Before Using This Section
Before using this section, you should have performed the Diagnostic System Check - Engine Controls and determined that the following criteria
- The control module and the malfunction indicator lamp (MIL) are operating correctly.
- There are no diagnostic trouble codes (DTCs) stored, or a DTC exists but without MIL.
Several of the following symptom procedures call for a careful visual and physical inspection. The visual and physical inspection is very important. The inspection can lead to correcting a problem without further inspection which may save valuable time.
Verify Customer's Concern
Locate the correct symptom table. Inspect the items indicated under that symptom from the following symptom tables
- «Intermittent Conditions»(ref-184195-S11608715852005082200000)
- «Hard Start»(ref-184195-S24720495272005082200000)
- «Surges/Chuggles»(ref-184195-S14273038082005082200000)
- «Lack of Power, Sluggishness, or Sponginess»(ref-184195-S26125960282005082200000)
- «Fuel Knock/Combustion Noise»(ref-184195-S21821327772005082200000)
- «Hesitation, Sag, Stumble»(ref-184195-S24429606082005082200000)
- «Cuts Out, Misses»(ref-184195-S23427581272005082200000)
- «Poor Fuel Economy»(ref-184195-S16226822332005082200000)
- «Rough, Unstable, or Incorrect Idle and Stalling»(ref-184195-S07175829332005082200000)
- «Excessive Smoke (White)»(ref-184195-S22752093832005082200000) «Excessive Smoke (Black)»(ref-184195-S11069014692005082200000) «Excessive Smoke (Gray or Blue)»(ref-184195-S24460147742005082200000)
Intermittent Conditions
| Inspections | Action |
|---|---|
| DEFINITION: The condition is not currently present but is indicated in DTC history. OR There is a customer concern, but the symptom cannot currently be duplicated, if the condition is not DTC related. | |
| Preliminary | Refer to Important Preliminary Inspection Before Beginning in Symptoms-Engine Controls. The fault must be present to locate a problem using the DTC table. If a fault is intermittent, the use of DTC tables may result in the replacement of good parts. |
| Visual/Physical | This step is an important aid for locating a condition without extensive testing. Perform a thorough visual and physical inspection of the following components: Wiring harness for damage or cuts A misrouted harness that is too close to high voltage or high current devices such as the following: Motors Generators Vacuum hoses for the following conditions: Proper routing Proper connections Splits in the hose or the connections Kinks The control module and body grounds are clean and tight. Battery connections are clean and tight. Charging system for proper operation-Refer to Charging System Test (CS/AD/SI Generators) in Engine Electrical. |
| Harness/Connector Test | Many intermittent open or shorted circuits come and go with harness and connector movement caused by vibration, engine torque, bumps and rough pavement, etc. Test for this type of condition by performing the applicable procedure from the following list: Move the related connectors and wiring while monitoring the appropriate scan tool data. Move the related connectors and wiring with the component commanded ON and OFF, with the scan tool. Observe the components operation. With the engine running, move the related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, the component and system operation, or the engine operation, inspect and repair the harness or connections as necessary. |
| Electrical Connections or Wiring | Poor electrical connections and terminal tension or wiring faults cause most intermittents. Perform a careful inspection of the suspected circuit for the following: Inspect for incorrect mating of the connector halves, or terminals not fully seated in the connector body, backed-out. Inspect for improperly formed or damaged terminals. Test for incorrect terminal tension. Inspect for poor terminal to wire connections including terminals crimped over insulation. This requires removing the terminal from the connector body. Inspect for corrosion or water intrusion. Pierced or damaged insulation can allow moisture to enter the wiring. The conductor can corrode inside the insulation with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. Inspect for wires that are broken inside the insulation. Inspect the harness for pinched, cut, or rubbed through wiring. Make sure the wiring does not come in contact with hot exhaust components. Refer to and in Wiring Systems. |
| Control Module Power and Grounds | Poor power or ground connections can cause widely varying symptoms. Test all control module power circuits. Many vehicles have multiple circuits supplying power to the control module. Inspect connections at the control module connectors, fuses, and any intermediate connections between the power source and the control module or component. A test lamp or a DMM may indicate that voltage is present, but neither tests a circuits ability to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to in Wiring Systems. Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Make sure the ground connections are clean and tight at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. |
