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

Purpose

Visual inspection is performed to check general engine condition and look for obvious causes of hard start or no-start conditions.

Possible Causes

1. Loose or leaking fuel supply lines could cause system to lose prime.
2. Kinked or blocked fuel supply lines.
3. Loose or damaged Camshaft Position (CMP) sensor and Injection Pressure Regulator (IPR) wiring harness connectors.
4. Coolant leaks could indicate serious engine problems.
5. Pinched or open CAC or MAP hoses.

Recommended Procedure

1. 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 for leaks. Check radiator and heater hoses for leaks. Replace hoses as necessary.
2. Check MAP sensor for pinched or leaking hose. Replace hose as necessary. On Excursion and Pickup, check Charge Air Cooler (CAC) for pinched or leaking hoses. Replace hoses as necessary. On all models, check Powertrain Control Module (PCM), Injector Driver Module (IDM) and 42-pin in-line harness connectors for damaged pins, corrosion and loose wires. Repair as necessary.

To determine if there is enough oil or oil of sufficient quality to operate fuel injectors.

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 tandem fuel pump, fuel dilution from injector "O" rings.
4. Oil contamination with coolant; oil cooler, head gasket, porosity.
5. Low reservoir level; engine built dry (not pressure lubed), prolonged period of not running, excessive cranking without starting.

1. Check engine oil level while vehicle is on level ground. If there is little or no oil in crankcase, injectors will not operate. If oil level on dipstick is overfull, engine may have been incorrectly serviced, or oil is diluted with fuel or engine coolant and is filling crankcase. Usually, if a substantial amount of fuel is in the engine oil, it will have a fuel odor. Inspect color of engine oil. A milky White oil indicates possible coolant contamination and will have an ethylene glycol odor.
2. 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. See 7.3L V8 TURBO DIESEL article in ENGINES for correct oil selection for temperature conditions.
3. The level in oil reservoir should also be checked. Remove inspection plug in top of reservoir and check oil level. (Scheme 97) 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, a drainback condition may be present. A reservoir that drains back after engine has not been operated for a period of time can cause a hard start and stall condition. Filling reservoir will allow system to prime faster in order to facilitate starting. Determine cause of drainback condition and repair as necessary.

Scheme 97

This is a visual inspection to determine if an air intake or exhaust restriction is contributing to a hard start or no-start condition. If engine does start and an air intake or exhaust restriction exists, a large amount of Black/Blue smoke will be produced.

1. Snow, plastic bags or other foreign material may restrict airflow at 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. Exhaust Back Pressure (EBP) device may be closing during cranking or stuck closed.
5. Tailpipe or muffler may have collapsed or been damaged.

1. Ensure air cleaner inlet and ducting is not blocked or collapsed. Inspect air cleaner assembly for proper installation. Inspect filter minder on filter housing to ensure intake restriction is below Red marks. Replace filter as necessary.
2. Ensure exhaust backpressure control valve butterfly bellcrank is not closing while cranking engine. bellcrank. When tang is against the stop, valve is fully open. (Scheme 98) Check exhaust system for damaged or blocked pipes.

Scheme 98

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

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. Pick-up tube screen in tank could be clogged.

Cloudy fuel indicates that fuel may not be a suitable grade for cold temperatures; excessive water or contaminants may indicate that tank and fuel system may need to be flushed and cleaned.

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. Turn ignition on. Fuel pump should operate for about 20 seconds. Observe fuel flow into container. Fuel flow out of drain should be a steady stream. Insufficient flow could indicate fuel supply or fuel system problems. Turn ignition off when container is half full.
2. Observe WATER IN FUEL indicator. If indicator is illuminated, fuel is probably contaminated with water. Service fuel system as necessary. Inspect fuel in container. It should be clear, not cloudy. It also should be free of water and contaminants. If engine oil is present in fuel, injector "O" ring(s) may be defective. Perform «TEST 9C: MONITOR ICP PID WHILE CRANKING»(ref-140379-S00364662852002052200000) . Repair oil leaks as necessary.
3. 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.

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

1. Ensure fuel tank has fuel. Ensure fuel pump has power and ground. Fuel pump is located on driver's side frame rail. Turn ignition on. Using DVOM, check for battery voltage between 2 circuits at fuel pump. Battery voltage should be present for about 20 seconds after ignition is on. If voltage is as specified, go to next step. If voltage is not as specified, perform TEST FK: FUEL PUMP MONITOR CONTROL under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.
2. On Econoline, remove doghouse cover. On all models, remove 1/8" pipe plug and install fuel pressure gauge at top rear of left cylinder head (Econoline), or top front of right cylinder head (Excursion and F250-550). (Scheme 99)and (Scheme 100) or (Scheme 101). Check fuel pressure with engine cranking or running. If fuel pressure is 45 psi (310 kPa) or more, go to «TEST 8B: FUEL PRESSURE TEST»(ref-140379-S40979711122002070900000) under ENGINE PERFORMANCE DIAGNOSTIC PROCEDURES. If fuel pressure is less than 45 psi (310 kPa), go to «TEST 8C: ELECTRIC FUEL PUMP PRESSURE TEST»(ref-140379-S26508970512002070900000) under ENGINE PERFORMANCE DIAGNOSTIC PROCEDURES.

