Engine Controls - Powertrain DTC Charts & Descriptions -- e-350 6.0l Diesel Models Ford Cutaway E350 Super Duty

Hard Start or No Start Diagnostic Procedures

Note. See INTRODUCTION - E-350 6.0L DIESEL article, Section 4 for more detail on test steps in (Scheme 220) and (Scheme 221).

Scheme 220

Scheme 221

1. Visual Engine and Chassis Inspection

Note. For a hard start or no start concern when the engine oil temperature (EOT) is less than 15°C (60°F) carry out the Glow Plug System Operation test.

Note. The camshaft position (CMP) sensor, crankshaft position (CKP) sensor, injection pressure regulator (IPR) and the PCM connectors are the most critical electronic sensors and actuators to inspect in no start situations.

Purpose

The purpose of this test is to check the general condition of the engine and look for obvious causes of the hard start or no start condition.

INSPECTION CHART

Recommended Procedure

Inspect the fuel system, including the fuel tank and the fuel lines for kinks, bends and leakage. Inspect for coolant leaks at the radiator and heater hoses. Check the engine coolant level. Inspect the manifold absolute pressure (MAP) sensor and the charge air cooler (CAC) for pinched hoses and leaks. Inspect wiring for correct routing and make sure no rubbing or chafing has occurred. Inspect the engine harness, fuel injector control module (FICM), powertrain control module (PCM) and sensor connectors to make sure they are completely seated and in good condition.

Possible Causes

1. Loose or leaking fuel supply lines cause the fuel system to lose its prime
2. Kinked or blocked fuel supply lines
3. Fuel or oil leaks contribute to no start conditions
4. Coolant leaks indicate engine problems
5. Electronic connectors may be damaged or incorrectly installed causing a no start condition
6. Pinched or open MAP sensor hose
7. Pinched or open CAC hose

Tools Required

Inspection light

2. Check Engine Oil Level

The purpose of this test is to verify the oil quality and determine if there is sufficient oil to operate the injectors.

Check Engine Oil Level

1. Check for contaminants (fuel, coolant).
2. Correct grade and viscosity.
3. Miles or hours on oil, correct level.

INSPECTION CHART

Check for the correct oil level using the dipstick with the vehicle on level ground. If there is no oil or very little oil in the crankcase, the injectors will not operate.

If the oil level on the dipstick is overfull, it is possible the engine was incorrectly repaired or fuel or coolant is diluting the oil and filling the crankcase. Recheck the engine oil level. Remove and clean the oil level indicator. Reinsert the oil level indicator into the oil level indicator tube until only the oil level indicator handle touches the top of the oil level indicator tube.

Inspect the oil for color. A milky white oil indicates possible coolant contamination and will have an ethylene glycol odor.

Oil contaminated with diesel fuel has a diesel fuel odor and increases the engine oil level. If the engine oil level is above Max due to diesel fuel dilution, the oil appears thin and watery.

If the oil level is overfilled, drain the oil and the fuel filter housing. Isolate either cylinder head by removing the corresponding fuel line from the fuel filter housing. Remove the fuel pressure test port plug from the secondary filter housing. Install the plug in the outlet port. Install the Adapter, High Pressure Pump Test 303-765 or equivalent and Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) at the test port to confirm constant fuel pressure.

Using the scan tool, access output state control (OSC) and command the fuel pump ON. Watch for fuel to drain out of the oil pan drain hole. Depending on the severity of the leak, it may take some time before a leak is noticeable. Remove the valve cover at the suspect cylinder head and inspect the injector area for leaks.

Check the maintenance records for appropriate oil change intervals, type and viscosity for the vehicle operating temperature. Single weight or 15W-40 oil is not recommended for cold ambient temperatures. 10W-30 oil is recommended for cold ambient temperatures. Oil that has had extended drain intervals has increased viscosity (become thicker) and makes engine cranking more difficult and starting less reliable at temperatures below freezing. Extended oil change intervals can also cause a runs rough concern. Refer to the appropriate lube oil chart or Owner's Literature for the correct oil selection for temperature conditions.

1. Loss of lube oil pressure
2. Oil level low - oil leak, oil consumption, incorrect repair
3. Oil level high - incorrect repair, fuel dilution from injector O-rings
4. Oil contamination with coolant - oil cooler, head gasket, porosity, front cover gasket

Adapter, High Pressure Pump Test 303-765 or equivalent

Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Scan tool

This purpose of this test is to determine if an air intake or exhaust restriction is contributing to a no start or hard start condition. If the engine starts with a high air intake or exhaust restriction, a considerable amount of black/blue smoke is produced.

Intake/Exhaust Restriction

1. Inspect the air filter and inlet ducts.
2. Inspect the exhaust system.

INSPECTION CHART

Inspect the air cleaner inlet and ducting to verify no blocks or collapsed ducting. Inspect the air cleaner housing and filter for proper installation. Inspect the air filter restriction gauge to make sure the intake restriction is below the red marks. Inspect the exhaust system for damaged or blocked pipes.

Air Filter Restriction Gauge

Scheme 222

Note. Reset the air filter restriction gauge after repairing a restriction concern.

1. Snow or foreign material restricting the airflow at the air inlet
2. Misrouted air cleaner ducting
3. On engines recently repaired, rags or cap plugs may have been inadvertently left in an air inlet pipe
4. Tailpipe or muffler may have collapsed or been damaged

None

The purpose of this test is to verify the fuel quality.

Sufficient Clean Fuel

1. Check for illumination of the water in fuel indicator.
2. After verifying that there is fuel in the tank, drain a sample from the fuel conditioning module.
3. A cetane rating between 40 and 50 is recommended for optimum performance.

INSPECTION CHART

Open the drain valve on the fuel conditioning module and fill a clear container until it is half full. Close the drain valve.

Observe the water in fuel indicator. If the indicator is illuminated, the fuel is probably contaminated with water.

Flow out of the drain should be a steady stream. Insufficient flow could indicate fuel supply or fuel system problems. If air bubbles are present, check the fuel supply lines and the in tank fuel pickup tube for leaks. If a fuel supply line or in tank fuel pickup tube leak is found, repair as necessary. If no fuel supply line or in tank fuel pickup tube leaks are found, the fuel level in the fuel tank could be low due to the fuel gauge or fuel level sender reading inaccurately. Refer to the appropriate Instrumentation, Message Center, and Warning Chimes article, Instrumentation and Warning Chimes , Symptom Chart to continue diagnosis. Repair as necessary.

Inspect the fuel in the container. It should be clear, not cloudy. It also should be free of water and contaminants. Dyed red or blue fuel indicates off-highway fuel.

Some sediment and water may be present in the fuel sample if the fuel filter has not been replaced for a prolonged period of time and/or if the sediment and water have not been drained recently. If that is the case, a second sample may be required to determine fuel quality.

Fuel Conditioning Module Drain Valve

Scheme 223

1. No fuel in the tank
2. Fuel supply line broken or crimped
3. Fuel gelled (most likely in cold weather with No. 2 fuel)
4. Pickup tube screen in tank clogged
5. Restricted fuel filters

Cloudy fuel indicates that the fuel may not be a suitable grade for cold temperatures.

Excessive water or contaminants may indicate that the tank and fuel system may need to be flushed and cleaned.

Clear container - approximately 0.95 L (1 quart)

5. Fuel System Delivery

Note. The Diesel Fuel Flow Tester 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at full load on the fuel system. The Diesel Fuel Flow Tester 310-193 uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption.

Note. Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Install a battery charger if necessary. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.

The purpose of this test is to verify the fuel system pressure and flow.

Fuel System Delivery

FUEL SYSTEM SPECIFICATIONS

Fuel System Delivery Recommended Procedure

Note. Restrictions in the fuel line may cause continuous aeration.

Scheme 224

Scheme 225

1. Verify there is fuel in the tank.
2. Verify the fuel temperature is above 0 °C or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test.
3. Measure the voltage between the fuel pump power and ground circuits. Voltage is present for approximately 20 seconds after the key is turned to the ON position. If the voltage is less than 11.9 volts, GO to «PINPOINT TEST M»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-pinpoint-tests-e-series-60l-diesel-models) .
4. Make sure the valve on the Diesel Fuel Flow Tester 310-193 or equivalent is closed.
5. NOTE: Correct installation of the Diesel Fuel Flow Tester 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. Remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Diesel Fuel Flow Tester 310-193 or equivalent using two new sealing washers to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.
6. Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body.
7. If the engine starts and does not stall, start the engine and let it idle.
8. Open the valve on the Diesel Fuel Flow Tester 310-193 or equivalent.
9. If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the fuel continues to be cloudy or gelled, refer to the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test. If the air bubbles can not be purged, check for kinks or leaks in the vehicle fuel system as well as the test tool.
10. If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the fuel continues to be cloudy or gelled, refer to the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test. If the air bubbles can not be purged, check for kinks or leaks in the vehicle fuel system as well as the test tool. The fuel pump cycles on, then off after 20 seconds.
11. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the appropriate Charging System article for diagnosis as necessary.
12. Record the indicated fuel pressure while the valve is open and fuel is flowing back to the fuel tank.

If the fuel pressure meets the specification, no concern is present at this time.

If the fuel pressure is below the specification, carry out the Fuel Conditioning Module Pressure test.

If the fuel pressure is above the specification, check the fuel return lines for a restriction. If no restriction is present, install a new fuel pressure regulator valve.

1. Fuel return line restriction
2. Fuel pressure regulator valve

Diesel Fuel Flow Tester 310-193 or equivalent

Fuel Conditioning Module Pressure

Purpose

The purpose of this test is to verify that the fuel filters are not restricted.

Fuel Conditioning Module Pressure

Measure the fuel conditioning module outlet fuel system pressure between the fuel conditioning module and the secondary fuel filter.

Use the Diesel Fuel Flow Tester 310-193 or equivalent to simulate maximum fuel consumption.

Plug the vehicle's fuel return line to isolate the fuel pressure regulator valve.

FUEL CONDITIONING MODULE PRESSURE SPECIFICATIONS

Fuel Conditioning Module Pressure Test Recommended Procedure

Note. Restrictions in the fuel line may cause continuous aeration.

Scheme 226

1. Make sure the valve on the Diesel Fuel Flow Tester 310-193 or equivalent is closed.
2. Using the male and female tool plugs included with the Diesel Fuel Flow Tester 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port.
3. Install the Adapter, Fuel Pressure Test 310-111 or equivalent with the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel conditioning module outlet port and the fuel supply line leading to the secondary fuel filter.
4. If the engine starts and does not stall, start the engine and let it idle.
5. Open the valve on the Diesel Fuel Flow Tester 310-193 or equivalent.
6. If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the fuel continues to be cloudy or gelled, refer to the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test. If the air bubbles can not be purged, check for kinks or leaks in the vehicle fuel system as well as the test tool.
7. If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the fuel continues to be cloudy or gelled, refer to the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test. If the air bubbles can not be purged, check for kinks or leaks in the vehicle fuel system as well as the test tool. The fuel pump cycles on, then off after 20 seconds.
8. Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.
9. Record the maximum fuel pressure at the fuel conditioning module outlet while the valve on the Diesel Fuel Flow Tester 310-193 or equivalent is open and fuel is flowing back to the fuel tank.

If the fuel pressure at the fuel conditioning module outlet is below the 344 kPa (50 psi) MIN specification and new primary or secondary fuel filters have not been installed, install new primary and secondary fuel filters. Repeat the Fuel Conditioning Module Pressure test to verify the repair.

If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet now meets the 344 kPa (50 psi) MIN specification, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test to verify the repair.

If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet is still below the 344 kPa (50 psi) MIN specification, carry out the Electric Fuel Pump Inlet Restriction test.

If the fuel pressure at the fuel conditioning module outlet is equal to or greater than the 344 kPa (50 psi) MIN specification, carry out the Restricted Secondary Fuel Filter test.

1. Primary fuel filter
2. Secondary fuel filter

Diesel Fuel Flow Tester 310-193 or equivalent

Adapter, Fuel Pressure Test 310-111 or equivalent

Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Restricted Secondary Fuel Filter

Purpose

The purpose of this test is to determine the condition of the secondary fuel filter.

Restricted Secondary Fuel Filter

Measure the fuel pressure difference between the fuel inlet and fuel outlet sides of the secondary fuel filter.

FUEL PRESSURE SPECIFICATIONS

Restricted Secondary Fuel Filter Test Recommended Procedure

Note. Restrictions in the fuel line may cause continuous aeration.

1. Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed.
2. Using the male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port.
3. Install the Fuel Pump Adapter 310-111 or equivalent with the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel conditioning module outlet port and the fuel supply line leading to the secondary fuel filter.
4. If the engine starts and does not stall, start the engine and let it idle.
5. Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent.
6. If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks.
7. If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. The fuel pump cycles on, then off after 20 seconds.
8. Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.
9. Record the indicated fuel pressure difference between the two installed test gauges while the valve is open and the fuel is flowing back to the fuel tank.

If the fuel pressure difference is greater than the specification, install new primary and secondary fuel filters.

If the fuel pressure difference is less than the specification, install a new fuel pressure regulator valve.

Remove the fuel return line plugs and connect the fuel return line to the fuel conditioning module, repeat the Fuel System Delivery test to verify the repair.

1. Secondary fuel filter
2. Fuel pressure regulator valve

Diesel Fuel Flow Tester 310-193 or equivalent

Adapter, Fuel Pressure Test 310-111 or equivalent

Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

6. Electric Fuel Pump Inlet Restriction

Note. The Diesel Fuel Flow Tester 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at full load on the fuel system. The Diesel Fuel Float Tester 310-193 uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption.

Note. Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Install a battery charger if necessary. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.

To detect concerns with the fuel conditioning module inlet, fuel filters or fuel pump.

Electric Fuel Pump Inlet Restriction

Measure the fuel inlet vacuum on the fuel tank side of the fuel conditioning module.

