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Engine Controls - System & Component Testing - Diesel Ford Econoline I

Testing & Diagnostics 10 illustrations ~4542 words

INTRODUCTION

WARNINGEnsure negative battery cables are disconnected before disconnecting engine wiring harness. The Injector Driver Module (IDM) supplies 115-volts DC into each fuel injector connected to engine wiring harness. Severe electrical shock hazard exists. DO NOT pierce wires.

Note. References to Econoline include Cutaway and RV Cutaway. References to Pickup include Cab & Chassis.

Since many computer-controlled and monitored components set a Diagnostic Trouble Code (DTC) if they malfunction, perform QUICK TEST in SELF-DIAGNOSTICS - DIESEL article. Service DTCs as necessary.

Note. Testing individual components does not isolate short or open circuits. Perform all voltage tests with a Digital Volt-Ohmmeter (DVOM) with a minimum 10-megohm input impedance, unless stated otherwise in test procedure. Use ohmmeter to isolate shorted or open wiring harness.

HARD START/NO-START DIAGNOSIS

Note. Repair each problem detected before going on to the next step. If repair corrects the original complaint, it will not be necessary to proceed to the next step or diagnostic procedure. However, if complaint is not corrected, continue with the testing until complaint is corrected.

Diagnostic Aids

  1. Perform visual inspection to check general engine condition and look for obvious causes of hard start or no-start conditions. Possible causes of a hard or no-start condition are: Loose or leaking fuel supply lines could cause system to lose prime. Kinked or blocked fuel supply lines. Loose or damaged Camshaft Position (CMP) sensor and Injection Pressure Regulator (IPR) wiring harness connectors.
  2. Inspect fuel system, including fuel tank and fuel lines for kinks, bends and leakage. Repair as necessary. Check oil lines and high pressure oil pump for leaks. Repair as necessary. Inspect cooling system. Check radiator and heater hoses for leaks.
  3. Check Powertrain Control Module (PCM) and Injector Driver Module (IDM) wiring harness connectors for damaged pins, corrosion and loose wires. Repair as necessary.
  1. Checking engine oil helps determine if there is enough engine oil to operate fuel injectors. If there is little or no oil in crankcase, injectors will not operate.
  2. Ensure vehicle is on level ground. Check engine oil. If oil is overfilled, engine may have been incorrectly serviced, or oil is diluted with fuel and is filling crankcase. Repair as necessary.
  3. Inspect oil color. A milky white color indicates possible coolant contamination. Determine cause and repair as necessary. If oil level is low, top off oil. Ensure oil is correct type and viscosity.
  4. Remove plug in top of oil reservoir and check oil level. If oil level is within 1" (25.4 mm) of fill hole, level is okay. If oil level is not within 1" (25.4 mm) of fill hole, top off fluid. Attempt to start vehicle. If vehicle starts, determine cause of low oil level and repair as necessary.

This is a visual inspection to determine if an air intake or exhaust restriction is contributing to a hard or no-start condition. If engine does not start and a air intake or exhaust restriction exists, a large amount of Black/Blue smoke will exist while cranking engine.

  1. Inspect air cleaner assembly for proper installation. Ensure air ducting is not blocked or collapsed. Inspect filter minder on filter housing to assure intake restriction is below Red marks. Replace filter as necessary.
  2. While cranking engine, inspect turbocharger exhaust backpressure butterfly bellcrank. Ensure bellcrank is not closed. When tang is against the stop, valve is fully open. (Scheme 10)

Scheme 10

Scheme 10
Scheme 10

Purpose of this test is to see if fuel system is getting sufficient clean fuel to start and run engine.

  1. Connect a hose to fuel drain line at bottom of fuel filter housing. Place other end of hose into a suitable container. Open fuel drain. Crank engine and observe fuel. Fuel flow should be a steady stream. NOTE: Fuel should be straw colored, but not cloudy. Fuel should be free of water and contaminates. Fuel dyed Red or Blue indicates off-highway fuel.
  2. While cranking engine, check WATER IN FUEL warning light indicator. If warning light is on, fuel is probably contaminated with water. Service fuel system as necessary. If engine oil is present in fuel, injector "O" ring(s) may be defective. Perform «INJECTION CONTROL PRESSURE LEAK TEST»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel) . Repair oil leaks as necessary.