Scheme 99

Scheme 100

Scheme 101

The purpose of this test is to determine if PCM has detected any fault conditions that would cause a hard start or no-start condition.

Note. The IDM stores both historical and hard IDM DTCs. To retrieve IDM DTCs, you must perform KOEO ON-DEMAND SELF-TEST or KOEO INJECTOR ELECTRICAL TEST. To ensure that DTC is a hard fault, you must first clear Continuous Memory DTCs. Record all DTCs before clearing even though IDM DTCs do not show up on Continuous Memory display. If an IDM DTC is set, repeat KOEO ON-DEMAND SELF-TEST. This is a hard fault.

The most likely PCM detectable faults that will cause a no-start or hard start condition are

1. CMP sensor inactive faults.
2. IPR output circuit check fault.
3. FDCS, CID and IDM ENABLE circuit faults.

To perform self-test, turn ignition off. Ensure test equipment is properly attached. If vehicle is equipped with an auxiliary powertrain control system (RPM control), it must be turned off before performing self-test. Using NGS tester, perform the following steps

1. Select VEHICLE & ENGINE SELECTION menu.
2. Select VEHICLE, YEAR & MODEL.
3. Select PCM - POWERTRAIN CONTROL MODULE.
4. Select DIAGNOSTIC TEST MODE.
5. Select KOEO ON-DEMAND SELF-TEST.
6. Turn ignition on.
7. Follow operating instructions from NGS tester menu.
8. Record DTCs and perform appropriate system test. See DIAGNOSTIC TROUBLE CODE DEFINITIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. After test has been completed, cycle ignition off before performing other self-tests or driving vehicle.

Note. If performing repeated self-tests on models with Federal emissions, disconnect glow plug relay to keep battery from going dead. Relay is located on top, right side of engine. Ignore any glow plug DTCs while glow plug relay is disconnected.

The purpose of this test is to determine if PCM has detected any historical or intermittent fault conditions that would cause a hard start or no-start symptom. The condition that caused a Continuous Memory DTC may no longer exist.

Note. The IDM stores both historical and hard IDM DTCs. To retrieve IDM DTCs, you must perform KOEO ON-DEMAND SELF-TEST or KOEO INJECTOR ELECTRICAL TEST. To ensure that DTC is a hard fault, you must first clear Continuous Memory DTCs. Ensure to record all DTCs before clearing even though IDM DTCs do not show up on Continuous Memory display. If an IDM DTC is set, repeat KOEO ON-DEMAND SELF-TEST. This is a hard fault.

To perform self-test, turn ignition off. Ensure test equipment is properly attached. If vehicle is equipped with an auxiliary powertrain control system (RPM control), it must be turned off before performing self-test. Using NGS tester, perform the following steps

1. Select VEHICLE & ENGINE SELECTION menu.
2. Select VEHICLE, YEAR & MODEL.
3. Select DIAGNOSTIC DATA LINK.
4. Select PCM - POWERTRAIN CONTROL MODULE.
5. Select DIAGNOSTIC TEST MODE.
6. Select RETRIEVE/CLEAR CONTINUOUS DTCs.
7. Turn ignition on.
8. Follow operating instructions from NGS tester menu.
9. Record DTCs and perform appropriate system test. See DIAGNOSTIC TROUBLE CODE DEFINITIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. After test has been completed, cycle ignition off before performing other self-tests or driving vehicle. Continuous Memory DTCs must be cleared after repair.

Note. If performing repeated self-tests, it may be necessary to disconnect glow plug relay to keep battery from going dead. Ignore any glow plug DTCs while glow plug relay is unplugged.

The purpose of this test is to determine if injector solenoids and valves are operating properly by buzzing all injectors together for about 2 seconds, then each injector will buzz for about one second in numerical order (1-8). Injector Driver Module (IDM) stores all history IDM DTCs. To ensure DTC is a hard fault, you must first clear Continuous Memory DTCs (ensure all IDM DTCs are recorded before clearing). After clearing, repeat self-test. A fault must be present at time of testing for KOEO INJECTOR ELECTRICAL SELF TEST to detect fault. If a fault is detected, a DTC will be output at end of test when requested by a scan tool. Only a hard fault DTC will be displayed.

1. Open or shorted injector circuits.
2. Bad injector connector.
3. Open or shorted CID or FDCS circuits.
4. Open injector solenoid.
5. IDM power or ground circuits.
6. Defective IDM.

To perform self-test, turn ignition off. Ensure test equipment is properly attached. If vehicle is equipped with an auxiliary powertrain control system (RPM control), it must be turned off before performing self-test. Using NGS tester, perform the following steps

1. Select VEHICLE & ENGINE SELECTION menu.
2. Select VEHICLE, YEAR & MODEL.
3. Select DIAGNOSTIC DATA LINK.
4. Select PCM - POWERTRAIN CONTROL MODULE.
5. Select DIAGNOSTIC TEST MODE.
6. Select KOEO INJECTOR ELECTRICAL SELF-TEST.
7. Turn ignition on.
8. Follow operating instructions from NGS tester menu.
9. Record DTCs and perform appropriate system test. See DIAGNOSTIC TROUBLE CODE DEFINITIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. After test has been completed, cycle ignition off before performing other self-tests or driving vehicle.