| Temperature Sensitivity | An intermittent condition may occur only when the component is cold, or only when the component is hot. The heat that affects the circuit can be engine generated or due to a poor connection in the circuit or a high electrical load. Information from the customer may help to determine if the trouble follows a pattern that is temperature related. The Freeze Frame/Failure Records or Snapshot data may help with this type of intermittent condition, where applicable. If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures Underhood/engine generated heat Circuit generated heat due to a poor connection, or high electrical load Higher than normal load conditions (towing, etc.) If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. The condition only occurs on a cold start. The condition goes away when the vehicle warms up. |
| Electromagnetic Interference (EMI) and Electrical Noise | Some electrical components and circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage and high current devices such as motors, generator, etc. These components may induce electrical noise on a circuit that could interfere with normal circuit operation. Electrical system interference caused by a malfunctioning relay, control module driven solenoid, or switch. They can cause a sharp electrical surge. Normally, the problem will occur when the malfunctioning component is operating. Incorrect installation of non-factory, aftermarket, add-on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc. Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode or resistor. |
| Incorrect Control Module Programming | There are only a few situations where reprogramming a control module is appropriate: A new control module is installed. Revised software/calibration files have been released for this vehicle. IMPORTANT: DO NOT reprogram the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of driveability problem. Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Service Programming System (SPS) in Programming. |
| Duplicating Failure Conditions | If the previous tests were not successful, attempt to duplicate and/or capture the failure conditions. Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. Review and record the Freeze Frame/Failure Records data. Clear any DTCs with a scan tool. Turn OFF the key and wait 15 seconds. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records. The vehicle must also be operating within the Conditions For Running the DTC. Refer to Conditions for Running the DTC in the supporting text of the DTC being diagnosed. Monitor DTC status for the DTC being tested. The scan tool will indicate Ran when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. An alternate method is to drive the vehicle with a DMM connected to a suspected circuit. An abnormal reading on the DMM when the problem occurs may help you locate the problem. |
| Scan Tool Snapshot | The scan tool can be set up to take a snapshot of the parameters available via serial data. The Snapshot function records live data over a period of time. The recorded data can be played back and analyzed. The scan tool can also graph parameters singly or in combinations of parameters for comparison. The snapshot can be triggered manually at the time the symptom is noticed or set up in advance to trigger when a DTC sets. An abnormal value captured in the recorded data may point to a system or component that needs to be investigated further. Refer to the scan tool user instructions for more information on the Snapshot function. |
| IMPORTANT |
|---|
| DO NOT reprogram the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of driveability problem. |
Intermittent Conditions
Hard Start
| Inspection | Action |
|---|---|
| DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start but immediately dies. | |
| Preliminary Inspection | Refer to Symptoms - Engine Controls . Ensure the driver is using the correct starting procedure. |
| Sensor Inspection | Inspect the engine coolant temperature (ECT) sensor. Use the scan tool to compare the ECT with the ambient air temperature on a cold engine. If the coolant temperature reading is more than 5 degrees more or less than the ambient air temperature on a cold engine, inspect for a high resistance in the coolant sensor circuit or the sensor itself. Turn ON the ignition with the engine OFF. Observe the actual fuel rail pressure with a scan tool. The actual fuel rail pressure should be between 1.0-1.8 MPa. If it is not, inspect for high resistance in the fuel rail pressure (FRP) sensor circuits or the FRP sensor. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. Inspect the crankshaft position (CKP) sensor reluctor wheel. Remove the CKP sensor and attempt to move the reluctor wheel front to back or side to side with a probe. If there is any movement the reluctor wheel retaining bolts are loose. |
| Fuel System Inspection | Inspect the fuel pressure regulator 12-volt circuit for an intermittent short to ground. Observe the FRP Command percent while cranking. A range of 85-95 percent indicates a possible short to ground condition. Inspect the fuel supply to the fuel injection pump. Refer to Fuel System Diagnosis . Inspect for a restricted fuel filter. Refer to Fuel System Diagnosis . Inspect for air in the fuel system. Refer to Fuel System Diagnosis . Inspect for external fuel leaks. Refer to Fuel Leaks . Inspect for high engine oil level. Refer to Fuel in Engine Oil in Engine Mechanical. Inspect for low fuel pressure. Command the fuel pressure to 160 mPa with a scan tool while the engine is at idle. If 160 mPa is not achieved, perform Fuel System Diagnosis - High Pressure Side . At idle observe the FRP Regulator Fuel Flow Command parameter with a scan tool. If the FRP Regulator Fuel Flow Command is more than 2700 mm 3 , perform the Fuel System Diagnosis - High Pressure Side . Inspect the fuel tank cap vent for proper operation. |
