Engine Control System & Engine Component Tests - Eec-V - Diesel: Diagnosis Ford Excursion I

HARD START/NO-START DIAGNOSTIC PROCEDURES

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. Test procedures are written specifically for use with New Generation Star (NGS) tester. If a generic scan tool is used, ensure scan tool is certified OBD-II standard. A generic scan tool may not be capable of performing all necessary test functions.

TEST 8: KOEO INJECTOR ELECTRICAL SELF-TEST

Note. If KOEO INJECTOR ELECTRICAL SELF-TEST aborts while trying to perform test, go to TEST NA, step 29) under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. Check injector high and low side circuits for shorts or opens.

INJECTION CONTROL PRESSURE LEAK TEST

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. see scheme 1 A reservoir that drains back after engine has not been operated for a long period of time can cause a hard start condition. If reservoir empties after filling, ensure it is being supplied oil from low pressure oiling system.

ENGINE PERFORMANCE DIAGNOSTIC PROCEDURES

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. Test procedures are written specifically for use with New Generation Star (NGS) tester. If a generic scan tool is used, ensure scan tool is certified OBD-II standard. A generic scan tool may not be capable of performing all necessary test functions.

TEST 7: KOEO INJECTOR ELECTRICAL SELF-TEST

Note. If KOEO INJECTOR ELECTRICAL SELF-TEST aborts while trying to perform test, go to TEST NA, step 29) under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. Check injector high and low side circuits for shorts or opens.

TEST 9: PERFORM KOER ON-DEMAND SELF-TEST

Note. Before performing KOER ON-DEMAND SELF-TEST make sure high-pressure oil passages are free of air. A recent repair to system may allow air to enter oil passages. To remove air, drive vehicle through deceleration and acceleration cycles at highway speeds for 20 miles.

TEST 10A: INJECTION CONTROL PRESSURE TEST (OIL AERATION/POOR IDLE)

Note. Air may be present due to a recent repair on injection control pressure system. It may be necessary to drive vehicle aggressively for 15-20 miles to remove air from system. Engine must be at operating temperature prior to running aeration tests.

Recommended Procedure (With Scan Tool)

1. Check MAP sensor for a leak, plugged, pinched or damage hose. On Excursion and F250-550, check Green wastegate hose for plugging, and inner cooler or intake hoses for leaks. On all models, repair or replace hose(s) as necessary and retest. If hoses are okay, ensure engine is at normal operating temperature. Connect scan tool to Data Link Connector (DLC). Turn A/C off. Using scan tool, access MGP PID from PID/DATA MONITOR & RECORD menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.
2. Observe MGP PID reading and road test vehicle up a hill or with vehicle fully loaded, with accelerator at wide open throttle. Note highest MGP PID (boost) reading while accelerating through 2500-3000 RPM range. Boost level will level out after 3000 RPM. On Econoline, MGP PID reading should be 13 psi (90 kPa) or more. On Excursion and F250-550, MGP PID reading should be 16 psi (110 kPa) or more. On all models, if boost level is not okay, see «POSSIBLE CAUSES»(ref-140379-S02359808022002071000000) .

Recommended Procedure (Without Scan Tool)

1. Ensure engine is at normal operating temperature. Disconnect 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. Ensure MAP sensor is connected for this test and that hose is long enough so gauge can be put inside cab of vehicle. (Scheme 96)or see scheme 15.
2. Road test vehicle up a hill or with vehicle fully loaded, with accelerator at wide open throttle. Note highest boost reading while accelerating through 2500-3000 RPM range. Boost level will level out after 3000 RPM. On Econoline, pressure (boost) reading should be 13 psi (90 kPa) or more. On Excursion and F250-550, pressure (boost) reading should be 16 psi (110 kPa) or more. On all models, if boost level is not okay, see «POSSIBLE CAUSES»(ref-140379-S02359808022002071000000).

Scheme 95

Scheme 96

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 .

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.