This test is performed to verify PCM power-up during cranking. Lack of power to PCM can cause a no-start condition as well as DTC loss.

1. Low battery voltage
2. Charging system problem
3. Power circuit and ground circuits to PCM.

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

Connect scan tool to Data Link Connector (DLC). Using scan tool, access VPWR PID from PID/DATA MONITOR & RECORD menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. Crank engine while monitoring VPWR PID reading. If VPWR PID reading indicates less than 8 volts, check charging circuit, power and ground circuits. See TEST A: VEHICLE BATTERY under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.

This test is performed to determine if Camshaft Position (CMP) sensor and circuit are functioning.

1. Weak battery or starter.
2. Faulty wire harness connection.
3. Poor CMP ground connection.
4. Incorrect CMP sensor to target wheel spacing.
5. Defective CMP sensor.

Connect scan tool to Data Link Connector (DLC). Using scan tool, access RPM PID from PID/DATA MONITOR & RECORD menu. Crank engine while monitoring RPM PID reading. If RPM PID reading indicates less than 100 RPM, check CMP sensor circuit. See TEST DF: CAMSHAFT POSITION SENSOR under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.

This test is performed to determine if injection control system can supply enough injection control pressure to sustain starting.

1. Injection control pressure system leak.
2. Oil reservoir level low.
3. Injection Pressure Regulator (IPR) failure.
4. Faulty high pressure pump.
5. Injector "O" ring leaking.

Note. Camshaft Position (CMP) signal is required before IPR is commanded above 14 percent.

Using scan tool, access ICP and IPR PIDs from PID/DATA MONITOR & RECORD menu. Crank engine while monitoring ICP and IPR PID readings. If IPR PID reading goes above 14 percent, ICP PID pressure reading should be 500 psi (3450 kPa) or more provided that oil reservoir is full, IPR valve is not stuck open, high pressure pump is building pressure and there is not an injection control pressure leak between high pressure pump and all injectors. If ICP PID reading is 500 psi (3450 kPa) or more, go to TEST 9D: CHECK FUEL PULSE WIDTH WHILE CRANKING . If ICP PID reading is less than 500 psi (3450 kPa), injectors will not be enabled by PCM because of insufficient rail pressure. Perform INJECTION CONTROL PRESSURE LEAK TEST .

This test is performed to determine cause of low injection control pressure.

Scheme 102

Scheme 103

1. Perform «TEST 9C: MONITOR ICP PID WHILE CRANKING»(ref-140379-S00364662852002052200000) (if not already completed). If PID reading indicates less than 500 psi (3448 kPa), injectors are not being energized because of insufficient pressure. Remove high pressure hose from right cylinder head using Quick Disconnect Tool (303-625). (Scheme 102) Using Fuel/Oil/Turbo Protector Cap Set (T94T-9395-AH), install appropriate cap on high pressure hose fitting on cylinder head. Using plug from Oil High Pressure Leakage Test Adapter Set (303-S626), install plug into high pressure hose. WARNING: In the following steps, engine may start.
2. Connect ICP/EBP Adapter Cable (D94T-50-A) between ICP sensor and sensor wiring harness connector, if available. (Scheme 103) If ICP/EBP adapter cable is not available, go to next step. 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. If engine starts, or voltage reading is 1-4 volts, an injection control pressure oil leak has been isolated to the right cylinder head. Go to step 4. If engine does not start, or voltage reading is not 1-4 volts, perform «LEFT CYLINDER HEAD CHECK»(ref-140379-S06404623272002052200000).
3. Using scan tool, access and monitor ICP PID from PID/DATA MONITOR & RECORD menu. Crank engine. If engine starts, or if ICP PID reading indicates 500 psi (3448 kPa) or more, an injection control pressure oil leak has been isolated to the right cylinder head. Go to next step. If engine does not start, or ICP PID is still less than 500 psi (3448 kPa), perform «LEFT CYLINDER HEAD CHECK»(ref-140379-S06404623272002052200000).
4. Inspect fuel system for oil contamination. 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.