Note. Some sediment and water may be present in fuel sample if fuel filter has not been serviced for a prolonged period of time. A second sample may be necessary to determine fuel quality.

Electric Fuel Pump

  1. Ensure fuel tank has fuel. Ensure fuel pump has power and ground. With ignition on, battery voltage should be present at fuel pump for about 20 seconds. If voltage is as specified, go to next step. If voltage is not as specified, perform TEST FK in SELF-DIAGNOSTICS - DIESEL article.
  2. Remove cover and 1/8" pipe plug from top rear of left cylinder head (Econoline), or top front of right cylinder head (Pickup). Install fuel pressure gauge. Check fuel pressure with engine cranking or running. Fuel pressure should be 30-80 psi (207 kPa). If fuel pressure is not 30-80 psi (207 kPa), go to FUEL PUMP PRESSURE TEST under «ENGINE PERFORMANCE DIAGNOSIS»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel__engine-performance-diagnosis) .

CHECK FOR DIAGNOSTIC TROUBLE CODES

If all steps under QUICK TEST in SELF-DIAGNOSTICS - DIESEL have been successfully completed, and a System Pass is present, go to CHECK PARAMETER IDENTIFICATION (PID) DURING CRANKING . If QUICK TEST has not been completed, perform QUICK TEST. If any DTCs are present, service DTCs as necessary.

Purpose of this test is to verify Powertrain Control Module (PCM) power-up during cranking. Lack of power at PCM during cranking can cause a no-start condition and a fault code loss.

  1. Check VPWR PID Connect New Generation Star (NGS) scan tool to Data Link Connector (DLC). Using scan tool, access VPWR PID from PID/DATA monitor menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - DIESEL article. Crank engine while monitoring PID reading. If PID reading indicates 8 volts or more, go to next step. If PID reading indicates less than 8 volts, check charging circuit, power and ground circuits. See TEST A under SYSTEM TESTS in SELF-DIAGNOSTICS - DIESEL article.
  2. Check RPM PID Using scan tool, access RPM PID from PID/DATA monitor menu. Crank engine while monitoring PID reading. If PID reading indicates 100 RPM or more, go to next step. If PID reading indicates less than 100 RPM, check Camshaft Position (CMP) sensor circuit. See TEST DG in SELF-DIAGNOSTICS - DIESEL article.
  3. Check ICP PID Using scan tool, access ICP PID from PID/DATA monitor menu. Crank engine while monitoring PID reading. If PID reading indicates 500 psi (3448 kPa) or more, go to next step. If PID reading indicates less than 500 psi (3448 kPa), injectors are not being energized because of insufficient pressure. Perform «INJECTION CONTROL PRESSURE LEAK TEST»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel) .
  4. Check Fuel Pulse Width Using scan tool, access FUEL PW PID from PID/DATA monitor menu. Crank engine while monitoring PID reading. If PID reading indicates 1-6 milliseconds, go to «GLOW PLUG SYSTEM OPERATION TEST»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel) . If PID reading does not indicate 1-6 milliseconds and VPWR, RPM and ICP PID readings are correct, check for Camshaft Position (CMP) sensor signal fault. See TEST DG in SELF-DIAGNOSTICS - DIESEL article.

Removing Injection Control Pressure (ICP) sensor and inspecting level in oil rail will determine if oil is being supplied to rail. Removing inspection plug in top of reservoir will help determine if reservoir is full. A reservoir that drains back after engine has not been operated for a long period of time can cause a hard start condition.

