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SECTION 4 Diagnostic Subroutines

Contents

Hard Start/No Start Diagnostic Procedures.....................................4-1 1. Visual Engine/Chassis Inspection ............................................4-3 2. Check Engine Oil Level............................................................4-4 3. Intake/Exhaust Restriction........................................................4-5 4. Sufficient Clean Fuel ................................................................4-7 5. Fuel System Delivery .............................................................4-10 6. Electric Fuel Pump Inlet Restriction.......................................4-20 7. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test ...............................................................4-26 8. Retrieve Continuous DTCs ....................................................4-27 9. KOEO Injector Electrical Self-Test (Click Test) .....................4-28 10a. Check VPWR During Cranking ..........................................4-29 10b and 10c. Check FICM Power During Cranking ..................4-30 10d. Check the RPM Signal While Cranking.............................4-31 10e. and 10f. Monitor the ICP While Cranking..........................4-32 10g. Check Fuel Pulse Width While Cranking...........................4-38 10h. Check FICM Synchronization While Cranking...................4-39

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

SECTION 4 Diagnostic Subroutines

Contents (Continued)

11. Glow Plug System Operation...............................................4-40 12. Combustion Gas In The Fuel Rail Test ...............................4-43 Performance Diagnostic Procedures .............................................4-45 1. Visual Engine/Chassis Inspection ..........................................4-47 2. Sufficient Clean Fuel ..............................................................4-48 3. Check Engine Oil Level..........................................................4-50 4. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test ...............................................................4-51 5. Retrieve Continuous DTCs ....................................................4-52 6a. KOEO Injector Electrical Self-Test.......................................4-53 6b. Power Balance Test .............................................................4-55 7. Intake Restriction....................................................................4-57 8. Exhaust Gas Recirculation (EGR) System Test....................4-60 9. Exhaust Restriction ................................................................4-61 10a. Fuel System Delivery .........................................................4-62 10b. Electric Fuel Pump Inlet Restriction...................................4-71 10c. Fuel Aeration Test ..............................................................4-77

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

SECTION 4 Diagnostic Subroutines

Contents (Continued)

11. Carry Out The Key On Engine Running (KOER) On-Demand Self-Test ...............................................................4-78 12a. Low Idle Stability (ICP Pressure).......................................4-79 12b. Injection Pressure Regulator Test......................................4-80 13. Turbo Boost Test..................................................................4-81 14. Crankcase Pressure Test.....................................................4-82 15. Oil Aeration Test ..................................................................4-86 16. Combustion Gas In The Fuel Rail Test ...............................4-87 Diagnostic Trouble Code (DTC) Charts and Descriptions ..........4-89 Injector Interrupt for Enhanced Diagnostics ................................4-134 Diagnose Rough Idle Only .......................................................4-134

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-1

Hard Start/No Start Diagnostic Procedures

E-Series or F-Super Duty

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-2

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

E-Series or F-Super Duty

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-3

Hard Start/No Start Diagnostic Procedures

Note: For a hard start/no start concern with the engine oil temperature (EOT) below 15°C (60°F) carry out Step 11 first.

1. Visual Engine/Chassis Inspection 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 Method Visual Check

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 charge air cooler (CAC) 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:

· Loose or leaking fuel supply lines cause the fuel system to lose its prime · Kinked or blocked fuel supply lines · Fuel or oil leaks contribute to no start conditions · Coolant leaks indicate engine problems · Note: 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. Electronic connectors may be damaged or not properly installed causing a no start condition · Pinched or open MAP sensor hose · Pinched or open CAC hose

Tools Required:

Inspection light

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-4

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

2. Check Engine Oil Level Purpose:

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 · Check for contaminants (fuel, coolant). · Correct grade/viscosity. · Miles/hours on oil, correct level.

Method Visual Check

Recommended Procedure:

WARNING: Smoking or open flame of any type must not be present when working near fuel or fuel vapor. Failure to follow these instructions may result in personal injury. Check for the 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 repaired 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 has a diesel fuel odor and increases the engine oil level. If the engine oil level is above Max due to diesel fuel dilution, the oil appears 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 the 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 output state control (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.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-5

Hard Start/No Start Diagnostic Procedures

Check the maintenance 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 has increased viscosity (become thicker) and makes engine cranking more difficult and starting less reliable at temperatures below freezing. Refer to the lube oil chart in the Workshop Manual or Owner's Literature for the correct oil selection for temperature conditions.

Possible Causes:

· Loss of lube oil pressure · Oil level low -- oil leak, oil consumption, incorrect repair · Oil level high -- incorrect repair, fuel dilution from injector O-rings · Oil contamination with coolant -- oil cooler, head gasket, porosity

Tools Required:

High Pressure Pump Test Adapter 303-765 or equivalent Gauge 0-1.1 MPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) Scan tool

3. Intake/Exhaust Restriction Purpose:

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 starts with a high air intake or exhaust restriction, a considerable amount of black/blue smoke is produced. Intake/Exhaust Restriction · Inspect the air filter and inlet ducts. · Inspect the exhaust system. · Check for illumination of the air filter restriction indicator (F-Super Duty).

Method Visual Check

Recommended Procedure:

Inspect the air cleaner inlet and ducting to verify no blocks or collapsed ducting. Inspect the air cleaner housing and filter for proper installation. Inspect the air filter restriction gauge to make sure the intake restriction is below the red marks. Inspect the exhaust system for damaged or blocked pipes.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-6

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

F-Super Duty Air Filter Restriction Gauge

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-7

Hard Start/No Start Diagnostic Procedures

E-Series Air Filter Restriction Gauge

Possible Causes:

Note: Reset the air filter restriction gauge after repairing a restriction concern. · Snow or foreign material restricting the airflow at the air inlet · Misrouted air cleaner ducting · On engines recently repaired, rags or cap plugs may have been inadvertently left in an air inlet pipe · Tailpipe or muffler may have collapsed or been damaged

Tools Required:

None

4. Sufficient Clean Fuel Purpose:

The purpose of this test is to verify the fuel quality.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-8

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

Sufficient Clean Fuel · Check for illumination of the water in fuel indicator. · After verifying that there is fuel in the tank, drain a sample from the fuel conditioning module. · A cetane rating between 40 and 50 is recommended for optimum performance.

Method Visual Check

Recommended Procedure:

Open the drain valve on the fuel conditioning 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. If air bubbles are present, check the fuel supply lines and the in tank fuel pickup tube for leaks. If a fuel supply line or in tank fuel pickup tube leak is found, repair as necessary. If no fuel supply line or in tank fuel pickup tube leaks are found, the fuel level in the fuel tank could be low due to the fuel gauge or fuel level sender reading inaccurately. Refer to the Workshop Manual Section 413-01, Instrumentation and Warning Chimes, Symptom Chart to continue diagnosis. Repair as necessary. 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 replaced 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.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-9

Hard Start/No Start Diagnostic Procedures

F-Super Duty Fuel Conditioning Module Drain Valve

E-Series Fuel Conditioning Module Drain Valve

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-10

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

Possible Causes:

· No fuel in the tank · Fuel supply line broken or crimped · Fuel gelled (most likely in cold weather with No. 2 fuel) · Pickup tube screen in tank clogged · 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.

Tools Required:

Clear container -- approximately 0.95 L (1 quart)

5. Fuel System Delivery

WARNING: Avoid contact with fuel during a visual inspection for fuel leaks with the engine running. Do not work on the fuel system until the pressure has been released and the engine has cooled. Fuel in the high-pressure fuel system is hot and under very high pressure. High-pressure fuel may cause cuts and contact with hot fuel may cause burns. Failure to follow these instructions may result in serious personal injury.

WARNING: When handling fuel, always observe fuel handling precautions and be prepared in the event of fuel spillage. Spilled fuel may be ignited by hot vehicle components or other ignition sources. Failure to follow these instructions may result in serious personal injury. Note: The Flow Tester, Diesel Fuel 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at wide open throttle (WOT) and full load on the fuel system. The Flow Tester, Diesel Fuel 310-193 or equivalent uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption. For E-Series vehicles, measure the fuel system pressure at the right hand cylinder head fuel passage plug on the back of the right hand cylinder head. For F-Super Duty vehicles, measure the fuel system pressure at the secondary fuel filter housing test port. The fuel pressure value at the secondary fuel filter housing test port is higher than the fuel pressure value at the back of the cylinder head due to a pressure drop through the fuel rails, fuel injectors and other fuel system components.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-11

Hard Start/No Start Diagnostic Procedures

Note: Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis.

Purpose:

The purpose of this test is to verify the fuel system pressure and flow. Fuel System Delivery

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent Specification E-Series 262 kPa (38 psi) MIN 352 kPa (51 psi) MAX F-Super Duty 310 kPa (45 psi) MIN - 400 kPa (58 psi) MAX Measurement

Fuel System Delivery Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Verify there is fuel in the tank. · Verify the fuel temperature is above 0 ºC or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the Sufficient Clean Fuel test in this section. · Measure the voltage between the fuel pump power and ground circuits. Voltage is present for approximately 20 seconds after the key is turned to the ON position. If the voltage is less than 11.9 volts, GO to Pinpoint Test M.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-12

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

E-Series

F-Super Duty

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-13

Hard Start/No Start Diagnostic Procedures

· Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · NOTICE: Correct installation of the Flow Tester, Diesel Fuel 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. For E-Series vehicles, remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.

E-Series

· For F-Super Duty vehicles, remove the test port plug from the front of the secondary fuel filter housing. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft).

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-14

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

F-Super Duty

· Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body. · If the engine starts and does not stall, start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. The fuel pump cycles on, then off after 20 seconds. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the indicated fuel pressure while the valve is open and fuel is flowing back to the fuel tank. If the fuel pressure meets the specification, no concern is present at this time. If the fuel pressure is below the specification, carry out the Fuel Conditioning Module Pressure test in this section.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-15

Hard Start/No Start Diagnostic Procedures

If the fuel pressure is above the specification, check the fuel return lines for a restriction. If no restriction is present, install a new fuel pressure regulator valve.

Possible Causes:

· Fuel return line restriction · Fuel pressure regulator valve

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent

Fuel Conditioning Module Pressure

Purpose:

The purpose of this test is to verify that the fuel filters are not restricted. Fuel Conditioning Module Pressure Measure the fuel conditioning module outlet fuel system pressure between the fuel conditioning module and the secondary fuel filter. Use the Flow Tester, Diesel Fuel 310-193 or equivalent to simulate maximum fuel consumption. Plug the vehicle's fuel return line to isolate the fuel pressure regulator valve.

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) Specification 344 kPa (50 psi) MIN Measurement

Fuel Conditioning Module Pressure test Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · Flow Tester, Diesel Fuel 310-193 or equivalent connected.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

· Using the male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port. · Install the Fuel Pump Adapter 310-111 or equivalent with the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel conditioning module outlet port and the fuel supply line leading to the secondary fuel filter.

E-Series

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-17

Hard Start/No Start Diagnostic Procedures

F-Super Duty

· If the engine starts and does not stall, start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. The fuel pump cycles on, then off after 20 seconds. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the maximum fuel pressure at the fuel conditioning module outlet while the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is open and fuel is flowing back to the fuel tank.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-18

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

If the fuel pressure at the fuel conditioning module outlet is below the 344 kPa (50 psi) MIN specification and new primary or secondary fuel filters have not been installed, install new primary and secondary fuel filters. Repeat the Fuel Conditioning Module Pressure test in this section to verify the repair. If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet now meets the 344 kPa (50 psi) MIN specification, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test in this section to verify the repair. If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet is still below the 344 kPa (50 psi) MIN specification, carry out the Electric Fuel Pump Inlet Restriction test in this section. If the fuel pressure at the fuel conditioning module outlet is equal to or greater than the 344 kPa (50 psi) MIN specification, carry out the Restricted Secondary Fuel Filter test in this section.

Possible Causes:

· Primary fuel filter · Secondary fuel filter

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Restricted Secondary Fuel Filter

Purpose:

The purpose of this test is to determine the condition of the secondary fuel filter. Restricted Secondary Fuel Filter Measure the fuel pressure difference between the fuel inlet and fuel outlet sides of the secondary fuel filter.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-19

Hard Start/No Start Diagnostic Procedures

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Specification E-Series 83 kPa (12 psi) MAX F-Super Duty 34 kPa (6 psi) MAX

Measurement

Restricted Secondary Fuel Filter test Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · Flow Tester, Diesel Fuel 310-193 or equivalent connected. · Fuel Pump Adapter 310-111 or equivalent with Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) connected. · Male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent installed between the secondary fuel filter and the fuel conditioning module. Fuel conditioning module fuel return inlet port plug installed. · If the engine starts and does not stall, start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. The fuel pump cycles on, then off after 20 seconds. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the indicated fuel pressure difference while the valve is open and fuel is flowing back to the fuel tank. If the fuel pressure difference is greater than the specification, install new primary and secondary fuel filters. If the fuel pressure difference is within the specification, install a new fuel pressure regulator valve.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-20

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

Remove the fuel return line plugs and connect the fuel return line to the fuel conditioning module, repeat the Fuel System Delivery test in this section to verify the repair.