Scheme 104

1. Remove cap and plug from high pressure hose for right cylinder head and reinstall hose. Remove high pressure hose from left cylinder head using quick disconnect tool. Using fuel/oil/turbo protector cap set, install appropriate cap on high pressure hose fitting on cylinder head. Install ICP adapter from oil high pressure leakage test adapter set into high pressure hose. (Scheme 104) WARNING: In the following steps, engine may start.
2. Remove ICP sensor and install sensor in end of ICP adapter. Connect ICP/EBP Adapter Cable (D94T-50-A) between ICP sensor and sensor wiring harness connector, if available. (Scheme 103) If ICP/EBP adapter cable is not available, go to next step. 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. If engine starts, or voltage reading is 1-4 volts, an injection control pressure oil leak exists in left cylinder head. Go to step 4. If engine does not start, or voltage reading is not 1-4 volts, go to step 5.
3. Using scan tool, access and monitor ICP PID from PID/DATA MONITOR & RECORD menu. Crank engine. If engine starts, or if ICP PID reading indicates 500 psi (3448 kPa) or more, an injection control pressure oil leak has been isolated to the left cylinder head. Go to next step. If engine does not start, or ICP PID is still less than 500 psi (3448 kPa), go to step 5.
4. 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.
5. 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 for each cylinder head.
6. Using oil high pressure leakage test adapter set, install plug into each high pressure hose. Both high pressure lines should now be blocked off (high pressure pump effectively dead-headed). Using scan tool, observe ICP PID reading while cranking engine. If ICP PID reading is still less than 500 psi (3448 kPa), replace Injection Pressure Regulator (IPR) with a known-good IPR and retest. If ICP PID reading is now 500 psi (3448 kPa) or more, replace IPR. If ICP PID reading is still less than 500 psi (3448 kPa), problem is most likely a faulty high pressure pump or high pressure pump drive gear. Repair as necessary.

This test is performed to determine if Fuel Delivery Command Signal (FDCS) system is functioning correctly.

1. FDCS and CID circuits.
2. Faulty PCM.
3. Faulty IDM.

Connect scan tool to Data Link Connector (DLC). Using scan tool, access FUEL PW PID from PID/DATA MONITOR & RECORD menu. Crank engine while monitoring FUEL PW PID reading. If FUEL PW PID reading indicates 1-6 milliseconds, go to GLOW PLUG SYSTEM OPERATION TEST . If FUEL PW PID reading does not indicate 1-6 milliseconds and VPWR, RPM and ICP PID readings are okay, check for Camshaft Position (CMP) sync signal fault. See TEST DF: CAMSHAFT POSITION SENSOR under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.

Possible Causes (California & Federal)

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 control module or relay. Look very carefully for poor connections, burnt or loose fitting pins that will cause high resistance.

1. Glow Plug Control Module (GPCM) or glow plug relay.
2. Power circuit to GPCM/relay (fusible links from starter relay).
3. GPCM/relay to valve cover connector circuits.
4. Valve cover gasket.
5. Under valve cover (UVC) wiring harness.
6. Glow plugs.

Recommended Procedure (California)

Note. Glow plug system monitor will start when glow plugs are commanded on for over 30 seconds and battery voltage is 10-14 volts. A glow plug DTC will be stored in Continuous Memory if one or more glow plugs are not being powered. Look very carefully for poor connections, burnt or loose fitting pins that will cause high resistance and set a DTC.

Glow Plug Monitor Self Test, is a KOER functional test of glow plug system performed on demand with engine running and A/C off. PCM will activate GPCM which monitors glow plug operation. Accelerator pedal may be used to increase engine speed to increase voltage if needed. A fault must be present at time of testing for test to detect a fault. DTCs will be sent from GPCM to PCM through Standard Corporate Protocol (SCP) line, then output to scan tool.

Recommended Procedure (Federal)

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.

1. Connect a DVOM between ground and Black/Orange wire at glow plug relay. Turn ignition on. If battery voltage is not present, locate and repair open in Black/Orange wire between glow plug relay and starter relay. If battery voltage is present, turn ignition off. Connect DVOM between ground and Brown wire at glow plug relay. (Scheme 105) Turn ignition on and note how long glow plug relay stays energized, then de-energizes ("On" time). Relay will make a loud click noise when it energizes. Compare relay "On" time to specifications. See «GLOW PLUG RELAY SPECIFICATIONS»(ref-140379-S32009229242002052200000) table. If relay "On" time is not within specification, replace relay. If "On" time is within specification, 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 Excursion & F250-550 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.
2. Turn ignition off. Disconnect all 4 glow plug/fuel injector connectors at valve cover gaskets. Install Glow Plug Injector Adapter (014-00935) to any injector connector at valve cover gasket. (Scheme 106) Using DVOM, measure resistance between negative battery terminal and each glow plug test point at glow plug injector adapter. If all resistances are.1-2.0 ohms, go to next step. If any resistance 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.
3. Using DVOM, measure resistance between Brown wire at glow plug relay and each glow plug test point at glow plug injector adapter. If all resistances are less than 1.0 ohm, no problem is indicated at this time. If any resistance is 1.0 ohm or more, locate and repair open circuit.

Scheme 105

This test is performed to determine general engine and chassis condition and to check for obvious causes of a loss of performance.

1. Check for disconnected or pinched manifold absolute pressure 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 all wiring harness connectors for damaged pins, corrosion and loose wires. Repair connectors as necessary. On Excursion and F250-550, check intercooler and wastegate control solenoid for damage or kinked hoses. Replace hoses as necessary.

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

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. Pick-up tube screen in tank could be clogged.

Cloudy fuel indicates that fuel may not be a suitable grade for cold temperatures; excessive water or contaminants may indicate that tank and fuel system may need to be flushed and cleaned.