Scheme 11

Scheme 11: Right Cylinder Head Check
Scheme 11: Right Cylinder Head Check

Scheme 12

Scheme 12
Scheme 12
  1. Perform step 3) under «CHECK PARAMETER IDENTIFICATION (PID) DURING CRANKING»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel) (if not already completed). Remove high pressure hose from right cylinder head. Using Fuel/Oil/Turbo Protector Cap Set (T94T-9395-AH), install appropriate cap on high pressure hose fitting on cylinder head. Using Oil High Pressure Leakage Test Adapter Set (D94T-6600-A), install plug into high pressure hose. (Scheme 11) WARNING: In the following step, engine may start.
  2. Install ICP/EBP Adapter Cable (D94T-50-A) between ICP sensor and sensor wiring harness connector. Connect a DVOM between SIG RTN circuit (Black wire) and ICP Signal circuit (Green wire) at ICP/EBP adapter cable. Observe DVOM and crank engine. Voltage reading should be 1-4 volts. (Scheme 12)
  3. If engine starts, or if ICP PID reading indicates 500 psi (3448 kPa) or more, an injection control pressure oil leak exists in right cylinder head. Inspect fuel system for oil contamination.
  4. If no oil is present in fuel system, remove cap and plug, and reinstall high pressure hose to right cylinder head. Remove right valve cover. Crank engine, and inspect injector body and injector bore area for oil leakage. Repair as necessary. If engine does not start, or ICP PID is still less than 500 psi (3448 kPa), perform «LEFT CYLINDER HEAD CHECK»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel).

Scheme 13

Scheme 13: Left Cylinder Head Check
Scheme 13: Left Cylinder Head Check
  1. Remove high pressure hose from left cylinder head. Using fuel/oil/turbo protector cap set, install appropriate cap on high pressure hose fitting on cylinder head. Using oil high pressure leakage test adapter set, install ICP adapter into high pressure hose. (Scheme 13)
  2. Remove ICP sensor and install sensor in end of ICP adapter. Install ICP/EBP Adapter Cable (D94T-50-A) between ICP sensor and sensor wiring harness connector. Connect a DVOM between SIG RTN circuit (Black wire) and ICP Signal circuit (Green wire) at ICP/EBP adapter cable. Observe DVOM and crank engine. Voltage reading should be1-4 volts. (Scheme 12) WARNING: In the following step, engine may start.
  3. If engine starts, or if ICP PID reading indicates 500 psi (3448 kPa) or more, an injection control pressure oil leak exists in left cylinder head. Reconnect high pressure hose to left cylinder head. Remove left valve cover. Crank engine, and inspect injector body and injector bore area for oil leakage. Repair as necessary.
  4. If injection control pressure is still low after completing both right and left cylinder head checks and no oil leaks have been found, remove high pressure hose from right and left cylinder heads. Using fuel/oil/turbo protector cap set, install appropriate cap on high pressure hose fitting on each cylinder head.
  5. Using oil high pressure leakage test adapter set, install plug into each high pressure hose. Both high pressure lines should now be blocked off. Using scan tool, observe ICP PID reading while cranking engine.
  6. If PID reading is still less than 500 psi (3448 kPa), replace Injection Pressure Regulator (ICP) with a known good ICP and retest. If PID reading is now 500 psi (3448 kPa) or more, replace ICP. If PID reading is still less than 500 psi (3448 kPa), high pressure pump or high pressure pump drive gear is faulty. Repair as necessary.

Insufficient glow plug "On" time will not allow enough heat to accumulate in combustion chamber resulting in a hard start condition. If glow plug system "On" time is insufficient, probable cause is a faulty wiring harness connector, bad ground connection or defective glow plug relay. If glow plug resistance to ground is high, probable cause is an open circuit in Under Valve Cover (UVC) wiring harness or an open glow plug.

Scheme 14

Scheme 14: Diagnostic Aids
Scheme 14: Diagnostic Aids
  1. Connect a DVOM between ground and Black/Orange wire at glow plug relay. Turn ignition on. If battery voltage is present, go to next step. If battery voltage is not present, locate and repair open circuit in Black/Orange wire between glow plug relay and starter relay. Turn ignition off. Connect DVOM between ground and Brown wire at glow plug relay. Turn ignition on and note how long is takes for glow plug relay to energize and de-energize ("On" time). Relay will make a loud click noise when it energizes. If relay "On" time is not as specified, replace relay. (Scheme 14) See «GLOW PLUG RELAY SPECIFICATIONS»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel) table. If "On" time is as specified, go to next step. GLOW PLUG RELAY SPECIFICATIONS (1) Engine Oil Temperature °F (°C) "On" Time Seconds Econoline 32 (0) 120 50 (10) 60 68 (20) 30 86 (30) 0 Pickup 14 (-10) 120 68 (20) 70 122 (50) 40 131 (55) 0 (1) Specification listed is with vehicle at sea level and battery voltage at 12 volts. Specification is approximate. NOTE: Each valve cover gasket has 2 fuel injector connectors that are part of the gasket. Each connector is responsible for 2 fuel injectors. If connector is faulty, replace valve cover gasket.
  2. Turn ignition off. Disconnect all 4 injector connectors at valve cover gaskets. Install Glow Plug Injector Adapter (014-00935) to any injector connector at valve cover gasket. (Scheme 15) NOTE: If all injector connectors are not disconnected at both valve cover gaskets, resistance measurements will be incorrect.
  3. Measure resistance between ground and each glow plug test point at glow plug injector adapter. If all readings are.1-2.0 ohms, go to next step. If any reading is not.1-2.0 ohms, probable cause is an open in Under Valve Cover (UVC) wiring harness or an open glow plug. Repair as necessary.
  4. Measure resistance between Brown wire at glow plug relay and each glow plug test point at glow plug injector adapter. If all readings are.1-1.0 ohm, no problem is indicated at this time. If any reading is not.1-1.0 ohm, locate and repair open circuit.