Possible Causes:

· Secondary fuel filter · Fuel pressure regulator valve

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

6. Electric Fuel Pump Inlet Restriction

WARNING: Avoid contact with fuel during a visual inspection for fuel leaks with the engine running. Do not work on the fuel system until the pressure has been released and the engine has cooled. Fuel in the high-pressure fuel system is hot and under very high pressure. High-pressure fuel may cause cuts and contact with hot fuel may cause burns. Failure to follow these instructions may result in serious personal injury.

WARNING: When handling fuel, always observe fuel handling precautions and be prepared in the event of fuel spillage. Spilled fuel may be ignited by hot vehicle components or other ignition sources. Failure to follow these instructions may result in serious personal injury. Note: The Flow Tester, Diesel Fuel 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at wide open throttle (WOT) and full load on the fuel system. The Flow Tester, Diesel Fuel 310-193 or equivalent uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption. For E-Series vehicles, measure the fuel system pressure at the right hand cylinder head fuel passage plug on the back of the right hand cylinder head. For F-Super Duty vehicles, measure the fuel system pressure at the secondary fuel filter housing test port. The fuel pressure value at the secondary fuel filter housing test port is higher than the fuel pressure value at the back of the cylinder head due to a pressure drop through the fuel rails, fuel injectors and other fuel system components.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-21

Hard Start/No Start Diagnostic Procedures

Note: Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis.

Purpose:

To detect concerns with the fuel conditioning module inlet, fuel filters or fuel pump. Electric Fuel Pump Inlet Restriction Measure the fuel inlet vacuum on the fuel tank side of the fuel conditioning module.

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) Specification 6 in-Hg MAX Measurement

Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Verify there is fuel in the tank. · Verify the fuel temperature is above 0 ºC or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the Sufficient Clean Fuel test in this section. · Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · NOTICE: Correct installation of the Flow Tester, Diesel Fuel 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. For E-Series vehicles, remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-22

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

E-Series

· For F-Super Duty vehicles, remove the test port plug from the front of the secondary fuel filter housing. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft).

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-23

Hard Start/No Start Diagnostic Procedures

F-Super Duty

· Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body. · If directed to this test from the Fuel System Delivery test, remove the Fuel Pump Adapter 310-111 or equivalent and the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) from the fuel conditioning module outlet fuel supply line. Connect the fuel conditioning module outlet fuel supply line to the fuel conditioning module outlet port. · Install the Fuel Pump Adapter 310-111 or equivalent with the 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel supply line and the fuel conditioning module inlet port.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-24

Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

E-Series

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-25

Hard Start/No Start Diagnostic Procedures

F-Super Duty

· Using the male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port. · If the engine starts and does not stall, start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · If the engine is running, run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · If the engine does not start, continue to cycle the key to the ON position until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. The fuel pump cycles on, then off after 20 seconds. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the indicated vacuum reading while the valve is open and fuel is flowing back to the fuel tank. If the vacuum reading is greater than the specification, correct the restriction between the fuel tank pickup and the fuel conditioning module, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test in this section to verify the repair. If the vacuum reading is within the specification, check the primary fuel filter. If the primary fuel filter is OK, install a new fuel conditioning module, refer to the workshop manual section 310-01, Fuel Tank and Lines, Fuel Conditioning Module. Remove the fuel return line plugs, connect the fuel return line and repeat the Fuel System Delivery test in this section to verify the repair.

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

Possible Causes:

· Fuel supply line restriction · Fuel conditioning module · In tank fuel pickup

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

7. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test Purpose:

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. Carry Out The KOEO On-Demand Test · Use the scan tool. Diagnostic trouble codes (DTCs) set during this test are current faults.

Diagnostic Trouble Codes (DTCs)

Recommended Procedure:

Note: To verify that the DTC is a hard fault, clear continuous DTCs first (be sure to record all DTCs and freeze frame information before clearing). Repeat the 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 a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test. · Carry out the necessary vehicle preparation and a visual inspection. Refer to Quick Test Operation. · Refer to the scan tool operating manual for instructions. · Key ON, engine OFF. · Wait 4 seconds for the transmission control module (TCM), PCM, and the FICM to initialize.

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Hard Start/No Start Diagnostic Procedures

· Follow the operating instructions from the diagnostic menu. · Carry out a KOEO on-demand self-test. · Record the DTCs and freeze frame information and refer to the appropriate pinpoint test.

Possible Causes:

The most likely PCM detectable faults that cause a no start or hard start condition are: · CMP sensor inactive fault · CKP sensor inactive fault · IPR output circuit check fault · FICM enable circuit fault

Tools Required:

Scan tool

8. Retrieve Continuous DTCs Purpose:

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 · DTCs retrieved during this test are historical faults.

Diagnostic Trouble Codes (DTCs)

Recommended Procedure:

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test. · Carry out the necessary vehicle preparation and a visual inspection. Refer to Quick Test Operation. · Refer to the scan tool operating manual for instructions. · Key ON, engine OFF. · Follow the operating instructions from the diagnostic menu.

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

· Record the continuous DTCs and freeze frame information and carry out the appropriate pinpoint test for continuous DTC diagnostics. · Clear the continuous DTCs after a repair.

Tools Required:

Scan tool

9. KOEO Injector Electrical Self-Test (Click Test) Purpose:

Note: If unable to carry out KOEO Injector Electrical Self-Test (Click Test), disconnect the FICM connector and check the 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). KOEO Injector Electrical Self-Test (Click Test) · Use the scan tool. Injector DTCs are displayed after the self-test is completed. · Note: Sequence repeats three times. All injectors momentarily click, then each injector clicks in sequence 1 through 8. Note: DTCs can be historical if not cleared from a previous test.

Injector Trouble Codes

6.0L Engine, Cylinder and Fuel Injector Location

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Hard Start/No Start Diagnostic Procedures

Recommended Procedure:

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 outputs on the data link at the end of the test when requested by a scan tool. Only a hard fault DTC is displayed. Connect the scan tool. Turn off all accessories. If vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test. · Carry out the necessary vehicle preparation and a visual inspection. Refer to Quick Test Operation. · Refer to the scan tool operating manual for instructions. · Key ON, engine OFF. · Follow the operating instructions from the diagnostic menu. · Carry out the KOEO Injector Electrical Self-Test (Click Test). · Record the DTCs and refer to the appropriate pinpoint test to continue diagnosis.

Possible Causes:

· Open or short injector circuit · Injector connector · Injector solenoid · FICM power or ground circuit · FICM

Tools Required:

Scan tool

10a. Check VPWR During Cranking Purpose:

The purpose of this test is to verify PCM power during cranking. Scan Tool -- Data List Monitoring · The scan tool may reset below 9.5 volts. · Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

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Hard Start/No Start Diagnostic Procedures

Note: The 8 volt specification represents the minimum battery voltage required for engine starting. Greater than average crank times are encountered if the battery voltage is less than 9.5 volts. If excessive crank time is a concern, verify battery voltage is greater than 9.5 volts. Note: You may need to use an outside power source for the scan tool.

Parameter B+ A

A

Specification 8 volts minimum

Measurement

If a low voltage condition is present, check the battery, charging system or power and ground circuits to the PCM.

Recommended Procedure:

· Connect the scan tool. · Key ON, engine OFF. · Access and monitor the B+ PID while cranking the engine.

Possible Causes:

· Battery cables · Low battery voltage · Charging system · Power circuit and ground faults to the PCM · PCM relay GO to Pinpoint Test A to diagnose a voltage concern. Note: Battery voltage below 9.5 volts causes 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.

Tools Required:

Scan tool

10b and 10c. Check FICM Power During Cranking Purpose:

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

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Hard Start/No Start Diagnostic Procedures

Scan Tool -- Data List Monitoring · The scan tool may reset below 9.5 volts. · Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine. Note: You may need to use an outside power source for the scan tool.

Parameter FICMLPWR B No or low connector Test S. C No or low connector

B

Specification 8 volts minimum 8 volts minimum

Measurement

FICMVPWRC

voltage indicated is caused by a 12-way issue or logic power fuse. GO to Pinpoint voltage indicated is caused by a 12-way issues.

Recommended Procedure:

· Connect the scan tool. · Key ON, engine OFF. · Access and monitor the FICMLPWR and FICMVPWR PIDS while cranking the engine.

Possible Causes:

· Low or no battery voltage to the FICM · High resistance or an open FICM power circuit · FICM power relay GO to Pinpoint Test AS for FICMVPWR diagnosis.

Tools Required:

Scan tool

10d. Check the RPM Signal While Cranking Purpose:

The purpose of this test is to verify the CMP and CKP sensors and circuits are functioning. Scan Tool -- Data List Monitoring · The scan tool may reset below 9.5 volts. · Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

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Hard Start/No Start Diagnostic Procedures

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

Parameter RPM

D

Specification 100 RPM minimum

Measurement

D Low RPM may be caused by starting or charging system concerns. No RPM indicated while cranking may be a CKP fault.

Recommended Procedure:

· Connect the scan tool. · Key ON, engine OFF. · 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 Section 6, Control System Diagnostic Sheet Reference for normal operating values.

Possible Causes:

· Weak battery or starter · Circuitry · CKP sensor · CMP sensor GO to Pinpoint Test D for CKP sensor diagnosis. GO to Pinpoint Test V for CMP sensor diagnosis.

Tools Required:

Scan tool

10e. and 10f. Monitor the ICP While Cranking Purpose:

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

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Hard Start/No Start Diagnostic Procedures

Scan Tool -- Data List Monitoring · The scan tool may reset below 9.5 volts. · Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

Parameter ICP

E

Specification 3.5 MPa (500 psi) minimum 0.80 volts minimum

Measurement

ICP VOLTSF E

F

A minimum of 3.5 MPa (500 psi) is required before the injectors are enabled. No or low oil in the system, system leakage, injector O-rings, faulty IPR or high pressure pump could cause low pressure. IPR duty cycle defaults to 14% without a CKP signal. Voltage reading below specification indicates low ICP during crank.

Recommended Procedure:

· Connect the scan tool. · Key ON, engine OFF. · 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 are not 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 system leak between the high pressure pump and the injectors. Not all high injection control pressure system issues result in a no start condition. Intermittent hard start or slow start conditions may be the result of a small leak in the injection control pressure system. If the oil is leaking from the ICP system or if air is trapped in the ICP system, the IPR valve may be commanded fully closed while the starter is engaged in an attempt to exceed 3.5 MPa (500 psi). Monitoring RPM, IPR duty cycle, and ICP while cranking the engine, after 5 minute soak, may assist in ICP system diagnosis. ICP system leaks results in no start, hard start, slow start or intermittent hard start conditions. The symptoms caused by small leaks are present only with excessive ICP after engine start. Refer to the Expected Start Response Engine Speed, IPR Duty Cycle And ICP -- Normal Operation and Entrapped Air Pocket Expected Start Response Engine Speed, IPR Duty Cycle And ICP -- System Leak Or Incorrect Repair figures.

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

Expected Start Response Engine Speed, IPR Duty Cycle And ICP -- Normal Operation

Item 1 2 3

Part Number -- -- --

Description Engine Speed IPR duty cycle ICP

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Hard Start/No Start Diagnostic Procedures

Entrapped Air Pocket Expected Start Response Engine Speed, IPR Duty Cycle And ICP -- System Leak Or Incorrect Repair

Item 1 2 3

Part Number -- -- --

Description Engine Speed IPR duty cycle ICP

Possible Causes:

· Low base engine oil pressure · ICP system leak · Damaged discharge tube · Damaged branch tube · Leaking high pressure tube assembly male/female fitting

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

· Damaged stand-pipe/oil supply tube · Damaged or missing stand-pipe O-ring · Damaged or missing oil supply tube O-ring · Damaged or missing O-ring between discharge tube and high pressure pump · Damaged or missing discharge tube O-ring that fits inside high pressure pump cover · Damaged or missing high pressure pump inlet O-ring · Damaged or missing O-ring between high pressure oil rail and the injector · IPR failure · Faulty high pressure pump

Possible Leak Locations

High Pressure Oil System

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Hard Start/No Start Diagnostic Procedures

Purpose:

Isolate the cause of low injection control pressure.