FUEL INLET VACUUM SPECIFICATIONS

Note. Restrictions in the fuel line may cause continuous aeration.

1. Verify there is fuel in the tank.
2. Verify the fuel temperature is above 0 °C or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test.

Scheme 227

1. Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed.
2. NOTE: Correct installation of the Flow Tester, Diesel Fuel 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. Remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new sealing washers to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.
3. Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body.
4. If directed to this test from the Fuel System Delivery test, remove the Fuel Pump Adapter 310-111 or equivalent and the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) from the fuel conditioning module outlet fuel supply line. Connect the fuel conditioning module outlet fuel supply line to the fuel conditioning module outlet port.
5. Install the Fuel Pump Adapter 310-111 or equivalent with the 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel supply line and the fuel conditioning module inlet port.
6. Using the male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port.
7. If the engine starts and does not stall, start the engine and let it idle.
8. Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent.
9. If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks.
10. If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. The fuel pump cycles on, then off after 20 seconds.
11. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the appropriate Charging System article for diagnosis as necessary.
12. Record the indicated vacuum reading while the valve is open and fuel is flowing back to the fuel tank.

If the vacuum reading is greater than the specification, correct the restriction between the fuel tank pickup and the fuel conditioning module, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test to verify the repair.

If the vacuum reading is within the specification, check the primary fuel filter. If the primary fuel filter is OK, install a new fuel conditioning module, refer to the appropriate FUEL SYSTEM article, Fuel Tank and Lines, Fuel Conditioning Module . Remove the fuel return line plugs, connect the fuel return line and repeat the Fuel System Delivery test to verify the repair.

1. Fuel supply line restriction
2. Fuel conditioning module
3. In tank fuel pickup

Flow Tester, Diesel Fuel 310-193 or equivalent

Fuel Pump Adapter 310-111 or equivalent

0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

The purpose of this test is to determine if the PCM has detected any fault conditions that would cause a hard start or no start condition.

Carry Out The KOEO On-Demand Test

1. Use the scan tool. Diagnostic trouble codes (DTCs) set during this test are current faults.

DTC CHART

Note. To verify that the DTC is a hard fault, clear continuous DTCs first (be sure to record all DTCs and freeze frame information before clearing). Repeat the KOEO on-demand self-test. If the DTC is set again, a hard fault has occurred.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test.

1. Carry out the necessary vehicle preparation and a visual inspection. Refer to «VEHICLE CHECK/PREPARATION»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-diagnostic-methods-e-350-60l-diesel-models) .
2. Refer to the scan tool operating manual for instructions.
3. Ignition ON, engine OFF.
4. Wait 4 seconds for the transmission control module (TCM), PCM, and the FICM to initialize.
5. Follow the operating instructions from the diagnostic menu.
6. Carry out a KOEO on-demand self-test.
7. Record the DTCs and freeze frame information and refer to the appropriate pinpoint test .

The most likely PCM detectable faults that cause a no start or hard start condition are

1. CMP sensor inactive fault
2. CKP sensor inactive fault
3. IPR output circuit check fault
4. FICM enable circuit fault

Scan tool

The purpose of this test is to determine if the PCM has detected any historical or intermittent fault conditions that would cause a hard start/no start symptom. The condition that caused a continuous DTC may no longer exist.

Retrieve Continuous DTCs

1. DTCs retrieved during this test are historical faults.

DTC CHART

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test.

1. Carry out the necessary vehicle preparation and a visual inspection. Refer to «VEHICLE CHECK/PREPARATION»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-diagnostic-methods-e-350-60l-diesel-models) .
2. Refer to the scan tool operating manual for instructions.
3. Ignition ON, engine OFF.
4. Follow the operating instructions from the diagnostic menu.
5. Record the continuous DTCs and freeze frame information and carry out the appropriate pinpoint test for continuous DTC diagnostics.
6. Clear the continuous DTCs after a repair.

Scan tool

9. KOEO Injector Electrical Self-Test (Click Test)

Note. If unable to carry out the KOEO Injector Electrical Self-Test (Click Test), disconnect the FICM connector and check the injector for shorts or opens.

Note. DTCs can be historical if not cleared from a previous test.

Note. When all 8 fuel injector DTCs are retrieved together or all fuel injectors within an engine bank indicate a concern GO to PINPOINT TEST S Pinpoint notes .

The purpose of this test is to determine if the harness, FICM circuit, injector solenoids and valves are functioning by clicking all injectors together and then each injector in numerical sequence (1 through 8).

KOEO Injector Electrical Self-Test (Click Test)

Note. Sequence repeats three times.

1. Use the scan tool. Injector DTCs are displayed after the self-test is completed.
2. All injectors momentarily click, then each injector clicks in sequence 1 through 8.

INJECTOR TROUBLE CODES

6.0L Engine, Cylinder and Fuel Injector Location

Scheme 228

This test determines if the injector circuits and solenoids are electrically operating correctly. All injectors will first click together for approximately 2 seconds, then each injector will click for approximately 1 second in numerical order (1 through 8). If a concern is present, a DTC will be present on the data link at the end of the test when requested by a scan tool. Only KOEO and KOER DTCs will be displayed.

Connect the scan tool. Turn off all accessories. If vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned OFF to carry out the self-test.

1. Carry out the necessary vehicle preparation and a visual inspection. Refer to «VEHICLE CHECK/PREPARATION»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-diagnostic-methods-e-350-60l-diesel-models) .
2. Refer to the scan tool operating manual for instructions.
3. Ignition ON, engine OFF.
4. Follow the operating instructions from the diagnostic menu.
5. Carry out the KOEO Injector Electrical Self-Test (Click Test).
6. Record the DTCs and Refer to the appropriate pinpoint test to continue diagnosis.

1. Open or short injector circuit
2. Injector connector
3. Injector solenoid
4. FICM power or ground circuit
5. FICM

Scan tool

10a. Check PCM Voltage

Note. Greater than average crank times are encountered if the battery voltage is less than 9.5 volts. If excessive crank time is a concern, verify battery voltage is greater than 9.5 volts.

Note. Battery voltage below 9.5 volts causes the scan tool to reset. If the scan tool resets during a self-test or while monitoring a PID, it may be necessary to install a battery charger to maintain correct system voltage.

Note. You may need to use an outside power source for the scan tool.

The purpose of this test is to verify PCM power supply.

Data List

1. The scan tool may reset below 9.5 volts.
2. Select the parameters indicated from the scan tool parameter list and monitor.

SCAN TOOL PARAMETER LIST

1. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the Charging System article for diagnosis as necessary.
2. Connect the scan tool.
3. Ignition ON, engine OFF.
4. Access and monitor the B+ PID with the Ignition ON, engine OFF. Compare to the specification.
5. Access and monitor the B+ PID while cranking the engine. Compare to the specification.

If the B+ voltage does not meet the specification, GO to PINPOINT TEST A to diagnose a voltage concern.

1. Battery cables
2. Low battery voltage
3. Charging system
4. Power circuit and ground concerns to the PCM
5. PCM relay

Scan tool

10b. Check FICM Voltage

Note. The 11.5 volt specification represents the minimum battery voltage required to avoid long term damage to the FICM.

Note. The scan tool may reset if the system voltage drops below 9.5 volts. You may need to use an outside voltage source for the scan tool.

The purpose of this test is to verify FICM voltage.

Data List

Select the parameters indicated from the scan tool parameter list and monitor.

SCAN TOOL PARAMETER LIST

1. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the appropriate Charging System article for diagnosis as necessary.
2. Connect the scan tool.
3. Ignition ON, engine OFF.
4. Access and monitor the FICM_LPWR and FICM_VPWR PIDS with the ignition ON, engine OFF. Compare to the specification.
5. Access and monitor the FICM_LPWR and FICM_VPWR PIDS while cranking the engine. Compare to the specification.

If FICM_LPWR does not meet the specification, GO to PINPOINT TEST S for diagnosis.

If FICM_VPWR does not meet the specification, GO to PINPOINT TEST AS for diagnosis.

If FICM_LPWR and FICM_VPWR meet the specification, voltage supply to the FICM has been verified. Proceed to the next step. Check FICM_M Voltage to verify the FICM is capable to supply sufficient voltage to the injectors.

1. Low or no battery voltage to the FICM
2. High resistance or an open FICM voltage circuit
3. FICM power relay
4. Battery cables
5. Low battery voltage
6. Charging system

Scan tool

10c. Check FICM M Voltage to Actuate Injectors

Note. The scan tool may reset if the system voltage drops below 9.5 volts. You may need to use an outside voltage source for the scan tool.

Note. Ignore any DTCs set during this diagnostic.

The purpose of this test is to verify the FICM supplies sufficient voltage to actuate the injectors.

Data List

Select the parameters indicated from the scan tool parameter list and monitor.

SCAN TOOL PARAMETER LIST

1. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the appropriate Charging System article for diagnosis as necessary.
2. Verify the voltage supplied to the FICM meets the specification. Refer to «CHECK FICM VOLTAGE»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models__10b-check-ficm-voltage) .
3. Disconnect the Glow Plug Control Module (GPCM) VPWR circuit to isolate the GPCM and alternator from the FICM and provide more consistent FICM testing.
4. Disconnect the fuel heater relay if equipped.
5. Connect the scan tool.
6. Ignition ON, engine OFF.
7. Using the scan tool, verify the engine oil temperature is less than 0°C (32°F). If the engine oil temperature is greater than the specification: Ignition OFF Disconnect the engine oil temperature (EOT) sensor Set the Instrument Gauge System Tester 014-R1063 or equivalent to 100,000 ohms resistance Verify the resistance with a Digital Multimeter (DMM) FLU77-4 or equivalent. Connect the Instrument Gauge System Tester 014-R1063 or equivalent between the EOT connector, EOT and SIGRTN circuits, harness side. Ignition ON, engine OFF Verify the EOT PID is less than 0°C (32°F).
8. Access the PCM and monitor the FICM_MPWR PID.
9. Record the FICM_MPWR PID value.
10. Verify the voltage is greater than 45 volts during the entire duration of the last 10 seconds of the fuel injectors clicking.

If the FICM_MPWR does not meet the specification, GO to PINPOINT TEST S for diagnosis.

1. Low or no battery voltage to the FICM
2. High resistance or an open FICM voltage circuit
3. FICM power relay
4. FICM

Scan tool

Instrument Gauge System Tester 014-R1063 or equivalent

Digital Multimeter (DMM) FLU77-4 or equivalent.

10d. Check The RPM Signal While Cranking

Note. The scan tool may reset if the system voltage drops below 9.5 volts. You may need to use an outside voltage source for the scan tool.

Note. No FICM synchronization while cranking the engine with correct ICP, RPM and VPWR signals usually indicates a loss of the CMP or CKP synchronization signal. Refer to TYPICAL DIAGNOSTIC REFERENCE VALUES for normal operating values.

This purpose of this test is to verify the CKP sensor, the CMP sensor, and related circuits are functioning.

Data List

Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

SCAN TOOL PARAMETER LIST

1. Connect the scan tool.
2. Ignition ON, engine OFF.
3. Monitor the RPM while cranking the engine.

1. Low battery voltage
2. High resistance in the starting system
3. Charging system
4. CKP sensor
5. CMP sensor

GO to PINPOINT TEST D to diagnose a CKP concern.

GO to PINPOINT TEST V to diagnose a CMP concern.

Scan Tool

10e. Monitor the ICP and IPR Duty Cycle While Cranking

Note. If the IPR screen is damaged or debris is present, clean or install a new screen as necessary and retest the system. Do not install a new high pressure oil pump due to debris being present on the screen.

Note. A complaint of engine stalls when warm followed by a crank no start indicates a high pressure oil system concern. This may be accompanied by DTC P2290 with or without DTC P2291. Follow this procedure to isolate the cause of the concern.

Note. Higher oil temperatures are more effective to diagnose high pressure oil system leaks.

The purpose of this test is to determine if the injection control pressure (ICP) system can supply sufficient injection control pressure to sustain starting and to determine if oil leaks are present in the high pressure oil system.

Data List

1. The scan tool may reset below 9.5 volts.
2. Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

SCAN TOOL PARAMETER LIST

1. Connect the scan tool.
2. Ignition ON, engine OFF.
3. Access and monitor the ICP, ICP_DES, IPR, EOT and RPM PIDS.
4. If the ICP voltage is not between 0.15 and 0.35 volts with the ignition ON, engine OFF, GO to «PINPOINT TEST Q»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-pinpoint-tests-e-series-60l-diesel-models) .
5. If the engine does not start, disconnect the ICP sensor connector and attempt to start the engine. If the engine starts with the ICP sensor disconnected, GO to «PINPOINT TEST Q»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-pinpoint-tests-e-series-60l-diesel-models) .
6. If the engine does not start with the ICP sensor disconnected, carry out the High Pressure Oil System Air Pressure Check.
7. If the engine starts, warm the engine up until the EOT temperature is greater than 80°C (176°F), then turn the ignition to the OFF position.
8. If the ICP sensor connector is disconnected, connect the ICP sensor connector.
9. Crank the engine and attempt to restart.
10. Compare the PID data to the specification and the graphs during engine start-up.

Note. A CKP signal is required before the IPR is commanded above 14%.

If the ICP does not meet the minimum specification of 3.5 MPa (500 psi), the injectors are not enabled by the PCM because of insufficient rail pressure.

If the IPR duty cycle is greater than the specification at warm idle, a leak in the high pressure oil system is suspect. Carry out the High Pressure Oil System Air Pressure Check.

If the IPR duty cycle is greater than 14%, ICP pressure should increase above 3.5 MPa (500 psi) provided that the IPR valve is not stuck open, the high pressure pump is building pressure and there is not an injection control pressure system leak between the high pressure pump and the injectors.

Not all high injection control pressure oil system issues result in a no start condition. Intermittent hard start or slow start conditions may be the result of a small leak in the injection control pressure system.

