Engine Controls - Diagnostic Subroutines -- 6.0l Diesel Ford Cutaway E350

Scheme 173

Note. For a hard start/no start concern with the engine oil temperature (EOT) below 15°C (60°F) carry out Step 11 first.

Purpose

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

Recommended Procedure

Inspect the fuel system, including the fuel tank and the fuel lines for kinks, bends and/or leakage. Inspect for coolant leaks at the radiator and the heater hoses and check the coolant level. Inspect the manifold absolute pressure (MAP) sensor and the intercooler 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 could cause fuel system to lose prime.
2. Kinked or blocked fuel supply lines will create fuel restriction.
3. Fuel or oil leaks could contribute to no start conditions.
4. Coolant leaks could indicate engine problems.
5. Electronic connectors may be damaged or not properly installed causing a no start condition. The camshaft position (CMP) sensor, crankshaft position (CKP) sensor, injection pressure regulator (IPR) and the PCM connectors are the most critical electronic sensors/actuators to inspect in no start situations.
6. Pinched or open manifold absolute pressure (MAP) sensor hose.
7. Pinched or open intercooler hose.

Tools Required

Inspection light

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/viscosity.
3. Miles/hours on oil, correct level.

Check for 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/coolant is diluting the oil and filling the crankcase.

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 will have a diesel fuel odor and will increase the engine oil level. If the engine oil level is above Max due to diesel fuel dilution, the oil will appear 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 Fuel Pressure Adapter (303-765) and Gauge 0-1.1 MPa (0-160 psi) Bar 014-00761 or equivalent at the test port to confirm constant fuel pressure.

Using the diagnostic 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 correct oil 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 will have increased viscosity (become thicker) and will make engine cranking more difficult and starting less reliable at temperatures below freezing. Refer to the lube oil chart in the Workshop Manual 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.

High Pressure Pump Test Adapter 303-765 or equivalent

Gauge 0-1.1 MPa (0-160 psi) Bar (part of Pressure Adapter Kit 014-00761 or equivalent)

Diagnostic 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.
3. Check for illumination of the air filter restriction indicator (F-Super Duty/Excursion).

Inspect the air cleaner inlet and ducting to verify it is not blocked or collapsed. 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.

Scheme 174

Scheme 175

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

1. Snow, plastic bags, 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.
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 control module.
3. A cetane rating between 40 and 50 is recommended for optimum performance.

Open the drain valve on the fuel control 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.

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.

Scheme 176

Scheme 177

1. No fuel in the tank.
2. Fuel supply line could be broken or crimped.
3. Fuel could be jelled (most likely in cold weather with No. 2 fuel).
4. Pickup tube screen in tank could be 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 0.95L (1-quart)

The purpose of this test is to verify there is sufficient fuel pressure for starting.

Electric Fuel Pump Pressure

1. Verify there is fuel in the tank.
2. Check the fuel pump power and ground circuits.
3. Measure the fuel pressure at the engine fuel filter housing test port with a 0-101 MPa (0-160 psi) gauge.
4. Fuel pump will run for 20 seconds at initial key on and then pressure will decrease.

ELECTRIC FUEL PUMP PRESSURE SPECIFICATIONS

Verify there is fuel in the tank and battery voltage at the fuel pump. Using a digital multimeter, measure the voltage between the fuel pump power and ground circuits. Battery voltage will be present for approximately 20 seconds after the ignition key is turned on. If no voltage is present, GO to PINPOINT TEST M .

Scheme 178

Scheme 179

Remove the plug from the front of the fuel filter housing. Install the High Pressure Pump Test Adapter 303-765 or equivalent and the Gauge 0-1.1 MPa (0-160 psi) Bar 014-00761 or equivalent. Measure the fuel pressure with the ignition switch in the START or ON position. If fuel pressure is below the specification of 310 kPa (45 psi), go to the next step to verify no restriction.

Scheme 180

1. Fuel pump relay
2. Inertia switch

High Pressure Pump Test Adapter 303-765 or equivalent

Gauge 0-1.1 MPa (0-160 psi) Bar (part of Pressure Adapter Kit 014-00761 or equivalent)

The purpose of this test is to isolate the cause of low fuel pressure.