Recommended Procedure Air Pressure Check

Note: An air leak on the high pressure oil pump shaft lip seal is normal while carrying out 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. Note: The replacement parts may leak if all the surfaces are not oil saturated under system pressure and the seals are not properly seated during installation. · Verify base engine oil pressure. Refer to the Workshop Manual, Section 303-01, Engine. · Key ON, engine OFF. Using the scan tool, close the IPR valve by increasing the IPR duty cycle. · Slowly apply regulated shop-air pressure to the high pressure oil rail through the ICP port, using the Adapter, High Pressure Pump Test 303-765 or equivalent. · Using the scan tool open the IPR valve by decreasing the IPR duty cycle. Allow oil to drain through the IPR valve. An air leak should be heard. Using the scan tool, close the IPR valve by increasing the IPR duty cycle. If no change is heard, the IPR valve may not be functioning as commanded. GO to Pinpoint Test R for IPR circuit DTCs. If no DTCs are present, install a new IPR valve and repeat the test. · Using the scan tool, increase the IPR duty cycle to close the IPR valve. If the no start condition exists, an audible leak may be identified by using a stethoscope through the oil fill tube or left valve cover crankcase vent hole. If a small leak condition, an intermittent no start condition, or the ICP elevated pressure after a 15 minute soak and engine start condition exists, remove the valve covers to inspect for leaks. Refer to the Workshop Manual, Section 303-01, Engine. · Slowly apply regulated shop air pressure to the right high pressure oil rail through the ICP port, using the Adapter, High Pressure Pump Test 303-765 or equivalent, or fill port using the Adapter, High Pressure Rail Test 303-766 or equivalent. Check for leaks. A stethoscope may be used to help identify the leak. · Repair any leaks as necessary and repeat the air pressure check for leaks. Continue diagnosis if the concern still exists. · Disconnect shop air pressure supply. Install an ICP sensor or plug. · Slowly apply regulated shop air pressure to the left high pressure oil rail through the ICP port, using the Adapter, High Pressure Pump Test 303-765 or equivalent, or fill port using the Adapter, High Pressure Rail Test 303-766 or equivalent. · Using the scan tool open the IPR valve by decreasing the IPR duty cycle. Allow oil to drain through the IPR valve. An air leak should be heard. Using the scan tool, close the IPR valve by increasing the IPR duty cycle.

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

· IPR valve closed. Check the left high pressure oil rail for leaks. A stethoscope may be used to help identify the leak. · Repair any leaks as necessary and test for leaks. Continue the diagnosis if the concern still exists.

IPR And High Pressure Pump Test

NOTICE: To prevent engine damage, do not over-tighten the high-pressure tube assembly fitting. Refer to the Workshop Manual, Section 303-04, Fuel Charging and Controls. · Install the ICP sensor or fill port plug removed during high pressure oil rail test. · Remove the high pressure pump cover. Refer to the Workshop Manual, Section 303-04, Fuel Charging and Controls. · Remove the plug from the top of the high pressure pump. · Install the Adapter, High Pressure Rail Test 303-766 or equivalent in place of the plug. · Slowly apply regulated shop-air pressure to the high pressure pump, using the Adapter, High Pressure Rail Test 303-766 or equivalent. · Using the scan tool, close the IPR valve by increasing the IPR duty cycle. Check the high pressure pump for leaks. · Inspect the discharge tube, quick connect joint and the high pressure oil branch tube for damage. If no leaks are found and the engine has correct oil flow, install a new high pressure pump. · If the leak is isolated to the branch tube quick connect fitting, install a new quick connect fitting and a new branch tube.

Tools Required:

· Adapter, High Pressure Pump Test 303-765 or equivalent · Adapter, High Pressure Rail Test 303-766 or equivalent

10g. Check Fuel Pulse Width While Cranking Purpose:

The purpose of this test is to verify the fuel delivery signal is correct. Scan Tool -- Data List Monitoring · The scan tool may reset below 9.5 volts. · Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

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Hard Start/No Start Diagnostic Procedures

Parameter FUEL PW

G

Specification 5 µS to 2 mS

Measurement

G Pulse width defaults to 0 with no CMP or CKP signal.

Recommended Procedure:

· Connect the scan tool. · Key ON, engine OFF. · 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. A 5 µs to 2 ms fuel pulse width (FUEL PW) is 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) is sent by the PCM when a sync pulse has not been received from the CMP sensor and if insufficient injection control pressure is present.

Possible Causes:

· PCM · FICM · CKP signal · CMP signal

Tools Required:

Scan tool

10h. Check FICM Synchronization While Cranking Purpose:

The purpose of this test is to verify the PCM and FICM synchronization. Scan Tool -- Data List Monitoring · The scan tool may reset below 9.5 volts. · Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

Parameter FICMSYNC

H

Specification YES/NO

Measurement

H No synchronization could be caused by a CMP or CKP fault.

Recommended Procedure:

· Connect the scan tool. · Key ON, engine OFF. · 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 Section 6, Control System Diagnostic Sheet Reference for normal operating values.

Possible Causes:

· PCM · FICM · CKP synchronization signal · CMP synchronization signal

Tools Required:

Scan tool

11. Glow Plug System Operation Purpose:

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

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Hard Start/No Start Diagnostic Procedures

Glow Plug System Operation · Glow Plug Control Module (GPCM) Operation -- Glow plug on time is dependent on oil temperature and altitude. The GPCM commands the glow plugs on for 1 to 120 seconds. The GPCM does not operate if the oil temperature is above 55°C (131°F). -- Connect the scan tool. Access and retrieve the KOEO and continuous DTCs. If GPCM DTCs are present, GO to Pinpoint Test AF. -- Verify B+ voltage is supplied to the GPCM. -- Access and monitor the GPCTM and EOT PIDS to verify sufficient glow plug ON time. -- Turn the key to the ON position and measure the glow plug voltage (ON time). Note: The wait to start indicator on time (1-10 seconds) is independent from glow plug on time.

On Time 1 to 120 seconds Specification B+ Measurement

· Glow Plug Resistance -- Disconnect the glow plug bus bar connector. -- Measure the resistance between the glow plug bus bar connector, component side and battery ground. -- Disconnect the GPCM. -- Measure the resistance between the GPCM connector, harness side and the glow plug bus bar connector, harness side.

Glow Plug Number 1 3 5 7 2 4 6 8 Glow Plug Connector to GPCM Connector (less than 5 ohms)

Glow Plug to Ground (0.1 to 2 ohms)

Recommended Procedure:

Note: Check for poor connections or loose fitting pins.

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

Note: Incorrect measurements 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 carried out 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.

Possible Causes:

· GPCM power circuits · Glow plugs · Glow plug bus bar · GPCM · Circuitry

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Hard Start/No Start Diagnostic Procedures

Tools Required:

· Digital Multimeter (DMM) · Scan tool

12. Combustion Gas In The Fuel Rail Test Purpose:

The purpose of this test is to check if any combustion gas leaks past the injector's needle and seat or past the copper combustion gasket.

Combustion Gas Leaking In the Fuel Rail Bank 1 Cylinder 1 (YES/NO) Cylinder 3 (YES/NO) Cylinder 5 (YES/NO) Cylinder 7 (YES/NO) Bank 2 Cylinder 2 (YES/NO) Cylinder 4 (YES/NO) Cylinder 6 (YES/NO) Cylinder 8 (YES/NO)

Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out the Fuel System Delivery test in this section.

Recommend Procedure:

Note: The compression pulses indicate the combustion gas is leaking into the fuel rail. · Disconnect bank 1 and bank 2 fuel lines from the secondary fuel filter. · Install a latex balloon over each fuel line and secure with the tie strap. · Disconnect the fuel pump and the fuel injection control module (FICM) relays. · Crank the engine and observe latex balloons for compression pulses. Identify which bank is a cause of the concern. · Remove all but 1 glow plugs from the bank that leaks the combustion gas in the rail. Crank the engine and observe the latex balloon for compression pulses. Repeat this procedure for the 3 remaining cylinders on the same bank. · For cylinders that leak combustion gas into the fuel rail, remove the injector and inspect the lower O-ring. Replace if necessary. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls. Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out the Fuel System Delivery test in this section.

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Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures

If the lower O-ring is OK, install a new fuel injector copper gasket, then remove the injector to inspect the copper gasket for an even circular crush pattern. If the crush pattern is visible install a new copper gasket. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls. Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out the Fuel System Delivery test in this section. If the lower O-ring and the copper gasket are OK, install a new fuel injector. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls. Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out the Fuel System Delivery test in this section.

Possible Causes:

· Fuel injector · Fuel injector lower O-ring · Fuel injector copper gasket

Tools Required:

· latex balloons · tie straps

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Performance Diagnostic Procedures

E-Series or F-Super Duty

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Diagnostic Subroutines

Performance Diagnostic Procedures

E-Series or F-Super Duty

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Performance Diagnostic Procedures

1. Visual Engine/Chassis Inspection Purpose:

The purpose of this test is to check the general condition of the engine and chassis. Visual Engine/Chassis Inspection · Verify that there are no fluid or pressure leaks. · Inspect all wire connections for damage. · Inspect the manifold absolute pressure (MAP) hose, charge air cooler (CAC) hoses, and intake for leaks.

Fuel Oil Coolant Electrical Hoses Leaks Method Visual Check

Recommended Procedure:

· Inspect for a hole in the MAP sensor hose or a pinched hose. · Inspect the fuel system, including the fuel tank, fuel pump, fuel filter housing and fuel lines, for kinks, bends or leakage. · Inspect for coolant leaks at the radiator and coolant hoses. Check the coolant level. · Inspect wiring for correct routing, and verify no rubbing or chafing has occurred. · Inspect all sensors, and verify the connectors are properly secured. · Inspect the CAC hoses for leaks.

Possible Causes:

· Loose or leaking fuel lines · Kinked or blocked fuel lines · Fuel or oil leaks · Coolant leaks · Pinched or open MAP sensor hose · Pinched or open CAC hose · Improper connections

Tools Required:

Inspection light

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Diagnostic Subroutines

Performance Diagnostic Procedures

2. Sufficient Clean Fuel Purpose:

The purpose of this test is to verify the fuel quality. Sufficient Clean Fuel · Check for illumination of the water in fuel indicator. · Drain a fuel sample from the fuel conditioning module. · A cetane rating between 40 and 50 is recommended for optimum performance.

Method Visual Check

Recommended Procedure:

Open the drain valve on the fuel conditioning module and fill a clear container until it is about 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. If air bubbles are present, check the fuel supply lines and the in tank fuel pickup tube for leaks. If a fuel supply line or in tank fuel pickup tube leak is found, repair as necessary. If no fuel supply line or in tank fuel pickup tube leaks are found, the fuel level in the fuel tank could be low due to the fuel gauge or fuel level sender reading inaccurately. Refer to the Workshop Manual Section 413-01, Instrumentation and Warning Chimes, Symptom Chart to continue diagnosis. Repair as necessary. 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 replaced 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.

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Performance Diagnostic Procedures

F-Super Duty Fuel Conditioning Module Drain Valve

E-Series Fuel Conditioning Module Drain Valve

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Diagnostic Subroutines

Performance Diagnostic Procedures

Possible Causes:

· No fuel in tank · Fuel supply line could be broken or crimped · Fuel gelled (most likely in cold weather with No. 2 fuel) · 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 indicates that the tank and fuel system may need to be flushed and cleaned.

Tools Required:

Clear container -- approximately 0.95 L (1 quart)

3. Check Engine Oil Level Purpose:

The purpose of this test is to verify oil quality and determine if there is sufficient oil to operate the injectors. Check Engine Oil Level · Check for contaminants (fuel, coolant). · Correct grade/viscosity. · Miles/hours on oil, correct level.

Method Visual Check

Recommended Procedure:

WARNING: Smoking or open flame of any type must not be present when working near fuel or fuel vapor. Failure to follow these instructions may result in personal injury. Check for the 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 repaired or fuel is diluting the oil and filling the crankcase.

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Performance Diagnostic Procedures

Inspect oil for color. A milky white oil indicates possible coolant contamination which will have an ethylene glycol odor. Oil contaminated with diesel fuel has a diesel fuel odor and increases the engine oil level. If the engine oil level is above Max due to diesel fuel dilution, the oil appears 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 High Pressure Pump Test Adapter (303-765) or equivalent 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 the output state control (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. Refer to Workshop Manual, Section 303-01, Engine. Check the maintenance 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 have increased viscosity (become thicker) and makes engine cranking more difficult and starting less reliable at temperatures below freezing. Refer to the lube oil chart in the Workshop Manual or Owner's Literature for the correct oil selection for temperature conditions.

Possible Causes:

· Oil level low -- oil leak, oil consumption, incorrect repair · Oil level high -- incorrect repair, fuel dilution from injector O-rings · Oil contamination with coolant -- oil cooler, head gasket, porosity

Tools Required:

Adapter 303-765 or equivalent Gauge 0-1.1 MPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) Scan tool

4. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test Purpose:

The purpose of this test is to determine if the PCM has detected any fault conditions that would cause a performance problem. Carry Out The KOEO On-Demand Self-Test · Use the scan tool. Diagnostic trouble code (DTCs) set during this test are current faults.

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Performance Diagnostic Procedures

Diagnostic Trouble Codes

Recommended Procedure:

Note: To verify that the DTC is a hard fault, clear continuous DTCs first (be sure to record all DTCs and freeze frame information before clearing). Repeat the 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 a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test. · Carry out the necessary vehicle preparation and a visual inspection. Refer to Quick Test Operation. · Refer to the scan tool operating manual for instructions. · Key ON, engine OFF. · Wait 4 seconds for the transmission control module (TCM), powertrain control module (PCM) and the fuel injector control module (FICM) to initialize. · Follow the operating instructions from the diagnostic menu. · Carry out a KOEO on-demand self-test. · Record the DTCs, freeze frame information, and refer to the appropriate pinpoint test to continue diagnosis.

Tools Required:

Scan tool

5. Retrieve Continuous DTCs Purpose:

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. Retrieve Continuous DTCs · DTCs retrieved during this test are historical faults.