If the oil is leaking from the ICP system or if air is trapped in the ICP system, the IPR valve may be commanded fully closed (85% duty cycle) while the starter is engaged in an attempt to exceed 3.5 MPa (500 psi). Monitoring RPM, IPR duty cycle, and ICP while cranking the engine, after 5 minute soak, may assist in ICP system diagnosis. ICP system leaks results in no start, hard start, slow start or intermittent hard start conditions. The symptoms caused by small leaks are present only with excessive ICP after engine start and are more prevalent on warm engines when the oil viscosity is lower.

Good Start Expected Response

Scheme 229

ITEM DESCRIPTION CHART

A sharp increase in IPR duty cycle followed by a steep rise in ICP pressure is expected. If the ICP and IPR response resemble the Good Start Expected Response as shown, carry out the Injection Pressure Regulator Test.

Hard Start, Stall, No Start Engine Hot, Entrapped Air or Oil Leak Expected Response

Scheme 230

ITEM DESCRIPTION CHART

If the ICP and IPR response resemble the Hard Start, Stall, No Start Engine Hot, Entrapped Air or Oil Leak Expected Response as shown, carry out the High Pressure Oil System Air Pressure Check.

No Start or Oil Leak Expected Response

Scheme 231

ITEM DESCRIPTION CHART

If the ICP and IPR response resemble the No Start or Oil Leak Expected Response as shown, carry out the High Pressure Oil System Air Pressure Check.

1. Low base engine oil pressure or level
2. ICP system leak
3. Damaged discharge tube
4. Damaged high pressure oil branch tube
5. Leaking high pressure tube assembly male and female fitting
6. Damaged stand-pipe or oil supply tube
7. Damaged or missing stand-pipe O-ring
8. Damaged or missing oil supply tube O-ring
9. Damaged high pressure oil rail plug
10. Damaged or missing high pressure oil rail plug O-ring
11. Damaged or missing O-ring between discharge tube and high pressure pump
12. Damaged or missing discharge tube O-ring that fits inside high pressure pump cover
13. Damaged or missing high pressure pump inlet O-ring
14. Damaged or missing O-ring between high pressure oil rail and the injector
15. IPR failure
16. Damaged high pressure pump

Possible Leak Locations

High Pressure Oil System

Scheme 232

ITEM DESCRIPTION CHART

10f. High Pressure Oil System Air Pressure Check

Note. An air leak on the high pressure oil pump shaft lip seal is normal while carrying out this procedure. This is not an indication of a high pressure oil leak and the high pressure oil pump should not be replaced for this condition. If the pump is suspect, carry out the High Pressure Oil Pump Test to verify the pump generates sufficient pressure to start the engine.

Note. The replacement parts may leak if all the surfaces are not oil saturated under system pressure and the seals are not correctly seated during installation.

Note. Never replace the high pressure oil pump until all high pressure oil system leaks have been repaired and the high pressure oil system is retested.

Note. A complaint of engine stalls followed by a crank no start while the engine is warm indicates a leak in the high pressure oil system. This may or may not be accompanied by DTCs DTC P2290 or DTC P2291. Follow this procedure to isolate the leak.

Note. If an intermittent no start condition or delayed ICP pressure rise during restart after a 15-minute soak exists, a small leak is suspect. Refer to the HARD START illustration of the previous test. Remove the valve covers to inspect for leaks.

Note. Higher oil temperatures are more effective for diagnosis of high pressure oil system leaks.

The purpose of this test is to verify IPR valve operation and to isolate leaks in the high pressure oil system.

Recommended Procedure

1. Verify the base engine oil pressure. Refer to the appropriate ENGINE article, Inspection and Verification .
2. If the engine will start, warm the engine until the EOT is greater than 80 °C (176 °F).
3. Install the Adapter, High Pressure Pump Test 303-765 or equivalent by removing the test port plug on the top of the high pressure oil pump. NOTE: It is easier to find small leaks with higher pressure.
4. Pressurize the high pressure oil system up to 1379 kPa (200 psi) using a suitable tool.
5. Key ON, engine OFF.
6. Using the scan tool, open the IPR valve by decreasing the IPR duty cycle to 0%.
7. Allow oil to drain through the IPR valve for two (2) minutes. An air leak should be heard.
8. Using the scan tool, close the IPR valve by increasing the IPR duty cycle to 85%.
9. Listen for an air noise change.
10. Use a stethoscope through the oil fill tube or left valve cover crankcase vent hole to isolate the location of the air noise change.
11. Cycle the IPR valve open (IPR duty cycle 0%) and closed (IPR duty cycle 85%) as needed to help isolate the location of the air noise. An air noise at the base of the high pressure oil pump with the IPR duty cycle at 0% is normal.
12. If no air noise change is heard, the IPR valve may not be functioning as commanded. GO to «PINPOINT TEST R»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-pinpoint-tests-e-series-60l-diesel-models) to diagnose IPR circuit DTCs. If no DTCs are present and the engine will start, carry out the Injection Pressure Regulator Test to verify IPR function. If the engine will not start, install a new IPR valve and repeat the air pressure check. Refer to the appropriate Fuel Charging and Controls article, Fuel Injection Pressure Regulator (IPR) Valve .
13. If no air noise change is heard and the IPR valve has already been replaced, carry out the High Pressure Oil Pump Test.
14. If an air noise change is heard under a valve cover, remove the cover(s) to isolate the location of the leak. Refer to the appropriate Engine article, Valve Cover . Listen for leaks around the fuel injector O-Rings, stand pipes, and oil rail plugs.
15. If an air noise change is heard at the back of the engine, a leak at the high pressure oil branch tube is suspect. Refer to the appropriate Engine article, Disassembly and Assembly for high pressure oil branch tube replacement.
16. After completing all repairs, verify the high pressure oil system integrity by re-pressurizing the system and listening again for any remaining leaks while cycling the IPR valve duty cycle. Repeat the Monitor the ICP and IPR Duty Cycle While Cranking test to verify the repair.

1. Low base engine oil pressure or level
2. ICP system leak
3. Damaged discharge tube
4. Damaged high pressure oil branch tube
5. Leaking high pressure tube assembly male and female fitting
6. Damaged stand-pipe or oil supply tube
7. Damaged or missing stand-pipe O-ring
8. Damaged or missing oil supply tube O-ring
9. Damaged high pressure oil rail plug
10. Damaged or missing high pressure oil rail plug O-ring
11. Damaged or missing O-ring between discharge tube and high pressure pump
12. Damaged or missing discharge tube O-ring that fits inside high pressure pump cover
13. Damaged or missing high pressure pump inlet O-ring
14. Damaged or missing O-ring between high pressure oil rail and the injector
15. IPR failure
16. Damaged high pressure pump

High Pressure Oil System

ITEM DESCRIPTION CHART

1. Scan tool
2. Stethoscope
3. Adapter, High Pressure Pump Test 303-765 or equivalent

10g. High Pressure Oil Pump Test

Note. Never replace the high pressure oil pump due to debris on the IPR valve screen. Remove the debris and retest the system.

Note. Higher oil temperatures are more effective for diagnosis of high pressure oil system leaks.

Note. To maintain command of the IPR valve while cranking the engine, it is necessary to disconnect the crankshaft position (CKP) sensor.

Note. Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. High pressure oil pumps will not pass the high pressure oil pump tests if the battery voltage drops below 12.5 volts during the procedure. The high pressure oil pump is dependent on cranking speed to generate sufficient injection control pressure. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.

The purpose of this test is to isolate the high pressure oil branch tube and the high pressure oil pump from the rest of the high pressure oil system, and to verify pump function.

Data List

1. The scan tool may reset below 9.5 volts.
2. Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

SCAN TOOL PARAMETER LIST

No or low oil in the system, system leakage, damaged IPR or high pressure pump could cause low pressure.

1. Remove the left and right hand valve covers. Refer to the appropriate Engine article, Valve Cover .
2. Remove both upper crankcase to head tubes (stand pipes).
3. Remove the ICP sensor.
4. Install the ICP sensor into the Adapter, ICP Test 303-1163/1 and into the rear of the right high pressure oil rail where the upper stand pipe was removed.
5. Install the Adapter, ICP Test 303-1163/2 into the rear of the left high pressure oil rail where the upper stand pipe was removed.
6. Install the Adapter Cable, ICP/EBC 418-D003 (D94T-50-A) or equivalent to the existing ICP sensor connector.
7. Remove the FICM relay.
8. Disconnect the crankshaft position (CKP) sensor.
9. Connect the scan tool.
10. Access and monitor the ICP, ICP_DES, IPR, and B+ PIDS.
11. Using the scan tool, command the IPR duty cycle above 60%.
12. Crank the engine until the ICP PIDs are stable and not changing.
13. Compare to the specification.

If the minimum ICP specification is achieved, a leak in the high pressure oil system is suspect. Remove both oil rail plugs and head tubes (stand pipe front plugs and both stand pipes) from the oil rails, as equipped, and inspect the seals as a possible leak source. Replace the damaged components as necessary. Refer to the appropriate Engine article . Carry out the High Pressure Oil System Air Pressure Test to verify the repair.

If the minimum ICP specification is not achieved, a leaking high pressure oil branch tube or damaged high pressure oil pump is suspect. Remove the pump cover and inspect for leaks. Repair any leaks and repeat the test or replace the pump if no leaks are present. Refer to the appropriate Fuel Charging and Controls article, Oil Pump .

1. High pressure oil branch tube
2. High pressure oil pump

1. Scan tool
2. Adapter, ICP Test 303-1163 or equivalent
3. Adapter Cable, ICP/EBC 418-D003 (D94T-50-A) or equivalent

The purpose of this test is to verify the fuel delivery signal is correct.

Data List

1. The scan tool may reset below 9.5 volts.
2. Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

SCAN TOOL PARAMETER LIST

1. Connect the scan tool.
2. Ignition ON, engine OFF.
3. Access and monitor the FUEL PW PID while cranking the engine.

No fuel command signal when the ICP, RPM and VPWR signals are correct usually indicates a loss of the CMP signal. GO to PINPOINT TEST V .

A 5 μs to 2 ms fuel pulse width (FUEL PW) is sent to the FICM if the system voltage is greater than 8 volts during cranking, engine cranking speed is above 100 RPM, injection control pressure is above 3.5 MPa (500 psi) and is in sync. Note that low fuel pressure or no glow plug operation could still be the cause of the no start or hard start condition. A FUEL PW PID of 0 ms (a no fueling pulse) is sent by the PCM when a sync pulse has not been received from the CMP sensor and if insufficient injection control pressure is present.

1. PCM
2. FICM
3. CKP signal
4. CMP signal

Scan tool

The purpose of this test is to verify the PCM and FICM synchronization.

Data List

1. The scan tool may reset below 9.5 volts.
2. Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

SCAN TOOL PARAMETER LIST

1. Connect the scan tool.
2. Ignition ON, engine OFF.
3. Access and monitor the FICMSYNC PID while cranking the engine.

No FICM synchronization while cranking the engine with the ICP, RPM and VPWR signals correct usually indicates a loss of the CMP or CKP synchronization signal. Refer to the appropriate pinpoint test for diagnosis. Refer to TYPICAL DIAGNOSTIC REFERENCE VALUES for normal operating values.

1. PCM
2. FICM
3. CKP synchronization signal
4. CMP synchronization signal

Scan tool

11. Glow Plug System Operation

Note. Glow plug on time is dependent on oil temperature and altitude. The GPCM commands the glow plugs on for 1 to 120 seconds. The GPCM does not operate if the oil temperature is above 55°C (131°F).

The purpose of this test is to verify the glow plug system operation.

Glow Plug Control Module (GPCM) Operation

1. Connect the scan tool.
2. Retrieve the KOEO and continuous DTCs. If GPCM DTCs are present, GO to «PINPOINT TEST AF»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-pinpoint-tests-e-series-60l-diesel-models) .
3. Verify battery voltage is supplied to the GPCM. NOTE: The wait to start indicator on time (1-10 seconds) is independent from glow plug on time.
4. Monitor the GPCTM and EOT PIDs to verify sufficient glow plug ON time.
5. Ignition ON, measure the glow plug voltage ON time.

GLOW PLUG SPECIFICATIONS

Glow Plug Resistance

Note. Check for incorrect connections or loose fitting pins.

Note. Incorrect measurements result if all glow plug connectors are not disconnected.

1. Disconnect the glow plug bus bar connector.
2. Measure the resistance between the glow plug bus bar connector, component side and battery ground.
3. Disconnect the GPCM.
4. Measure the resistance between the GPCM connector, harness side and the glow plug bus bar connector, harness side.

RESISTANCE REFERENCE CHART

The glow plug monitor self-test is a KOER functional test of the glow plug system. The self-test is carried out on-demand with the engine running and the A/C off. The PCM will activate the GPCM which monitors the glow plugs. The accelerator pedal may be used to increase the engine speed to increase voltage if needed. For fault detection, the self-test requires a concern present at the time of testing.

Scheme 233

ITEM DESCRIPTION CHART

1. GPCM power circuits
2. Glow plugs
3. Glow plug bus bar
4. GPCM
5. Circuitry

1. Digital Multimeter (DMM) FLU77-4 or equivalent.
2. Scan tool

12a. Combustion Gas In The Fuel Rail Test - Bubble Test

Note. Bubbles in the secondary fuel filter bowl indicate combustion gas is leaking into the fuel rail. Combustion gases displace fuel in the fuel rail leading to incomplete injector filling on one or more cylinders. This typically occurs on cylinders adjacent to the leak source on the same fuel rail bank and also appears as low contributing cylinders in the Power Balance Test. Depending on the severity of the leak and the length of time the vehicle has been operated, injectors adjacent to the leaking injector or the full bank of new injectors may need to be installed.

Note. The bubble test is used as a screening test prior to carrying out the balloon test. Depending on the leak rate, bubbles in the secondary fuel filter bowl may be present even with all glow plugs removed.