| Electrical System Inspection | Inspect for a slow cranking speed. Refer to Symptoms - Engine Electrical in Engine Electrical. |
| Air Intake System Inspection | Inspect the air cleaner and air intake ducts for a restrictions or leaks. Inspect for a restriction in turbocharger inlet duct. Inspect for a restriction or a leak in the intake manifolds. |
| Exhaust System Inspection | Inspect the exhaust system for a possible restriction. Refer to Restricted Exhaust in Engine Exhaust. |
| Engine Mechanical Inspection | Inspect the engine for the following conditions: Improper valve timing Bent pushrods Worn rocker arms-Refer to Valve Rocker Arm and Shaft Cleaning and Inspection in Engine Mechanical. Low engine compression-Refer to Engine Compression Test in Engine Mechanical. Broken or weak valve springs Worn camshaft lobes-Refer to Camshaft and Bearings Cleaning and Inspection in Engine Mechanical. |
| Additional Inspection | Inspect for an intermittent CKP signal. Refer to Intermittent Conditions . Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . Inspect the Service Bulletins for control module software updates. |
Hard Start
Surges/Chuggles
| Inspection | Action |
|---|---|
| DEFINITION: The engine has a power variation under a steady throttle or cruise. The vehicle seems to speed up and slow down with no change in the accelerator pedal. | |
| Preliminary Inspection | Refer to Symptoms - Engine Controls . Ensure the driver understands the torque converter clutch (TCC) operation. Ensure the driver understands the A/C compressor operation. Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . Use the scan tool to ensure the vehicle speed sensor (VSS) reading matches the speedometer. This excludes vehicles with electronic transmissions where some variation between VSS and the speedometer is normal. |
| Sensor Inspection | Turn ON the ignition with the engine OFF. Observe the actual fuel rail pressure with a scan tool. The actual fuel rail pressure should be between 1.0-1.8 MPa. If it is not, inspect for high resistance in the fuel rail pressure (FRP) sensor circuits or the FRP sensor. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. Test for an intermittent FRP sensor signal by wiggling the harness between the sensor and the ECM with the ignition ON and the engine OFF, while monitoring the parameter with a scan tool. Observe the FRP sensor and the fuel pressure regulator commanded percent at idle. FRP should be near 40 MPa, and commanded percent should be near 40 percent. If the command is high, a fuel pressure or sensor exists. Inspect the crankshaft position (CKP) sensor reluctor wheel. Remove the CKP sensor and attempt to move the reluctor wheel front to back or side to side with a probe. If there is any movement the reluctor wheel retaining bolts are loose. |
| Fuel System Inspection | Inspect the fuel supply system vacuum while the problem exists. Refer to Fuel System Diagnosis . Inspect for a sticking Fuel Pressure Regulator. The symptom for this condition will be an idle surge of at least 100 RPM. This surge will be from 50 RPM above Desired Idle Speed to 50 RPM below Desired Idle Speed. Refer to Fuel Pressure Regulator Diagnosis . |
| Additional Inspection | Inspect the fuel injection control circuits between the engine control module (ECM) and the fuel injection control module (FICM) for a short to a 5-volt reference circuit. Inspect the control module grounds for being clean, tight, and in their proper locations. Inspect the generator output voltage. Repair if less than 9 volts or more than 16 volts. Inspect the torque converter clutch (TCC) operation. |
Surges/Chuggles
Lack of Power, Sluggishness, or Sponginess
| Checks | Action |
|---|---|
| DEFINITION: The engine delivers less than expected power. There is little or no increase in speed when partially applying the accelerator pedal. | |
| Preliminary Checks | Refer to Symptoms - Engine Controls . Inspect for auxiliary fuel filters. Refer to Fuel Injection Line Routing Diagram for proper fuel tilter locations. Aftermarket fuel filters may restrict fuel flow. Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem. Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . Remove the air filter and check for dirt, or for air ducts being plugged or leaking. Repair or replace as necessary. Inspect for a proper transmission operation. Inspect the engine oil level and quality. |
| Sensor Inspection | Observe the fuel rail pressure (FRP) sensor and the fuel pressure regulator commanded percent at idle. FRP should be near 40 MPa, and commanded percent should be near 40 percent. If the command is high, a fuel pressure or sensor exists. Inspect the crankshaft position (CKP) sensor reluctor wheel. Remove the CKP sensor and attempt to move the reluctor wheel front to back or side to side with a probe. If there is any movement the reluctor wheel retaining bolts are loose. |
| Fuel System Checks | Inspect the fuel supply to the fuel injection pump. Refer to Fuel System Diagnosis . Observe the actual vs desired fuel rail pressure with a scan tool, with the engine idling. Inspect the engine speed signal circuit for high resistance. Inspect for restricted or plugged fuel injectors. Refer to Fuel Injector Balance Test with Tech 2 (with Automatic Transmission) Fuel Injector Balance Test with Tech 2 (with Manual Transmission) . |
| Exhaust System Checks | Inspect the exhaust system for a possible restriction. Refer to Restricted Exhaust in Engine Exhaust. |