Diagnostic Trouble Codes (DTCs)

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Performance Diagnostic Procedures

Recommended Procedure:

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out self-tests. · Carry out the necessary vehicle preparation and a visual inspection. Refer to Quick Test Operation. · Refer to the scan tool operating manual for instructions. · Key ON, engine OFF. · Follow the operating instructions from the menu. · Record the continuous DTCs and freeze frame information from the PCM and TCM and refer to the appropriate pinpoint test for continuous DTC diagnostics. · Clear the continuous DTCs after a repair is made.

Tools Required:

Scan tool

6a. KOEO Injector Electrical Self-Test Purpose:

Note: Before carrying out the KOEO injector electrical self-test, allow the engine to stabilize at the temperature necessary to recreate the symptom. Access the PCM and record the freeze frame data. The freeze frame data contains information which can be used to recreate original conditions that caused the symptom. Refer to Section 2, Freeze Frame Data for more information. Note: If unable to carry out KOEO Injector Electrical Self-Test, disconnect the FICM connector and check injectors for shorts or opens. The purpose of this test is to determine if the injector coils and valves are functioning by energizing all injectors together and then each injector in numerical sequence (1 through 8). KOEO Injector Electrical Self-Test · Use the scan tool. Injector DTCs will be transmitted after the self-test is completed. · All the injectors momentarily click, then each injector clicks in sequence 1 through 8. Note: Sequence repeats three times. Note: DTCs can be historical if not cleared from a previous test.

Injector Trouble Codes

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Performance Diagnostic Procedures

6.0L Engine, Cylinder and Fuel Injector Location

Recommended Procedure:

This test determines if the injector circuits and coils are correctly operating. All injectors click simultaneously for approximately 2 seconds, then each individual injector clicks for approximately 1 second in numerical order 1 through 8. If an electrical concern is present, a DTC sets and outputs on the data link at the end of the test when requested by a scan tool. · Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out self-tests. · Carry out the necessary vehicle preparation and a visual inspection. Refer to Quick Test Operation. · Refer to the scan tool operating manual for instructions. · Key ON, engine OFF. · Carry out the KOEO Injector Electrical Self-Test. · Key in OFF position. · Record the DTCs and carry out the appropriate pinpoint test.

Possible Causes:

· Open or shorted injector circuit · Injector connector · Injector coils · FICM power or ground circuit · FICM

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Tools Required:

Scan tool

6b. Power Balance Test Purpose:

Note: Before carrying out the Power Balance test, allow the engine to stabilize at the temperature necessary to recreate the symptom. Access the PCM and record the freeze frame data. The freeze frame data contains information which can be used to recreate original conditions that caused the symptom. Refer to Section 2, Freeze Frame Data for more information. Note: The contributing power cylinders that immediately follow the non-contributing power cylinders in the firing order may be affected. The affected power cylinders may not be able to fully recover the crankshaft speed, causing them to display below average contributing power cylinders and to be incorrectly identified as the non-contributing power cylinder. Therefore only the cylinders that deviate the most from the average should be identified as the non-contributing power cylinder. Single or inconsistent non-contributing power cylinder traces may be caused by a natural variation in the crankshaft speed and should be ignored. The purpose of this test is to determine if the injector coils and spool valves are operating correctly by observing individual cylinder contribution while running the Power Balance test. Power Balance Test Note: Disregard any DTCs set as a result of the Power Balance test. · Use the scan tool to carry out the Power Balance test. · Monitor individual cylinder contribution and record the consistently non-contributing power cylinders. · Verify operation of bank 1 and bank 2 check valves. Check valve verification is a part of the recommended procedure. · If the operational bank cylinders operate erratic, install a new check valve.

Non Contributing Power Cylinders

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Performance Diagnostic Procedures

6.0L Engine, Cylinder and Fuel Injector Location

Recommended Procedure:

Note: If the engine does not start during this procedure verify the batteries are fully charged, plug in the block heater and cycle the key several times to activate the glow plugs. This test identifies non-contributing power cylinders and determines if the injector spool valves are correctly operating. · Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the Power Balance test. · Refer to the scan tool operating manual for instructions. · Key in OFF position. · Key ON, engine running. · Start the Power Balance test and monitor the cylinder power contribution for 8 seconds. Identify and record the non-contributing power cylinders. · While the Power Balance test is running, use the output state control to turn off the idle compensation strategy. Monitor power contribution for 8 seconds, identify and record the non-contributing power cylinders. · With the idle compensation strategy turned off, increase the engine speed to between 800 and 900 RPM. Monitor power contribution for 8 seconds and identify and record the non-contributing power cylinders. · Install a new fuel injector for the cylinders identified as non-contributing power cylinders, refer to the Workshop Manual, Section 303-04, Fuel Charging and Controls. Air may be present in the high pressure oil rail after the repair. It may be necessary to operate the vehicle for 24-32 km (15-20 miles) to remove excess air.

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Performance Diagnostic Procedures

· Verify operation of the bank 2 check valve. To isolate bank 2 check valve disconnect all bank 1 injectors. · Start the Power Balance test and monitor the cylinder power contribution while the symptom is occurring. Engine misfires should be constant on the 4 cylinders with the disconnected injectors. The 4 cylinders with the injectors connected should be contributing evenly. · Connect the bank 1 injectors and verify operation of the bank 1 check valve by disconnecting all bank 2 injectors. · If the 4 cylinders with the injectors connected do not contribute evenly or display erratic, install a new check valve for that bank.

Possible Causes:

· Fuel injector o-ring seals · Fuel injectors · Oil change past due

Tools Required:

Scan tool

7. Intake Restriction Purpose:

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 · Check air filter restriction gauge/indicator. · Measure the vacuum on clean side of air inlet system at wide open throttle (WOT) with a Magnehelic® gauge.

Instrument Magnehelic/Filter Restriction Gauge Specification 3.7-46.7 mm-Hg (2-25 H2O) Measurement

Recommended Procedure:

Inspect the air cleaner inlet and ducting to make sure 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.

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Diagnostic Subroutines

Performance Diagnostic Procedures

If necessary, use DSL ENG Pressure Test Kit 014-00761 or equivalent to install a Magnehelic® gauge on the port on the air cleaner and measure restriction at high idle. F-Super Duty Air Filter Restriction Gauge

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Performance Diagnostic Procedures

E-Series Air Filter Restriction Gauge

Magnehelic® Gauge

Possible Causes:

· Snow or other foreign material may restrict airflow at the air inlet · Misrouted air cleaner ducting

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Performance Diagnostic Procedures

· On engines recently repaired, rags or cap plugs may have been inadvertently left in an air inlet pipe

Tools Required:

Magnehelic® gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

8. Exhaust Gas Recirculation (EGR) System Test Purpose:

The purpose of this test is to make sure the EGR system is operating correctly. EGR System Test · Check the EGR actuator connectors. · Check the EGR actuator circuitry.

Method Visual Check

Recommended Procedure:

· Connect the scan tool. · Engine at operating temperature. · Key ON, engine OFF. · Refer to the scan tool operating manual for instructions. · Access the EGR System Test on the scan tool. · Carry out the EGR System Test and follow the directions on the scan tool. · If there are no DTCs present, all tests pass and all PIDs displayed are in range (may appear as green on the scan tool), the system is operating correctly at this time. Clear the DTCs, repeat the self-test. · If any of the tests do not pass, refer to the pinpoint test that corresponds to the PID that is out of range (may appear as red on the scan tool).

Possible Causes:

· EGR flow related components and circuitry · PCM

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Performance Diagnostic Procedures

Tools Required:

Scan tool

9. Exhaust Restriction Purpose:

The purpose of this test is to determine if an exhaust system restriction is causing a performance problem. Exhaust Restriction · Visually inspect the exhaust system for damage. · 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.

Parameter EP Specification 244 kPa (35 psi) MAX at 3,800 RPM Measurement

Recommended Procedure:

Connect the scan tool. Access and monitor the EP and RPM PIDS. · Increase the engine speed to 3,800 RPM. · Record the EP PID value. · A low RPM or an EP PID value greater than 244 kPa (35 psi) indicates a restricted exhaust condition.

Possible Causes:

· Collapsed or restricted tail pipe · Clogged catalytic converter · Damaged muffler · Turbocharger

Tools Required:

Scan tool

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Performance Diagnostic Procedures

10a. Fuel System Delivery

WARNING: Avoid contact with fuel during a visual inspection for fuel leaks with the engine running. Do not work on the fuel system until the pressure has been released and the engine has cooled. Fuel in the high-pressure fuel system is hot and under very high pressure. High-pressure fuel may cause cuts and contact with hot fuel may cause burns. Failure to follow these instructions may result in serious personal injury.

WARNING: When handling fuel, always observe fuel handling precautions and be prepared in the event of fuel spillage. Spilled fuel may be ignited by hot vehicle components or other ignition sources. Failure to follow these instructions may result in serious personal injury. Note: The Flow Tester, Diesel Fuel 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at wide open throttle (WOT) and full load on the fuel system. The Flow Tester, Diesel Fuel 310-193 or equivalent uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption. For E-Series vehicles, measure the fuel system pressure at the right hand cylinder head fuel passage plug on the back of the right hand cylinder head. For F-Super Duty vehicles, measure the fuel system pressure at the secondary fuel filter housing test port. The fuel pressure value at the secondary fuel filter housing test port is higher than the fuel pressure value at the back of the cylinder head due to a pressure drop through the fuel rails, fuel injectors and other fuel system components. Note: Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis.

Purpose:

The purpose of this test is to verify the fuel system pressure and flow. Fuel System Delivery

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Performance Diagnostic Procedures

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent

Specification E-Series 262 kPa (38 psi) MIN 352 kPa (51 psi) MAX F-Super Duty 310 kPa (45 psi) MIN - 400 kPa (58 psi) MAX

Measurement

Fuel System Delivery Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Verify there is fuel in the tank. · Verify the fuel temperature is above 0 ºC or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the Sufficient Clean Fuel test in this section. · Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · NOTICE: Correct installation of the Flow Tester, Diesel Fuel 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. For E-Series vehicles, remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.

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Diagnostic Subroutines

Performance Diagnostic Procedures

E-Series

· For F-Super Duty vehicles, remove the test port plug from the front of the secondary fuel filter housing. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft).

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Performance Diagnostic Procedures

F-Super Duty

· Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body. · Start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · Run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the indicated fuel pressure while the valve is open and fuel is flowing back to the fuel tank. If the fuel pressure meets the specification, no concern is present at this time. If the fuel pressure is below the specification, carry out the Fuel Conditioning Module Pressure test in this section. If the fuel pressure is above the specification, check the fuel return lines for a restriction. If no restriction is present, install a new fuel pressure regulator valve.

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Performance Diagnostic Procedures

Possible Causes:

· Fuel return line restriction · Fuel pressure regulator valve

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent

Fuel Conditioning Module Pressure

Purpose:

The purpose of this test is to verify that the fuel filters are not restricted. Fuel Conditioning Module Pressure Measure the fuel conditioning module outlet fuel system pressure between the fuel conditioning module and the secondary fuel filter. Use the Flow Tester, Diesel Fuel 310-193 or equivalent to simulate maximum fuel consumption. Plug the vehicle's fuel return line to isolate the fuel pressure regulator valve.

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) Specification 344 kPa (50 psi) MIN Measurement

Fuel Conditioning Module Pressure test Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · Flow Tester, Diesel Fuel 310-193 or equivalent connected. · Using the male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port.

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Performance Diagnostic Procedures

· Install the Fuel Pump Adapter 310-111 or equivalent with the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel conditioning module outlet port and the fuel supply line leading to the secondary fuel filter.

E-Series

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Diagnostic Subroutines

Performance Diagnostic Procedures

F-Super Duty

· Start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · Run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the maximum fuel pressure at the fuel conditioning module outlet while the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is open and fuel is flowing back to the fuel tank. If the fuel pressure at the fuel conditioning module outlet is below the 344 kPa (50 psi) MIN specification and new primary or secondary fuel filters have not been installed, install new primary and secondary fuel filters. Repeat the Fuel Conditioning Module Pressure test in this section to verify the repair.

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Performance Diagnostic Procedures

If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet now meets the 344 kPa (50 psi) MIN specification, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test in this section to verify the repair. If the Fuel Conditioning Module Pressure test has been repeated and the fuel pressure at the fuel conditioning module outlet is still below the 344 kPa (50 psi) MIN specification, carry out the Electric Fuel Pump Inlet Restriction test in this section. If the fuel pressure at the fuel conditioning module outlet is equal to or greater than the 344 kPa (50 psi) MIN specification, carry out the Restricted Secondary Fuel Filter test in this section.

Possible Causes:

· Primary fuel filter · Secondary fuel filter

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Restricted Secondary Fuel Filter

Purpose:

The purpose of this test is to determine the condition of the secondary fuel filter. Restricted Secondary Fuel Filter Measure the fuel pressure difference between the fuel inlet and fuel outlet sides of the secondary fuel filter.