Note. Intermittent combustion gas leaks may be present as an intermittent driveability concern. Operating the engine over a range of temperatures and load conditions can assist with diagnosis.

The purpose of this test is to check if any combustion gas is leaking into the fuel rail.

1. Remove the secondary fuel filter cover and the fuel filter.
2. Cycle the ignition momentarily to raise the fuel level in the bowl and submerse the fuel inlet stand pipe.
3. Disconnect the fuel injection control module (FICM) relay.
4. While cranking the engine, observe if bubbles are present in the secondary fuel bowl. Bubbles indicate combustion gas is leaking into the fuel rail.

If bubbles are present, carry out the Combustion Gas In The Fuel Rail Test - Balloon Test to isolate the suspect injector.

If bubbles are not present, reassemble the fuel system.

1. Low fuel pressure
2. Fuel injector
3. Fuel injector lower O-ring
4. Fuel injector copper gasket

The purpose of this test is to check if any combustion gas leaks past the injector's needle and seat or past the copper combustion gasket.

COMBUSTION GAS LEAK TEST REFERENCE

Carry out the Combustion Gas In The Fuel Rail Test to verify the repair.

When the repair is verified, carry out the Fuel System Delivery test.

Note. The bubble test is used as a screening test prior to carrying out the balloon test. Depending on the leak rate, bubbles in the secondary fuel filter bowl can be present even with all glow plugs removed.

Note. If injectors have been removed or the high pressure oil system repaired, it may be necessary to operate the vehicle and carry out at least 12 short high demand acceleration cycles to purge air from the oil system.

1. If the bubble test indicated that combustion gas is leaking into the fuel system, disconnect both fuel lines from the secondary fuel filter.
2. Install a latex balloon over each fuel line and secure with a tie strap.
3. Disconnect the fuel injection control module (FICM) relay.
4. Crank the engine and observe the latex balloons for compression pulses. Identify which bank is a cause of the concern.
5. To isolate multiple combustion gas leaks, remove all but 1 glow plug from the bank that leaks the combustion gas in the rail. Crank the engine and observe the latex balloon for compression pulses. Repeat to isolate the leak.
6. For cylinders that leak combustion gas into the fuel rail, remove the injector and inspect the lower O-ring and copper gasket for an even circular crush pattern.

If a combustion gas leak is verified, install new injectors as necessary.

If an even circular crush pattern is visible on the copper gasket, install a new injector. Refer to the appropriate Fuel Charging and Controls article . Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified, carry out the Fuel System Delivery test.

If the copper gasket is missing and burnt away, the lower O-ring is damaged or the injector is loose, install a new fuel injector and fuel injector hold down assembly. The most likely cause of a burnt or missing copper gasket is incorrect torque of the hold down assembly. Refer to the appropriate Fuel Charging and Controls article . Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified, carry out the Fuel System Delivery test.

1. Fuel injector
2. Fuel injector lower O-ring
3. Fuel injector copper gasket

1. latex balloons
2. tie straps

Performance Diagnostic Procedures

Note. See INTRODUCTION - E-350 6.0L DIESEL article, Section 4 for more detail on test steps in (Scheme 234) and (Scheme 235).

Scheme 234

Scheme 235

The purpose of this test is to check the general condition of the engine and chassis.

Visual Engine and Chassis Inspection

1. Verify that there are no fluid or pressure leaks.
2. Inspect all wire connections for damage.
3. Inspect the manifold absolute pressure (MAP) hose, charge air cooler (CAC) hoses, and intake for leaks.

INSPECTION CHART

1. Inspect for a hole in the MAP sensor hose or a pinched hose.
2. Inspect the fuel system, including the fuel tank, fuel pump, fuel filter housing and fuel lines, for kinks, bends or leakage.
3. Inspect for coolant leaks at the radiator and coolant hoses. Check the coolant level.
4. Inspect wiring for correct routing, and verify no rubbing or chafing has occurred.
5. Inspect all sensors, and verify the connectors are completely seated and in good condition.
6. Inspect the CAC hoses for leaks.
7. Inspect for battery terminal corrosion.

1. Loose or leaking fuel lines
2. Kinked or blocked fuel lines
3. Fuel or oil leaks
4. Coolant leaks
5. Pinched or open MAP sensor hose
6. Pinched or open CAC hose
7. Incorrect connections

Inspection light

The purpose of this test is to verify the fuel quality.

Sufficient Clean Fuel

1. Check for illumination of the water in fuel indicator.
2. Drain a fuel sample from the fuel conditioning module.
3. A cetane rating between 40 and 50 is recommended for optimum performance.

INSPECTION CHART

Open the drain valve on the fuel conditioning module and fill a clear container until it is about half full. Close the drain valve.

Observe the water in fuel indicator. If the indicator is illuminated, the fuel is probably contaminated with water.

Flow out of the drain should be a steady stream. Insufficient flow could indicate fuel supply or fuel system problems. If air bubbles are present, check the fuel supply lines and the in tank fuel pickup tube for leaks. If a fuel supply line or in tank fuel pickup tube leak is found, repair as necessary. If no fuel supply line or in tank fuel pickup tube leaks are found, the fuel level in the fuel tank could be low due to the fuel gauge or fuel level sender reading inaccurately. Refer to the appropriate Instrumentation, Message Center, and Warning Chimes article, Instrumentation and Warning Chimes , Symptom Chart to continue diagnosis. Repair as necessary.

Inspect the fuel in the container. It should be clear, not cloudy. It also should be free of water and contaminants. Dyed red or blue fuel indicates off-highway fuel.

Some sediment and water may be present in the fuel sample if the fuel filter has not been replaced for a prolonged period of time and/or if the sediment and water have not been drained recently. If that is the case, a second sample may be required to determine fuel quality.

Fuel Conditioning Module Drain Valve

1. No fuel in tank
2. Fuel supply line could be broken or crimped
3. Fuel gelled (most likely in cold weather with No. 2 fuel)
4. Pickup tube screen in tank could be clogged

Cloudy fuel indicates that the fuel may not be a suitable grade for cold temperatures.

Excessive water or contaminants indicates that the tank and fuel system may need to be flushed and cleaned.

Clear container - approximately 0.95 L (1 quart)

3. Check Engine Oil Level

The purpose of this test is to verify the oil quality and determine if there is sufficient oil to operate the injectors.

Check Engine Oil Level

1. Check for contaminants (fuel, coolant).
2. Correct grade and viscosity.
3. Miles or hours on oil, correct level.

INSPECTION CHART

Check for the correct oil level using the dipstick with the vehicle on level ground. If there is no oil or very little oil in the crankcase, the injectors will not operate.

If the oil level on the dipstick is overfull, it is possible the engine was incorrectly repaired or fuel or coolant is diluting the oil and filling the crankcase. Recheck the engine oil level. Remove and clean the oil level indicator. Reinsert the oil level indicator into the oil level indicator tube until only the oil level indicator handle touches the top of the oil level indicator tube.

Inspect the oil for color. A milky white oil indicates possible coolant contamination and will have an ethylene glycol odor.

Oil contaminated with diesel fuel has a diesel fuel odor and increases the engine oil level. If the engine oil level is above Max due to diesel fuel dilution, the oil appears thin and watery.

If the oil level is overfilled, drain the oil and the fuel filter housing. Isolate either cylinder head by removing the corresponding fuel line from the fuel filter housing. Remove the fuel pressure test port plug from the secondary filter housing. Install the plug in the outlet port. Install the Adapter, High Pressure Pump Test 303-765 or equivalent and Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) at the test port to confirm constant fuel pressure.

Using the scan tool, access output state control (OSC) and command the fuel pump ON. Watch for fuel to drain out of the oil pan drain hole. Depending on the severity of the leak, it may take some time before a leak is noticeable. Remove the valve cover at the suspect cylinder head and inspect the injector area for leaks.

Check the maintenance records for appropriate oil change intervals, type and viscosity for the vehicle operating temperature. Single weight or 15W-40 oil is not recommended for cold ambient temperatures. 10W-30 oil is recommended for cold ambient temperatures. Oil that has had extended drain intervals has increased viscosity (become thicker) and makes engine cranking more difficult and starting less reliable at temperatures below freezing. Extended oil change intervals can also cause a runs rough concern. Refer to the appropriate lube oil chart or Owner's Literature for the correct oil selection for temperature conditions.

1. Loss of lube oil pressure
2. Oil level low - oil leak, oil consumption, incorrect repair
3. Oil level high - incorrect repair, fuel dilution from injector O-rings
4. Oil contamination with coolant - oil cooler, head gasket, porosity, front cover gasket

Adapter, High Pressure Pump Test 303-765 or equivalent

Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Scan tool

The purpose of this test is to determine if the PCM has detected any fault conditions that would cause a performance problem.

Carry Out The KOEO On-Demand Self-Test

1. Use the scan tool. Diagnostic trouble code (DTCs) set during this test are current faults.

DTC CHART

Note. To verify that the DTC is a hard fault, clear continuous DTCs first (be sure to record all DTCs and freeze frame information before clearing). Repeat the KOEO on-demand self-test. If the DTC is set again, a hard fault has occurred.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test.

1. Carry out the necessary vehicle preparation and a visual inspection. Refer to «VEHICLE CHECK/PREPARATION»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-diagnostic-methods-e-350-60l-diesel-models) .
2. Refer to the scan tool operating manual for instructions.
3. Ignition ON, engine OFF.
4. Wait 4 seconds for the transmission control module (TCM), powertrain control module (PCM) and the fuel injector control module (FICM) to initialize.
5. Follow the operating instructions from the diagnostic menu.
6. Carry out a KOEO on-demand self-test.
7. Record the DTCs, freeze frame information, and refer to the appropriate pinpoint test to continue diagnosis.

Scan tool

The purpose of this test is to determine if the PCM has detected any historical or intermittent fault conditions that would cause a performance problem. The condition that caused a continuous DTC may no longer exist.

Retrieve Continuous DTCs

1. DTCs retrieved during this test are historical faults.

DTC CHART

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out self-tests.

1. Carry out the necessary vehicle preparation and a visual inspection. Refer to «VEHICLE CHECK/PREPARATION»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-diagnostic-methods-e-350-60l-diesel-models) .
2. Refer to the scan tool operating manual for instructions.
3. Ignition ON, engine OFF.
4. Follow the operating instructions from the menu.
5. Record the continuous DTCs and freeze frame information from the PCM and TCM and refer to the appropriate pinpoint test for continuous DTC diagnostics.
6. Clear the continuous DTCs after a repair is made.

Scan tool

6a. KOEO Injector Electrical Self-Test

Note. Before carrying out the KOEO injector electrical self-test, allow the engine to stabilize at the temperature necessary to recreate the symptom. Access the PCM and record the freeze frame data. The freeze frame data contains information which can be used to recreate original conditions that caused the symptom. Refer to FREEZE FRAME DATA for more information.

Note. If unable to carry out the KOEO Injector Electrical Self-Test and DTCs are present, refer to the applicable pinpoint test . If unable to carry out the KOEO Injector Electrical Self-Test and DTCs are not present, disconnect the harness connector at the fuel injector control module (FICM) and test the suspect fuel injectors for an open or short.

The purpose of this test is to determine if the injector coils and valves are functioning by energizing all injectors together and then each injector in numerical sequence (1 through 8).

KOEO Injector Electrical Self-Test

Note. Sequence repeats three times.

Note. DTCs can be historical if not cleared from a previous test.

Note. When all 8 fuel injector DTCs are retrieved together or all fuel injectors within an engine bank indicate a concern GO to PINPOINT TEST S .

1. Use the scan tool. Injector DTCs will be transmitted after the self-test is completed.
2. All the injectors momentarily click, then each injector clicks in sequence 1 through 8.

INJECTOR TROUBLE CODES

6.0L Engine, Cylinder and Fuel Injector Location

This test determines if the injector circuits and coils are correctly operating. All injectors click simultaneously for approximately 2 seconds, then each individual injector clicks for approximately 1 second in numerical order 1 through 8. If an electrical concern is present, a DTC sets and outputs on the data link at the end of the test when requested by a scan tool.

1. Connect the scan tool.
2. Turn OFF all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned OFF to carry out self-tests.
3. Carry out the necessary vehicle preparation and a visual inspection. Refer to «VEHICLE CHECK/PREPARATION»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-diagnostic-methods-e-350-60l-diesel-models) .
4. Refer to the scan tool operating manual for instructions.
5. Ignition ON, engine OFF.
6. Carry out the KOEO Injector Electrical Self-Test.
7. Ignition in OFF position.
8. Record the DTCs and carry out the appropriate pinpoint test.

1. Open or shorted injector circuit
2. Injector connector
3. Injector coils
4. FICM power or ground circuit
5. FICM

Scan tool

6b. Power Balance Test

Note. Do not replace the fuel injectors based only on the results of the Power Balance Test. Always verify the fuel delivery system, the high pressure oil system, the fuel injector electrical system, and the base engine system functions are operating correctly.

Note. Before carrying out the Power Balance Test, allow the engine to stabilize at the temperature necessary to recreate the symptom. Access the PCM and record the freeze frame data. The freeze frame data contains information which can be used to recreate original conditions that caused the symptom. Refer to FREEZE FRAME DATA for more information.

Note. The contributing power cylinders that immediately follow the non-contributing power cylinders in the firing order may be affected. The affected power cylinders may not be able to fully recover the crankshaft speed, causing them to display below average contributing power cylinders and to be incorrectly identified as the non-contributing power cylinder. Therefore only the cylinders that deviate the most from the average should be identified as the non-contributing power cylinder. Single or inconsistent non-contributing power cylinder traces may be caused by a natural variation in the crankshaft speed and should be ignored.

Note. Vane Sweep can occur during a Power Balance Test. Refer to POWERTRAIN CONTROL SOFTWARE , VANE SWEEP for additional information. Allow the vane sweep to complete.

Note. Disregard any DTCs set as a result of the Power Balance Test.

