Engine Controls - Diagnostic Subroutines - 6.0L Diesel: Diagnosis Ford Econoline E150

Perform KOEO On-Demand Test

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

KOEO Injector Electrical Self-Test (Click Test)

1. Use the scan 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.

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Scan Tool - Data List Monitoring

1. 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.

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 scan tool.

1. 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.

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

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

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

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

IPR and High Pressure Pump Test (F-Super Duty/Excursion - Early Build)

If injection control pressure is still low after ruling out both cylinder heads as the source of injection control pressure leakage, perform the following steps to isolate the cause. Remove the high pressure hose from the right oil manifold and cover the fitting. Install the plug from the Oil High Pressure Leakage Test Adapter Set 303-756 into the high pressure hose to block it off. With the high pressure pump effectively deadheaded, crank the engine and monitor the ICP PID. If a low pressure condition still exists, the problem is most likely with the high pressure pump or the high pressure pump drive gear.

Scheme 51

IPR And High Pressure Pump Test (E-Series or F-Super Duty/Excursion - Late Build)

If injection control pressure is still low after ruling out both cylinder heads as the source of injection control pressure leakage, perform the following to isolate the cause.

1. Reinstall the left cylinder head Oil High Pressure Leakage Test Adapter 303-1071/2 (solid block-off tool).
2. With the high pressure pump effectively deadheaded, crank the engine and monitor the ICP PID.
3. If a low pressure condition still exists, the problem is most likely with the high pressure pump or the high pressure drive gear. If the injection control pressure is now within specifications, inspect all components carrying high pressure oil on both engine banks.
4. The leak could also be in the discharge tube, branch tube, or stand pipes. Perform the air pressure check if this procedure has not already been completed. If the concern is related to a leaking standpipe, branch tube or discharge tube, this test should identify the leak.

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

1. 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.

Visual Engine/Chassis Inspection

1. Verify that there are no fluid or pressure leaks.
2. Inspect all wire connections for damage.
3. Inspect the MAP hose, intercooler hoses and intake for leaks.

1. Use the scan tool.
2. DTCs set during this test are current faults.

1. Use the scan 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.

Scheme 52

Fuel Aeration Test

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

Refer to the appropriate FUEL TANK AND LINES article. .

Run at the engine at WOT for 2 minutes.

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.

Perform KOER On-Demand Self Test

Note. Before performing 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, EGR and VGT systems performance.

Boost Pressure Test

1. Carefully inspect the intercooler tubes/connections, turbocharger connections, 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.

Crankcase Pressure Test - F-Super Duty/Excursion

1. Measure the pressure at the oil fill tube with 6.0L Crankcase Pressure Tester p/n 303-758, with 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 the base engine the appropriate ENGINE article.

Scheme 53

Crankcase Pressure Test - E-Series

1. Measure the pressure at the oil fill tube with 6.0L Crankcase Pressure Tester p/n 303-758, with 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 the base engine the appropriate ENGINE article.

Scheme 54

Oil Aeration Test

1. Run engine at 3000 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. Method Check Visual
4. Excessive oil aeration can be caused by depleted oil additives, pick-up tube leak, front cover seal leak, or upper pan seal leak.

Diagnose Rough Idle Only

This test will help diagnose weak cylinders/injectors by allowing the scan tool operator to interrupt injectors individually. This is performed by using scan tools to interrupt injector output to the engine cylinder that corresponds to the number on the injector PID.

A performance diagnostic sheet should be completed before using this tool. High ICP after the high idle test (test 12 on the performance diagnostics sheet to indicate oil aeration), low fuel pressure, bad 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.

Diagnose Rough Idle (Only)

Start the engine and monitor the EOT - the EOT is to be maintained within -15 °C (5 °F) during the test. The test must be performed while rough idle is occurring. Record the 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 scan 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 No. 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. Perform 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.

Perform a relative compression test using a scan 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 performed again. After all tests are run, all DTCs should be cleared before returning the vehicle to the customer.

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