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. Turn ignition on. Fuel pump should operate for about 20 seconds. Observe fuel flow into container. Fuel flow out of drain should be a steady stream. Insufficient flow could indicate fuel supply or fuel system problems. Turn ignition off when container is half full.
2. Observe WATER IN FUEL indicator. If indicator is illuminated, fuel is probably contaminated with water. Service fuel system as necessary. Inspect fuel in container. It should be clear, not cloudy. It also should be free of water and contaminants. If engine oil is present in fuel, injector "O" ring(s) may be defective. Perform «TEST 9C: MONITOR ICP PID WHILE CRANKING»(ref-140379-S00364662852002052200000) under HARD START/NO-START DIAGNOSTIC PROCEDURES. Repair oil leaks as necessary.
3. 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.

This test is performed to determine if there is enough oil or oil of sufficient quality to operate injectors.

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 tandem fuel pump, fuel dilution from injector "O" rings.
4. Oil contamination with coolant; oil cooler, head gasket, porosity.
5. Low reservoir level; engine built dry (not pressure lubed), prolonged period of not running, excessive cranking without starting.

1. Check engine oil level while vehicle is on level ground. If there is little or no oil in crankcase, injectors will not operate. If oil level on dipstick is overfull, engine may have been incorrectly serviced, or oil is diluted with fuel or engine coolant and is filling crankcase. Usually, if a substantial amount of fuel is in the engine oil, it will have a fuel odor. Inspect color of engine oil. A milky White oil indicates possible coolant contamination and will have an ethylene glycol odor.
2. 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 «SERVICE & ADJUSTMENT SPECIFICATIONS - TRUCKS»(ref-139270) article for the correct oil selection for temperature conditions.
3. The level in oil reservoir should also be checked. Remove inspection plug in top of reservoir and check oil level. (Scheme 97) 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, a drainback condition may be present. A reservoir that drains back after engine has not been operated for a period of time can cause a hard start and stall condition. Filling reservoir will allow system to prime faster in order to facilitate starting. Determine cause of drainback condition and repair as necessary.

This is a visual inspection to determine if an air intake restriction is contributing to a low power condition. If engine does have a high air intake restriction, a large amount of Black or Blue smoke will be produced.

1. Snow, plastic bags or other foreign material may restrict airflow at 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.

Ensure air cleaner inlet and ducting is not blocked or collapsed. Inspect air cleaner assembly for proper installation. Inspect filter minder on filter housing to ensure intake restriction is below Red marks. Replace filter as necessary. If necessary, use Pressure Adapter Kit (014-00761) to install a Magnehelic® gauge on the air cleaner port and measure restriction at high idle.

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

Note. The IDM stores both historical and hard IDM DTCs. To retrieve IDM DTCs, you must perform KOEO ON-DEMAND SELF-TEST or KOEO INJECTOR ELECTRICAL TEST. To ensure that DTC is a hard fault, you must first clear Continuous Memory DTCs. Ensure to record all DTCs before clearing even though IDM DTCs do not show up on Continuous Memory display. If an IDM DTC is set, repeat KOEO ON-DEMAND SELF-TEST. This is a hard fault.

To perform self-test, turn ignition off. Ensure test equipment is properly attached. If vehicle is equipped with an auxiliary powertrain control system (RPM control), it must be turned off before performing self-test. Using NGS tester, perform the following steps

1. Select VEHICLE & ENGINE SELECTION menu.
2. Select VEHICLE, YEAR & MODEL.
3. Select PCM - POWERTRAIN CONTROL MODULE.
4. Select DIAGNOSTIC TEST MODE.
5. Select KOEO ON-DEMAND SELF-TEST.
6. Turn ignition on.
7. Follow operating instructions from NGS tester menu.
8. Record DTCs and perform appropriate system test. See DIAGNOSTIC TROUBLE CODE DEFINITIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. After test has been completed, cycle ignition off before performing other self-tests or driving vehicle.

Note. If performing repeated self-tests on models with Federal emissions, disconnect glow plug relay to keep battery from going dead. Relay is located on top, right side of engine. Ignore any glow plug DTCs while glow plug relay is disconnected.

The purpose of this test is to determine if PCM has detected any historical or intermittent fault conditions that would cause a performance symptom. The condition that caused a Continuous Memory DTC may no longer exist.

Note. The IDM stores both historical and hard IDM DTCs. To retrieve IDM DTCs, you must perform KOEO ON-DEMAND SELF-TEST or KOEO INJECTOR ELECTRICAL TEST. To ensure that DTC is a hard fault, you must first clear Continuous Memory DTCs. Ensure to record all DTCs before clearing even though IDM DTCs do not show up on Continuous Memory display. If an IDM DTC is set, repeat KOEO ON-DEMAND SELF-TEST. This is a hard fault.