Electric Fuel Pump Inlet Restriction

Measure the restriction at the fuel pump inlet.

Recommend Procedure

Remove the fuel line to the inlet side of the fuel pump. Install the Fuel Pump Adapter 310-111 or equivalent between the fuel inlet line and the electric fuel pump. Connect the test adapter to gauge 0-762 mm Hg (0-30 in Hg) vacuum. Measure the restriction at wide open throttle (WOT) (maximum engine speed out of gear with the brakes set and the wheels blocked). If restriction is greater than 152 mm Hg (6 in Hg), there is a restriction between the fuel pump and the fuel tank. If the restriction is less than 152 mm Hg (6 in Hg), inspect both fuel filters. If the filters are OK, inspect the fuel regulator valve. If regulator and filters are OK, install a new fuel pump.

1. Fuel line restriction
2. Fuel pressure regulator valve
3. Fuel filters
4. Fuel pump

Fuel Pump Adapter 310-111 or equivalent

Vacuum Gauge (part of Pressure Adapter 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 diagnostic tool. Diagnostic trouble codes (DTCs) set during this test are current faults.

Note. To verify that the DTC is a hard fault, first clear continuous DTCs (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 diagnostic 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 «QUICK TEST OPERATION»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-methods-60l-diesel__quick-test-operation) .
2. Refer to the diagnostic tool operating manual for instructions.
3. Key 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 will 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.

Diagnostic 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.

Connect the diagnostic 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 «QUICK TEST OPERATION»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-methods-60l-diesel__quick-test-operation) .
2. Refer to the diagnostic tool operating manual for instructions.
3. Key on, engine off.
4. Follow operating instructions from the menu.
5. Record the continuous DTCs and freeze frame information and carry out the appropriate pinpoint test for continuous DTC diagnostics.
6. Continuous DTCs must be cleared after a repair.

Diagnostic tool

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

The purpose of this test is to determine if the 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)

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

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

Scheme 181

This test determines if the injector circuits and solenoids are electrically operating without fault. 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 fault is detected, a DTC will be output on the data link at the end of the test when requested by a diagnostic tool. Only a hard fault DTC will be displayed.

Connect the diagnostic 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 «QUICK TEST OPERATION»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-methods-60l-diesel__quick-test-operation) .
2. Refer to the diagnostic tool operating manual for instructions.
3. Key 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 shorted injector circuit.
2. Injector connector.
3. Injector solenoid.
4. FICM power or ground circuit.
5. FICM.

Diagnostic tool

The purpose of this test is to verify PCM power during cranking.

Diagnostic Tool - Data List Monitoring

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

Note. The 8 volt specification represents the minimum battery voltage required for engine starting. Greater than average crank times will be 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. You may need to use an outside power source for the diagnostic tool.

1. Connect the diagnostic tool.
2. Key on, engine off.
3. Access and monitor the B+ PID while cranking the engine.

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

GO to Pinpoint Test A to diagnose a voltage concern.

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

Diagnostic tool

The purpose of this test is to verify FICM power during cranking.

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

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

1. Connect the diagnostic tool.
2. Key on, engine off.
3. Access and monitor the FICMLPWR and FICMVPWR PIDS while cranking the engine.

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

GO to Pinpoint Test AS for FICMVPWR diagnosis.

Diagnostic tool

The purpose of this test is to verify the CMP and CKP sensors and circuits are functioning.

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

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

1. Connect the diagnostic tool.
2. Key on, engine off.
3. Access and monitor the RPM 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 CONTROL SYSTEM DIAGNOSTIC SHEET REFERENCE for normal operating values.

1. Weak battery or starter.
2. Circuitry.
3. CKP sensor.
4. CMP sensor.

GO to Pinpoint Test D for CKP sensor diagnosis.

GO to Pinpoint Test V for CMP sensor diagnosis.

Diagnostic tool

The purpose of this test is to determine if the injection control pressure (ICP) system can supply enough injection control pressure to sustain starting.

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

1. Connect the diagnostic tool.
2. Key ON, engine OFF.
3. Access and monitor the ICP and IPR PIDS while cranking the engine.

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 will not be enabled by the PCM because of insufficient rail pressure.