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) Specification E-Series 83 kPa (12 psi) MAX F-Super Duty 34 kPa (6 psi) MAX Measurement

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Performance Diagnostic Procedures

Restricted Secondary Fuel Filter test Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · Flow Tester, Diesel Fuel 310-193 or equivalent connected. · Fuel Pump Adapter 310-111 or equivalent with Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) connected. · Male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent installed between the secondary fuel filter and the fuel conditioning module. Fuel conditioning module fuel return inlet port plug installed. · Start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · Run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the indicated fuel pressure difference while the valve is open and fuel is flowing back to the fuel tank. If the fuel pressure difference is greater than the specification, install new primary and secondary fuel filters. If the fuel pressure difference is within the specification, install a new fuel pressure regulator valve. Remove the fuel return line plugs and connect the fuel return line to the fuel conditioning module, repeat the Fuel System Delivery test in this section to verify the repair.

Possible Causes:

· Secondary fuel filter · Fuel pressure regulator valve

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

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Performance Diagnostic Procedures

10b. Electric Fuel Pump Inlet Restriction

WARNING: Avoid contact with fuel during a visual inspection for fuel leaks with the engine running. Do not work on the fuel system until the pressure has been released and the engine has cooled. Fuel in the high-pressure fuel system is hot and under very high pressure. High-pressure fuel may cause cuts and contact with hot fuel may cause burns. Failure to follow these instructions may result in serious personal injury.

WARNING: When handling fuel, always observe fuel handling precautions and be prepared in the event of fuel spillage. Spilled fuel may be ignited by hot vehicle components or other ignition sources. Failure to follow these instructions may result in serious personal injury. Note: The Flow Tester, Diesel Fuel 310-193 or equivalent provides a pressure reading while simulating maximum fuel consumption at wide open throttle (WOT) and full load on the fuel system. The Flow Tester, Diesel Fuel 310-193 or equivalent uses a 1.193 mm (0.047 in) calibrated orifice integrated in the tool assembly to simulate the fuel consumption. For E-Series vehicles, measure the fuel system pressure at the right hand cylinder head fuel passage plug on the back of the right hand cylinder head. For F-Super Duty vehicles, measure the fuel system pressure at the secondary fuel filter housing test port. The fuel pressure value at the secondary fuel filter housing test port is higher than the fuel pressure value at the back of the cylinder head due to a pressure drop through the fuel rails, fuel injectors and other fuel system components. Note: Make sure the battery voltage is greater than 12.5 volts at all times throughout this procedure. Fuel pumps will not pass the fuel delivery tests if the battery voltage drops below 12.5 volts during the fuel flow tests. This is especially important if the test is carried out on a non-running vehicle because there are significant electrical loads when operating the fuel pump with the engine off. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis.

Purpose:

To detect concerns with the fuel conditioning module inlet, fuel filters or fuel pump. Electric Fuel Pump Inlet Restriction Measure the fuel inlet vacuum on the fuel tank side of the fuel conditioning module.

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Performance Diagnostic Procedures

Instrument Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Specification 6 in-Hg MAX

Measurement

Recommended Procedure:

Note: Restrictions in the fuel line may cause continuous aeration. · Verify there is fuel in the tank. · Verify the fuel temperature is above 0 ºC or 32 °F to prevent testing with gelled fuel. Check for sufficient clean fuel, carry out the Sufficient Clean Fuel test in this section. · Make sure the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent is closed. · NOTICE: Correct installation of the Flow Tester, Diesel Fuel 310-193 or equivalent is necessary to prevent damage to the interior of the vehicle. For E-Series vehicles, remove the right hand cylinder head fuel passage plug from the back of the cylinder head. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft). Make sure the banjo fitting is centered over the freeze plug as shown in the illustration and the hose is routed under the right hand exhaust manifold next to the transmission to prevent sealing concerns due to cylinder head casting bosses.

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Performance Diagnostic Procedures

E-Series

· For F-Super Duty vehicles, remove the test port plug from the front of the secondary fuel filter housing. Install the Flow Tester, Diesel Fuel 310-193 or equivalent using two new copper gaskets to seal the banjo bolt and torque to 27 Nm (20 lb-ft).

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Diagnostic Subroutines

Performance Diagnostic Procedures

F-Super Duty

· Insert the heavy duty black end of the clear yellow hose into the fuel tank filler pipe to drain the fuel into the fuel tank. Make sure the fuel return hose is not pinched or restricted. Do not substitute any other fuel return hose and do not change the hose length of 6.7 m (22 ft) clear yellow hose with 0.91 m (3 ft) heavy duty black hose end or the internal diameter (ID) of 6.35 mm (0.25 in). The heavy duty black end on the hose is used to reduce pinching between the fuel filler door and the vehicle body. · If directed to this test from the Fuel System Delivery test, remove the Fuel Pump Adapter 310-111 or equivalent and the Gauge 0-1,100 kPa (0-160 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) from the fuel conditioning module outlet fuel supply line. Connect the fuel conditioning module outlet fuel supply line to the fuel conditioning module outlet port. · Install the Fuel Pump Adapter 310-111 or equivalent with the 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent) between the fuel supply line and the fuel conditioning module inlet port.

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Performance Diagnostic Procedures

E-Series

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Diagnostic Subroutines

Performance Diagnostic Procedures

F-Super Duty

· Using the male and female tool plugs included with the Flow Tester, Diesel Fuel 310-193 or equivalent, plug the fuel return line between the secondary fuel filter and the fuel conditioning module. Plug the fuel conditioning module fuel return inlet port. · Start the engine and let it idle. · Open the valve on the Flow Tester, Diesel Fuel 310-193 or equivalent. · Run the engine until fuel flows free from cloudiness, gelling (cold weather) or aeration. If the air bubbles can not be purged, check for kinks or leaks. · Verify the battery voltage is greater than 12.5 volts. If the battery voltage drops below 12.5 volts, the battery may need to be charged or there may be a charging system concern, refer to the Workshop Manual Section 414-00 Charging System, Symptom Chart to continue diagnosis. · Record the indicated vacuum reading while the valve is open and fuel is flowing back to the fuel tank. If the vacuum reading is greater than the specification, correct the restriction between the fuel tank pickup and the fuel conditioning module, remove the fuel return line plugs and connect the fuel return line. Repeat the Fuel System Delivery test in this section to verify the repair. If the vacuum reading is within the specification, check the primary fuel filter. If the primary fuel filter is OK, install a new fuel conditioning module, refer to the workshop manual section 310-01, Fuel Tank and Lines, Fuel Conditioning Module. Remove the fuel return line plugs, connect the fuel return line and repeat the Fuel System Delivery test in this section to verify the repair.

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Performance Diagnostic Procedures

Possible Causes:

· Fuel supply line restriction · Fuel conditioning module · In tank fuel pickup

Tools Required:

Flow Tester, Diesel Fuel 310-193 or equivalent Fuel Pump Adapter 310-111 or equivalent 0-30 in-Hg Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

10c. Fuel Aeration Test Purpose

To determine if the fuel is aerated and causing a poor idle condition. Fuel Aeration Test Install a clear hose on the fuel return line at the fuel conditioning module. Refer to the Workshop Manual, Section 310-01, Fuel Tank and Lines. Run at the engine at WOT for 2 minutes. The return fuel should be free of bubbles.

Method Visual Check

1. Remove the fuel return line at the fuel conditioning module. 2. Attach a 1/4 inch diameter hose (clear) to the fuel conditioning module and place the other end of the hose into Rotunda Tool 034-00005 or equivalent. 3. Turn the key to the ON position. The fuel pump cycles on, then off. Diesel fuel may not flow out through the attached hose after only one key cycle. Repeat the key cycle until fuel flows from the attached hose. 4. Start the engine. 5. Run at WOT for 2 minutes. Return fuel should be free of bubbles. 6. If the fuel has air in it, the fuel returning to the tank appears white, foamy or non-transparent. If no or very little air is present in the fuel, the fuel will appears clear/transparent.

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7. If air is present in the return fuel, inspect the fuel system for leaks.

Possible Causes:

Note: Air can enter the fuel system at any point where there is suction in the fuel system. · Fuel pickup in the fuel tank. · Fuel supply line entering the fuel module from the fuel tank. · Fuel return line entering the fuel module from the engine.

Tools Required:

Rotunda Tool 034-00005 or equivalent

11. Carry Out The Key On Engine Running (KOER) On-Demand Self-Test Purpose:

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 carries out 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 (ICP) and then measures the result. If a predetermined threshold is not reached, a DTC is generated. This test can be carried out at any engine temperature. Carry Out The KOER On-Demand Self-Test Note: Before carrying out the KOER On-Demand Self-Test make sure the high pressure oil passages are free of air. A recent repair to the system may allow air to enter the oil passages. To remove the air, drive the vehicle (with deceleration and acceleration cycles) at highway speeds for 32 km (20 miles). · The self-test verifies the ICP, exhaust gas recirculation (EGR), and variable geometry turbo (VGT) systems performance.

KOER DTC

Recommended Procedure:

Note: The engine will run rough during this test.

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Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it must be turned off to carry out the self-test. · Carry out the necessary vehicle preparation and visual inspection. Refer to Quick Test Operation. · Refer to the scan tool operating manual for instructions. · Key ON, engine running. · Follow the operating instructions from the diagnostic menu. · Carry out a KOER On Demand Self-Test. · Record the DTCs and refer to the appropriate pinpoint test.

Tools Required:

Scan tool

12a. Low Idle Stability (ICP Pressure) Purpose:

The purpose of this test is to determine if idle stability or low power is caused by a stuck or dirty injection pressure regulator (IPR) or faulty ICP signal. Low Idle Stability (ICP Pressure) · Check at low idle and EOT above 70°C (158° F) · Monitor the ICP and RPM PIDS with the scan tool.

Parameter ICP Specification at 670 RPM 4.0 - 5.0 MPa ± 0.3 MPa (580-725 psi ±45 psi) Measurement

Take reading before disconnecting ICP sensor.

If engine RPM is unstable, disconnect the ICP sensor. · ICP defaults to 6.0 MPa (870 psi) when disconnected. -- If RPM smooths out, the ICP sensor or circuit is suspect. -- If RPM is still unstable, connect the ICP sensor and go to step 12b.

Recommended Procedure:

Note: The engine must be at operating temperature.

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Performance Diagnostic Procedures

· Connect the scan tool. · Key ON, engine running. · Access and monitor the ICP and RPM PIDS. · Operate the engine at low idle speed. If the engine does not stabilize, disconnect the ICP sensor. If the low idle speed stabilizes with the ICP sensor disconnected, the problem is most likely in the ICP sensor circuit. GO to Pinpoint Test Q. If the RPM does not stabilize, reconnect the sensor and GO to 12b.

Possible Causes:

· Debris stuck in the IPR · ICP sensor · Circuitry

Tools Required:

Scan tool

12b. Injection Pressure Regulator Test Purpose:

The purpose of this test is to determine if idle stability or low power is caused by a stuck or dirty IPR. Low Idle Stability (ICP Pressure) · Check at low idle and EOT above 70° C (158° F). · Monitor the IPR PID with the scan tool.

Parameter IPR Specification at 670 RPM 30% MAX Measurement

Recommended Procedure:

Note: The engine must be at operating temperature. · Connect the scan tool. · Key ON, engine running. · Access and monitor the IPR and RPM PIDS. · Operate the engine at low idle speed.

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Performance Diagnostic Procedures

If the IPR duty cycle is less than the maximum specification, go to the next step. If the IPR duty cycle is greater than the maximum specification, go to test 10e of the Hard Start/No Start Diagnostics and check for an injection control system leak.

Possible Causes:

· Debris stuck in the IPR · Injection control system leak

Tools Required:

Scan tool

13. Turbo Boost Test Purpose:

The purpose of this test is to determine if the engine can develop sufficient boost to obtain specific power. Turbo Boost Test · Carefully inspect the charge air cooler (CAC) tubes/connections, turbocharger connections, exhaust system and MAP hose for signs of damage or leaks. · Carry out the Powertrain Air Management Turbo Boost Test using the scan tool.

Visual

Recommended Procedure:

Note: If a sensor fails the turbo boost test, the test will abort. Refer to the appropriate sensor pin point test to continue diagnosis. Note: Refer to the scan tool information menu for examples of turbo boost test results. · Key on, engine running. · Carry out the Powertrain Air Management Turbo Boost Test using the scan tool. If the test fails, GO to Pinpoint Test KA.

Possible Causes:

· MAP hose pinched or open · Leaking intake, hoses or fittings · Leaking exhaust system

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Performance Diagnostic Procedures

· Turbocharger · Base engine · CAC hoses leaking · CAC · EGR sticking

Tools Required

Scan tool Tool, vane position sensor cable kit 418-626 or equivalent

14. Crankcase Pressure Test Purpose:

The purpose of this test is to measure the crankcase pressure. Crankcase pressure is a measure of how well the cylinders are sealing. Crankcase Pressure Test - F-Super Duty · Measure the pressure at the oil fill tube with 6.0L Crankcase Pressure Tester 303-758, with the engine at 70° C (158° F) minimum. · Block the breather tube on the left valve cover. · Measure with no load at 3,000 RPM.

Instrument 0-112 mm-Hg (0 to 60 H2O) Magnehelic® gauge Specification Less than 15 mm-Hg (8 H2O) Measurement

If greater than 15 mm-Hg (8 H2O), refer to the Workshop Manual, Section 303-01, Engine.