Scheme 15

Scheme 15
Scheme 15

ENGINE PERFORMANCE DIAGNOSIS

Note. Repair each problem detected before going on to the next step. If repair corrects the original complaint, it will not be necessary to proceed to the next step or diagnostic procedure. However, if complaint is not corrected, continue with the testing until complaint is corrected.

Perform visual inspection to check general engine condition and look for obvious causes of a loss of performance.

  1. Check for disconnected or pinched Manifold Absolute Pressure (MAP) sensor hose. Inspect fuel system, including fuel tank and fuel lines for kinks, bends and leakage. Repair as necessary. Check oil lines and high pressure oil pump for leaks. Repair as necessary.
  2. Inspect cooling system. Check radiator and heater hoses for leaks. Check Powertrain Control Module (PCM) and Injector Driver Module (IDM) wiring harness connectors for damaged pins, corrosion and loose wires. Repair as necessary.

Purpose of this test is to see if fuel system is getting sufficient clean fuel for engine to operate properly. Fuel should be straw colored, but not cloudy. Fuel dyed Red or Blue indicates off-highway fuel. Cloudy fuel indicates fuel may not be a suitable grade for cold temperatures. Excessive water or contaminants may indicate fuel system and tank may need to be flushed.

  1. Connect a hose to fuel drain line at bottom of fuel filter. Place other end of hose into a suitable container. Open fuel drain. Start engine and observe fuel. Fuel flow should be a steady stream. Turn ignition off.
  2. Turn ignition on. Check WATER IN FUEL warning light indicator. If warning light is on, fuel is contaminated with water. Service fuel system as necessary. If engine oil is present in fuel, injector "O" ring maybe defective. Perform «INJECTION CONTROL PRESSURE LEAK TEST»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel) under HARD START/NO START DIAGNOSIS. Repair oil leaks as necessary.

Note. Some sediment and water may be present in fuel sample if fuel filter has not been serviced for a prolonged period of time. A second sample may be necessary to determine fuel quality.

Checking engine oil helps determine if there is enough engine oil to operate fuel injectors. If there is little or no oil in crankcase, injectors will not operate.

  1. Ensure vehicle is on level ground. Check engine oil. If oil is overfilled, engine may have been incorrectly serviced, or fuel is diluting oil and filling crankcase. Repair as necessary.
  2. Inspect oil color. A milky white color indicates possible coolant contamination. Determine cause and repair as necessary. If oil level is low, top off oil. Ensure oil is correct type and viscosity.
  3. Remove plug in top of oil reservoir and check oil level. If oil level is not okay, check and repair cause of low engine oil. Top off engine oil.

This is a visual inspection to determine if an air intake restriction is contributing to a low power condition. If engine has a high intake restriction, a large amount of Black or Blue smoke may exist.

Check Air Filter

Inspect air cleaner assembly for proper installation. Ensure air ducting is not blocked or collapsed. Inspect filter minder on filter housing to ensure intake restriction is below Red marks. Replace filter as necessary.

If all steps under QUICK TEST in SELF-DIAGNOSTICS - DIESEL have been successfully completed, and a System Pass (DTC P1111 on Federal Pickup or no DTCs on California Pickup and all Econoline) is present, go to FUEL PUMP PRESSURE TEST . If QUICK TEST has not been completed, perform QUICK TEST. If any DTCs are present, service DTCs as necessary.