To perform self-test, turn ignition off. Ensure test equipment is properly attached. If vehicle is equipped with an auxiliary powertrain control system (RPM control), it must be turned off before performing self-test. Using NGS tester, perform the following steps

1. Select VEHICLE & ENGINE SELECTION menu.
2. Select VEHICLE, YEAR & MODEL.
3. Select DIAGNOSTIC DATA LINK.
4. Select PCM - POWERTRAIN CONTROL MODULE.
5. Select DIAGNOSTIC TEST MODE.
6. Select RETRIEVE/CLEAR CONTINUOUS DTCs.
7. Turn ignition on.
8. Follow operating instructions from NGS tester menu.
9. Record DTCs and perform appropriate system test. See DIAGNOSTIC TROUBLE CODE DEFINITIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. After test has been completed, cycle ignition off before performing other self-tests or driving vehicle. Continuous Memory DTCs must be cleared after repair.

Note. If performing repeated self-tests, it may be necessary to disconnect glow plug relay to keep battery from going dead. Ignore any glow plug DTCs while glow plug relay is unplugged.

The purpose of this test is to determine if injector solenoids and valves are operating properly by buzzing all injectors together for about 2 seconds, then each injector will buzz for about one second in numerical order (1-8). Injector Driver Module (IDM) stores all history IDM DTCs. To ensure DTC is a hard fault, you must first clear Continuous Memory DTCs (ensure all IDM DTCs are recorded before clearing). After clearing, repeat self-test. A fault must be present at time of testing for KOEO INJECTOR ELECTRICAL SELF TEST to detect fault. If a fault is detected, a DTC will be output at end of test when requested by a scan tool. Only a hard fault DTC will be displayed.

1. Open or shorted injector circuits.
2. Damaged injector connector.
3. Open or shorted CID or FDCS circuits.
4. Open injector solenoid.
5. IDM power or ground circuits.
6. Defective IDM.

To perform self-test, turn ignition off. Ensure test equipment is properly attached. If vehicle is equipped with an auxiliary powertrain control system (RPM control), it must be turned off before performing self-test. Using NGS tester, perform the following steps

1. Select VEHICLE & ENGINE SELECTION menu.
2. Select VEHICLE, YEAR & MODEL.
3. Select DIAGNOSTIC DATA LINK.
4. Select PCM - POWERTRAIN CONTROL MODULE.
5. Select DIAGNOSTIC TEST MODE.
6. Select KOEO INJECTOR ELECTRICAL SELF-TEST.
7. Turn ignition on.
8. Follow operating instructions from NGS tester menu.
9. Record DTCs and perform appropriate system test. See DIAGNOSTIC TROUBLE CODE DEFINITIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. After test has been completed, cycle ignition off before performing other self-tests or driving vehicle.

This test is performed to determine if fuel system is producing specified pressure at fuel rails.

1. Fuel filter.
2. Head check valve.

1. Ensure fuel tank has fuel. Ensure fuel pump has power and ground. Fuel pump is located on driver's side frame rail. Turn ignition on. Using DVOM, check for battery voltage between 2 circuits at fuel pump. Battery voltage should be present for about 20 seconds after ignition is on. If voltage is as specified, go to next step. If voltage is not as specified, perform TEST FK: FUEL PUMP MONITOR CONTROL under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.
2. On Econoline, remove doghouse cover. On all models, remove 1/8" pipe plug and install fuel pressure gauge at top rear of left cylinder head (Econoline), or top front of right cylinder head (Excursion and F250-550). (Scheme 99)and (Scheme 100) or (Scheme 101). Start engine and allow it to idle. Check for leaks from the line to gauge. Go to next step.
3. Check fuel pressure with a full load on the engine. DO NOT brake torque engine for more than 10 seconds. If fuel pressure is 45 psi (310 kPa) or more, go to «TEST 8B: FUEL PRESSURE TEST»(ref-140379-S40979711122002070900000). If fuel pressure is less than 45 psi (310 kPa), replace fuel filter. Retest, and if pressure is still less than 45 psi (310 kPa), replace left head check valve (Econoline), or right head check valve (Excursion and F250-550). On Econoline, head check valve is located on front of left head between fuel inlet line and head. On Excursion and F250-550, head check valve is located on rear of right head between fuel inlet line and head.

This test is performed to determine if fuel system is producing specified pressure at fuel rails.

Recommended Procedure (Econoline)

If necessary, remove generator and bracket to access pipe plug. Remove 1/8" pipe plug from top front of right cylinder head. (Scheme 101) Install fuel pressure gauge. Start engine. Check fuel pressure with a full load on engine. DO NOT brake torque engine for more than 10 seconds. If fuel pressure is 45-80 psi (310-552 kPa), fuel pressure is okay. If fuel pressure is not 45-80 psi (310-552 kPa), replace right fuel check valve. Check valve is located in rear of right cylinder head between fuel inlet line and cylinder head.

Recommended Procedure (F250-550)

Remove 1/8" pipe plug from top rear of left cylinder head. (Scheme 100) Install fuel pressure gauge. Start engine. Check fuel pressure with a full load on engine. DO NOT brake torque engine for more than 10 seconds. If fuel pressure is 45-80 psi (310-552 kPa), go to next step. If fuel pressure is not 45-80 psi (310-552 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.

The purpose of this test is to determine if fuel pump is producing specified pressure.