Note. If the fuel injectors have been removed or the high pressure oil system has been repaired, it may be necessary to operate the vehicle and carry out a minimum of 12 short, high demand acceleration cycles to purge air from the high pressure oil system.

Note. If the engine runs rough between 1,200 RPM and 2,300 RPM, follow the Check Valve Operation test before carrying out the Power Balance Test.

Note. If the engine does not start during this procedure verify the batteries are fully charged, plug in the block heater and cycle the ignition several times to activate the glow plugs.

Note. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the Power Balance Test.

Note. Verify the engine oil level and quality. Refer to CHECK ENGINE OIL LEVEL .

The purpose of this test is to determine the power contribution each cylinder provides to the crankshaft.

Power Balance Test

1. Carry out the Power Balance Test.
2. Monitor individual cylinder contribution and record the consistently non-contributing power cylinders.

NON - CONTRIBUTING POWER CYLINDERS REFERENCE CHART

6.0L Engine, Cylinder and Fuel Injector Location

1. Turn off all accessories.
2. Turn off the PTO, if equipped.
3. Ignition ON, engine running.
4. Start the Power Balance Test and monitor the cylinder power contribution for 8 seconds. Identify and record the cylinders with 15 RPM or more above or below the average engine RPM.
5. While the Power Balance Test is running, use the injector cancel mode to turn off the idle compensation strategy. Monitor power contribution for 8 seconds. Identify and record the non-contributing power cylinders.
6. While the Power Balance Test is running, with the idle compensation strategy turned off, increase the engine speed to between 800 and 900 RPM. Monitor power contribution for 8 seconds and identify and record the non-contributing power cylinders.

1. Broken or worn compression ring pack
2. Damaged cylinder walls
3. Valvetrain damage
4. Fuel injector o-ring seals
5. Fuel injectors
6. Oil change past due
7. Aerated fuel
8. Low fuel pressure

Scan tool

This purpose of this test is verify an air intake or exhaust restriction is not contributing to a low power condition. If the engine does have a high air intake restriction, a considerable amount of black or blue smoke may be produced.

Intake Restriction

1. Check air filter restriction gauge/indicator.
2. Measure the vacuum on clean side of air inlet system at wide open throttle (WOT) with a Magnehelic® gauge.

VACUUM SPECIFICATIONS

Inspect the air cleaner inlet and ducting to make sure it is not blocked or collapsed. Inspect the air cleaner housing and filter for proper installation.

Inspect for any indication of water intrusion into air cleaner/filter.

If necessary, use DSL ENG Pressure Test Kit 014-00761 or equivalent to install a Magnehelic® gauge on the port on the air cleaner and measure restriction at high idle.

Air Filter Restriction Gauge

Magnehelic® Gauge

Scheme 236

1. Snow or other foreign material may restrict airflow at the air inlet
2. Misrouted air cleaner ducting
3. On engines recently repaired, rags or cap plugs may have been inadvertently left in an air inlet pipe

Magnehelic® gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

The purpose of this test is to make sure the EGR system is operating correctly.

EGR System Test

1. Check the EGR actuator connectors.
2. Check the EGR actuator circuitry.

INSPECTION CHART

1. Connect the scan tool.
2. Engine at operating temperature.
3. Ignition ON, engine OFF. NOTE: Refer to the scan tool operating manual for instructions.
4. Access the EGR System Test on the scan tool.
5. Carry out the EGR System Test and follow the directions on the scan tool.
6. If there are no DTCs present, all tests pass and all PIDs displayed are in range, the system is operating correctly at this time. Clear the DTCs, repeat the self-test.
7. If any of the tests do not pass, refer to the applicable pinpoint test that corresponds to the PID that is out of range.

1. EGR flow related components and circuitry
2. PCM

Scan tool

The purpose of this test is to determine if an exhaust system restriction is causing a performance problem.

Exhaust Restriction

1. Visually inspect the exhaust system for damage.
2. Monitor the EBP PID with the engine oil temperature greater than 80°C (176°F) at 3,800 RPM in park or neutral.

SCAN TOOL PARAMETER LIST

1. Access and monitor the EBP and RPM PIDs
2. Increase the engine speed to 3,800 RPM.
3. Record the EBP PID value.
4. A low RPM or an EBP PID value greater than 244 kPa (35 psi) indicates a restricted exhaust condition.

1. Collapsed or restricted tail pipe
2. Clogged catalytic converter
3. Damaged muffler
4. Turbocharger

Scan tool

10a. Fuel System Delivery

Note. The Diesel Fuel Flow Tester 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at full load on the fuel system. The Diesel Fuel Flow Tester 310-193 uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption.

Note. Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Install a battery charger if necessary. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.

The purpose of this test is to verify the fuel system pressure and flow.

Fuel System Delivery

FUEL SYSTEM SPECIFICATIONS

Note. Restrictions in the fuel line may cause continuous aeration.

1. Verify there is fuel in the tank.
2. Verify the fuel temperature is above 0 °C or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test.
3. Measure the voltage between the fuel pump power and ground circuits. Voltage is present for approximately 20 seconds after the key is turned to the ON position. If the voltage is less than 11.9 volts, GO to «PINPOINT TEST M»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-pinpoint-tests-e-series-60l-diesel-models) .

1. Make sure the valve on the Diesel Fuel Flow Tester 310-193 or equivalent is closed.
2. NOTE: Correct installation of the Diesel Fuel Flow Tester 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. Remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Diesel Fuel Flow Tester 310-193 or equivalent using two new sealing washers to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.

1. Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body.
2. Start the engine and let it idle.
3. Open the valve on the Diesel Fuel Flow Tester 310-193 or equivalent.
4. Run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the fuel continues to be cloudy or gelled, refer to the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test. If the air bubbles can not be purged, check for kinks or leaks in the vehicle fuel system as well as the test tool.
5. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the appropriate Charging System article for diagnosis as necessary.
6. Record the indicated fuel pressure while the valve is open and fuel is flowing back to the fuel tank.

If the fuel pressure meets the specification, no concern is present at this time.

If the fuel pressure is below the specification, carry out the Fuel Conditioning Module Pressure test.

If the fuel pressure is above the specification, check the fuel return lines for a restriction. If no restriction is present, install a new fuel pressure regulator valve.

1. Fuel return line restriction
2. Fuel pressure regulator valve

Diesel Fuel Flow Tester 310-193 or equivalent

Purpose

The purpose of this test is to verify that the fuel filters are not restricted.

Fuel Conditioning Module Pressure

Measure the fuel conditioning module outlet fuel system pressure between the fuel conditioning module and the secondary fuel filter.

Use the Diesel Fuel Flow Tester 310-193 or equivalent to simulate maximum fuel consumption.

Plug the vehicle's fuel return line to isolate the fuel pressure regulator valve.

FUEL CONDITIONING MODULE PRESSURE SPECIFICATIONS

Note. Restrictions in the fuel line may cause continuous aeration.

1. Make sure the valve on the Diesel Fuel Flow Tester 310-193 or equivalent is closed.
2. Using the male and female tool plugs included with the Diesel Fuel Flow Tester 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port.
3. Install the Adapter, Fuel Pressure Test 310-111 or equivalent with the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel conditioning module outlet port and the fuel supply line leading to the secondary fuel filter.
4. Start the engine and let it idle.
5. Open the valve on the Diesel Fuel Flow Tester 310-193 or equivalent.
6. Run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the fuel continues to be cloudy or gelled, refer to the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test. If the air bubbles can not be purged, check for kinks or leaks in the vehicle fuel system as well as the test tool.
7. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the appropriate Charging System article for diagnosis as necessary.
8. Record the maximum fuel pressure at the fuel conditioning module outlet while the valve on the Diesel Fuel Flow Tester 310-193 or equivalent is open and fuel is flowing back to the fuel tank.

If the fuel pressure at the fuel conditioning module outlet is below the 344 kPa (50 psi) MIN specification and new primary or secondary fuel filters have not been installed, install new primary and secondary fuel filters. Repeat the Fuel Conditioning Module Pressure test to verify the repair.

If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet now meets the 344 kPa (50 psi) MIN specification, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test to verify the repair.

If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet is still below the 344 kPa (50 psi) MIN specification, carry out the Electric Fuel Pump Inlet Restriction test.

If the fuel pressure at the fuel conditioning module outlet is equal to or greater than the 344 kPa (50 psi) MIN specification, carry out the Restricted Secondary Fuel Filter test.

1. Primary fuel filter
2. Secondary fuel filter

Diesel Fuel Flow Tester 310-193 or equivalent

Adapter, Fuel Pressure Test 310-111 or equivalent

Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Purpose

The purpose of this test is to determine the condition of the secondary fuel filter.

Restricted Secondary Fuel Filter

Measure the fuel pressure difference between the fuel inlet and fuel outlet sides of the secondary fuel filter.

FUEL PRESSURE SPECIFICATIONS

Note. Restrictions in the fuel line may cause continuous aeration.

1. Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed.
2. Using the male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port.
3. Install the Fuel Pump Adapter 310-111 or equivalent with the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel conditioning module outlet port and the fuel supply line leading to the secondary fuel filter.
4. If the engine starts and does not stall, start the engine and let it idle.
5. Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent.
6. If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks.
7. If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. The fuel pump cycles on, then off after 20 seconds.
8. Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.
9. Record the indicated fuel pressure difference between the two installed test gauges while the valve is open and the fuel is flowing back to the fuel tank.

If the fuel pressure difference is greater than the specification, install new primary and secondary fuel filters.

If the fuel pressure difference is less than the specification, install a new fuel pressure regulator valve.

Remove the fuel return line plugs and connect the fuel return line to the fuel conditioning module, repeat the Fuel System Delivery test to verify the repair.

1. Secondary fuel filter
2. Fuel pressure regulator valve

Diesel Fuel Flow Tester 310-193 or equivalent

Adapter, Fuel Pressure Test 310-111 or equivalent

Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

10b. Electric Fuel Pump Inlet Restriction

Note. The Diesel Fuel Flow Tester 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at full load on the fuel system. The Diesel Fuel Flow Tester 310-193 uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption.

Note. Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Install a battery charger if necessary. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the appropriate Charging System article , Symptom Chart to continue diagnosis.

To detect concerns with the fuel conditioning module inlet, fuel filters or fuel pump.

Electric Fuel Pump Inlet Restriction

Measure the fuel inlet vacuum on the fuel tank side of the fuel conditioning module.

FUEL INLET VACUUM SPECIFICATIONS

Note. Restrictions in the fuel line may cause continuous aeration.

1. Verify there is fuel in the tank.
2. Verify the fuel temperature is above 0 °C or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the «SUFFICIENT CLEAN FUEL»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models) test.

1. Make sure the valve on the Diesel Fuel Flow Tester 310-193 or equivalent is closed.
2. NOTE: Correct installation of the Diesel Fuel Flow Tester 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. Remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Diesel Fuel Flow Tester 310-193 or equivalent using two new sealing washers to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.

1. Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body.
2. If directed to this test from the Fuel System Delivery test, remove the Adapter, Fuel Pressure Test 310-111 or equivalent and the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) from the fuel conditioning module outlet fuel supply line. Connect the fuel conditioning module outlet fuel supply line to the fuel conditioning module outlet port.
3. Install the Adapter, Fuel Pressure Test 310-111 or equivalent with the 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel supply line and the fuel conditioning module inlet port.
4. Using the male and female tool plugs included with the Diesel Fuel Flow Tester 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port.
5. Start the engine and let it idle.
6. Open the valve on the Diesel Fuel Flow Tester 310-193 or equivalent.
7. Run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks.
8. Access and monitor the B+ PID. Verify the battery and charging system are working correctly and the battery voltage is greater than 11.5 volts. Refer to the appropriate Charging System article for diagnosis as necessary.
9. Record the indicated vacuum reading while the valve is open and fuel is flowing back to the fuel tank.

If the vacuum reading is greater than the specification, correct the restriction between the fuel tank pickup and the fuel conditioning module, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test to verify the repair.

If the vacuum reading is less than the specification, check the primary fuel filter. If the primary fuel filter is OK, install a new fuel conditioning module. Refer to the appropriate Fuel System article , Fuel Tank and Lines, Fuel Conditioning Module . Remove the fuel return line plugs, connect the fuel return line and repeat the Fuel System Delivery test to verify the repair.

1. Fuel supply line restriction
2. Fuel conditioning module
3. In tank fuel pickup

Diesel Fuel Flow Tester 310-193 or equivalent

Adapter, Fuel Pressure Test 310-111 or equivalent

0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

To determine if the fuel is aerated and causing a poor idle condition.

Fuel Aeration Test

Install a clear hose on the fuel return line at the fuel conditioning module.

Run the engine at WOT for 2 minutes.

The return fuel should be free of bubbles.

INSPECTION CHART

1. Remove the fuel return line at the fuel conditioning module.
2. Attach a 1/4 inch diameter hose (clear) to the fuel conditioning module and place the other end of the hose into Rotunda Tool 034-00005 or equivalent.
3. Turn the ignition to the ON position. The fuel pump cycles on, then off. Diesel fuel may not flow out through the attached hose after only one ignition cycle. Repeat the ignition cycle until fuel flows from the attached hose.
4. Start the engine.
5. Run at WOT for 2 minutes. Return fuel should be free of bubbles.
6. If the fuel has air in it, the fuel returning to the tank appears white, foamy or non-transparent. If no or very little air is present in the fuel, the fuel will appears clear/transparent.
7. If air is present in the return fuel, inspect the fuel system for leaks.

Note. Air can enter the fuel system at any point where there is suction in the fuel system.

1. Fuel pickup in the fuel tank.
2. Fuel supply line entering the fuel module from the fuel tank.
3. Fuel return line entering the fuel module from the engine.

Rotunda Tool 034-00005 or equivalent

The purpose of this test is to determine if the PCM has detected any fault conditions that would cause a performance problem while the engine is running. The KOER self-test carries out step tests on the injection control pressure system and the exhaust back pressure system.