| Air Intake System Checks | Inspect for an air leak or restriction in the air inlet ducts or the intake manifold. Refer to DTC P0234 . Inspect for an air leak or restriction in the charge air cooler with a J 46091 Charge Air Cooler Tester. Inspect for a worn or damaged turbo charger turbine wheel, shaft or compressor wheel. Inspect for a skewed mass air flow (MAF) sensor. Refer to Diagnostic Aids in DTC P0101 . |
| Engine Mechanical Check | Inspect the engine for the following: Low compression Improper valve timing Improper or worn camshaft Refer to Engine Compression Test in Engine Mechanical. |
| Additional Checks | Inspect the control module grounds for being clean, tight, and in their proper location. Inspect the torque converter clutch (TCC) operation. Inspect the air conditioning system for proper operation. Refer to Diagnostic System Check - HVAC Systems - Automatic in HVAC Systems - Automatic or Symptoms - HVAC Systems - Manual in HVAC Systems - Manual. Inspect the generator output voltage. Refer to Charging System Test (CS/AD/SI Generators) in Engine Electrical. |
Lack of Power, Sluggishness, or Sponginess
Hesitation, Sag, Stumble
| Inspection | Action |
|---|---|
| DEFINITION: The vehicle has a momentary lack of response when pushing down on the accelerator. The condition can occur at any vehicle speed. The condition is usually most severe when trying to make the vehicle move from a stop. If sever enough, the condition may cause the engine to stall. | |
| Preliminary Inspection | Refer to Symptoms - Engine Controls . |
| Fuel System Inspection | Inspect the fuel supply system vacuum. Refer to Fuel System Diagnosis . Inspect for water contamination in the fuel. Refer to Contaminants-in-Fuel Diagnosis . Perform the Fuel Injector Balance Test. Refer to Fuel Injector Balance Test with Tech 2 (with Automatic Transmission) Fuel Injector Balance Test with Tech 2 (with Manual Transmission) . Inspect for high fuel supply system vacuum after a cold start or during moderate or full throttle acceleration. If the vacuum jumps above specification, there is a restriction in the fuel system. |
| Sensor Inspection | Turn ON the ignition with the engine OFF. Observe the actual fuel rail pressure with a scan tool. The actual fuel rail pressure should be between 1.0-1.8 MPa. If it is not, inspect for high resistance in the fuel rail pressure (FRP) sensor circuits or the FRP sensor. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. Test for an intermittent FRP sensor signal by wiggling the harness between the sensor and the ECM with the ignition ON and the engine OFF, while monitoring the parameter with a scan tool. Observe the fuel rail pressure (FRP) sensor and the fuel pressure regulator commanded percent at idle. FRP should be near 40 MPa, and commanded percent should be near 40 percent. If the command is high, a fuel pressure or sensor exists. Inspect for an intermittent crankshaft position (CKP) sensor signal. Refer to Intermittent Conditions . Inspect the crankshaft position (CKP) sensor reluctor wheel. Remove the CKP sensor and attempt to move the reluctor wheel front to back or side to side with a probe. If there is any movement the reluctor wheel retaining bolts are loose. |
| Additional Inspection | Review the service bulletins for control module software updates. Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . Inspect the generator output voltage. Refer to Charging System Test (CS/AD/SI Generators) in Engine Electrical. |
Hesitation, Sag, Stumble
Cuts Out, Misses
| Inspection | Action |
|---|---|
| DEFINITION: A constant jerking that follows the engine speed, usually more pronounced as the engine load increases which is not normally felt above 1500 RPM or 48 km/h (30 mph). The exhaust has a steady spitting sound at idle, low speed, or hard acceleration for the fuel starvation that can cause the engine to cut-out. | |
| Preliminary Inspection | Refer to Symptoms - Engine Controls . Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . |
| Sensor Inspection | Observe the fuel rail pressure (FRP) sensor and the fuel pressure regulator commanded percent at idle. FRP should be near 40 MPa, and commanded percent should be near 40 percent. If the command is high, a fuel pressure or sensor exists. Inspect for an intermittent CKP sensor signal. Refer to Intermittent Conditions . Inspect the crankshaft position (CKP) sensor reluctor wheel. Remove the CKP sensor and attempt to move the reluctor wheel front to back or side to side with a probe. If there is any movement the reluctor wheel retaining bolts are loose. |
| Engine Mechanical Inspection | Perform the Engine Compression Test. Refer to Engine Compression Test in Engine Mechanical. Inspect the engine for the following conditions: Improper valve timing Bent pushrods Worn rocker arms Worn camshaft lobes Broken or weak valve springs, refer to Symptoms - Engine Mechanical in Engine Mechanical. Inspect the intake and exhaust manifold passages for casting flash. |
| Fuel System Inspection | Inspect the fuel system for a plugged fuel filter, high vacuum, air in the fuel system, etc. Refer to Fuel System Diagnosis . Inspect for water contamination in the fuel. Refer to Contaminants-in-Fuel Diagnosis . Inspect the fuel injectors for proper operation. Refer to Fuel Injector Balance Test with Tech 2 (with Automatic Transmission) Fuel Injector Balance Test with Tech 2 (with Manual Transmission) . |
Cuts Out, Misses
Poor Fuel Economy
| Inspection | Action |
|---|---|
