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

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.

Fuel Oil

Coolant

Electrical

Hoses Leaks

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 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 serviced 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 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 scan 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 service 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 ENGINE SYSTEM - GENERAL INFORMATION article or Owner Literature for the correct oil selection for temperature conditions.

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

Tool Required

Adapter 303-765 or equivalent

Gauge 0-1.1 MPa (0-160 psi) Bar (part of Pressure Adapter 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 does start 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 ensure the intake restriction is below the red marks. Inspect the exhaust system for damaged or blocked pipes.

Scheme 56

Scheme 57

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 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 serviced 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 58

Scheme 59

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.

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: FUEL PUMP MONITOR/CONTROL .

Scheme 60

Scheme 61

Remove the plug from the front of the fuel filter housing. Install Adapter 303-765 and Gauge 0-1.1 MPa (0-160 psi) Bar 014-00761 or equivalent. Measure fuel pressure in crank or run. If fuel pressure is below the specification of 310 kPa (45 psi), go to the next step to verify no restriction.

Scheme 62

1. Fuel pump relay
2. Inertia switch

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 restriction at fuel pump inlet.

Recommend Procedure

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 the test adapter to gauge 0-762 mm Hg (0-30 in Hg) vacuum. Measure 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 restriction is less than 152 mm Hg (6 in Hg), inspect both fuel filters. If 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.

Note. To ensure that the DTC is a hard fault, first clear continuous DTCs (be sure to record all DTCs and Freeze Frame information before clearing). Rerun 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 an auxiliary powertrain control module (APCM), it must be turned off to perform the self-test.

1. Perform the necessary vehicle preparation and a visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the scan 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. Perform 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

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.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with an APCM, it must be turned off to perform self tests.

1. Perform the necessary vehicle preparation and a visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the scan 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 perform the appropriate pinpoint test for continuous DTC diagnostics.
6. Continuous DTCs must be cleared after a repair.

Scan tool

Note. If unable to perform KOEO Injector Electrical Self-Test (Click Test), disconnect the FICM connector and check 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).

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 scan tool. Only a hard fault DTC will be displayed.

Connect the scan tool. Turn off accessories. If vehicle is equipped with an APCM, it must be turned off to perform self tests.

1. Perform the necessary vehicle preparation and a visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the scan tool operating manual for instructions.
3. Key on, engine off.
4. Follow the operating instructions from the diagnostic menu.
5. Perform the KOEO Injector Electrical Self-Test (Click Test).
6. Record the DTCs and refer to the appropriate pinpoint test.

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

Scan tool

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

1. Connect the scan 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: VEHICLE BATTERY to diagnose a voltage concern.

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

Scan tool

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

1. Connect the scan 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: LOSS OF COMMUNICATION WITH THE FICM for FICMVPWR diagnosis.

Scan tool

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

1. Connect the scan 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: CRANKSHAFT POSITION (CKP) SENSOR for CKP sensor diagnosis.

GO to PINPOINT TEST V: CAMSHAFT POSITION (CMP) SENSOR for CMP sensor diagnosis.

Scan tool

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

1. Connect the scan 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 leak between the high pressure pump and the injectors.

1. Low base engine oil pressure
2. Injection control pressure system leak
3. IPR failure
4. Faulty high pressure pump
5. Injector O-ring leaking

Isolate the cause of low injection control pressure.

Recommended Procedure: (F-Super Duty/Excursion - Early Build)

1. Air Pressure Check (F-Super Duty/Excursion - Early Build) NOTE: An air leak on the high pressure oil pump shaft lip seal is normal while performing this procedure. This is not an indication of a high pressure oil leak and the high pressure pump should not be replaced for this condition.
2. Verify base engine oil pressure. Refer to the appropriate ENGINE article for additional information.
3. Check the operation of the IPR valve. Remove one of the valve covers from the engine. Apply regulated shop-air pressure to the high pressure oil rail using the adapter from the Oil High Pressure Leakage Test Adapter Set 303-766. With air pressure applied, an air leak will result from the IPR valve's normally open state. With KOEO, use the scan tool to increase the IPR valve duty cycle. The IPR valve should close and block the air leak. If no change is heard, the IPR valve is not functioning as commanded. GO to «PINPOINT TEST R: INJECTION PRESSURE REGULATOR (IPR)»(ref-225542-S24021846842006031800000) for IPR circuit DTCs. If no DTCs are present, install a new IPR valve and retest.
4. With the IPR commanded closed, check the high pressure oil system for leaks. A leak may exist in the following areas

Scheme 63

1. Cracked/broken check valve and fitting in high pressure oil rail, under either valve cover.
2. Disconnected high pressure hoses under the valve covers.
3. Standpipe from high pressure hose to tappet gallery (O-ring at the bottom may be cut/torn or missing).
4. O-ring in-between discharge tube and high pressure pump.
5. O-ring around discharge tube that fits inside high pressure pump cover.
6. High pressure inlet O-ring.
7. Branch tube from high pressure pump to stand pipe in tappet gallery.