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 system issues will 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 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 may result 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. (Scheme 182)and (Scheme 183).

Scheme 182

Scheme 183

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

Scheme 184

Isolate the cause of low injection control pressure.

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.

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

1. Verify base engine oil pressure. Refer to ENGINE - 6.0L DIESEL .
2. Key ON, engine OFF. Using the diagnostic tool, close the IPR valve by increasing the IPR duty cycle.
3. Slowly apply regulated shop-air pressure to the high pressure oil rail through the ICP port, using the Adapter, High Pressure Pump Test 303-765 or equivalent.
4. Using the diagnostic tool open the IPR valve by decreasing the IPR duty cycle. Allow oil to drain through the IPR valve. An air leak should be heard. Using the diagnostic tool, close the IPR valve by increasing the IPR duty cycle. If no change is heard, the IPR valve may not be functioning as commanded. GO to Pinpoint Test «R»(ref-232984-S14166552142006052300000) for IPR circuit DTCs. If no DTCs are present, install a new IPR valve and repeat the test.
5. Using the diagnostic tool, increase the IPR duty cycle to close the IPR valve. If the no start condition exists, an audible leak may be identified by using a stethoscope through the oil fill tube or left valve cover crankcase vent hole. If a small leak condition, an intermittent no start condition, or the ICP elevated pressure after a 15 minute soak and engine start condition exists, remove the valve covers to inspect for leaks. Refer to ENGINE - 6.0L DIESEL .
6. Slowly apply regulated shop air pressure to the right high pressure oil rail through the ICP port, using the Adapter, High Pressure Pump Test 303-765 or equivalent, or fill port using the Adapter, High Pressure Rail Test 303-766 or equivalent. Check for leaks. A stethoscope may be used to help identify the leak.
7. Repair any leaks as necessary and repeat the air pressure check for leaks. Continue diagnosis if the concern still exists.
8. Disconnect shop air pressure supply. Install an ICP sensor or plug.
9. Slowly apply regulated shop air pressure to the left high pressure oil rail through the ICP port, using the Adapter, High Pressure Pump Test 303-765 or equivalent, or fill port using the Adapter, High Pressure Rail Test 303-766 or equivalent.
10. Using the diagnostic tool open the IPR valve by decreasing the IPR duty cycle. Allow oil to drain through the IPR valve. An air leak should be heard. Using the diagnostic tool, close the IPR valve by increasing the IPR duty cycle.
11. IPR valve closed. Check the left high pressure oil rail for leaks. A stethoscope may be used to help identify the leak.
12. Repair any leaks as necessary and test for leaks. Continue the diagnosis if the concern still exists.

IPR And High Pressure Pump Test

1. Install the ICP sensor or fill port plug removed during high pressure oil rail test.
2. Remove the IPR valve. Inspect the IPR valve screen for damage or foreign matter. Remove the foreign matter as necessary. Install a new high pressure pump if the IPR valve screen is damaged.
3. Remove the high pressure pump cover. Refer to FUEL CHARGING & CONTROLS - 6.0L DIESEL .
4. Install the IPR valve and connect the IPR valve connector.
5. Remove the plug from the top of the high pressure pump.
6. Install the Adapter, High Pressure Rail Test 303-766 or equivalent in place of the plug.
7. Slowly apply regulated shop-air pressure to the high pressure pump, using the Adapter, High Pressure Rail Test 303-766 or equivalent.
8. Using the diagnostic tool, close the IPR valve by increasing the IPR duty cycle. Check the high pressure pump for leaks.
9. Inspect the discharge tube, quick connect joint and the high pressure oil branch tube for damage. If no leaks are found and the engine has correct oil flow, install a new high pressure pump.
10. If the leak is isolated to the branch tube quick connect fitting, install a new quick connect fitting and a new branch tube.

1. Adapter, High Pressure Pump Test 303-765 or equivalent
2. Adapter, High Pressure Rail Test 303-766 or equivalent

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

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

FUEL PULSE WIDTH SPECIFICATION

1. Connect the diagnostic tool.
2. Key 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 MUEs to 2 ms fuel pulse width (FUEL PW) will be 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 0 ms fuel pulse width (a no fueling pulse) will be 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

Diagnostic tool

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

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

1. Connect the diagnostic tool.
2. Key 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 CONTROL SYSTEM DIAGNOSTIC SHEET REFERENCE for normal operating values.