| DEFINITION: Fuel economy, as measured by actual road tests and several tanks of fuel, is noticeably lower than expected. Also, the economy is noticeably lower than it was on this vehicle at one time, as previously shown by actual road tests. | |
| Preliminary Inspection | Refer to Symptoms - Engine Controls . Inspect the air filter for dirt or being plugged. Inspect for an air leak in the charge air cooler with a J 46091 Charge Air Cooler Tester. Perform the Diagnostic System Check - Engine Controls . Inspect the air conditioning system for proper operation. Inspect the tires for correct air pressure. Inspect the driving habits of the owner. Are heavy loads being carried? Suggest to the owner to fill the fuel tank and inspect the fuel economy. Suggest to the driver to read the Important Facts on Fuel Economy in the Owner Manual. |
| Sensor Inspection | Observe the fuel rail pressure (FRP) sensor and the fuel pressure regulator commanded percent at idle. FRP should be near 40 MPa, and commanded percent should be near 40 percent. If the command is high, a fuel pressure or sensor concern exists. Inspect for an intermittent crankshaft position (CKP) sensor signal. Refer to Intermittent Conditions . Inspect the crankshaft position (CKP) sensor reluctor wheel. Remove the CKP sensor and attempt to move the reluctor wheel front to back or side to side with a probe. If there is any movement the reluctor wheel retaining bolts are loose. |
| Fuel System Inspection | Inspect the fuel type and quality. Inspect the fuel system vacuum. Refer to Fuel System Diagnosis . |
| Cooling System Inspection | Inspect the engine coolant level. Inspect the engine thermostats for always being open or for the wrong heat range. Refer to Thermostat Diagnosis in Engine Cooling. |
| Additional Inspection | Inspect the transmission for proper operation. Inspect the torque converter clutch (TCC) operation. When the TCC is commanded ON, a scan tool should indicate an RPM drop. Inspect the Service Bulletins for control module software updates. Inspect the brake for proper operation. |
Poor Fuel Economy
Rough, Unstable, or Incorrect Idle and Stalling
| Inspection | Action |
|---|---|
| DEFINITION: Engine runs unevenly at idle. If severe, the engine or vehicle may shake. Engine idle speed may vary in RPM. Either condition may be severe enough to stall the engine. | |
| Preliminary Inspection | Refer to Important Preliminary Inspection Before Starting in Symptoms - Engine Controls . Search for bulletins. Inspect the vehicle for factory or aftermarket accessories that may contact the body and chassis. A grounding out condition may simulate a misfire or rough run concern. Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . Inspect the engine control module (ECM) grounds for being clean, tight, and in the proper locations. Remove and inspect the air filter element for dirt or for being restricted. Refer to Air Cleaner Element Replacement . Replace as necessary. |
| Sensor Inspection | Turn ON the ignition with the engine OFF. Observe the actual fuel rail pressure with a scan tool. The actual fuel rail pressure should be between 1.0-1.8 MPa. If it is not, inspect for high resistance in the fuel rail pressure (FRP) sensor circuits or the FRP sensor. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. Test for an intermittent FRP sensor signal by wiggling the harness between the sensor and the ECM with the ignition ON and the engine OFF, while monitoring the parameter with a scan tool. Observe the fuel rail pressure (FRP) sensor and the fuel pressure regulator commanded percent at idle. FRP should be near 40 MPa, and commanded percent should be near 40 percent. If the command is high, a fuel pressure or sensor exists. Inspect for an intermittent crankshaft position (CKP) sensor signal. Refer to Intermittent Conditions . Inspect the crankshaft position (CKP) sensor reluctor wheel. Remove the CKP sensor and attempt to move the reluctor wheel front to back or side to side with a probe. If there is any movement the reluctor wheel retaining bolts are loose. Inspect for proper crankcase ventilation. |
| Fuel System Inspection | Perform the fuel injector balance test. Refer to Fuel Injector Balance Test with Tech 2 (with Automatic Transmission) Fuel Injector Balance Test with Tech 2 (with Manual Transmission) . Inspect for a restricted fuel filter. Refer to Fuel System Diagnosis . Inspect for a contaminated fuel condition. Refer to Contaminants-in-Fuel Diagnosis . Inspect for a sticking Fuel Pressure Regulator. The symptom for this condition will be an idle surge of at least 100 RPM. This surge will be from 50 RPM above Desired Idle Speed to 50 RPM below Desired Idle Speed. Refer to Fuel Pressure Regulator Diagnosis . |
| Engine Mechanical Inspection | Inspect engine mechanical for the following: Inspect the cylinder compression. Refer to Engine Compression Test in Engine Mechanical - 6.6L. Sticking or leaking valves Worn camshaft lobes Valve timing Bent push rods Worn rocker arms Broken valve springs Excessive oil in the combustion chamber-Leaking valve seals. Refer to Oil Consumption Diagnosis in Engine Mechanical - 6.6L. Inspect the following components for incorrect basic engine parts: Camshaft-Refer to Camshaft and Bearings Cleaning and Inspection in Engine Mechanical - 6.6L. Cylinder heads-Refer to Cylinder Head Cleaning and Inspection in Engine Mechanical - 6.6L. Pistons, connecting rods, or bearings-Refer to Piston, Connecting Rod, and Bearings Cleaning and Inspection in Engine Mechanical - 6.6L. |