Step tests are PCM controlled tests where the PCM commands a specific exhaust back pressure or injection control pressure (ICP) and then measures the result. If a predetermined threshold is not reached, a DTC is generated. This test can be carried out at any engine temperature.

Carry Out The KOER On-Demand Self-Test

Note. Before carrying out the KOER On-Demand Self-Test make sure the high pressure oil passages are free of air. A recent repair to the system may allow air to enter the oil passages. To remove the air, drive the vehicle (with deceleration and acceleration cycles) at highway speeds for 32 km (20 miles).

1. The self-test verifies the ICP, exhaust gas recirculation (EGR), and variable geometry turbo (VGT) systems performance.

DTC CHART

Note. The engine will run rough during this test.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test.

1. Carry out the necessary vehicle preparation and visual inspection. Refer to «VEHICLE CHECK/PREPARATION»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-diagnostic-methods-e-350-60l-diesel-models) .
2. Refer to the scan tool operating manual for instructions.
3. Ignition ON, engine running.
4. Follow the operating instructions from the diagnostic menu.
5. Carry out a KOER On Demand Self-Test.
6. Record the DTCs and refer to the appropriate pinpoint test .

Scan tool

12a. Low Idle Stability (ICP Pressure)

Note. The engine oil temperature must be above 80°C (176° F).

The purpose of this test is to determine if low idle instability or low power is caused by a stuck or dirty injection pressure regulator (IPR) or incorrect ICP signal.

Low Idle Stability (ICP Pressure)

1. Check at low idle and EOT above 80°C (176° F)
2. Monitor the ICP and RPM PIDs with the scan tool.

SCAN TOOL PARAMETER LIST

If the engine RPM is unstable, disconnect the ICP sensor.

1. The ICP defaults to 6.0 MPa (870 psi) when disconnected. If the RPM smooths out, the ICP sensor or circuit is suspect. If the RPM is still unstable, connect the ICP sensor and refer to the «INJECTION PRESSURE REGULATOR TEST»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-powertrain-dtc-charts-descriptions-e-350-60l-diesel-models__12b-injection-pressure-regulator-test) .

1. Connect the scan tool.
2. Ignition ON, engine OFF.
3. Monitor the ICP voltage. If the voltage is not between 0.15 volts to 0.35 volts GO to «PINPOINT TEST Q»(/ford/cutaway-e350-super-duty/2008-2012/remont/testing-diagnostics/#engine-controls-pinpoint-tests-e-series-60l-diesel-models) .
4. Ignition ON, engine running.
5. Idle the engine until the EOT is greater than 80°C (176° F).
6. With the engine running, access and monitor the ICP, IPR, and the RPM PIDs.
7. Compare the ICP PID to the specification
8. Disconnect the ICP sensor connector. Verify the ICP PID is 0 volts.
9. Operate the engine at low idle speed.

If the low idle speed stabilizes with the ICP sensor disconnected, the problem is most likely in the ICP sensor circuit. GO to PINPOINT TEST Q .

If the RPM does not stabilize, reconnect the sensor and GO to Injector Pressure Regulator Test .

1. Debris stuck in the IPR
2. ICP sensor
3. Circuitry

Scan tool

12b. Injection Pressure Regulator Test

Note. Do not replace the high pressure oil pump if debris is present on the IPR screen. Clean or replace the screen, reinstall the IPR valve, and retest the IPR valve function.

Note. If oil is leaking from the high pressure oil system or if air is trapped in the system, the injection pressure regulator (IPR) valve may be commanded fully closed (85% duty cycle) by the powertrain control module (PCM) during cranking in an attempt to exceed 3.5 MPa (500 psi).

Note. If DTC 2623 is present, GO to PINPOINT TEST R .

Note. The engine must be at normal operating temperature to verify IPR duty cycle.

The purpose of this test is to determine if idle stability or low power is caused by a stuck or dirty IPR.

Injection Pressure Regulator Test

1. Check during startup and at low idle with EOT above 80 °C (176 °F).
2. Monitor the IPR PID with the scan tool.

SCAN TOOL PARAMETER LIST

1. Connect the scan tool.
2. Access and monitor the ICP, IPR, RPM, and EOT PIDs.
3. Key ON, engine running.
4. Warm the engine until the EOT is greater than 80 °C (176 °F).
5. Operate the engine at low idle speed.
6. Key OFF.
7. Key ON, engine running.
8. Compare the ICP PID data to the graph during engine startup.

Good Start Expected Response

ITEM DESCRIPTION CHART

1. ICP should reach 3.5 MPa (500 psi) within a few seconds of cranking engine.
2. A sharp rise in IPR duty cycle should be present followed by a steep rise in ICP pressure.
3. Next, carry out a slow neutral run-up in park or neutral to 4000 RPM.

If the ICP and IPR response resembles the figure and the engine runs rough between 1200 and 2300 RPM, carry out the Check Valve Operation Test.

If the ICP and IPR response resembles the figure and the engine runs rough between 3000 and 4000 RPM, replace the IPR valve and verify the repair. Refer to the appropriate Fuel System article, Fuel Charging and Controls, Fuel Injection Pressure Regulator (IPR) Valve .

If any of the following symptoms are present, go to the HIGH PRESSURE OIL SYSTEM AIR PRESSURE CHECK . Repair any leaks in the high pressure oil system and return to this test to verify IPR operation.

1. A slow or unresponsive ICP pressure
2. The engine will not start when warm
3. The IPR duty cycle is greater than the maximum specification
4. Engine does not run rough and the ICP pressure response does not resemble the graph

1. Debris stuck in the IPR
2. High pressure oil system leak

Scan tool

This purpose of this test is to verify operation of the oil rail check valves.

Check Valve Operation Test

1. Key ON, engine running.
2. Access and monitor the EOT PID. The engine oil temperature must be above 80°C (176° F).
3. Carry out a slow RPM run up in park or neutral.
4. If the engine runs rough between 1,200 RPM and 2,300 RPM, verify the check valve operation.

NON - CONTRIBUTING POWER CYLINDERS REFERENCE CHART

6.0L Engine, Cylinder and Fuel Injector Location

Verify the operation of the bank 2 check valve by disconnecting all bank 1 fuel injectors.

With the bank 1 fuel injectors disconnected, use the scan tool to monitor cylinder contribution using the Power Balance Test. Refer to the POWER BALANCE TEST .

The cylinders with the fuel injectors connected should be contributing evenly.

Erratic contribution from the connected fuel injectors indicates the check valve on that bank is not seating correctly.

Connect the bank 1 fuel injectors.

Disconnect the bank 2 injectors and repeat the procedure to verify the operation of the bank 1 check valve.

Damaged high pressure oil rail check valve.

Scan Tool

The purpose of this test is to determine if the engine can develop sufficient boost to obtain specific power.

Turbo Boost Test

1. Carefully inspect the charge air cooler (CAC) tubes/connections, turbocharger connections, exhaust system and MAP hose for signs of damage or leaks.
2. Carry out the Powertrain Air Management Turbo Boost Test using the scan tool.

INSPECTION CHART

Note. If a sensor fails the turbo boost test, the test will abort. Refer to the appropriate sensor pin point test to continue diagnosis.

Note. Refer to the scan tool information menu for examples of turbo boost test results.

1. Ignition on, engine running.
2. Carry out the Powertrain Air Management Turbo Boost Test using the scan tool.

If the test fails, GO to PINPOINT TEST KA .

1. MAP hose pinched or open
2. Leaking intake, hoses or fittings
3. Leaking exhaust system
4. Turbocharger
5. Base engine
6. CAC hoses leaking
7. CAC
8. EGR sticking

Scan tool

Tool, vane position sensor cable kit 418-626 or equivalent

14. Crankcase Pressure Test

Note. Verify the engine oil level and quality. Refer to CHECK ENGINE OIL LEVEL .

The purpose of this test is to measure the crankcase pressure. Crankcase pressure is a measure of how well the cylinders are sealing.

With the engine at 80°C (176° F) minimum, measure the pressure at the oil fill tube with the 6.0L Crankcase Pressure Tester 303-758 or equivalent. Block the breather tube on the left valve cover, and measure with no load at 3,000 RPM.

PRESSURE SPECIFICATIONS

If greater than 15 mm-Hg (8 H 2 O), refer to the appropriate Engine article .

Scheme 237

Crankcase Pressure Test Adapter

Note. Do not plug the hole on Crankcase Pressure Test Adapter 303-758 or equivalent.

Make sure the engine is at operating temperature. A cold engine gives higher readings. Remove the air cleaner assembly. Remove the ducting to the turbocharger inlet pipe. Remove the inlet pipe and elbow that connects to the breather box. Refer to the appropriate Engine article, Intake Air Distribution and Filtering . Block the outlet at the valve cover with the cap provided in DSL ENG Pressure Test Kit 014-00761 or equivalent. Install a protective screen over the turbocharger inlet.

Note. Excessive screw clamp torque damages the oil fill tube.

Install the Crankcase Pressure Test Adapter 303-758 or equivalent to the oil fill tube using an appropriate diameter hose and secure with screw clamps. Start by connecting one end of the hose to the knurled surface of Crankcase Pressure Test Adapter 303-758 or equivalent and the opposite end of the hose to the oil fill tube and secure with screw clamps.

Plumb to the Magnehelic® gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) in the gauge block. Make sure the Magnehelic® gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) has been zeroed.

Start the engine and operate at 3,000 RPM. Hold for 30 seconds minimum and take a stabilized reading. Do not block the hole at the top of the restrictor tool.

1. Broken or worn compression rings
2. Polished cylinder bores
3. Leaking or bent valves

Inspect the air induction system. If the air induction system allows dirt to enter the cylinders, it will quickly dust the engine causing high crankcase pressure.

1. Crankcase Pressure Test Adapter 303-758 or equivalent
2. Magnehelic® gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)
3. Protective screen
4. Hose
5. Screw clamps

The purpose of this test is to determine if the engine lube oil is aerated and causing poor idle quality.

Oil Aeration Test

1. Run engine at 3,000 RPM for 1 minute.
2. Take an oil sample from the engine oil temperature (EOT) sensor port at idle.
3. Inspect the sample for presence of air bubbles.

INSPECTION CHART

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

Note. The engine must be at operating temperature.

1. Remove the EOT sensor. Refer to the appropriate Engine article, Intake Air Distribution and Filtering, Electronic Engine Controls, Oil Temperature Sensor .
2. Install the High Pressure Pump Test Adapter 303-765 or equivalent and Gauge 0-1,100 kPa (0-160 psi) Bar 014-00761 or equivalent.
3. Increase the engine speed to 3,000 RPM and maintain for 1 minute.
4. Return the engine speed to idle.
5. Obtain an oil sample with the engine at idle.

1. Extended oil drain intervals - the anti-foam additives in the oil may be depleted from severe use or extended intervals
2. Air may be present due to recent engine repair on injection control pressure system. It may be necessary to operate the vehicle aggressively for 24-32 km (15-20 miles) to remove excess air
3. Incorrect type or grade of oil

1. Clear container - approximately 0.95 L (1 quart)
2. Gauge 0-1,100 kPa (0-160 psi) Bar 014-00761 or equivalent
3. High Pressure Pump Test Adapter 303-765 or equivalent

16a. Combustion Gas In The Fuel Rail Test - Bubble Test

Note. Bubbles in the secondary fuel filter bowl indicate combustion gas is leaking into the fuel rail. Combustion gases displace fuel in the fuel rail leading to incomplete injector filling on one or more cylinders. This typically occurs on cylinders adjacent to the leak source on the same fuel rail bank and also appears as low contributing cylinders in the Power Balance Test. Depending on the severity of the leak and the length of time the vehicle has been operated, injectors adjacent to the leaking injector or the full bank of new injectors may need to be installed.

Note. The bubble test is used as a screening test prior to carrying out the balloon test. Depending on the leak rate, bubbles in the secondary fuel filter bowl can be present even with all glow plugs removed.

Note. Intermittent combustion gas leaks can present as an intermittent driveability concern. Operating the engine over a range of temperatures and load conditions can assist with diagnosis.

The purpose of this test is to check if any combustion gas is leaking into the fuel rail.

1. Remove the secondary fuel filter cover and the fuel filter.
2. Cycle the ignition momentarily to raise the fuel level in the bowl and submerse the fuel inlet stand pipe.
3. Disconnect the fuel injection control module (FICM) relay.
4. While cranking the engine, observe if bubbles are present in the secondary fuel bowl. Bubbles indicate combustion gas is leaking into the fuel rail.

If bubbles are present, carry out the Combustion Gas In The Fuel Rail Test - Balloon Test to isolate the suspect injector.

If bubbles are not present, reassemble the fuel system.

1. Low fuel pressure
2. Fuel injector
3. Fuel injector lower O-ring
4. Fuel injector copper gasket

The purpose of this test is to check if any combustion gas leaks past the injector's needle and seat or past the copper combustion gasket.

COMBUSTION GAS LEAK TEST REFERENCE

Carry out the Combustion Gas In The Fuel Rail Test to verify the repair.

When the repair is verified, carry out the Fuel System Delivery test.

Note. The bubble test is used as a screening test prior to carrying out the balloon test. Depending on the leak rate, bubbles in the secondary fuel filter bowl can be present even with all glow plugs removed.

Note. If injectors have been removed or the high pressure oil system repaired, it may be necessary to operate the vehicle and carry out at least 12 short high demand acceleration cycles to purge air from the oil system.

1. If the bubble test indicated that combustion gas is leaking into the fuel system, disconnect both fuel lines from the secondary fuel filter.
2. Install a latex balloon over each fuel line and secure with a tie strap.
3. Disconnect the fuel injection control module (FICM) relay.
4. Crank the engine and observe the latex balloons for compression pulses. Identify which bank is a cause of the concern.
5. To isolate multiple combustion gas leaks, remove all but 1 glow plug from the bank that leaks the combustion gas in the rail. Crank the engine and observe the latex balloon for compression pulses. Repeat to isolate the leak.
6. For cylinders that leak combustion gas into the fuel rail, remove the injector and inspect the lower O-ring and copper gasket for an even circular crush pattern.