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

Diagnostic tool

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

Glow Plug System Operation

1. Glow Plug Control Module (GPCM) Operation Glow plug on time is dependent on oil temperature and altitude. The GPCM will command the glow plugs on for 1 to 120 seconds. The GPCM does not operate if the oil temperature is above 55°C (131 °F). Connect the diagnostic tool. Access and retrieve the KOEO and continuous DTCs. If GPCM DTCs are present, GO to Pinpoint Test «AF»(ref-232984-S21906301812006052300000) . Verify B+ voltage is supplied to the GPCM. Access and monitor the GPCTM and EOT PIDS to verify sufficient glow plug ON time. Turn the key to the ON position and measure the glow plug voltage (ON time).

Note. The wait to start indicator ON time (1-10 seconds) is independent from glow plug ON time.

1. Glow Plug Resistance Disconnect the glow plug bus bar connector. Measure the resistance between the glow plug bus bar connector, component side and battery ground. Disconnect the GPCM. Measure the resistance between the GPCM connector, harness side and the glow plug bus bar connector, harness side.

Note. Check for poor connections or loose fitting pins.

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

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 pedal may be used to increase the engine speed to increase voltage if needed. For fault detection, the self-test requires a fault present at the time of testing.

Scheme 185

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

1. Multimeter 105-R0057 or equivalent
2. Diagnostic tool

Scheme 186

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

Visual Engine/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, intercooler hoses, and intake for leaks.

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 properly secured.
6. Inspect the intercooler hoses for leaks.

1. Loose or leaking fuel lines.
2. Kinked or blocked fuel lines.
3. Fuel or oil leaks.
4. Coolant leaks could indicate engine problems.
5. Pinched or open MAP sensor hose.
6. Pinched or open intercooler hose.
7. Improper connections.

Inspection light

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

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

Open the drain valve on the fuel control 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.

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.

Scheme 187

1. No fuel in tank.
2. Fuel supply line could be broken or crimped.
3. Fuel could be jelled (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 may indicate that the tank and fuel system may need to be flushed and cleaned.

Clear container - approximately 0.95L (1-quart)

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

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

Check for 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 is overfull, it is possible the engine was incorrectly repaired or fuel is diluting the oil and filling the crankcase.

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

Oil contaminated with diesel fuel will have a diesel fuel odor and will increase the engine oil level. If the engine oil level is above Max due to diesel fuel dilution, the oil will appear 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 High Pressure Pump Test Adapter (303-765) or equivalent and Gauge 0-1.1 MPa (0-160 psi) Bar 014-00761 or equivalent at the test port to confirm constant fuel pressure.

Using the diagnostic tool, access 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 correct oil 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 will have increased viscosity (become thicker) and will make engine cranking more difficult and starting less reliable at temperatures below freezing. Refer to the lube oil chart in the Workshop Manual or Owner's Literature for the correct oil selection for temperature conditions.

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

Adapter 303-765 or equivalent

Gauge 0-1.1 MPa (0-160 psi) Bar (part of Pressure Adapter Kit 014-00761 or equivalent)

Diagnostic 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 diagnostic tool. Diagnostic trouble code (DTCs) set during this test are current faults.

Note. To verify that the DTC is a hard fault, first clear continuous DTCs (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 diagnostic 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 «QUICK TEST OPERATION»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-methods-60l-diesel__quick-test-operation) .
2. Refer to the diagnostic tool operating manual for instructions.
3. Key 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.

Diagnostic 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.

1. DTCs retrieved during this test are historical faults.

Connect the diagnostic 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 «QUICK TEST OPERATION»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-methods-60l-diesel__quick-test-operation) .
2. Refer to the diagnostic tool operating manual for instructions.
3. Key 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. Continuous DTCs must be cleared after a repair is made.

Diagnostic tool

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

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

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

Note. Sequence repeats three times.