| Additional Inspection | Inspect the following components of the exhaust system for possible restrictions: The exhaust system for damaged or collapsed pipes The exhaust manifold for a collapsed inner wall The mufflers for heat distress or possible internal failure Electromagnetic interference (EMI) on the reference circuit can cause an engine miss condition. A scan tool can usually detect EMI by monitoring the engine RPM. A sudden increase in RPM with little change in actual engine RPM change indicates that EMI is present. If a problem exists, inspect routing of high voltage components, such as fuel injector wiring, near the sensor circuits. Inspect the park neutral position (PNP) switch circuit. Inspect for a short to 5 volts on one of the fuel injector control circuit between the ECM and the FICM. Inspect for faulty motor mounts. Refer to Engine Mount Inspection in Engine Mechanical - 6.6L. Inspect the intake manifold and the exhaust manifold passages for casting flash. Inspect for low engine coolant |
Rough, Unstable, or Incorrect Idle and Stalling
Excessive Smoke (White)
| Inspection | Action |
|---|---|
| DEFINITION: White smoke under load, idle or start up hot or cold. | |
| Preliminary Inspection | Refer to Symptoms - Engine Controls . Ensure the customer has an actual problem. Check the coolant level in the reservoir. White coolant smoke may be mistaken for blue/gray smoke. If the coolant level is low refer to Loss of Coolant in Engine Cooling. Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . |
| Fuel System Inspection | If excessive smoke is present, inspect for a stuck open fuel injector by performing the following procedure: Remove the ignition 1 relay. Remove the glow plugs. Refer to Glow Plug Replacement - Bank 1 and Glow Plug Replacement - Bank 2 . IMPORTANT: Do not stand in front of the glow plug holes while cranking the engine. Crank the engine while observing the glow plug holes for fuel spray. Replace the fuel injectors for the cylinders that spray fuel. Inspect for contaminated oil or high oil level. Refer to Fuel in Engine Oil in Engine Mechanical - 6.6L. Inspect the fuel injectors. Refer to Fuel Injector Balance Test with Tech 2 (with Automatic Transmission) Fuel Injector Balance Test with Tech 2 (with Manual Transmission) . |
| Sensor Inspection | Inspect the engine coolant temperature (ECT) sensor. Use the scan tool in order to compare the ECT with the ambient air temperature on a cold engine. If the coolant temperature reading is more than 5 degrees more or less than the ambient air temperature on a cold engine, inspect for a high resistance in the coolant sensor circuit or the sensor itself. Turn ON the ignition with the engine OFF. Observe the actual fuel rail pressure with a scan tool. The actual fuel rail pressure should be between 1.0-1.8 MPa. If it is not, inspect for high resistance in the fuel rail pressure (FRP) sensor circuits or the FRP sensor. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. |
| Air Intake System Inspection | Inspect the air cleaner and the air intake ducts for restriction. Inspect for a restriction in the turbocharger charge air cooler. Inspect for a restriction in the intake manifold. Refer to Intake Manifold Cleaning and Inspection in Engine Mechanical - 6.6L. |
| Engine Mechanical Inspection | Inspect for incorrect basic engine parts such as the cam, the heads, the pistons, etc. Inspect for coolant entering the combustion chamber. |
| IMPORTANT |
|---|
| Do not stand in front of the glow plug holes while cranking the engine. |
Excessive Smoke (White)
Excessive Smoke (Black)
| Inspection | Action |
|---|---|
| DEFINITION: Black smoke under load, idle or start up hot or cold. | |
| Preliminary Inspection | Refer to Symptoms - Engine Controls . Ensure the customer has an actual problem. Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . |
| Fuel System Inspection | Observe the actual vs. desired fuel rail pressure with a scan tool, with the engine running. Inspect the fuel injectors. Refer to Fuel Injector Balance Test with Tech 2 (with Automatic Transmission) Fuel Injector Balance Test with Tech 2 (with Manual Transmission) . |
| Sensor Inspection | Inspect the engine coolant temperature (ECT) sensor. Use the scan tool in order to compare the ECT with the ambient air temperature on a cold engine. If the coolant temperature reading is more than 5 degrees more or less than the ambient air temperature on a cold engine, inspect for a high resistance in the coolant sensor circuit or the sensor itself. Turn ON the ignition with the engine OFF. Observe the actual fuel rail pressure with a scan tool. The actual fuel rail pressure should be between 1.0-1.8 MPa. If it is not, inspect for high resistance in the fuel rail pressure (FRP) sensor circuits or the FRP sensor. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. |
| Air Intake System Inspection | Inspect for a restriction in the air cleaner or the air intake ducts. Inspect for a restriction in the turbocharger charge air cooler. Inspect for a restriction in the intake manifold. Inspect for an air leak in the charge air cooler with a J 46091 charge air cooler tester. Inspect for an air leak in the air ducts between the turbocharger and the intake manifold. |
| Engine Mechanical Inspection | Inspect for incorrect basic engine parts such as the cam, the heads, the pistons, etc. Inspect for excessive oil entering the combustion chamber. Refer to Oil Consumption Diagnosis in Engine Mechanical - 6.6L (LLY). |
Excessive Smoke (Black)
Excessive Smoke (Gray or Blue)
| Inspection | Action |
|---|---|
| DEFINITION: Gray or blue smoke under load, idle or start up hot or cold. | |