Right Cylinder Head Check (F-Super Duty/Excursion - Early Build)

Remove the RH valve cover. For additional information, refer to the appropriate ENGINE article. Remove the high pressure hose from the right oil manifold using Quick Disconnect Tool 303-755, and cover the fitting on the oil manifold. Install the plug from the Oil High Pressure Leakage Test Adapter Set 303-756 into the high pressure hose to block it off. Crank the engine and monitor the ICP PID. If the ICP/EBC Adapter Cable D94T-50-A is connected to the ICP sensor, connect a digital multimeter between signal return and ICP signal wires on the adapter cable. Crank the engine and monitor the signal. The digital multimeter should read 1 to 4 volts.

If the engine starts or if injection control pressure is now within specification, the injection control pressure leak has been isolated to the right cylinder head.

Scheme 64

Left Cylinder Head Check (F-Super Duty/Excursion - Early Build)

Remove the LH valve cover. For additional information, refer to the appropriate ENGINE article. Remove the cap and plug, then reinstall the high pressure hose to the right oil manifold. Remove the high pressure hose from the left oil manifold using Quick Disconnect Tool 303-755, and cover the fitting on the oil manifold. Install 303-756 into the high pressure hose. Crank the engine and monitor the ICP PID. If the ICP/EBC Adapter Cable D94T-50-A is connected to the ICP sensor, connect a digital multimeter between the signal return and ICP signal wires of the adapter cable. Crank the engine and monitor the signal. The digital multimeter should read 1 to 4 volts.

If the engine starts or if injection control pressure is now within specification, the injection control pressure leak has been isolated to the left cylinder head.

Scheme 65

Air Pressure Check (E-Series or F-Super Duty/Excursion - Late Build)

Note. An air leak on the high pressure oil pump shaft lip seal is normal while performing 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.

1. Verify base engine oil pressure. Refer to the appropriate ENGINE article for additional information.
2. Remove the left valve cover from the engine. Refer to the appropriate ENGINE article for additional information.
3. Apply regulated shop-air pressure to the high pressure oil rail using the adapter from the Test Adapter Set 303-766. With air pressure applied, an air leak will result from the IPR valve's normally open state.
4. With KOEO, use the scan tool to increase the IPR valve duty cycle. The IPR valve should close and block the air leak. If no change is heard, the IPR valve is not functioning as commanded. GO to «PINPOINT TEST R: INJECTION PRESSURE REGULATOR (IPR)»(ref-225542-S24021846842006031800000) for IPR circuit DTCs. If no DTCs are present, install a new IPR valve and retest.
5. With the IPR commanded closed, check the high pressure oil system for leaks. A stethoscope may be used to help identify a leak. A leak may exist in the following areas

Scheme 66

1. Standpipe from high pressure hose to tappet gallery (O-rings may be cut/torn or missing).
2. O-ring between discharge tube and high pressure pump.
3. O-ring around discharge tube that fits inside high pressure pump cover.
4. High pressure inlet O-ring.
5. Branch tube and O-ring from high pressure pump to stand pipe in tappet gallery.
6. O-ring on the top of the injector where the high pressure rail seats into the injector.

Left Cylinder Head Check (E-Series or F-Super Duty/Excursion - Late Build)

Scheme 67

Scheme 68

1. Remove the LH valve cover. Refer to the appropriate ENGINE article for additional information.
2. Remove the existing pipe plug.
3. Install the Oil High Pressure Leakage Test Adapter 303-1071/2 (solid block-off tool).
4. Access and monitor the ICP PID while cranking the engine.
5. If the engine starts or if injection control pressure is now within specification, the injection control pressure leak has been isolated to the left cylinder head. If the pressure is not within specification, remove the test adapter (303-1071/2), reinstall the original pipe plug and perform the right cylinder head check.

Right Cylinder Head Check (E-Series or F-Super Duty/Excursion - Late Build)

Scheme 69

Scheme 70

1. Remove the RH valve cover. Refer to the appropriate ENGINE article for additional information.
2. Remove the existing pipe plug.
3. Remove the ICP sensor from the high pressure rail.
4. Install the ICP sensor into the Oil High Pressure Leakage Test Adapter 303-1071/1 (open-ended block-off tool).
5. Install the Oil High Pressure Leakage Test Adapter 303-1071/1.
6. Connect the ICP/EBC Adapter Cable 418-D003 to the wiring harness and the ICP sensor.
7. Access and monitor the ICP PID while cranking the engine.

If the engine starts or if injection control pressure is now within specifications, the injection control pressure leak has been isolated to the right cylinder head. If the pressure is not within specifications, perform the IPR and high pressure pump test.

