.
Filter Minder
2"-25" H²0
Check
n fuel
»
If air is pr
re
KO
a c
²
l
mp fr
the O
itch
t
t
idle.
•
Method
heck
for leaks.
On De mand TTest
»
ICP, EGR and VGT performance.
KOER
DTC
e t
8
Vi sual
• This will test t
Fu
t
• Take oil
d be free of bubbles.
Vi sual
11.
MAX
• Run engine at 3000 RPM for 1 minute.
Check
Spec.
Measurement
8" H²
15. Oil Ae ration TTest
at
Instrument
M
lic /
er
m.
lic
If mo
p.
o
ocedu
re .
let
ni
ft valve cov er.
T with no load at 3, 000 RPM .
• M
s are OK, check fuel
and filter
• Install clear hose on fuel return li
•
(170˚ F)
on, check lines between pump and fuel tank.
•
Wh
• Bl
10c. Fuel Aeration TTest
If self test codes are re triev ed, go to appropriate PPT.
eT
p/
Spec.
6" Hg MAX
• U
•
p
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
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)
**
X2 - P in 2
X2 - P in 17
X2 - P in 6
X2 - P in 18
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
Pressure Ctrl
Solenoid #3
Type 6
G round
24 Way
Trans mis s ion
C onnec tor
Pressure Ctrl
Solenoid #4
5R110 Transmission Wiring Assembly
Pressure Ctrl
Solenoid #5
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
Pressure Ctrl
Solenoid #1
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
K AP WR B +
P WR G ND
VP WR
36
S IG R T N
1
V P WR
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. )
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
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
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)
**
X2 - P in 2
X2 - P in 17
X2 - P in 6
X2 - P in 18
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
62
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 ( 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
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
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
EPATS
Module
APCM
Module
CANH
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
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
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
Pressure Ctrl
Solenoid #3
Type 6
G round
24 Way
Trans mis s ion
C onnec tor
Pressure Ctrl
Solenoid #4
5R110 Transmission Wiring Assembly
Pressure Ctrl
Solenoid #5
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
Pressure Ctrl
Solenoid #1
ON
N/C
7
PCB
PCC
PSD
B+
24
PCA
PSC
B+
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
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
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)
**
63

E C O N O L I N E ( 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
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
B
2 1
2 1
C
A
2 1
2 1
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
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
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
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
X3 - P in 28
X2 - P in 3
X2 - P in 23
X2 - P in 7
X2 - P in 24
X1 - P in 4
(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
Lt. B LUE = V ref (5 V OLT S )
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
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 ontrolModu e
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
64
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

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
2
F IC M 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
F P R elay
K E YP WR
V P WR
B+
12
F IC M Logic P wr
MP R
A/C R elay
Type 4
G round
DFCM Mod
8 Way On/Off
E ngine C onnec tor
R H BKP
Lamp
LH B K P
Lamp
7
8
3
Vehic le Mounted C omponents
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
J1- C 1 P oc ket
P C M122 C has s is
C onnec tor (46
Way)
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
Type 2
RCS - NO
S IG R T N
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
DF C M
Water In Fuel Probe
Tripminder Module
T HR E E
TR ACK
P E DA L
Horn Relay
CTRL
B+
CTO
To Horn
After Market
Circuits
TPO
PTO
VS S
Pressure Ctrl
Solenoid #1
Powertrain CAN
Data Bus
N/C
C AN1H
C R UIS E C ONT R OL
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
S E T /AC C
680
Ohms
C OAS T
Horn Switch
120
Pressure Ctrl
Solenoid #3
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
5R110 Transmission Wiring Assembly
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
Pressure Ctrl
Solenoid #4
24
2
PCC
PCG
24 Way
Trans mis s ion
C onnec tor
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. )
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
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
B
2 1
2 1
C
A
2 1
2 1
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
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
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
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
X3 - P in 28
X2 - P in 3
X2 - P in 23
X2 - P in 7
X2 - P in 24
X1 - P in 4
(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
Lt. B LUE = V ref (5 V OLT S )
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
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 ontrolModu e
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
66
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

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
2
F IC M 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
F P R elay
K E YP WR
V P WR
B+
12
F IC M Logic P wr
MP R
A/C R elay
Type 4
G round
DFCM Mod
8 Way On/Off
E ngine C onnec tor
R H BKP
Lamp
LH B K P
Lamp
7
8
3
Vehic le Mounted C omponents
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
J1- C 1 P oc ket
P C M122 C has s is
C onnec tor (46
Way)
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
Powertrain CAN
Data Bus
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
FPC
FE PS
S C IL
AC P S W
Type 2
RCS - NO
S IG R T N
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
DF C M
Water In Fuel Probe
Tripminder Module
T HR E E
TR ACK
P E DA L
Horn Relay
CTRL
B+
CTO
To Horn
After Market
Circuits
TPO
PTO
VS S
Pressure Ctrl
Solenoid #1
C R UIS E C ONT R OL
C AN1L
E BS
B+
M
Powertrain CAN
Data Bus
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
S E T /AC C
680
Ohms
C OAS T
Horn Switch
120
Pressure Ctrl
Solenoid #3
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
24 Way
Trans mis s ion
C onnec tor
Pressure Ctrl
Solenoid #4
5R110 Transmission Wiring Assembly
24
2
PCC
PCG
20
D
3
B US (-)
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
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.
Open in circuit, short to power.
Alternative fuel source, Interference on CKP & CMP, Faulty PCM.
Faulty, Biased sensor, circuit fault, PCM.
Shorted to ground on the circuit.
Open in circuit, short to power.
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
Injector circuit short to ground, defective coil.
Injector circuit open, defective coil
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*
Cylinder #2 Misfire Detected
P0303 C*
Cylinder #3 Misfire Detected
P0304 C*
Cylinder #4 Misfire Detected
P0305 C*
Cylinder #5 Misfire Detected
P0306 C*
Cylinder #6 Misfire Detected
P0307 C*
Cylinder #7 Misfire Detected
P0308 C*
Cylinder #8 Misfire Detected
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
Injector circuit short to ground, defective coil.
Injector circuit open, defective coil
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.
Injector circuit short to ground, defective coil.
Injector circuit open, defective coil
Injector circuit short to ground, defective coil.
Injector circuit open, defective coil
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
ICP 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 ICP, ICP desired does not equal ICP
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 - ICP system.
DIAGNOSTIC CODES
P2285 C O R Injector Control Pressure Sensor Circuit Low
Default open loop control - underrun at idle, ICP is less than
0.04 volts.
Default open loop control - underrun at idle, ICP is greater
than 4.91 volts.
Default inferred ICP is used, ICP is greater than
3675psi/25mpa.
Default inferred ICP, KOEO ICP is greater than
1161psi/8mpa.
Default inferred ICP is used, ICP is below desired pressure
ICP 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 ICP is less than 725psi/5mpa.
See diagnostic manual - ICP 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
ICP circuit short, Vref or Vbat, defective sensor.
See diagnostic manual - ICP system.
ICP signal ground, circuit open, defective sensor.
See diagnostic manual - ICP 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.
ICP 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 passing 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 premium 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
ICP Block-Off Tools, 50
ICP sensor, 8, 11
75
INDEX
ICP 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
Bypass 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
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