| Preliminary Inspections | Refer to Symptoms - Engine Controls . Ensure the customer has an actual problem. Check the coolant level in the reservoir. White coolant smoke may be mistaken for blue/gray smoke. If the coolant level is low refer to Loss of Coolant in Engine Cooling. Compare the scan tool data at idle with the scan tool data list. Refer to Scan Tool Data List . |
| Fuel System Inspection | Observe the actual vs. desired fuel rail pressure with a scan tool, with the engine running. Inspect the fuel injectors. Refer to Fuel Injector Balance Test with Tech 2 (with Automatic Transmission) Fuel Injector Balance Test with Tech 2 (with Manual Transmission) . |
| Sensor Inspection | Inspect the engine coolant temperature (ECT) sensor. Use the scan tool in order to compare the ECT with the ambient air temperature on a cold engine. If the coolant temperature reading is more than 5 degrees more or less than the ambient air temperature on a cold engine, inspect for a high resistance in the coolant sensor circuit or the sensor itself. Turn ON the ignition with the engine OFF. Observe the actual fuel rail pressure with a scan tool. The actual fuel rail pressure should be between 1.0-1.8 MPa. If it is not, inspect for high resistance in the fuel rail pressure (FRP) sensor circuits or the FRP sensor. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. |
| Air Intake System Inspection | Inspect the air cleaner and the air intake ducts for restriction. Inspect for contamination of the mass air flow (MAF) sensor. Inspect for a restriction in the turbocharger charged air cooler. Inspect for a restriction in the intake manifold. |
| Engine Mechanical Inspection | Perform a cylinder leakage test. Perform the engine compression test. Refer to Engine Compression Test in Engine Mechanical - 6.6L. Inspect for incorrect basic engine parts such as the cam, the heads, the pistons, piston rings, and valves. Inspect for excessive oil entering the combustion chamber. Refer to Oil Consumption Diagnosis in Engine Mechanical - 6.6L. |
| Turbocharger Inspection | Inspect for leaking seals in the turbocharger. A slight film on the intake side is normal. |
Excessive Smoke (Gray or Blue)
High Pressure System
The much larger section of the pump assembly is the high-pressure fuel injection pump. The pump is engine-driven by the camshaft gear. From the high-pressure pump, the pressurized flows to the left common fuel rail. A balance pipe from the center of the left rail then feeds the right common fuel rail. Each common fuel rail supplies one bank of 4 fuel injectors. The fuel rail pressure sensor is mounted in the middle of the right common fuel rail.
Return System
The fuel return system routes fuel from the fuel injectors and the fuel injection pump. The fuel rail pressure relief valve is located in the rear of the left common rail. The return fuel travels to the fuel cooler and then to the fuel tank. This fuel is used to cool and lubricate the injection pump and the injectors.
The much larger section of the pump assembly is the high-pressure fuel injection pump. The pump is engine-driven by the camshaft gear. From the high-pressure pump, the pressurized flows to the left common fuel rail. A balance pipe from the center of the left rail then feeds the right common fuel rail. Each common fuel rail supplies one bank of 4 fuel injectors. The fuel rail pressure (FRP) sensor is mounted in the middle of the right common fuel rail.
The Fuel Return System routes fuel from the fuel injectors and the fuel injection pump. The FRP relief valve is located in the rear of the left common rail. The return fuel travels to the fuel cooler and then to the fuel tank. This fuel is used to cool and lubricate the injection pump and the injectors.
Fuel Leaks
- Remove the air cleaner assemble. Refer to «Air Cleaner Assembly Replacement»(ref-184140-S07338031212005082200000) .
- Clean all of the fuel lines between the fuel injection pump and the fuel injectors using brake cleaning solvent, and let dry.
- Add 8 ounces of oil dye to the fuel tank. On dual tanks, add the dye to the front, or primary tank. Refer to «Fuel System Description»(ref-184140-S33184045232005082200000) .
- Start and idle the engine for 3-5 minutes.
- Command the fuel pressure control to 160 MPa (23,206 psi) with a scan tool.
- Inspect for fuel leaks around the fuel injection pump, fuel rails, and fuel injector supply lines with a J 28428-E High Intensity Black Light Kit. Tighten or replace any leaking lines or components. Refer to the following: «Fastener Tightening Specifications»(ref-184140-S01398881512005082200000) «Fuel Injection Line Routing Diagram»(ref-184140-S37763592592005082200000) «Fuel Injector Return Pipe Replacement -Left»(ref-184140-S15560926272005082200000) «Fuel Injector Return Pipe Replacement - Right»(ref-184140-S34399937532005082200000) «Fuel Return Pipe Replacement»(ref-184140-S10868645502005082200000) «Fuel Rail Assembly Replacement - Bank 1»(ref-184140-S39644400332005082200000) «Fuel Rail Assembly Replacement - Bank 2»(ref-184140-S38258284482005082200000) «Fuel Return Junction Block Replacement»(ref-184140-S03062674282005082200000) «Fuel Injection Pump Replacement»(ref-184140-S12208944082005082200000) «Fuel Injector Replacement (Left)»(ref-184140-S33055659462005082200000) «Fuel Injector Replacement (Right)»(ref-184140-S15599002412005082200000)
- A fuel leak may be caused by restricted return fuel lines. Refer to «Fuel Return System Diagnosis»(ref-184195-S20490608452005082200000) .