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

This test determines if the injector circuits and solenoids are electrically operating without fault. 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 fault is detected, a DTC will be output on the data link at the end of the test when requested by a diagnostic tool. Only a hard fault DTC will be displayed.

Connect the diagnostic tool. Turn off 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 «QUICK TEST OPERATION»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-methods-60l-diesel__quick-test-operation) .
2. Refer to the diagnostic tool operating manual for instructions.
3. Key on, engine off.
4. Follow the operating instructions from the menu.
5. Carry out the KOEO Injector Electrical Self-Test (Click Test).
6. Record the DTCs and carry out the appropriate pinpoint test.

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

Diagnostic 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.

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 Pressure Adapter Kit 014-00761 or equivalent to install a Magnehelic® gauge on the port on the air cleaner and measure restriction at high idle.

Scheme 188

Scheme 189

1. Snow, plastic bags, 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 Pressure Adapter Kit 014-00761 or equivalent)

The purpose of this test is to check the EGR valve closed, open, and travel positions.

EGR Position

1. Key on, engine off.
2. Use the diagnostic tool to command the output state control (OSC) for the EGR valve.
3. Monitor the EGR valve position sensor PID to calculate travel.

Correct concern causing out of specification values before continuing.

1. Connect the diagnostic tool.
2. Key on, engine off.
3. Access the EGR valve position sensor PID and record the closed EGR valve position voltage.
4. Access OSC and open the EGR valve 100%.
5. Record the EGR valve open position voltage.
6. Subtract the closed EGR valve position voltage from the open EGR valve position voltage.
7. If the valve travel and travel voltage are below specification, install a new EGR valve and retest the system.

1. EGR control circuit.
2. EGR valve.
3. PCM.

Diagnostic 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 EP PID with diagnostic tool and the engine temperature greater than 70 °C (158 °F) at 3,800 RPM with the vehicle in PARK/NEUTRAL.

Connect the diagnostic tool. Access and monitor the EP and RPM PIDS.

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

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

Diagnostic tool

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

1. Measure the fuel system pressure at the engine filter housing test port.
2. Road test the vehicle with the engine at full load condition.

If pressure fails low, go to step 10b .

If fuel pressure is above specification, check fuel return lines for restriction.

If no restriction is present, install a new fuel pressure regulator valve.

1. Verify there is fuel in the tank.
2. Remove the plug from the front of the engine fuel filter housing. Install High Pressure Pump Test Adapter 303-765 or equivalent and Gauge 0-1.1 MPa (0-160 psi) Bar 014-00761 or equivalent.
3. Road test the vehicle at a full load condition.

If pressure fails low, go to step 10b .

If fuel pressure is above specification, check the fuel return lines for a restriction.

If no restriction is present, install a new fuel pressure regulator valve.

Scheme 190

Scheme 191

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

High Pressure Pump Test Adapter 303-765 or equivalent

Gauge 0-1.1 MPa (0-160 psi) Bar (part of Pressure Adapter Kit 014-00761 or equivalent)

The purpose of this test is to isolate the cause of low fuel pressure.

Measure restriction at fuel pump inlet.

Remove the fuel line to the inlet side of the fuel pump. Install Fuel Pump Adapter 310-111 or equivalent between the fuel inlet line and the electric fuel pump. Connect test adapter to a 0-762 mm Hg (0-30 in Hg) vacuum gauge. Measure restriction at WOT (maximum engine speed out of gear with the brakes set and the wheels blocked). If restriction is greater than 152 mm Hg (6 in Hg), there is a restriction between the fuel pump and the fuel tank. If restriction is less than 152 mm Hg (6 in Hg), inspect both fuel filters. If the filters are OK, inspect the fuel regulator valve. If the regulator and filters are OK, install a new fuel pump.

1. Fuel line restriction.
2. Fuel pressure regulator valve.
3. Fuel filters.
4. Fuel pump.

Fuel Pump Adapter 310-111 or equivalent

Vacuum Gauge (part of Pressure Test Adapter 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 control module. Refer to FUEL TANK & LINES - GASOLINE AND DIESEL .

Run at the engine at WOT for 2 minutes.

The return fuel should be free of bubbles.