1. A stuck open regulator valve will cause low fuel pressure.
2. A stuck closed regulator valve (possibly caused by debris) will cause high fuel pressure for a short time until pump fails.
3. A loose fuel line on suction side of fuel system can cause air to be ingested into system and cause low fuel pressure.
4. Electric fuel pump.
5. Fuel pump fuse.
6. Fuel pump relay.
7. Inertia Fuel Shutoff (IFS) switch.
8. Fuel pump circuit faults.

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 battery voltage is present, go to next step. If battery voltage is not present, perform TEST FK: FUEL PUMP MONITOR CONTROL under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.
2. Remove fuel line from outlet side of fuel pump. Install fuel pressure adapter between fuel outlet line and electric fuel pump. Connect fuel pressure adapter to 0-160 psi (0-1103 kPa) gauge at engine pressure tester. (Scheme 107)
3. Start engine and allow it to idle. Check for leaks from line to gauge. Check fuel pressure with a full load on engine. DO NOT brake torque engine for more than 10 seconds. If fuel pressure is 45-80 psi (310-552 kPa) or more, fuel pressure is okay. Go to «TEST 8D: ELECTRIC FUEL PUMP INLET RESTRICTION TEST»(ref-140379-S40648659382002052200000). If fuel pressure is less than 45-80 psi (310-552 kPa), check fuel regulator valve for sticking or debris. (Scheme 108) Repair as necessary and retest. If fuel regulator valve is okay, replace fuel pump. Retest to verify that there is not a restriction downstream of pump causing high fuel pressure, which will cause pump to fail again.

Scheme 106

Scheme 107

This test is performed to determine if there is a restriction in fuel pump inlet. Fuel is drawn from fuel tank through primary filter (screen on fuel tank sending unit) by electric fuel pump. Pressurized fuel (approximately 45-80 psi) is supplied to secondary filter (fuel filter housing is located in "V" on top of engine) by means of electric pump and regulator valve. Regulator relieves pressure, sending fuel back to fuel tank. Only filtered fuel going through fuel filter will go to heads. A check valve is located on both heads to prevent fuel pressure spikes in fuel rail. (Scheme 99)

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: FUEL PUMP MONITOR CONTROL under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article.
2. Remove fuel line to inlet side of fuel pump. Install Low Fuel Pump Adapter (014-00931-2) between fuel inlet line and electric fuel pump. Connect fuel pump adapter to vacuum gauge (0-30 in. Hg) of Engine Pressure Tester (014-00761). (Scheme 107) Measure restriction at wide open throttle with shift lever in Neutral, brakes set and wheels blocked. If restriction measures more than 6 in. Hg, a blockage exists between fuel pump and fuel tank.

This test is performed to determine if PCM has detected any fault conditions that would cause a performance problem while engine is running. PCM will perform step tests on injection control pressure system and exhaust back pressure system. Step tests are PCM-controlled tests where PCM commands a specific exhaust back pressure or injection control pressure and then measures result. If a predetermined threshold is not reached, a DTC will be generated. This test can be performed at any engine temperature.

To perform self-test, turn ignition off. Ensure test equipment is properly attached and A/C is off. If vehicle is equipped with an auxiliary powertrain control system (RPM control), it must be turned off before performing self-test. Using NGS tester, perform the following steps

1. Start engine and allow to idle.
2. Select VEHICLE & ENGINE SELECTION menu.
3. Select VEHICLE, YEAR & MODEL.
4. Select DIAGNOSTIC DATA LINK.
5. Select PCM - POWERTRAIN CONTROL MODULE.
6. Select DIAGNOSTIC TEST MODE.
7. Select KOER ON-DEMAND SELF-TEST.
8. Follow operating instructions from NGS tester menu.
9. Record DTCs and perform appropriate system test. See DIAGNOSTIC TROUBLE CODE DEFINITIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. After test has been completed, cycle ignition off before performing other self-tests or driving vehicle.

This test is performed to determine if engine oil is aerated and causing poor idle.

1. Extended oil drain intervals; anti-foam additives in oil may be depleted either from severe use or extended service intervals.
2. Air may be present due to recent engine repair on injection control pressure system. It may be necessary to run vehicle aggressively for 15-20 miles to remove air.
3. Wrong type or grade of oil.

Note. Engine must be at normal operating temperature.

Connect scan tool to Data Link Connector (DLC). Turn A/C off. Using scan tool, access and monitor ICP PID from PID/DATA MONITOR & RECORD menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. Start engine and raise engine speed to 3400 RPM for 3 minutes. ICP PID reading should be a maximum of 1800 psi (12,411 kPa). If ICP PID reading is more than 1800 psi (12,411 kPa), anti-foam oil additives may have become depleted from oil. Change oil and retest.

This test is performed to determine if idle stability or low power is caused by a stuck or dirty Injection Pressure Regulator (IPR) or faulty Injection Control Pressure (ICP) signal.

1. Debris stuck in IPR.
2. Inoperative ICP sensor or circuit failure.

Note. Engine must be at normal operating temperature.