Supply System
The fuel flows through a pre-filter screen in the tank and to the engine through the fuel supply lines. There is no lift pump in the fuel tanks or on the frame. The fuel passes through the base plate of the fuel injector control module (FICM) to cool the module. From the FICM the fuel flows to the fuel filter assembly, which combines a water separator, a hand prime pump and a filter element. Within the assembly, there is also a fuel heater. The integrated hand pump is used to prime the fuel system after changing the fuel filter or servicing the fuel system. The fuel injection pump at the front of the engine valley includes a fuel supply pump and a high-pressure pump. Fuel is drawn to the supply pump from the primary fuel tank by the supply pump and delivered to the high-pressure pump.
The much larger section of the fuel injection pump assembly is the high-pressure pump. The pump is engine-driven by the camshaft gear. From the high-pressure pump, the fuel flows to the 2 common fuel rails. Each common fuel rail supplies one bank of 4 fuel injectors.
The fuel return system routes fuel from the fuel injectors, the pressure relief valve, and the fuel injection pump. The return fuel travels to the fuel cooler and then to the fuel tank. This fuel is used to cool and lubricate the injection pump and the injectors.
Leak Check Procedure
| CAUTION | Place a dry chemical (Class B) fire extinguisher near the area before performing a Fuel Tank Leak Check. Before removing the fuel tank for a suspected leak, make sure that the fuel pipes or the tubes are not leaking onto the tank. Once removed, make sure that the fuel is not leaking around the fuel sender O-ring. Failure to follow these precautions may result in personal injury. |
This check requires the fuel sender and the O-ring to be installed.
- Disconnect the battery cables.
- Drain the fuel tank. Refer to «Fuel Tank Draining Procedure»(ref-184140-S42787870412005082200000) .
- Remove the fuel tank. Refer to «Fuel Tank Replacement (Pickup)»(ref-184140-S35717125452005082200000) or «Fuel Tank Replacement (Cab/Chassis - Front)»(ref-184140-S02256317682005082200000) or «Fuel Tank Replacement (Cab/Chassis - Rear)»(ref-184140-S26735587002005082200000) .
- Cap the fuel feed tube and the fuel return tube on the fuel sender.
- Connect a piece of hose to the filler tube nipple and plug the opposite end.
- Submerge the tank in water or apply a soap solution to the outside of the tank.
- Apply 35 kPa (5 psi) of air pressure to the vent hose of the fuel tank. A leak will show up as bubbles.
Conditions for Updating the I/M System Status
Each system monitor requires at least one, and sometimes several, diagnostic tests. The results of these tests are reported by a DTC. A system monitor completes when either all DTCs comprising the monitor have run and passed, or any DTC comprising the monitor has illuminated the malfunction indicator lamp (MIL). Once the monitor completes, the I/M System Status display will indicate YES in the Completed column. For example, when the Misfire Monitoring System Status display indicates YES, all of the misfire components have been diagnosed. The I/M System Status will indicate NO in the Completed column when any of the required DTCs for that system have not run. The following is a list of conditions that would set the I/M System Status indicators to NO
- The vehicle is new from the factory and has not yet been driven through the necessary drive conditions to complete the system monitor.
- The battery has been disconnected or discharged below operating voltage.
- The control module power or ground has been interrupted.
- The control module has been reprogrammed.
- The control module DTCs have been cleared as part of a service procedure.
Monitored Emission Control Systems
The OBD II System monitors all emission control systems that are on-board. Not all vehicles have a full complement of emission control systems. For example, a vehicle may not be equipped with exhaust gas recirculation (EGR). The OBD II regulations require monitoring of the following
- Comprehensive component monitoring - Emission related inputs and outputs
- EGR system
- Misfire monitoring
For the specific DTCs required for each system, refer to Inspection/Maintenance (I/M) System DTC Table .
| Step | Action | Yes | No |
|---|---|---|---|
| 1 | Perform the Diagnostic System Check - Engine Controls . IMPORTANT: Any DTCs set, even those not listed in the Inspection/Maintenance system DTC table, may prevent the required DTCs from running. Repair any DTCs or driveability concerns. Did you find and repair a DTC or driveability concern? | Go to Step 3 | Go to Step 2 |
| 2 | Review any service bulletins for software updates that may prevent the required DTCs from running. Perform any reprogramming or repairs indicated by the service bulletins. Was a reprogramming or repair service required? | Go to Inspection/Maintenance (I/M) Complete System Set Procedure | Go to Step 3 |
| 3 | Observe the I/M System Status display, with a scan tool. Is more than one system indicating a NO status? | Go to Inspection/Maintenance (I/M) Complete System Set Procedure | Go to the I/M System Set Procedure for the indicated system that did not update to YES |
| IMPORTANT |
|---|
| Any DTCs set, even those not listed in the Inspection/Maintenance system DTC table, may prevent the required DTCs from running. |
Inspection/Maintenance (I/M) System Check