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Performance Diagnostic Procedures

F-Super Duty

Recommended Procedure - F-Super Duty:

Note: Do not plug hole on Crankcase Pressure Test Adapter 303-758. Make sure the engine is at operating temperature. A cold engine gives 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 DSL ENG Pressure Test Kit 014-00761 or equivalent. Install a protective screen over the turbocharger inlet. Install 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.

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Performance Diagnostic Procedures

Crankcase Pressure Test - E-Series

· Measure the pressure at the oil fill tube with 6.0L Crankcase Pressure Tester 303-758, with the engine at 70°C (158°F) minimum. · Block the breather tube on the left valve cover. · Measure with no load at 3,000 RPM.

Instrument 0-112 mm-Hg (0 to 60 H2O) Magnehelic® gauge Specification Less than 15 mm-Hg (8 H2O) Measurement

If greater than 15 mm-Hg (8 H2O), refer to the Workshop Manual Section 303-01 Engine. E-Series

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Recommended Procedure - E-Series:

Note: Do not plug the hole on Crankcase Pressure Test Adapter 303-758. Make sure the engine is at operating temperature. A cold engine gives 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. Refer to the Workshop Manual, Section 303-12, Intake Air Distribution and Filtering. Block the outlet at the valve cover with the cap provided in DSL ENG Pressure Test Kit 014-00761 or equivalent. Install a protective screen over the turbocharger inlet.

NOTICE: Excessive screw clamp torque damages the oil fill tube. 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.

Possible Causes:

· Broken or worn compression rings · Polished cylinder bores · 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.

Tools Required:

· Crankcase Pressure Test Adapter 303-758 or equivalent · Magnehelic® gauge (part of DSL ENG Pressure Test Kit 014-00761) · Protective screen · Hose · Screw clamps

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15. Oil Aeration Test Purpose:

The purpose of this test is to determine if the engine lube oil is aerated and causing poor idle quality. Oil Aeration Test · Run engine at 3,000 RPM for 1 minute. · Take an oil sample from the engine oil temperature (EOT) sensor port at idle. · Inspect the sample for presence of air bubbles.

Method Visual Check

· Excessive oil aeration can be caused by depleted oil additives, pick-up tube leak, front cover seal leak, or upper pan seal leak.

Recommended Procedure:

Note: The engine must be at operating temperature. 1. Remove the EOT sensor. Refer to the Workshop Manual, Section 303-14, Electronic Engine 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.

Possible Causes:

· Extended oil drain intervals -- the anti-foam additives in the oil may be depleted from severe use or extended intervals · 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 km (15-20 miles) to remove excess air · Incorrect type or grade of oil

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Performance Diagnostic Procedures

Tools Required:

· Clear container -- approximately 0.95 L (1 quart) · Gauge 0-1.1 MPa (0-160 psi) Bar 014-00761 or equivalent · High Pressure Pump Test Adapter 303-765 or equivalent

16. Combustion Gas In The Fuel Rail Test Purpose:

The purpose of this test is to check if any combustion gas leaks past the injector's needle and seat or past the copper combustion gasket.

Combustion Gas Leaking In the Fuel Rail Bank 1 Cylinder 1 (YES/NO) Cylinder 3 (YES/NO) Cylinder 5 (YES/NO) Cylinder 7 (YES/NO) Bank 2 Cylinder 2 (YES/NO) Cylinder 4 (YES/NO) Cylinder 6 (YES/NO) Cylinder 8 (YES/NO)

Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out the Fuel System Delivery test in this section.

Recommend Procedure:

Note: The compression pulses indicate the combustion gas is leaking into the fuel rail. · Disconnect bank 1 and bank 2 fuel lines from the secondary fuel filter. · Install a latex balloon over each fuel line and secure with the tie strap. · Disconnect the fuel pump and the fuel injection control module (FICM) relays. · Crank the engine and observe latex balloons for compression pulses. Identify which bank is a cause of the concern. · Remove all but 1 glow plugs from the bank that leaks the combustion gas in the rail. Crank engine and observe latex balloon for compression pulses. Repeat this procedure for the 3 remaining cylinders on the same bank. · For cylinders that leak combustion gas into the fuel rail, remove the injector and inspect the lower O-ring. Replace if necessary. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls. Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out the Fuel System Delivery test in this section.

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Performance Diagnostic Procedures

If the lower O-ring is OK, install a new fuel injector copper gasket, then remove the injector to inspect the copper gasket for an even circular crush pattern. If the crush pattern is visible install a new copper gasket. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls. Carry out test Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out the Fuel System Delivery test in this section. If the lower O-ring and the copper gasket are OK, install a new fuel injector. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls. Carry out the Combustion Gas In The Fuel Rail Test to verify the repair. When the repair is verified carry out test the Fuel System Delivery test in this section.

Possible Causes:

· Fuel injector · Fuel injector lower O-ring · Fuel injector copper gasket

Tools Required:

· latex balloons · tie straps

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Diagnostic Trouble Code (DTC) Charts and Descriptions

Note: Refer to the applicable Workshop Manual section to diagnose the body and chassis DTCs.

B1213 - Anti-Theft Number of Programmed Keys is Below Minimum

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

B1342 - Electronic Control Unit (ECU) Is Faulted

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

B1600 - Passive Anti-Theft System (PATS) Ignition Key Transponder Signal Is Not Received

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

B1601 - Passive Anti-Theft System (PATS) Received Incorrect Key-Code From Ignition Key Transponder

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

B1602 - Passive Anti-Theft System (PATS) Received Invalid Format Of Key-Code From Ignition Key Transponder

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

B1681 - Passive Anti-Theft System (PATS) Transceiver Module Signal Is Not Received

Description: Possible Causes:

(Continued)

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Diagnostic Trouble Code (DTC) Charts and Descriptions

B1681 - Passive Anti-Theft System (PATS) Transceiver Module Signal Is Not Received

Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

B2103 - Antenna Not Connected

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

B2431 - Transponder Programming Failed

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

P0046 - Turbo/Super Charger Boost Control Solenoid A Circuit Range/Performance

Description: Possible Causes: The variable geometry turbine (VGT) solenoid driver circuit is monitored by the powertrain control module (PCM) and is not within the calibrated value. · · · · Open circuit Control circuit short to voltage Control circuit short to ground Variable geometry turbocharger (VGT) actuator

Diagnostic Aids: Application All

This DTC can be set due to a turbocharger actuator solenoid concern or a poor connection to the turbocharger actuator solenoid. Key On Engine Off Key On Engine Running GO to Pinpoint Test AK. Continuous Memory

P0069 - MAP - Barometric Pressure Correlation

Description: Possible Causes: BARO pressure sensor input to the powertrain control module (PCM) is monitored and is not within the calibrated value. · Circuitry · Damaged MAP or BARO sensor · Slow responding or biased MAP or BARO sensor VREF voltage should be between 4.0 and 6.0 volts. Key On Engine Off Key On Engine Running GO to Pinpoint Test AU. Continuous Memory

Diagnostic Aids: Application All

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0096 - Intake Air Temperature Sensor 2 Circuit Range/Performance

Description: Possible Causes: Diagnostic Aids: Application All IAT2 sensor input to the powertrain control module (PCM) is monitored and is not within the calibrated value. · Circuitry · Biased IAT2 sensor VREF voltage should be between 4.0 and 6.0 volts. Key On Engine Off Key On Engine Running GO to Pinpoint Test G. Continuous Memory

P0097 - Intake Air Temperature Sensor 2 Circuit Low

Description: Possible Causes: Indicates the sensor signal is less than the self-test minimum. The IAT2 sensor minimum is 0.2 volt. · Grounded circuit in the harness · Incorrect harness connection · Damaged sensor Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer to Section 6, Reference Values. Key On Engine Off Key On Engine Running GO to Pinpoint Test G. Continuous Memory

Diagnostic Aids: Application All

P0098 - Intake Air Temperature Sensor 2 Circuit High

Description: Possible Causes: Indicates the sensor signal is greater than the self-test maximum. The IAT2 sensor maximum is 4.6 volts. · · · · Open circuit in the harness Sensor signal short to voltage Incorrect harness connection Damaged sensor

Diagnostic Aids: Application All

Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer to Section 6, Reference Values. Key On Engine Off Key On Engine Running GO to Pinpoint Test G. Continuous Memory

P0101 - Mass or Volume Air Flow A Circuit Range/Performance

Description: If the engine speed is below 1500 RPM a MAF PID reading greater than 4.0 volts indicates a concern, if the engine speed is above 1500 RPM a MAF PID reading greater than 4.9 Volts indicates a concern. · · · · Restricted air flow Intake air leak Contamination Damaged sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test J. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

Check the MAF sensor for contamination and the intake air system for leaks.

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0103 - Mass or Volume Air Flow A Circuit High

Description: The mass air flow (MAF) sensor circuit is monitored by the powertrain control module (PCM) for high air flow (or voltage) input through the comprehensive component monitor (CCM). If during key on, engine off (KOEO), or key on, engine running (KOER), the air flow (or voltage) changes above a maximum calibrated limit, the test fails. · · · · · MAF circuit shorted to voltage MAF sensor screen is blocked Return circuit open Water intrusion MAF sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test J. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

A MAF V PID (MAF PID) reading greater than 4.6 volts during KOER indicates a hard fault.

P0107 - Manifold Absolute Pressure/BARO Sensor Low

Description: Possible Causes: Sensor operating voltage is less than 0.25 volt (VREF). As a result it failed below the minimum allowable calibrated parameter. · · · · Open in the circuit, or short to ground Signal circuit short to ground VREF circuit open, or short to ground Damaged MAP sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test H. Continuous Memory

Diagnostic Aids: Application All

VREF should be greater than 4.0 volts.

P0108 - Manifold Absolute Pressure/BARO Sensor High

Description: Possible Causes: Sensor operating voltage is greater than 5 volts (VREF). As a result it failed above the maximum allowable calibrated parameter. · · · · · VREF shorted to VPWR MAP signal shorted to VPWR VREF should be less than 6.0 volts Open circuit Damaged MAP sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test H. Continuous Memory

Diagnostic Aids: Application All

VREF should be greater than 4.0 volts.

P0112 - Intake Air Temperature Sensor 1 Circuit Low

Description: Possible Causes: Indicates the sensor signal is less than the self-test minimum. The IAT sensor minimum is 0.2 volt or 121°C (250°F). · Grounded circuit in the harness · Damaged sensor · Improper harness connection An IAT PID reading less than 0.2 volt with key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off Key On Engine Running GO to Pinpoint Test F. Continuous Memory

Diagnostic Aids: Application All

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0113 - Intake Air Temperature Sensor 1 Circuit High

Description: Possible Causes: Indicates the sensor signal is greater than the self-test maximum. The IAT sensor maximum is 4.6 volts or -50°C (-58°F). · · · · Open circuit in the harness Sensor signal short to voltage Damaged sensor Improper harness connection

Diagnostic Aids: Application All

An IAT PID reading greater than 4.6 volts with the key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off Key On Engine Running GO to Pinpoint Test F. Continuous Memory

P0117 - Engine Coolant Temperature Sensor 1 Circuit Low

Description: Possible Causes: Indicates the sensor signal is less than the self-test minimum. The engine coolant temperature (ECT) sensor minimum is 0.2 volt or 121°C (250°F). · Grounded circuit in the harness · Damaged sensor · Incorrect harness connection An ECT PID reading less than 0.2 volt with key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off Key On Engine Running GO to Pinpoint Test K. Continuous Memory

Diagnostic Aids: Application All

P0118 - Engine Coolant Temperature Sensor 1 Circuit High

Description: Possible Causes: Indicates the sensor signal is greater than the self-test maximum. The engine coolant temperature (ECT) sensor maximum is 4.6 volts or -50°C (-58°F). · · · · Open circuit in the harness Sensor signal short to voltage Incorrect harness connection Damaged sensor

Diagnostic Aids: Application All

An ECT PID reading greater than 4.6 volts with the key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off Key On Engine Running GO to Pinpoint Test K. Continuous Memory

P0148 - Fuel Delivery Error

Description: Possible Causes: Fuel flow is lower than expected. · · · · · Fuel quality. Fuel line is restricted. Fuel pump is damaged. Fuel filter is restricted. Crankshaft position (CKP) or camshaft position (CMP) signal noise. Key On Engine Off Key On Engine Running GO to Pinpoint Test AT. Continuous Memory

Diagnostic Aids: Application All

DTC P0148 may be set with other DTCs. Diagnose and repair all other DTCs first.