FUEL PUMP PRESSURE TEST

Note. If HIGH FUEL RESTRICTION indicator light is on, a restricted fuel filter may be causing low fuel pressure.

Scheme 16

Scheme 16: Electric Fuel Pump
Scheme 16: Electric Fuel Pump

Scheme 17

Scheme 17
Scheme 17

Scheme 18

Scheme 18
Scheme 18

Scheme 19

Scheme 19
Scheme 19
  1. Ensure fuel tank has fuel. Ensure fuel pump has power and ground. With ignition on, battery voltage should be present at fuel pump for about 20 seconds. If voltage is as specified, go to next step. If voltage is not as specified, perform TEST FK in SELF-DIAGNOSTICS - DIESEL article.
  2. Remove fuel line to inlet side of fuel pump. Install Fuel Pressure Adapter (014-00931-2) between fuel inlet line and fuel pump. Connect fuel pressure adapter to vacuum gauge (0-30 in. Hg) of Engine Pressure Tester (014-00761). (Scheme 16)
  3. Start engine and allow it to idle. Observe vacuum gauge and briefly raise engine speed to 3500 RPM. If vacuum is 6 in. Hg or less, no restriction exist at this time. Go to next step. If vacuum is more than 6 in. Hg, check for blockage between pump and fuel tank. Repair as necessary.
  4. Remove fuel pressure adapter and reconnect fuel line to inlet side of fuel pump. Remove fuel line from outlet side of fuel pump. Install fuel pressure adapter between fuel outlet line and fuel pump. Connect fuel pressure adapter to 0-160 psi (0-1103 kPa) gauge (No. 6) at engine pressure tester. (Scheme 16)
  5. Start engine and allow it to idle. Observe fuel pressure gauge and briefly raise engine speed to 3500 RPM. If fuel pressure is 30-80 psi (207-552 kPa), fuel pressure is okay. Go to next step. If fuel pressure is not 30-80 psi (207-552 kPa), check fuel regulator valve for sticking or debris. (Scheme 17) Repair as necessary and retest. If fuel regulator valve is okay, replace fuel pump and retest.
  6. Remove cover and 1/8" pipe plug from top rear of left cylinder head. (Scheme 18) Install fuel pressure gauge. Start engine. Check fuel pressure with full load on engine. DO NOT brake torque engine for more than 10 seconds. If fuel pressure is 30-80 psi (207-552 kPa), go to next step. If fuel pressure is not 30-80 psi (207-552 kPa), replace fuel filter and retest. If fuel pressure is still low, replace left fuel check valve. Check valve is located in front of left cylinder head between fuel inlet line and cylinder head.
  7. Remove 1/8" pipe plug from top front of right cylinder head. (Scheme 19) It may be necessary to remove generator and bracket to access pipe plug. Install fuel pressure gauge. Start engine. Check fuel pressure with full load on engine. DO NOT brake torque engine for more than 10 seconds. If fuel pressure is 30-80 psi (207-552 kPa), fuel pressure is okay. If fuel pressure is not 30-80 psi (207-552 kPa), replace right fuel check valve. Check valve is located in rear of right cylinder head between fuel inlet line and cylinder head.

Purpose of this test is to determine if engine oil is aerated and causing poor idle.

Oil Aeration/Poor Idle

  1. Connect New Generation Star (NGS) scan tool to Data Link Connector (DLC). Turn A/C off. Using scan tool, access ICP PID from PID/DATA monitor menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - DIESEL article.
  2. Start engine and raise engine speed to 3400 RPM for 3 minutes. ICP PID reading should be maximum 1250 psi (8619 kPa). If PID reading is not maximum 1250 psi (8619 kPa), change oil and retest.

Low Idle Stability (ICP Pressure)

  1. Ensure engine is at normal operating temperature. Using scan tool, access ICP PID from PID/DATA monitor menu. Start engine and allow it to idle.
  2. Check PID value. PID value should be 400-600 psi (2758-4137 kPa). If PID reading is not as specified, or idle does not stabilize, disconnect ICP sensor. Sensor is located at top left side of engine.
  3. If idle is now stabilized, fault is in ICP sensor circuit. Perform TEST DC in SELF-DIAGNOSTICS - DIESEL article. If idle still does not stabilize, replace Injection Pressure Regulator (IPR) and retest.