1. Remove the fuel return line at the fuel control module.
2. Attach a 1/4 inch diameter hose (clear) to the fuel control module and place the other end of the hose into Rotunda Tool 034-00005 or equivalent.
3. Turn the ignition on. The fuel pump will cycle on, then off. Diesel fuel may not flow out through the attached hose after only one key cycle. Repeat the key 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 will appear white, foamy or non-transparent. If no or very little air is present in the fuel, the fuel will appear 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 will carry 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 will be 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 will verify the ICP, exhaust gas recirculation (EGR), and variable geometry turbo (VGT) systems performance.

Note. Engine will run rough during this test.

Connect the diagnostic 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 «QUICK TEST OPERATION»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-methods-60l-diesel__quick-test-operation) .
2. Refer to the diagnostic tool operating manual for instructions.
3. Key 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.

Diagnostic tool

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

Low Idle Stability (ICP Pressure)

1. Check at low idle and EOT above 70°C (158°F)
2. Monitor the ICP and RPM PIDS with the diagnostic tool.

If engine RPM is unstable, disconnect the ICP sensor.

1. ICP will default to 6.0 MPa (870 psi) when disconnected. If RPM smooths out, the ICP sensor or circuit is suspect. If RPM is still unstable, connect the ICP sensor and go to step «12b»(/ford/cutaway-e350/2004-2007/remont/testing-diagnostics/#engine-controls-diagnostic-subroutines-60l-diesel) .

Note. The engine must be at operating temperature.

1. Connect the diagnostic tool.
2. Key on, engine running.
3. Access and monitor the ICP and RPM PIDS.
4. Operate the engine at low idle speed.

If the engine does not stabilize, disconnect the ICP sensor. 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 12b .

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

Diagnostic tool

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

1. Check at low idle and EOT above 70°C (158° F)
2. Monitor the IPR PID with the diagnostic tool.

Note. The engine must be at operating temperature.

1. Connect the diagnostic tool.
2. Key on, engine running.
3. Access and monitor the IPR and RPM PIDS.
4. Operate the engine at low idle speed.

If the IPR duty cycle is less than the maximum specification, go to the next step. If the IPR duty cycle is greater than the maximum specification, go to test 10e of the Hard Start/No Start Diagnostics and check for an injection control system leak.

1. Debris stuck in the IPR.
2. Injection control system leak.

Diagnostic tool

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

Boost Pressure Test

1. Carefully inspect the intercooler tubes/connections, turbocharger connections, exhaust system and MAP hose for signs of damage or leaks.
2. Carry out the boost pressure test at 1,200 RPM.
3. Monitor the EGR duty cycle, MGP, RPM, and VGT duty cycle PIDS with the diagnostic tool.
4. Control the engine speed to 1,200 RPM and EGR duty cycle to 0% with the diagnostic tool.
5. Control the VGT duty cycle to 0% and 85% with the diagnostic tool.

Note. If the test fails, GO to Pinpoint Test KA .

1. Key on, engine running.
2. Access and monitor the MGP, EGR_DC, RPM, and VGTDC PIDS.
3. Control the RPM_DSD PID to 1,200 RPM and EGRDC PID to 0%.
4. Decrease the VGTDC PID to 0% and record the MGP PID value.
5. Increase the VGTDC PID to 85% and record the MGP PID value.
6. Decrease the VGTDC PID to 0% and record the MGP PID value.

If the MGP PID values are within specifications, go to the next step. If the MGP PID values are not within specifications, 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. Intercooler hoses leaking
7. Intercooler
8. EGR sticking

Diagnostic tool

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

Crankcase Pressure Test - F-Super Duty/Excursion

1. Measure the pressure at the oil fill tube with 6.0L Crankcase Pressure Tester 303-758, with the engine at 70°C (158° F) minimum.
2. Block the breather tube on the left valve cover.
3. Measure with no load at 3,000 RPM.

If greater than 15 mm Hg (8 H 2 O), refer to ENGINE - 6.0L DIESEL .

Scheme 192

Recommended Procedure - F-Super Duty/Excursion

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

Make sure the engine is at operating temperature. A cold engine will give higher readings. Remove the ducting to the turbocharger inlet pipe and remove the inlet pipe and elbow that connects to the breather box. Block the outlet at the valve cover with the cap provided in Pressure Test Adapter Kit 014-00761 or equivalent. Install a protective screen over the turbocharger inlet.