If a combustion gas leak is verified, install new injectors as necessary.

If an even circular crush pattern is visible on the copper gasket, install a new injector. Refer to the appropriate Fuel Charging and Controls article . Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified, carry out the Fuel System Delivery test.

If the copper gasket is missing and burnt away, the lower O-ring is damaged or the injector is loose, install a new fuel injector and fuel injector hold down assembly. The most likely cause of a burnt or missing copper gasket is incorrect torque of the hold down assembly. Refer to the appropriate Fuel Charging and Controls article . Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified, carry out the Fuel System Delivery test.

1. Fuel injector
2. Fuel injector lower O-ring
3. Fuel injector copper gasket

1. latex balloons
2. tie straps

Diagnostic Trouble Code (DTC) Charts and Descriptions

DTC INDEX

Refer to the appropriate Body or Chassis article to diagnose the body and chassis DTCs.

An X equals any number 0 through 9 or the letter A through F.

DTC B1213: ANTI-THEFT NUMBER OF PROGRAMMED KEYS IS BELOW MINIMUM

DTC B1213: ANTI-THEFT NUMBER OF PROGRAMMED KEYS IS BELOW MINIMUM

DTC B1342: ELECTRONIC CONTROL UNIT (ECU) IS FAULTED

DTC B1342: ELECTRONIC CONTROL UNIT (ECU) IS FAULTED

DTC B1600: PASSIVE ANTI-THEFT SYSTEM (PATS) IGNITION KEY TRANSPONDER SIGNAL IS NOT RECEIVED

DTC B1600: PASSIVE ANTI-THEFT SYSTEM (PATS) IGNITION KEY TRANSPONDER SIGNAL IS NOT RECEIVED

DTC B1601: PASSIVE ANTI-THEFT SYSTEM (PATS) RECEIVED INCORRECT KEY-CODE FROM IGNITION KEY TRANSPONDER

DTC B1601: PASSIVE ANTI-THEFT SYSTEM (PATS) RECEIVED INCORRECT KEY-CODE FROM IGNITION KEY TRANSPONDER

DTC B1602: PASSIVE ANTI-THEFT SYSTEM (PATS) RECEIVED INVALID FORMAT OF KEY-CODE FROM IGNITION KEY TRANSPONDER

DTC B1602: PASSIVE ANTI-THEFT SYSTEM (PATS) RECEIVED INVALID FORMAT OF KEY-CODE FROM IGNITION KEY TRANSPONDER

DTC B1681: PASSIVE ANTI-THEFT SYSTEM (PATS) TRANSCEIVER MODULE SIGNAL IS NOT RECEIVED

DTC B1681: PASSIVE ANTI-THEFT SYSTEM (PATS) TRANSCEIVER MODULE SIGNAL IS NOT RECEIVED

DTC B2103: ANTENNA NOT CONNECTED

DTC B2103: ANTENNA NOT CONNECTED

DTC B2431: TRANSPONDER PROGRAMMING FAILED

DTC B2431: TRANSPONDER PROGRAMMING FAILED

DTC P0046: TURBO/SUPER CHARGER BOOST CONTROL SOLENOID A CIRCUIT RANGE/PERFORMANCE

DTC P0046: TURBO/SUPER CHARGER BOOST CONTROL SOLENOID A CIRCUIT RANGE/PERFORMANCE

DTC P0069: MAP: BAROMETRIC PRESSURE CORRELATION

DTC P0069: MAP: BAROMETRIC PRESSURE CORRELATION

DTC P0096: INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT RANGE/PERFORMANCE

DTC P0096: INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT RANGE/PERFORMANCE

DTC P0097: INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT LOW

DTC P0097: INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT LOW

DTC P0098: INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT HIGH

DTC P0098: INTAKE AIR TEMPERATURE SENSOR 2 CIRCUIT HIGH

DTC P0101: MASS OR VOLUME AIR FLOW A CIRCUIT RANGE/PERFORMANCE

DTC P0101: MASS OR VOLUME AIR FLOW A CIRCUIT RANGE/PERFORMANCE

DTC P0103: MASS OR VOLUME AIR FLOW A CIRCUIT HIGH

DTC P0103: MASS OR VOLUME AIR FLOW A CIRCUIT HIGH

DTC P0107: MANIFOLD ABSOLUTE PRESSURE/BARO SENSOR LOW

DTC P0107: MANIFOLD ABSOLUTE PRESSURE/BARO SENSOR LOW

DTC P0108: MANIFOLD ABSOLUTE PRESSURE/BARO SENSOR HIGH

DTC P0108: MANIFOLD ABSOLUTE PRESSURE/BARO SENSOR HIGH

DTC P0112: INTAKE AIR TEMPERATURE SENSOR 1 CIRCUIT LOW

DTC P0112: INTAKE AIR TEMPERATURE SENSOR 1 CIRCUIT LOW

DTC P0113: INTAKE AIR TEMPERATURE SENSOR 1 CIRCUIT HIGH

DTC P0113: INTAKE AIR TEMPERATURE SENSOR 1 CIRCUIT HIGH

DTC P0116: ENGINE COOLANT TEMPERATURE (ECT) SENSOR 1 CIRCUIT RANGE/PERFORMANCE

DTC P0116: ENGINE COOLANT TEMPERATURE (ECT) SENSOR 1 CIRCUIT RANGE/PERFORMANCE

DTC P0117: ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT LOW

DTC P0117: ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT LOW

DTC P0118: ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT HIGH

DTC P0118: ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT HIGH

DTC P0126: INSUFFICIENT COOLANT TEMPERATURE (ECT) FOR STABLE OPERATION

DTC P0126: INSUFFICIENT COOLANT TEMPERATURE (ECT) FOR STABLE OPERATION

DTC P012F: ENGINE COOLANT TEMPERATURE/ENGINE OIL TEMPERATURE CORRELATION

DTC P012F: ENGINE COOLANT TEMPERATURE/ENGINE OIL TEMPERATURE CORRELATION

DTC P0148: FUEL DELIVERY ERROR

DTC P0148: FUEL DELIVERY ERROR

DTC P0196: ENGINE OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

DTC P0196: ENGINE OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

DTC P0197: ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW

DTC P0197: ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW

DTC P0198: ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH

DTC P0198: ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH

DTC P0219: ENGINE OVERSPEED CONDITION

DTC P0219: ENGINE OVERSPEED CONDITION

DTC P0230: FUEL PUMP PRIMARY CIRCUIT

DTC P0230: FUEL PUMP PRIMARY CIRCUIT

DTC P0231: FUEL PUMP SECONDARY CIRCUIT LOW

DTC P0231: FUEL PUMP SECONDARY CIRCUIT LOW

DTC P0232: FUEL PUMP SECONDARY CIRCUIT HIGH

DTC P0232: FUEL PUMP SECONDARY CIRCUIT HIGH

DTC P0234: TURBO/SUPER CHARGER OVERBOOST CONDITION

DTC P0234: TURBO/SUPER CHARGER OVERBOOST CONDITION

DTC P0236: TURBO/SUPER CHARGER BOOST SENSOR A CIRCUIT RANGE/PERFORMANCE

DTC P0236: TURBO/SUPER CHARGER BOOST SENSOR A CIRCUIT RANGE/PERFORMANCE

DTC P0237: TURBO/SUPER CHARGER BOOST SENSOR A CIRCUIT LOW

DTC P0237: TURBO/SUPER CHARGER BOOST SENSOR A CIRCUIT LOW

DTC P0238: TURBO/SUPER CHARGER BOOST SENSOR A CIRCUIT HIGH

DTC P0238: TURBO/SUPER CHARGER BOOST SENSOR A CIRCUIT HIGH

DTC P0261: CYLINDER 1 INJECTOR CIRCUIT LOW

DTC P0261: CYLINDER 1 INJECTOR CIRCUIT LOW

DTC P0262: CYLINDER 1 INJECTOR CIRCUIT HIGH

DTC P0262: CYLINDER 1 INJECTOR CIRCUIT HIGH

DTC P0263: CYLINDER 1 CONTRIBUTION/BALANCE

DTC P0263: CYLINDER 1 CONTRIBUTION/BALANCE

DTC P0264: CYLINDER 2 INJECTOR CIRCUIT LOW

DTC P0264: CYLINDER 2 INJECTOR CIRCUIT LOW

DTC P0265: CYLINDER 2 INJECTOR CIRCUIT HIGH

DTC P0265: CYLINDER 2 INJECTOR CIRCUIT HIGH

DTC P0266: CYLINDER 2 CONTRIBUTION/BALANCE

DTC P0266: CYLINDER 2 CONTRIBUTION/BALANCE

DTC P0267: CYLINDER 3 INJECTOR CIRCUIT LOW

DTC P0267: CYLINDER 3 INJECTOR CIRCUIT LOW

DTC P0268: CYLINDER 3 INJECTOR CIRCUIT HIGH

DTC P0268: CYLINDER 3 INJECTOR CIRCUIT HIGH

DTC P0269: CYLINDER 3 CONTRIBUTION/BALANCE

DTC P0269: CYLINDER 3 CONTRIBUTION/BALANCE

DTC P0270: CYLINDER 4 INJECTOR CIRCUIT LOW

DTC P0270: CYLINDER 4 INJECTOR CIRCUIT LOW

DTC P0271: CYLINDER 4 INJECTOR CIRCUIT HIGH

DTC P0271: CYLINDER 4 INJECTOR CIRCUIT HIGH

DTC P0272: CYLINDER 4 CONTRIBUTION/BALANCE

DTC P0272: CYLINDER 4 CONTRIBUTION/BALANCE

DTC P0273: CYLINDER 5 INJECTOR CIRCUIT LOW

DTC P0273: CYLINDER 5 INJECTOR CIRCUIT LOW

DTC P0274: CYLINDER 5 INJECTOR CIRCUIT HIGH

DTC P0274: CYLINDER 5 INJECTOR CIRCUIT HIGH

DTC P0275: CYLINDER 5 CONTRIBUTION/BALANCE

DTC P0275: CYLINDER 5 CONTRIBUTION/BALANCE

DTC P0276: CYLINDER 6 INJECTOR CIRCUIT LOW

DTC P0276: CYLINDER 6 INJECTOR CIRCUIT LOW

DTC P0277: CYLINDER 6 INJECTOR CIRCUIT HIGH

DTC P0277: CYLINDER 6 INJECTOR CIRCUIT HIGH

DTC P0278: CYLINDER 6 CONTRIBUTION/BALANCE

DTC P0278: CYLINDER 6 CONTRIBUTION/BALANCE

DTC P0279: CYLINDER 7 INJECTOR CIRCUIT LOW

DTC P0279: CYLINDER 7 INJECTOR CIRCUIT LOW

DTC P0280: CYLINDER 7 INJECTOR CIRCUIT HIGH

DTC P0280: CYLINDER 7 INJECTOR CIRCUIT HIGH

DTC P0281: CYLINDER 7 CONTRIBUTION/BALANCE

DTC P0281: CYLINDER 7 CONTRIBUTION/BALANCE

DTC P0282: CYLINDER 8 INJECTOR CIRCUIT LOW

DTC P0282: CYLINDER 8 INJECTOR CIRCUIT LOW

DTC P0283: CYLINDER 8 INJECTOR CIRCUIT HIGH

DTC P0283: CYLINDER 8 INJECTOR CIRCUIT HIGH

DTC P0284: CYLINDER 8 CONTRIBUTION/BALANCE

DTC P0284: CYLINDER 8 CONTRIBUTION/BALANCE

DTC P0297: VEHICLE OVERSPEED CONDITION

DTC P0297: VEHICLE OVERSPEED CONDITION

DTC P0298: ENGINE OIL OVERTEMPERATURE CONDITION

DTC P0298: ENGINE OIL OVERTEMPERATURE CONDITION

DTC P0299: TURBO/SUPERCHARGER A UNDER BOOST CONDITION

DTC P0299: TURBO/SUPERCHARGER A UNDER BOOST CONDITION

DTC P0300: RANDOM MISFIRE DETECTED

DTC P0300: RANDOM MISFIRE DETECTED

DTC P0301: CYLINDER 1 MISFIRE DETECTED

DTC P0301: CYLINDER 1 MISFIRE DETECTED

DTC P0302: CYLINDER 2 MISFIRE DETECTED

DTC P0302: CYLINDER 2 MISFIRE DETECTED

DTC P0303: CYLINDER 3 MISFIRE DETECTED

DTC P0303: CYLINDER 3 MISFIRE DETECTED

DTC P0304: CYLINDER 4 MISFIRE DETECTED

DTC P0304: CYLINDER 4 MISFIRE DETECTED

DTC P0305: CYLINDER 5 MISFIRE DETECTED

DTC P0305: CYLINDER 5 MISFIRE DETECTED

DTC P0306: CYLINDER 6 MISFIRE DETECTED

DTC P0306: CYLINDER 6 MISFIRE DETECTED

DTC P0307: CYLINDER 7 MISFIRE DETECTED

DTC P0307: CYLINDER 7 MISFIRE DETECTED

DTC P0308: CYLINDER 8 MISFIRE DETECTED

DTC P0308: CYLINDER 8 MISFIRE DETECTED

DTC P0335: CRANKSHAFT POSITION SENSOR A CIRCUIT

DTC P0335: CRANKSHAFT POSITION SENSOR A CIRCUIT

DTC P0336: CRANKSHAFT POSITION SENSOR A CIRCUIT RANGE/PERFORMANCE

DTC P0336: CRANKSHAFT POSITION SENSOR A CIRCUIT RANGE/PERFORMANCE

DTC P0340: CAMSHAFT POSITION SENSOR A CIRCUIT INTERMITTENT (BANK 1 OR SINGLE SENSOR)