1. Connect scan tool to Data Link Connector (DLC). Turn A/C off. Using scan tool, access and monitor ICP and RPM PIDs from PID/DATA MONITOR & RECORD menu. Start engine and allow it to idle. Check ICP and RPM PID values. RPM PID should be stable. ICP PID value should be 400-600 psi (2758-4137 kPa). If RPM PID is stable and ICP PID value is within specification, go to «TEST 11: CRANKCASE PRESSURE TEST»(ref-140379-S38156161392002052200000) . If RPM PID is not stable and/or ICP PID value is not within specification, go to next step.
2. Disconnect ICP sensor. Sensor is located at top left side of engine. If idle is now stabilized, fault is in ICP sensor circuit. Perform TEST DC: INJECTION CONTROL PRESSURE SENSOR under SYSTEM TESTS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. If idle still does not stabilize, replace IPR and retest.

This test is performed to measure crankcase pressure. Crankcase pressure is an indication of how well cylinders are sealing.

1. Broken or worn compression rings.
2. Polished cylinder bores.
3. Leaking or bent valves.

Inspect air induction system. If air induction system allows dirt to enter cylinders, it will quickly "dust" the engine, causing high crankcase pressure.

1. Ensure engine is at normal operating temperature. A cold engine will give higher readings. 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. see scheme 13 Install a protective screen over turbocharger inlet.
2. Screw Crankcase Orifice Restrictor Tool (014-00743) and Crankcase Pressure Test Adapter (014-00743) into oil fill cap hole. see scheme 13 Connect adapter to Magnehelic® pressure gauge at engine pressure tester. Ensure gauge has been zeroed.
3. Start engine. Monitor pressure gauge and raise engine speed to 3400 RPM for about 30 seconds. DO NOT block hole at top of crankcase orifice restrictor. If pressure is less than 3 in. H 2 O, go to «TEST 12: CYLINDER CONTRIBUTION TEST»(ref-140379-S32834486192002052200000). If pressure is 3 in. H 2 O or more, check engine mechanical condition (compression rings, cylinder bores, valves, etc.). Repair as necessary.

Scheme 108

This test is performed on individual cylinders and injectors to determine if all are contributing equally to engine performance.

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

See 7.3L V8 TURBO DIESEL article in ENGINES for engine mechanical diagnostic procedures. If base engine condition meets specifications, injector may not be functioning correctly and will need replacement. Fuel injector solenoid and wiring should have been checked in previous tests.

If KOER CYLINDER CONTRIBUTION SELF-TEST under QUICK TEST in SELF-DIAGNOSTICS - EEC-V - DIESEL article has been successfully completed previously and no DTCs were present, go to TEST 13: EXHAUST RESTRICTION . If KOER CYLINDER CONTRIBUTION SELF-TEST has not been completed, perform KOER CYLINDER CONTRIBUTION SELF-TEST under QUICK TEST in SELF-DIAGNOSTICS - EEC-V - DIESEL article. Only hard fault DTCs will be stored. Service any DTCs that are present. Ensure KOER CYLINDER CONTRIBUTION SELF-TEST passes.

This test is performed to determine if exhaust system is sufficiently restricted to cause a performance problem.

1. Collapsed tail pipe.
2. Clogged tail pipe.
3. Closed exhaust back pressure device.
4. Clogged catalytic converter.
5. Damaged muffler.

Visually inspect exhaust system for damage. Repair exhaust system as necessary. Start engine. Connect scan tool to Data Link Connector (DLC). Turn A/C off. Ensure engine is at normal operating temperature. Using scan tool, access EBP PID from PID/DATA monitor menu. See ADDITIONAL SYSTEM FUNCTIONS in SELF-DIAGNOSTICS - EEC-V - DIESEL article. Observe EBP PID reading and briefly raise engine speed to 3400 RPM. If EBP PID reading is 34 psi (234 kPa) or less, exhaust system is okay. If EBP PID reading is more than 34 psi (234 kPa), exhaust is restricted. Check for collapsed or plugged tailpipe, or plugged or damaged muffler. Repair as necessary.

This test is performed to determine if engine can develop sufficient boost to obtain specific power.

1. Pinched or disconnected Manifold Absolute Pressure (MAP) sensor hose.
2. Leaking intake, hoses or fittings.
3. Faulty turbocharger.
4. Mechanical engine failure.
5. Plugged Green wastegate hose or port charge air intake to turbocharger (Excursion and F250-550).
6. Wastegate control solenoid mechanically inoperative (Excursion and F250-550).
7. Wastegate actuator (Excursion and F250-550).
8. Wastegate valve (Excursion and F250-550)
9. Wastegate turbocharger (Excursion and F250-550)
10. Leaking intercooler hoses (Excursion and F250-550).

A wastegated turbo is designed to reach maximum boost sooner than a conventional turbo, but over-boosting will cause damage to turbo. PCM will control boost pressure by duty cycle to a control solenoid to maximize boosting performance. When pressure is supplied on Red hose going to actuator (solenoid NOT energized), valve will open, dumping boost. When low or no pressure is on Red hose going to actuator (solenoid is being energized), valve will stay closed.

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»(ref-140379-S12734001362004022600000) under COMPONENT TESTS.
6. Injector or injector "O" ring leaking. See appropriate SELF-DIAGNOSTICS article.

High Boost

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

Bearing Clearance Check

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