Install the Crankcase Pressure Test Adapter 303-758 in the oil fill cap hole. Plumb to the Magnehelic® gauge in the gauge block. Make sure the Magnehelic® gauge 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.

Crankcase Pressure Test - E-Series

1. Measure the pressure at the oil fill tube with 6.0L Crankcase Pressure Tester 303-758, with the engine at 70°C (158°F) minimum.
2. Block the breather tube on the left valve cover.
3. Measure with no load at 3,000 RPM.

If greater than 15 mm Hg (8 H 2 O), refer to ENGINE - 6.0L DIESEL .

Scheme 193

Recommended Procedure - E-Series

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

Make sure the engine is at operating temperature. A cold engine will give 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. For additional information, refer to INTAKE AIR DISTRIBUTION AND FILTERING . Block the outlet at the valve cover with the cap provided in Pressure Test Adapter Kit 014-00761 or equivalent. Install a protective screen over the turbocharger inlet.

Install the Crankcase Pressure Test Adapter 303-758 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 and the opposite end of the hose to the oil fill tube and secure with screw clamps.

Plumb to the Magnehelic® gauge in the gauge block. Make sure the Magnehelic® gauge 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 Pressure Test Kit 014-00761)
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.

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. For additional information, refer to ELECTRONIC ENGINE CONTROLS - DIESEL ENGINE .
2. Install the High Pressure Pump Test Adapter 303-765 or equivalent and Gauge 0-1.1 MPa (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 kilometers (15-20 miles) to remove excess air.
3. Incorrect type or grade of oil.

1. Clear container - approximately 0.95L (1 -quart)
2. Gauge 0-1.1 MPa (0-160 psi) Bar 014-00761 or equivalent
3. High Pressure Pump Test Adapter 303-765 or equivalent

Diagnostic Trouble Code (DTC) Descriptions

DIAGNOSTIC TROUBLE CODE (DTC) DESCRIPTIONS

Note 1

Repeat the self-test. Refer to DIAGNOSTIC TROUBLE CODE (DTC) DESCRIPTIONS for further diagnostic information.

Note 2

Clear the DTCs. Repeat the self-test. If the DTC is present again, install a new PCM

Note 3

Refer to FLASH ELECTRICALLY ERASABLE PROGRAMMABLE READ .

Note 4

Refer to INSTRUMENT CLUSTER for diagnostic procedures.

Note 5

For F-Super Duty/Excursion, GO to Pinpoint Test DF . For E-Series, refer to the AUTOMATIC TRANSAXLE/TRANSMISSION .

Note 6

For malfunction indicator lamp (MIL) concerns, refer to SYMPTOM CHARTS - EXCURISION (6.0L DIESEL) .

Note 7

Refer to CHARGING SYSTEM - GENERAL PROCEDURES for diagnostic procedures.

Note 8

Refer to AUTOMATIC TRANSAXLE/TRANSMISSION for diagnostic procedures.

Note 9

Refer to ANTI-THEFT for diagnostic procedures.

Note 10

Refer to the PERFORMANCE DIAGNOSTIC PROCEDURES for further diagnostics.

Note 11

Refer to MODULE COMMUNICATIONS NETWORK for diagnostic procedures.

Note 12

If the Glow Plug Monitor Self-Test aborts and this DTC is present, repeat the Glow Plug Monitor Self-Test.

Note 13

This DTC will set if system voltage is greater than 18 volts or less than 10 volts during the KOER Glow Plug self-test. Refer to CHARGING SYSTEM - GENERAL PROCEDURES to diagnose the undercharging or overcharging condition.

Note 14

Reflash the PCM/TCM/FICM. Refer to FLASH ELECTRICALLY ERASABLE PROGRAMMABLE READ .

Note 15

Carry out the KOEO self-test. Diagnose all other DTCs first. Clear the DTCs. Repeat the KOER self test. If DTC P1284 is retrieved again, refer to the PERFORMANCE DIAGNOSTIC PROCEDURES to diagnose the high pressure oil system.