CRANKCASE PRESSURE TEST

  1. Ensure engine is at normal operating temperature. Remove turbocharger inlet pipe ducting. Remove inlet pipe and elbow that connects to air filter housing. Using cap provided in Engine Pressure Tester (014-00761), block air filter housing outlet. Install a protective screen over turbocharger inlet.
  2. Screw Crankcase Orifice Restrictor (014-00743) and Crankcase Pressure Test Adapter (014-00743) into oil fill cap hole. Connect adapter to pressure gauge (No. 4) at Engine Pressure Tester (014-00761). Ensure gauge has been zeroed.
  3. Observe gauge and raise engine speed to 3400 RPM for about 30 seconds. DO NOT block hole at top of crankcase orifice restrictor. Pressure should be less than 4 in. H 2 O. If pressure is 4 in. H 2 O or more, check engine mechanical condition (compression rings, cylinder bores, valves, etc.). Repair as necessary.

CHECK CYLINDER PERFORMANCE

If KOER CYLINDER CONTRIBUTION SELF-TEST under QUICK TEST in SELF-DIAGNOSTICS - DIESEL article has been successfully completed previously, go to CHECK FOR EXHAUST RESTRICTION . If KOER CYLINDER CONTRIBUTION SELF-TEST has not been completed, perform KOER CYLINDER CONTRIBUTION SELF-TEST. Possible causes for failing this test are

  1. Broken compression rings.
  2. Burnt or bent valve.
  3. Bent push rods.
  4. Bent connecting rods.
  5. Damaged rocker arms.
  6. Faulty fuel injector assembly.

This is a visual inspection to determine if an exhaust restriction is contributing to a performance problem.

  1. Visually inspect exhaust system for damage. Repair as necessary. Start engine. Briefly raise engine speed to 3500 RPM and inspect turbocharger exhaust backpressure butterfly bellcrank. Ensure bellcrank is not closed. When bellcrank tang is against stop, valve is fully open. (Scheme 10)
  2. Connect New Generation Star (NGS) scan tool to Data Link Connector (DLC). Turn A/C off. Using scan tool, access EBP PID from PID/DATA monitor menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - DIESEL article.
  3. Observe PID reading and briefly raise engine speed to 3500 RPM. If PID reading is 34 (234 kPa) or less, exhaust system is okay. If PID reading is more than 34 psi (234 kPa) exhaust is restricted. Possible causes are: Collapsed or plugged tailpipe. Plugged or damaged muffler.

Perform this test to determine is engine can develop sufficient boost to obtain specific power. Possible causes for low boost are

  1. Restricted intake or exhaust.
  2. Pinched or disconnected MAP sensor hose.
  3. Low fuel pressure.
  4. Low injection control pressure.
  5. Faulty injector driver module.
  6. Faulty fuel injectors.
  7. Faulty turbocharger.
  8. Mechanical engine failure.

With New Generation Star (NGS) Scan Tool

  1. Ensure engine is at normal operating temperature. Connect NGS scan tool to Data Link Connector (DLC). Turn A/C off. Using scan tool, access MGP PID from PID/DATA monitor menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - DIESEL article.
  2. Observe PID reading and road test vehicle. With accelerator at WOT, note highest boost reading while accelerating through 2500-3000 RPM range. Boost level will level out after 3000 RPM. On Econoline, PID reading should be 13 psi (90 kPa) or more. On Pickup, boost PID reading should be 16 psi (110 kPa) or more. If boost level is not okay, see «DIAGNOSTIC AIDS»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel__diagnostic-aids) .

Without New Generation Star (NGS) Scan Tool

  1. Ensure engine is at normal operating temperature. Disconnect Manifold Absolute Pressure (MAP) sensor hose at intake manifold. Install a "T" fitting between MAP sensor hose and hose nipple at manifold. Connect a 0-30 psi (0-207 kPa) gauge to "T" fitting.
  2. Ensure hose is long enough so gauge can be put inside cab of vehicle. Road test vehicle. With accelerator at WOT, note highest boost reading while accelerating through 2500-3000 RPM range. Boost level will level out after 3000 RPM. On Econoline, PID reading should be 13 psi (90 kPa) or more. On Pickup, boost PID reading should be 16 psi (110 kPa) or more. If boost level is not okay, see «DIAGNOSTIC AIDS»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel__diagnostic-aids) .