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0196 - Engine Oil Temperature Sensor Circuit Range/Performance

Description: Possible Causes: Indicates the value from the engine oil temperature (EOT) sensor is not within the powertrain control module (PCM) predicted engine oil temperature range, based on other PCM inputs. · Engine not at operating temperature · EOT circuit failure · Cooling system problem or stuck thermostat The EOT rationality test looks for the EOT sensor value to be within a calibrated delta of the PCM predicted engine oil temperature. Make sure the EOT sensor reading is similar to engine temperature. If the EOT reading greatly differs from engine temperature, check the EOT circuitry for correct operation. Key On Engine Off Key On Engine Running GO to Pinpoint Test L. Continuous Memory

Diagnostic Aids:

Application All

P0197 - Engine Oil Temperature Sensor Circuit Low

Description: Possible Causes: Indicates EOT signal voltage is low (high temperature). · Damaged harness · Damaged harness connector · Damaged sensor An EOT PID reading less than 0.2 volt with key ON, engine OFF or during any engine operating mode indicates a short to ground. Key On Engine Off Key On Engine Running GO to Pinpoint Test L. Continuous Memory

Diagnostic Aids: Application All

P0198 - Engine Oil Temperature Sensor Circuit High

Description: Possible Causes: Indicates engine oil temperature (EOT) signal voltage is high (low temperature). · Damaged harness · Damaged harness connector · Damaged sensor An EOT PID reading greater than 4.5 volts with the key ON engine OFF for during any engine operating mode indicates an open circuit. Key On Engine Off Key On Engine Running GO to Pinpoint Test L. Continuous Memory

Diagnostic Aids: Application All

P0219 - Engine Overspeed Condition

Description: Indicates the vehicle has been operated in a manner which caused the engine speed to exceed a calibrated limit. The engine RPM is continuously monitored and evaluated by the powertrain control module (PCM). The DTC is set when the RPM exceeds the calibrated limit set within the PCM. For additional information on the engine RPM limiter, refer to Section 1, Diesel Powertrain Control Software. · Incorrect downshift · CKP and CMP interference · Excessive engine speed The DTC indicates the vehicle has been operated in a manner which caused the engine speed to exceed a calibrated limit. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Description, Possible Causes and Diagnostic Aids for the DTC.

Possible Causes:

Diagnostic Aids: Application All

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0230 - Fuel Pump Primary Circuit

Description: The powertrain control module (PCM) monitors the fuel pump (FP) circuit output from the PCM. The test fails when the FP output is commanded ON (grounded) and excessive current draw is detected on the FP circuit. The test also fails when the FP output is commanded OFF and voltage is not detected on the FP circuit. The PCM. · Fuel pump relay · Circuitry An open circuit or short to ground can only be detected with the fuel pump commanded OFF. A short to voltage can only be detected with the fuel pump commanded ON. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the fuel pump output command is cycled on and off. Key On Engine Off Key On Engine Running GO to Pinpoint Test M. Continuous Memory

Possible Causes: Diagnostic Aids:

Application All

P0231 - Fuel Pump Secondary Circuit Low

Description: The powertrain control module (PCM) monitors the fuel pump monitor (FPM) circuit. The test fails if the PCM commands the fuel pump ON and B+ voltage is not detected on the FPM circuit. · Inertia switch · Fuel pump relay · Open or short circuit During the key on engine off (KOEO) self-test, the PCM commands the fuel pump ON so this test can be carried out. Key On Engine Off Key On Engine Running GO to Pinpoint Test M. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

P0232 - Fuel Pump Secondary Circuit High

Description: The powertrain control module (PCM) monitors the fuel pump monitor (FPM) circuit. This test fails when the PCM detects voltage on the FPM circuit while the fuel pump is commanded OFF. The FPM circuit is wired to a pull-up voltage inside the PCM. The FPM circuit goes high if, with the key ON, engine OFF and the fuel pump commanded OFF, the FPM/FP PWR circuit loses its path to ground through the fuel pump. The FPM circuit also goes high if the FPM/FP PWR circuit is short to voltage. · · · · Fuel Fuel Fuel Fuel pump relay pump monitor circuit open or short to voltage pump ground circuit open pump

Possible Causes:

Diagnostic Aids:

Continuous memory P0232 can be set if the IFS switch is tripped then reset, or if the fuel pump circuit is activated when the PCM expected the circuit to be off. This DTC may set during a fuel system test or prime procedure. Key On Engine Off Key On Engine Running GO to Pinpoint Test M. Continuous Memory

Application All

P0236 - Turbo/Super Charger Boost Sensor A Circuit Range/Performance

Description: Possible Causes: Manifold absolute pressure (MAP) sensor input to the powertrain control module (PCM) is monitored and is not within the calibrated value. · Restricted exhaust · MAP sensor hose · MAP sensor

(Continued) 2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

4-96

Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0236 - Turbo/Super Charger Boost Sensor A Circuit Range/Performance

Diagnostic Aids: Application All VREF voltage should be between 4.0 and 6.0 volts. Key On Engine Off Key On Engine Running GO to Pinpoint Test E. Continuous Memory

P0237 - Turbo/Super Charger Boost Sensor A Circuit Low

Description: Possible Causes: Sensor operating voltage is less than 0.25 volt (VREF). As a result it failed below the minimum allowable calibrated parameter. · Open circuit · Short to ground · MAP sensor VREF should be greater than 4.0 volts. Key On Engine Off Key On Engine Running GO to Pinpoint Test E. Continuous Memory

Diagnostic Aids: Application All

P0238 - Turbo/Super Charger Boost Sensor A Circuit High

Description: Possible Causes: Diagnostic Aids: Application All Sensor operating voltage is greater than 5 volts (VREF). As a result it failed above the maximum allowable calibrated parameter. · Short to voltage · MAP sensor VREF should be greater than 4.0 volts. Key On Engine Off Key On Engine Running GO to Pinpoint Test E. Continuous Memory

P0261 - Cylinder 1 Injector Circuit Low

Description: The fuel injector control module (FICM) continuously monitors the open/close coil power and ground circuits for continuity. When the open circuit condition is detected the FICM sends a message to the powertrain control module (PCM) through the FICM/PCM communication line. The DTC sets when the PCM receives a message from the FICM. · · · · · Close coil power and ground circuit open in the harness Open coil power and ground circuit open in the harness Fuel injector FICM connector loose FICM Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

Check resistance of the fuel injector and harness for an open circuit.

P0262 - Cylinder 1 Injector Circuit High

Description: The fuel injector control module (FICM) monitors the current flow on the open/close coil power and ground circuits. When the current draw exceeds the calibrated threshold the FICM sends a message to the powertrain control module (PCM) through the FICM/PCM communication line. The DTC sets when the PCM receives a message from the FICM. · · · · Close coil power and ground circuit short to voltage or ground in the harness Open coil power and ground circuit short to voltage or ground in the harness Fuel injector FICM

Possible Causes:

(Continued) 2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-97

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0262 - Cylinder 1 Injector Circuit High

Diagnostic Aids: Disconnect the injector to simulate an opposite DTC and carry out the key on, engine off (KOEO) injector electrical self-test. The opposite DTC indicates that the FICM and the injector harness operates correctly. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

Application All

P0263 - Cylinder 1 Contribution/Balance

Description: The powertrain control module (PCM) monitors the crankshaft speed and acceleration for each cylinder event. The DTC sets when the acceleration rate of the crankshaft is below the calibrated value. · Base engine concerns · Valve train assembly · Fuel injector Carry out the power balance test to verify cylinders contribution. Disregard any DTCs set as a result of the power balance test. Single or inconsistent non-contributing power cylinder traces may be caused by a natural variation in a crankshaft speed and should be ignored. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

Possible Causes:

Diagnostic Aids:

Application All

P0264 - Cylinder 2 Injector Circuit Low

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0261. See the possible causes for DTC P0261. See the diagnostic aids for DTC P0261. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0265 - Cylinder 2 Injector Circuit High

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0262. See the possible causes for DTC P0262. See the diagnostic aids for DTC P0262. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0266 - Cylinder 2 Contribution/Balance

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0263. See the possible causes for DTC P0263. See the diagnostic aids for DTC P0263. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0267 - Cylinder 3 Injector Circuit Low

Description: Possible Causes:

(Continued) 2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

See the description for DTC P0261. See the possible causes for DTC P0261.

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0267 - Cylinder 3 Injector Circuit Low

Diagnostic Aids: Application All See the diagnostic aids for DTC P0261. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0268 - Cylinder 3 Injector Circuit High

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0262. See the possible causes for DTC P0262. See the diagnostic aids for DTC P0262. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0269 - Cylinder 3 Contribution/Balance

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0263. See the possible causes for DTC P0263. See the diagnostic aids for DTC P0263. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0270 - Cylinder 4 Injector Circuit Low

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0261. See the possible causes for DTC P0261. See the diagnostic aids for DTC P0261. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0271 - Cylinder 4 Injector Circuit High

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0262. See the possible causes for DTC P0262. See the diagnostic aids for DTC P0262. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0272 - Cylinder 4 Contribution/Balance

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0263. See the possible causes for DTC P0263. See the diagnostic aids for DTC P0263. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-99

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0273 - Cylinder 5 Injector Circuit Low

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0261. See the possible causes for DTC P0261. See the diagnostic aids for DTC P0261. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0274 - Cylinder 5 Injector Circuit High

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0262. See the possible causes for DTC P0262. See the diagnostic aids for DTC P0262. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0275 - Cylinder 5 Contribution/Balance

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0263. See the possible causes for DTC P0263. See the diagnostic aids for DTC P0263. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0276 - Cylinder 6 Injector Circuit Low

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0261. See the possible causes for DTC P0261. See the diagnostic aids for DTC P0261. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0277 - Cylinder 6 Injector Circuit High

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0262. See the possible causes for DTC P0262. See the diagnostic aids for DTC P0262. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0278 - Cylinder 6 Contribution/Balance

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0263. See the possible causes for DTC P0263. See the diagnostic aids for DTC P0263. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0279 - Cylinder 7 Injector Circuit Low

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0261. See the possible causes for DTC P0261. See the diagnostic aids for DTC P0261. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0280 - Cylinder 7 Injector Circuit High

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0262. See the possible causes for DTC P0262. See the diagnostic aids for DTC P0262. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0281 - Cylinder 7 Contribution/Balance

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0263. See the possible causes for DTC P0263. See the diagnostic aids for DTC P0263. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0282 - Cylinder 8 Injector Circuit Low

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0261. See the possible causes for DTC P0261. See the diagnostic aids for DTC P0261. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0283 - Cylinder 8 Injector Circuit High

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0262. See the possible causes for DTC P0262. See the diagnostic aids for DTC P0262. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0284 - Cylinder 8 Contribution/Balance

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0263. See the possible causes for DTC P0263. See the diagnostic aids for DTC P0263. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

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4-101

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0297 - Vehicle Overspeed Condition

Description: Indicates the vehicle has been operated in a manner which caused the vehicle speed to exceed a calibration limit. The vehicle speed is continuously monitored and evaluated by the powertrain control module (PCM). The diagnostic trouble code (DTC) is set when the vehicle speed exceeds the calibrated limit set within the PCM. · Vehicle driven at a high rate of speed Indicates the vehicle has been operated in a manner which caused the vehicle speed to exceed a calibration limit. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Description, Possible Causes and Diagnostic Aids for the DTC.

Possible Causes: Diagnostic Aids: Application All

P0298 - Engine Oil Overtemperature Condition

Description: Indicates the engine oil temperature protection strategy in the powertrain control module (PCM) has been activated. This temporarily prohibits high engine speed operation by disabling injectors, reducing the risk of engine damage from high engine oil temperature. On engines which are equipped with an engine oil temperature (EOT) sensor, the PCM reads the oil temperature to determine if it is excessive. When an EOT sensor is not present, the PCM uses an oil algorithm to infer actual temperature. Engine shutdown strategy function is the same on vehicles with and without EOT sensors. · Very high engine RPM for an extended period of time · Overheating condition · Damaged EOT sensor or circuit (vehicles with an EOT sensor) The engine is operating in high RPM range due to improper gear selection. This may cause a lack/loss of power or surge concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test L. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

P0299 - Turbo/Supercharger A Under Boost Condition

Description: Possible Causes: Indicates that boost pressure is continuously lower than desired. · · · · · CAC system leaks Variable geometry turbocharger (VGT) vanes sticking Circuitry EP sensor VGT actuator

Diagnostic Aids:

This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. If other DTCs are not present, inspect the entire intake air system for restrictions. Repair as necessary. If no restrictions are found, clear the DTCs. Key On Engine Off Key On Engine Running GO to Pinpoint Test KA. Continuous Memory

Application All

P0300 - Random Misfire Detected

Description: The powertrain control module (PCM) continuously monitors all cylinders for a misfire. The DTC indicates that multiple cylinders are misfiring or the PCM cannot identify which cylinder is misfiring. · · · · · Fuel concern Oil aeration High pressure oil pump concern Base engine Fuel injectors

Possible Causes:

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0300 - Random Misfire Detected

Diagnostic Aids: Application All Access the PCM and record the freeze frame data. The misfire freeze frame data may be used to determine the operating conditions when the misfire DTC was set. Key On Engine Off Key On Engine Running GO to Pinpoint Test AR. Continuous Memory

P0301 - Cylinder 1 Misfire Detected

Description: The powertrain control module (PCM) continuously monitors the crankshaft speed and acceleration for each cylinder event. When the deceleration is detected the PCM uses the crankshaft position (CKP) and the camshaft position (CMP) signal information to determine which cylinder misfired. The DTC is set when the misfire event occurred in the cylinder due to a poor cylinder compression, fuel delivery concern or mechanical engine concern. · Fuel injector · Base engine concerns Access the PCM and record the ECT PID from the freeze frame data. The misfire freeze frame data may be used to determine the operating conditions when the misfire DTC was set. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

Possible Causes: Diagnostic Aids:

Application All

P0302 - Cylinder 2 Misfire Detected

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0301. See the possible causes for DTC P0301. See the diagnostic aids for DTC P0301. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0303 - Cylinder 3 Misfire Detected

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0301. See the possible causes for DTC P0301. See the diagnostic aids for DTC P0301. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0304 - Cylinder 4 Misfire Detected

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0301. See the possible causes for DTC P0301. See the diagnostic aids for DTC P0301. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0305 - Cylinder 5 Misfire Detected

Description: Possible Causes:

(Continued) 2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

See the description for DTC P0301. See the possible causes for DTC P0301.