Diagnose Rough Idle Only

This test will help diagnose weak cylinders/injectors by allowing the diagnostic tool operator to interrupt injectors individually. This is carried out by using the diagnostic tool to interrupt the injector output to the engine cylinder that corresponds to the number on the injector parameter identification (PID).

A performance diagnostic sheet should be completed before using this tool. High injection control pressure (ICP) after the completion of the high idle test (test 12 on the performance diagnostics sheet to indicate oil aeration), low fuel pressure, the dual-mass flywheel, and high crankcase pressure are just a few of the possibilities that can cause a rough idle. After completing the performance diagnostic sheet, if there is no direction given for corrective action and rough idle is present, use the enhanced diagnostic ability of the Injector Interrupt.

Start the engine and monitor the engine oil temperature (EOT) PID. The EOT is to be maintained within -15° C (5°F) during the test. The test must be carried out while the rough idle is occurring. Record the mass fuel desired (MFDES) reading before interrupting any injectors; this will be the baseline for the rest of the test. The MFDES reading will not steady and will fluctuate rapidly. Take a five second snapshot of the PID information and record the high and low MFDES readings on the Injector Interrupt Tool Enhanced diagnostics sheet, using only MFDES numbers that have appeared at lease two times during the recording. After recording a baseline, interrupt each injector individually and repeat the above steps to obtain the high and low readings while each injector is interrupted. These numbers should be recorded on the Injector Interrupt Tool Enhanced diagnostic sheet.

The enhanced diagnostic sheet is intended to be photocopied and then completed for each vehicle that is tested. A completed performance diagnostic sheet and enhanced diagnostic sheet must accompany any returned warranty parts and cores.

The following example illustrates the use of a diagnostic tool to monitor the MFDES, as described in the paragraph above.

Complete the enhanced diagnostic graph to illustrate the difference between cylinders and help identify weak cylinders/injectors. To start this process, derive the average for each of the MFDES readings by adding the high and low numbers together and dividing by two. For example, cylinder number 5 has a reading of 10.5-10.9. Therefore, the equation would be: 10.5 + 10.9 = 21.4 divided by 2 = 10.7 (if needed, round the number up to the nearest tenth). Record this number on the enhanced diagnostic sheet for the appropriate cylinder. Now, subtract his number from the average MFDES recorded for the baseline. For example, cylinder No. 5 has an average MFDES of 10.7 and if the baseline MFDES was 10.1, the equation would be: 10.7-10.1 = 0.6. Therefore, 0.6 would be the deviation from the baseline. Carry out these calculations for all cylinder readings.

In order to get the cutoff number, average all of the deviations. For example, as in the sample, we would add the following numbers: 0.7 + 0.7 + 0.7 + 0.1 + 0.6 + 0.3 + 0.6 + 0.6 = 4.3. Divide the sum by eight and round to the nearest tenth: 4.3/8 = 0.5375 ~ 0.5. Therefore, 0.5 would be the cutoff line for weak cylinders/injectors. By using this test, cylinders No. 4 and 6 have been identified as being weak.

Carry out a relative compression test using a diagnostic tool or check compression with a mechanical gauge on the weak cylinders and one or two of the strong contributing cylinders. Compare the weak cylinder readings against the strong contributing cylinders to verify that the power cylinder is mechanically sound. If the compression readings are within 20% of each other, the power cylinders can be considered good.

After injector replacement, test drive the vehicle for at least 20 miles and confirm that the rough idle concern has been corrected, do not retest.

If a rough idle persists, the test should be carried out again. After all of the tests are carried out, all DTCs should be cleared before returning the vehicle to the customer.

Scheme 194

See also:
• QUICK TEST OPERATION
• CONTROL SYSTEM DIAGNOSTIC SHEET REFERENCE
• DIAGNOSTIC TROUBLE CODE (DTC) DESCRIPTIONS
• FLASH ELECTRICALLY ERASABLE PROGRAMMABLE READ
• SYMPTOM CHARTS - EXCURISION (6.0L DIESEL)
• 11
• P0219
• P0381
• P0500
• P0620
• P0657
• P1260
• P1284
• P1397
• P1408
• P1610
• P1635
• P1725
• U0100
• U0155
• NOTE 6