1. ICP/EBC Adapter Cable 418-D003 (D94T-50 -A) or equivalent
2. Oil High Pressure Leakage Test Adapter Set 303-756 or equivalent
3. Oil High Pressure Leakage Test Adapter Set 303-1071 or equivalent
4. Multimeter 105-00050 or equivalent
5. Quick Disconnect Tool 303-755

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

1. Connect the scan 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: CAMSHAFT POSITION (CMP) SENSOR .

A 5 MUE s 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

Scan tool

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

1. Connect the scan 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

Scan tool

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

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 performed 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 71

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

1. Multimeter 105-00050 or equivalent
2. Scan tool

Scheme 72

Scheme 73

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

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 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 serviced 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 74

Scheme 75

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 serviced 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 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 scan 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 service 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 ENGINE SYSTEM - GENERAL INFORMATION article or Owner Literature for the correct oil selection for temperature conditions.

1. Oil level low - oil leak, oil consumption, incorrect servicing
2. Oil level high - incorrect servicing, 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)

Scan tool

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

Note. To ensure that the DTC is a hard fault, first clear Continuous DTCs (be sure to record all DTCs and Freeze Frame information before clearing). Rerun 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 an auxiliary powertrain control module (APCM), it must be turned off to perform the self-test.

1. Perform the necessary vehicle preparation and a visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the scan 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. Perform a KOEO On Demand Self-Test.
7. Record the DTCs and Freeze Frame information and refer to the appropriate pinpoint test.

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.

1. Use the scan tool.
2. DTCs retrieved during this test are historical faults.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with an APCM, it must be turned off to perform self-tests.

1. Perform the necessary vehicle preparation and a visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the scan 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 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.

Scan tool

Note. If unable to perform 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).

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 scan tool. Only a hard fault DTC will be displayed.

Connect the scan tool. Turn off accessories. If vehicle is equipped with an APCM, it must be turned off to perform self-tests.

1. Perform the necessary vehicle preparation and a visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the scan tool operating manual for instructions.
3. Key on, engine off.
4. Follow the operating instructions from the menu.
5. Perform the KOEO Injector Electrical Self-Test (Click Test).
6. Record the DTCs and perform the appropriate pinpoint test.

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

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 WOT with Magnehelic® gauge.

Inspect the air cleaner inlet and ducting to ensure that 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 76

Scheme 77

Scheme 78

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

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

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

1. Run engine at 3,800 RPM.
2. Record the EP PID value.
3. A low RPM or an EP PID greater than 234 kPa (34 psi) (F-Super Duty/Excursion - Early Build) or 244 kPa (35 psi) (E -Series or F-Super Duty/Excursion - Late Build) indicates a restricted exhaust condition.

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

Scan 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 10B. ELECTRIC FUEL PUMP INLET RESTRICTION .

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 Adapter 303-765 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 10B. ELECTRIC FUEL PUMP INLET RESTRICTION .

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 79

Scheme 80

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

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 Adapter Kit 014-00761 or equivalent)

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

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 perform 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 and then measures the result. If a predetermined threshold is not reached, a DTC will be generated. This test can be performed at any engine temperature.

Note. Engine will run rough during this test.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with an APCM, it must be turned off to perform the self-test.

1. Perform the necessary vehicle preparation and visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the scan tool operating manual for instructions.
3. Key on, engine running.
4. Follow the operating instructions from the diagnostic menu.
5. Perform a KOER On Demand Self-Test.
6. Record the DTCs and refer to the appropriate pinpoint test.

Scan tool

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

If engine RPM is unstable, disconnect the ICP sensor.

1. ICP will default to 5.0 MPa (725 psi) when disconnected. If RPM smooths out, the ICP sensor or circuit is suspect. If RPM is still unstable, reconnect the ICP sensor and go to «12B. INJECTION PRESSURE REGULATOR TEST»(ref-225540-S34747114472006031800000) .

Note. The engine must be at operating temperature.

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

If engine does not stabilize, disconnect the ICP sensor. If low idle speed stabilizes with the ICP sensor disconnected, the problem is most likely in the ICP sensor circuit. GO to PINPOINT TEST Q: INJECTION CONTROL PRESSURE (ICP) SENSOR . If RPM does not stabilize, reconnect the sensor and GO to 12B. INJECTION PRESSURE REGULATOR TEST .

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

Scan 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 scan tool.

Note. The engine must be at operating temperature.

1. Connect the scan 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 MAX specification, go to the next step. If the IPR duty cycle is greater than the MAX 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

Scan tool

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

Note. If the test fails, GO to PINPOINT TEST KA: TURBO CHARGER SYSTEM PERFORMANCE .

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: TURBO CHARGER SYSTEM PERFORMANCE .

Alternate Procedure

Install a T (manufactured locally out of common fittings) into the MAP sensor line that comes from the intake manifold. Make sure the MAP sensor is hooked up for this test.

Connect a T to a 0-30 psi gauge that is temporarily installed in the cab. Route the hose so that it is not crimped and does not come in contact with any hot surface.

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

Scan tool

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

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.

Screw 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.

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 the appropriate ENGINE article . 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.

Note. The engine must be at operating temperature.

1. Remove the EOT sensor. For additional information, refer to the FUEL CHARGING & CONTROLS .
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