DTC P0340: CAMSHAFT POSITION SENSOR A CIRCUIT INTERMITTENT (BANK 1 OR SINGLE SENSOR)

DTC P0341: CAMSHAFT POSITION SENSOR A CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR)

DTC P0341: CAMSHAFT POSITION SENSOR A CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR)

DTC P0381: GLOW PLUG/HEATER INDICATOR CIRCUIT

DTC P0381: GLOW PLUG/HEATER INDICATOR CIRCUIT

DTC P0401: EXHAUST GAS RECIRCULATION (EGR) FLOW INSUFFICIENT DETECTED

DTC P0401: EXHAUST GAS RECIRCULATION (EGR) FLOW INSUFFICIENT DETECTED

DTC P0402: EXHAUST GAS RECIRCULATION (EGR) FLOW EXCESSIVE DETECTED

DTC P0402: EXHAUST GAS RECIRCULATION (EGR) FLOW EXCESSIVE DETECTED

DTC P0403: EXHAUST GAS RECIRCULATION (EGR) CONTROL CIRCUIT

DTC P0403: EXHAUST GAS RECIRCULATION (EGR) CONTROL CIRCUIT

DTC P0404: EXHAUST GAS RECIRCULATION (EGR) CONTROL CIRCUIT RANGE/PERFORMANCE

DTC P0404: EXHAUST GAS RECIRCULATION (EGR) CONTROL CIRCUIT RANGE/PERFORMANCE

DTC P0405: EXHAUST GAS RECIRCULATION (EGR) SENSOR A CIRCUIT LOW

DTC P0405: EXHAUST GAS RECIRCULATION (EGR) SENSOR A CIRCUIT LOW

DTC P0406: EXHAUST GAS RECIRCULATION (EGR) SENSOR A CIRCUIT HIGH

DTC P0406: EXHAUST GAS RECIRCULATION (EGR) SENSOR A CIRCUIT HIGH

DTC P0460: FUEL LEVEL SENSOR A CIRCUIT

DTC P0460: FUEL LEVEL SENSOR A CIRCUIT

DTC P0462: FUEL LEVEL SENSOR A CIRCUIT LOW INPUT

DTC P0462: FUEL LEVEL SENSOR A CIRCUIT LOW INPUT

DTC P0463: FUEL LEVEL SENSOR A CIRCUIT HIGH INPUT

DTC P0463: FUEL LEVEL SENSOR A CIRCUIT HIGH INPUT

DTC P0470: EXHAUST PRESSURE SENSOR A CIRCUIT

DTC P0470: EXHAUST PRESSURE SENSOR A CIRCUIT

DTC P0471: EXHAUST PRESSURE SENSOR A CIRCUIT RANGE/PERFORMANCE

DTC P0471: EXHAUST PRESSURE SENSOR A CIRCUIT RANGE/PERFORMANCE

DTC P0472: EXHAUST PRESSURE SENSOR A CIRCUIT LOW

DTC P0472: EXHAUST PRESSURE SENSOR A CIRCUIT LOW

DTC P0473: EXHAUST PRESSURE SENSOR A CIRCUIT HIGH

DTC P0473: EXHAUST PRESSURE SENSOR A CIRCUIT HIGH

DTC P0478: EXHAUST PRESSURE CONTROL VALVE HIGH

DTC P0478: EXHAUST PRESSURE CONTROL VALVE HIGH

DTC P0480: FAN 1 CONTROL CIRCUIT

DTC P0480: FAN 1 CONTROL CIRCUIT

DTC P0500: VEHICLE SPEED SENSOR A

DTC P0500: VEHICLE SPEED SENSOR A

DTC P0528: FAN SPEED SENSOR CIRCUIT NO SIGNAL

DTC P0528: FAN SPEED SENSOR CIRCUIT NO SIGNAL

DTC P0560: SYSTEM VOLTAGE

DTC P0560: SYSTEM VOLTAGE

DTC P0562: SYSTEM VOLTAGE LOW

DTC P0562: SYSTEM VOLTAGE LOW

DTC P0563: SYSTEM VOLTAGE HIGH

DTC P0563: SYSTEM VOLTAGE HIGH

DTC P0565: CRUISE CONTROL ON SIGNAL

DTC P0565: CRUISE CONTROL ON SIGNAL

DTC P0566: CRUISE CONTROL OFF SIGNAL

DTC P0566: CRUISE CONTROL OFF SIGNAL

DTC P0567: CRUISE CONTROL RESUME SIGNAL

DTC P0567: CRUISE CONTROL RESUME SIGNAL

DTC P0568: CRUISE CONTROL SET SIGNAL

DTC P0568: CRUISE CONTROL SET SIGNAL

DTC P0569: CRUISE CONTROL COAST SIGNAL

DTC P0569: CRUISE CONTROL COAST SIGNAL

DTC P0605: INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR

DTC P0605: INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR

DTC P0606: CONTROL MODULE PROCESSOR

DTC P0606: CONTROL MODULE PROCESSOR

DTC P0611: FUEL INJECTOR CONTROL MODULE PERFORMANCE

DTC P0611: FUEL INJECTOR CONTROL MODULE PERFORMANCE

DTC P0620: GENERATOR CONTROL CIRCUIT

DTC P0620: GENERATOR CONTROL CIRCUIT

DTC P0623: GENERATOR LAMP CONTROL CIRCUIT

DTC P0623: GENERATOR LAMP CONTROL CIRCUIT

DTC P0649: CRUISE CONTROL LAMP CONTROL CIRCUIT

DTC P0649: CRUISE CONTROL LAMP CONTROL CIRCUIT

DTC P0657: ACTUATOR SUPPLY VOLTAGE A CIRCUIT OPEN

DTC P0657: ACTUATOR SUPPLY VOLTAGE A CIRCUIT OPEN

DTC P0670: GLOW PLUG CONTROL MODULE (GPCM) CONTROL CIRCUIT/OPEN

DTC P0670: GLOW PLUG CONTROL MODULE (GPCM) CONTROL CIRCUIT/OPEN

DTC P0671: CYLINDER 1 GLOW PLUG CIRCUIT/OPEN

DTC P0671: CYLINDER 1 GLOW PLUG CIRCUIT/OPEN

DTC P0672: CYLINDER 2 GLOW PLUG CIRCUIT/OPEN

DTC P0672: CYLINDER 2 GLOW PLUG CIRCUIT/OPEN

DTC P0673: CYLINDER 3 GLOW PLUG CIRCUIT/OPEN

DTC P0673: CYLINDER 3 GLOW PLUG CIRCUIT/OPEN

DTC P0674: CYLINDER 4 GLOW PLUG CIRCUIT/OPEN

DTC P0674: CYLINDER 4 GLOW PLUG CIRCUIT/OPEN

DTC P0675: CYLINDER 5 GLOW PLUG CIRCUIT/OPEN

DTC P0675: CYLINDER 5 GLOW PLUG CIRCUIT/OPEN

DTC P0676: CYLINDER 6 GLOW PLUG CIRCUIT/OPEN

DTC P0676: CYLINDER 6 GLOW PLUG CIRCUIT/OPEN

DTC P0677: CYLINDER 7 GLOW PLUG CIRCUIT/OPEN

DTC P0677: CYLINDER 7 GLOW PLUG CIRCUIT/OPEN

DTC P0678: CYLINDER 8 GLOW PLUG CIRCUIT/OPEN

DTC P0678: CYLINDER 8 GLOW PLUG CIRCUIT/OPEN

DTC P0683: GLOW PLUG CONTROL MODULE (GPCM) TO POWERTRAIN CONTROL MODULE (PCM) COMMUNICATION CIRCUIT

DTC P0683: GLOW PLUG CONTROL MODULE (GPCM) TO POWERTRAIN CONTROL MODULE (PCM) COMMUNICATION CIRCUIT

DTC P0685: ELECTRONIC CONTROL MODULE (ECM)/POWERTRAIN CONTROL MODULE (PCM) POWER RELAY CONTROL CIRCUIT/OPEN

DTC P0685: ELECTRONIC CONTROL MODULE (ECM)/POWERTRAIN CONTROL MODULE (PCM) POWER RELAY CONTROL CIRCUIT/OPEN

DTC P0689: ELECTRONIC CONTROL MODULE (ECM)/POWERTRAIN CONTROL MODULE (PCM) POWER RELAY SENSE CIRCUIT LOW

DTC P0689: ELECTRONIC CONTROL MODULE (ECM)/POWERTRAIN CONTROL MODULE (PCM) POWER RELAY SENSE CIRCUIT LOW

DTC P0690: ELECTRONIC CONTROL MODULE (ECM)/POWERTRAIN CONTROL MODULE (PCM) POWER RELAY SENSE CIRCUIT HIGH

DTC P0690: ELECTRONIC CONTROL MODULE (ECM)/POWERTRAIN CONTROL MODULE (PCM) POWER RELAY SENSE CIRCUIT HIGH

DTC P0700: TRANSMISSION CONTROL SYSTEM (MIL REQUEST)

DTC P0700: TRANSMISSION CONTROL SYSTEM (MIL REQUEST)

DTC P0703: BRAKE SWITCH B INPUT CIRCUIT

DTC P0703: BRAKE SWITCH B INPUT CIRCUIT

DTC P1000: ON-BOARD DIAGNOSTIC (OBD) SYSTEMS READINESS TEST NOT COMPLETE

DTC P1000: ON-BOARD DIAGNOSTIC (OBD) SYSTEMS READINESS TEST NOT COMPLETE

DTC P1001: KEY ON ENGINE RUNNING (KOER) NOT ABLE TO COMPLETE, KOER ABORTED

DTC P1001: KEY ON ENGINE RUNNING (KOER) NOT ABLE TO COMPLETE, KOER ABORTED

DTC P1102: MASS AIR FLOW SENSOR IN RANGE BUT LOWER THAN EXPECTED

DTC P1102: MASS AIR FLOW SENSOR IN RANGE BUT LOWER THAN EXPECTED

DTC P1148: GENERATOR 2 CONTROL CIRCUIT

DTC P1148: GENERATOR 2 CONTROL CIRCUIT

DTC P1149: GENERATOR 2 MONITOR CIRCUIT HIGH

DTC P1149: GENERATOR 2 MONITOR CIRCUIT HIGH

DTC P115A: LOW FUEL LEVEL - FORCED LIMITED POWER

DTC P115A: LOW FUEL LEVEL - FORCED LIMITED POWER

DTC P1184: ENGINE OIL TEMPERATURE SENSOR OUT OF SELF-TEST RANGE

DTC P1184: ENGINE OIL TEMPERATURE SENSOR OUT OF SELF-TEST RANGE

DTC P1260: THEFT DETECTED, VEHICLE IMMOBILIZED

DTC P1260: THEFT DETECTED, VEHICLE IMMOBILIZED

DTC P1284: ABORTED KOER - INJECTOR CONTROL PRESSURE FAILURE

DTC P1284: ABORTED KOER - INJECTOR CONTROL PRESSURE FAILURE

DTC P1335: EXHAUST GAS RECIRCULATION (EGR) POSITION SENSOR MINIMUM/MAXIMUM STOP PERFORMANCE

DTC P1335: EXHAUST GAS RECIRCULATION (EGR) POSITION SENSOR MINIMUM/MAXIMUM STOP PERFORMANCE

DTC P1378: FUEL INJECTOR CONTROL MODULE SYSTEM VOLTAGE LOW

DTC P1378: FUEL INJECTOR CONTROL MODULE SYSTEM VOLTAGE LOW

DTC P1379: FUEL INJECTOR CONTROL MODULE SYSTEM VOLTAGE HIGH

DTC P1379: FUEL INJECTOR CONTROL MODULE SYSTEM VOLTAGE HIGH

DTC P1397: SYSTEM VOLTAGE OUT OF SELF-TEST RANGE

DTC P1397: SYSTEM VOLTAGE OUT OF SELF-TEST RANGE

DTC P1408: EXHAUST GAS RECIRCULATION (EGR) FLOW OUT OF SELF-TEST RANGE

DTC P1408: EXHAUST GAS RECIRCULATION (EGR) FLOW OUT OF SELF-TEST RANGE

DTC P1501: VEHICLE SPEED SENSOR OUT OF SELF-TEST RANGE

DTC P1501: VEHICLE SPEED SENSOR OUT OF SELF-TEST RANGE

DTC P1502: INVALID TEST - AUXILIARY POWER CONTROL FUNCTIONING

DTC P1502: INVALID TEST - AUXILIARY POWER CONTROL FUNCTIONING

DTC P1531: INVALID TEST - ACCELERATOR PEDAL MOVEMENT

DTC P1531: INVALID TEST - ACCELERATOR PEDAL MOVEMENT

DTC P1536: PARKING BRAKE SWITCH CIRCUIT

DTC P1536: PARKING BRAKE SWITCH CIRCUIT

DTC P1561: BRAKE LINE PRESSURE SENSOR CIRCUIT

DTC P1561: BRAKE LINE PRESSURE SENSOR CIRCUIT

DTC P1610: INTERACTIVE REPROGRAMMING CODE - REPLACE MODULE

DTC P1610: INTERACTIVE REPROGRAMMING CODE - REPLACE MODULE

DTC P1611: INTERACTIVE REPROGRAMMING CODE - DIAGNOSE FURTHER

DTC P1611: INTERACTIVE REPROGRAMMING CODE - DIAGNOSE FURTHER

DTC P1615: INTERACTIVE REPROGRAMMING CODE - ERASE ERROR

DTC P1615: INTERACTIVE REPROGRAMMING CODE - ERASE ERROR

DTC P1616: INTERACTIVE REPROGRAMMING CODE - ERASE ERROR, LOW VOLTAGE

DTC P1616: INTERACTIVE REPROGRAMMING CODE - ERASE ERROR, LOW VOLTAGE

DTC P1617: INTERACTIVE REPROGRAMMING CODE - BLOCK PROGRAM ERROR