VISUAL INSPECTION

Perform visual inspection for

  1. Damaged intake hoses.
  2. Loose hose clamps.
  3. Loose exhaust clamps.
  4. Damaged turbocharger.
  5. Restricted intake or exhaust.

If a problem is found, repair as necessary. If concern still exists, go to SYMPTOM DIAGNOSIS .

No Boost

  1. Wastegate actuator not functioning. See appropriate SELF-DIAGNOSTICS article.
  2. Compress air intake hose collapsed. Repair or replace as required.
  3. Compressor manifold hoses leaking. Tighten hose clamps.
  4. Turbocharger turbine or compressor wheel damage. Replace turbocharger.
  5. Turbocharger bearings seized. Replace turbocharger.
  6. Clogged air cleaner element or restriction upstream of compressor. Repair or replace as required.

Lack Of Power

  1. Low compression. Repair as required.
  2. Wastage actuator not functioning. See appropriate SELF-DIAGNOSTICS article.
  3. Clogged air cleaner element or restriction upstream of compressor. Replace the air cleaner element. Remove the restriction.
  4. Insufficient fuel supply. Repair or replace as required.

Excessive Fuel Consumption (Black Exhaust Smoke)

  1. High fuel pressure or pressure regulator. Repair as required. For more information, see appropriate SELF-DIAGNOSTIC article.
  2. Fuel return line plugged or kinked. Clean or replace as required.
  3. Injectors leaking. Replace injectors.
  4. Powertrain control module malfunctioning. See appropriate SEFL-DIAGNOSTICS article.

Excessive Oil Consumption (Blue, Gray Or White Exhaust Smoke)

  1. Incorrect type or grade of oil. Drain and fill with specified oil.
  2. Extended oil change intervals. Change oil as recommended.
  3. Clogged air cleaner element or restriction upstream of compressor. Repair as required.
  4. Engine wear (piston rings, valve guides). Repair as required.
  5. Turbocharger oil seals leaking. See «TURBOCHARGER INTERNAL OIL LEAK TEST»(/ford/econoline/i-1985-2013/remont/testing-diagnostics/#engine-controls-system-component-testing-diesel__turbocharger-internal-oil-leak-test) under COMPONENT TESTS.
  6. Injector or injector "O" ring leaking. See appropriate SELF-DIAGNOSTICS article.

Noise Or Vibration

  1. Leaks at turbocharger inlet and outlet connections. Repair as required.
  2. Foreign object damage to turbine or compressor blades. Replace turbocharger.
  3. Turbine bearing failure. Replace turbocharger.

High Boost

  1. Leak in exhaust system before muffler. Repair as required.
  2. Malfunctioning wastegate. See appropriate SELF-DIAGNOSTIC article.

Turbocharger Leak Test

Check for loose connections or damage to air intake hoses and tubes.

Air leaks at the compressor manifold, intake manifold hoses or intake manifold covers can cause excessive smoke, loss of engine power or a noise condition.

Exhaust leaks at the exhaust manifolds or in the turbine housing will also cause loss of engine power and a noise condition.

Inspect turbocharger and components for loose connections or damage. Using a liquid soap on hose or tube connections will aid in leak detection.

Exhaust leaks can usually be detected audibly or visually by a discoloration caused by escaping hot exhaust gases.

Turbocharger Internal Oil Leak Test

Check the turbocharger compressor inlet for evidence of oil. If excessive oil is present, this indicates that the failure is in the engine, not in the turbocharger; for additional information, see appropriate SELF-DIAGNOSTICS article.

Check the turbocharger turbine outlet for evidence of oil. If oil is present in the outlet, remove the turbocharger from the engine and examine the oil supply and return passages in the turbocharger pedestal and engine block for restriction. If no restriction is found, replace the turbocharger.

Bearing Clearance Check

For bearing clearance check, see TURBOCHARGER under AIR INDUCTION in REMOVAL, OVERHAUL & INSTALLATION - TRUCKS - DIESEL article.

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