Diagnostic Subroutines

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0305 - Cylinder 5 Misfire Detected

Diagnostic Aids: Application All See the diagnostic aids for DTC P0301. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0306 - Cylinder 6 Misfire Detected

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0301. See the possible causes for DTC P0301. See the diagnostic aids for DTC P0301. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0307 - Cylinder 7 Misfire Detected

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0301. See the possible causes for DTC P0301. See the diagnostic aids for DTC P0301. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0308 - Cylinder 8 Misfire Detected

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0301. See the possible causes for DTC P0301. See the diagnostic aids for DTC P0301. Key On Engine Off Key On Engine Running GO to Pinpoint Test P. Continuous Memory

P0335 - Crankshaft Position Sensor A Circuit

Description: The powertrain control module (PCM) monitors the crankshaft position (CKP), camshaft position (CMP) and injection control pressure (ICP) signals during engine cranking. The DTC is set when the CKP signal is inactive while the CMP and ICP signals indicate the engine is rotating. The PCM also monitors the CKP signal for electrical noise. When the electrical noise exceeds the calibrated threshold the DTC sets. · · · · · CKP CKP CKP CKP CKP circuit noise circuit open in the harness circuit short to ground in the harness circuit short to voltage in the harness sensor

Possible Causes:

Diagnostic Aids: Application All

An inactive CKP signal causes a no start condition. Monitor the RPM PID while cranking engine. A 0 RPM indicates a CKP concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test D. Continuous Memory

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0336 - Crankshaft Position Sensor A Circuit Range/Performance

Description: Possible Causes: The DTC sets when the input signal to the powertrain control module (PCM) from the crankshaft position (CKP) sensor is erratic. · · · · · CKP CKP CKP CKP CKP circuit noise circuit open in the harness circuit short to ground in the harness circuit short to voltage in the harness sensor

Diagnostic Aids: Application All

An inactive CKP signal causes a no start condition. Monitor the RPM PID while cranking engine. A 0 RPM indicates a CKP concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test D. Continuous Memory

P0340 - Camshaft Position Sensor A Circuit Intermittent (Bank 1 or Single Sensor)

Description: An inactive camshaft position (CMP) signal during cranking is detectable by the powertrain control module (PCM). During engine cranking the PCM monitors the crankshaft position (CKP) signal and injection control pressure (ICP) to verify the engine is rotating. If the CMP signal is inactive during this time a DTC is set. Electrical noise may also be detected by the PCM. When the noise level is sufficient to affect engine operation, a corresponding DTC is set. · · · · · CMP+/CMP- circuit open CMP+/CMP- circuit short to ground CMP+/CMP- circuit short to voltage Excessive electrical noise CMP sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test V. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

An inactive CMP signal causes a no start condition.

P0341 - Camshaft Position Sensor A Circuit Range/Performance (Bank 1 or Single Sensor)

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0340. See the possible causes for DTC P0340. See the diagnostic aids for DTC P0340. Key On Engine Off Key On Engine Running GO to Pinpoint Test V. Continuous Memory

P0381 - Glow Plug/Heater Indicator Circuit

Description: Possible Causes: The powertrain control module (PCM) measures the glow plug/heater indicator circuit for continuity. When the continuity exceeds programmed threshold, the PCM sets the DTC. · Glow plug indicator circuit open in the harness · Glow plug indicator circuit short to ground in the harness · Glow plug indicator Refer to the Workshop Manual Section 413-01, Instrument Cluster. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 413-01 Instrument Cluster for diagnostic procedures.

Diagnostic Aids: Application All

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0401 - Exhaust Gas Recirculation (EGR) Flow Insufficient Detected

Description: Possible Causes: Calculated expected air in the intake system is less than the actual mass air flow (MAF). · · · · · · · · · Aftermarket intake systems or exhaust systems Restricted air flow (intake or exhaust) Charge air cooler (CAC) system leaks (hoses and cooler) EGR valve position sensor bias Exhaust pressure (EP) sensor bias Restricted EGR cooler EGR actuator Manifold absolute pressure (MAP) sensor MAF sensor

Diagnostic Aids:

There are 3 different entry conditions that can activate the EGR monitor after the EGR valve closed position has been learned. EGR flow command, RPM, desired fuel, EGRVP voltage, engine oil temperature (EOT), engine coolant temperature (ECT) and intake air temperature 2 (IAT2) are values that need to meet specific calibrated levels for the EGR monitor to be activated. Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

Application All

P0402 - Exhaust Gas Recirculation (EGR) Flow Excessive Detected

Description: Possible Causes: Calculated expected air in the intake system is greater than the actual mass air flow (MAF). · · · · · · · · · Aftermarket intake systems or exhaust systems Restricted air flow (intake or exhaust) Charge air cooler (CAC) system leaks (hoses and cooler) EGR valve position sensor bias Exhaust pressure (EP) sensor bias EGR actuator O-rings EGR actuator Manifold absolute pressure (MAP) sensor MAF sensor

Diagnostic Aids:

There are 3 different entry conditions that can activate the EGR monitor after the EGR valve closed position has been learned. EGR flow command, RPM, desired fuel, EGRVP voltage, engine oil temperature (EOT), engine coolant temperature (ECT) and intake air temperature 2 (IAT2) are values that need to meet specific calibrated levels for the EGR monitor to be activated. Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

Application All

P0403 - Exhaust Gas Recirculation (EGR) Control Circuit

Description: Possible Causes: The powertrain control module (PCM) continuously monitors the EGR actuator and circuits for opens and shorts. · · · · EGRMC circuit short to ground EGRMC circuit short to voltage EGRMC circuit open EGR actuator

Diagnostic Aids: Application All

The condition is continuously being monitored. This DTC is set when the PCM detects an EGRMC circuit concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0404 - Exhaust Gas Recirculation (EGR) Control Circuit Range/Performance

Description: Possible Causes: The EGR valve commanded position compared to the actual position does not match within a calibrated range and time period. · · · · · · · · EGR sensor EGR actuator EGR position circuit Powertrain control module (PCM) Variable geometry turbocharger (VGT) system Exhaust pressure (EP) sensor bias Initial learned EGR closed position Excessive exhaust pressure

Diagnostic Aids:

Components that affect air flow and pressure in the exhaust system can affect the EGR valve position compared to the commanded position. When a new EGR actuator is installed, the keep alive memory (KAM) needs to be reset to learn the new EGR valve closed position, refer to Section 2, Resetting The Keep Alive Memory (KAM). Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

Application All

P0405 - Exhaust Gas Recirculation (EGR) Sensor A Circuit Low

Description: Possible Causes: The powertrain control module (PCM) continuously monitors the EGR valve position circuits for opens and shorts. · · · · · EGR circuit open EGR circuit short to ground VREF circuit open EGR actuator PCM Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

Diagnostic Aids: Application All

The condition is continuously being monitored.

P0406 - Exhaust Gas Recirculation (EGR) Sensor A Circuit High

Description: Possible Causes: The powertrain control module (PCM) continuously monitors the EGR valve position circuits for opens and shorts. · EGR circuit short to voltage · EGR actuator · PCM The condition is continuously being monitored. Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

Diagnostic Aids: Application All

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0460 - Fuel Level Sensor A Circuit

Description: The powertrain control module (PCM) monitors the fuel level input (FLI) communications network message for a concern. The test fails when the PCM determines that the value of the FLI signal is stuck. The PCM calculates the amount of fuel used during operation. If the FLI signal does not change or does not correspond with the calculated fuel usage, the DTC is set. · · · · · · Empty fuel tank Overfilled fuel tank Fuel control module Fuel control module circuitry Instrument cluster Powertrain control module (PCM)

Possible Causes:

Diagnostic Aids:

Monitor the FLI PIDs in key ON, engine running. A concern is present if the FLI percentage PID is at 25% fill and the FLI voltage PID is less than 0.90 volt with a non-matching fuel gauge or the FLI percentage PID is at 75% fill and the FLI voltage PID is greater than 2.45 volts with a non-matching fuel gauge. Key On Engine Off Key On Engine Running GO to Pinpoint Test QH. Continuous Memory

Application All

P0462 - Fuel Level Sensor A Circuit Low Input

Description: The powertrain control module (PCM) monitors the fuel level input (FLI) communications network message for a concern. The test fails when the FLI signal is less than the minimum allowable calibrated parameter for a specified fuel fill percentage in the fuel tank. · · · · · · · Empty fuel tank Fuel pump (FP) module concern Incorrectly installed fuel gauge Damaged instrument cluster Damaged fuel gauge FLI circuit open FLI circuit short to ground

Possible Causes:

Diagnostic Aids:

Monitor the FLI PIDs in key ON, engine running. A concern is present if the FLI percentage PID is at 25% fill and the FLI voltage PID is less than 0.90 volt with a non-matching fuel gauge or the FLI percentage PID is at 75% fill and the FLI voltage PID is greater than 2.45 volts with a non-matching fuel gauge. Key On Engine Off Key On Engine Running GO to Pinpoint Test QH. Continuous Memory

Application All

P0463 - Fuel Level Sensor A Circuit High Input

Description: The powertrain control module (PCM) monitors the fuel level input (FLI) communications network message for a concern. The test fails when the FLI signal is greater than the maximum allowable calibrated parameter for a specified fuel fill percentage in the fuel tank. · · · · · · Fuel pump (FP) module concern Incorrectly installed fuel gauge Damaged instrument cluster FLI short to VPWR Overfilled fuel tank Damaged fuel gauge

Possible Causes:

(Continued)

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0463 - Fuel Level Sensor A Circuit High Input

Diagnostic Aids: Monitor the FLI PIDs in key ON, engine running. A concern is present if the FLI percentage PID is at 25% fill and the FLI voltage PID is less than 0.90 volt with a non-matching fuel gauge or the FLI percentage PID is at 75% fill and the FLI voltage PID is greater than 2.45 volts with a non-matching fuel gauge. Key On Engine Off Key On Engine Running GO to Pinpoint Test QH. Continuous Memory

Application All

P0470 - Exhaust Pressure Sensor A Circuit

Description: Possible Causes: Diagnostic Aids: Application All Indicates that a concern with the exhaust pressure (EP) sensor A circuit was present during the key on, engine running, (KOER) self test. · EP sensor · SIGRTN open circuit Monitor the EP PID while increasing and decreasing throttle. Key On Engine Off Key On Engine Running GO to Pinpoint Test X. Continuous Memory

P0471 - Exhaust Pressure Sensor A Circuit Range/Performance

Description: Possible Causes: Diagnostic Aids: Application All Exhaust pressure (EP) sensor input to the powertrain control module (PCM) is monitored and is not within the calibrated value. · EP sensor · Restricted supply tube VREF voltage should be between 4.0 and 6.0 volts. Key On Engine Off Key On Engine Running GO to Pinpoint Test X. Continuous Memory

P0472 - Exhaust Pressure Sensor A Circuit Low

Description: Possible Causes: The DTC indicates the sensor signal is less than the self-test minimum. · EP sensor · Improper harness connection · VREF circuit open or shorted An EP V PID reading less than 0.2 volt with key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off Key On Engine Running GO to Pinpoint Test X. Continuous Memory

Diagnostic Aids: Application All

P0473 - Exhaust Pressure Sensor A Circuit High

Description: Possible Causes: The DTC indicates the sensor signal is greater than the self-test maximum. · EP sensor · Improper harness connection · Signal short to voltage An EP V PID reading greater than 4.6 volts with the key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off Key On Engine Running GO to Pinpoint Test X. Continuous Memory

Diagnostic Aids: Application All

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0478 - Exhaust Pressure Control Valve High

Description: Possible Causes: · · · · Variable geometry turbocharger (VGT) vanes sticking EP sensor VGT actuator Unable to achieve desired exhaust pressure Key On Engine Off Key On Engine Running GO to Pinpoint Test KA. Continuous Memory

Diagnostic Aids: Application All

P0480 - Fan 1 Control Circuit

Description: This test checks the fan control-variable output circuit for the cooling fan clutch. The DTC is set when the powertrain control module (PCM) detects the voltage on the fan control-variable circuit is not within the expected range. · · · · Fan speed sensor (FSS) circuit FSS PWRGND circuit open in the harness FSS VPWR circuit open in the harness Powertrain control module (PCM) (12A650)

Possible Causes:

Diagnostic Aids:

When an increase in fan speed for vehicle cooling is requested, the PCM monitors the FSS signal and outputs the required pulse width modulated (PWM) signal to a fluid port valve within the visctronic drive fan (VDF). Key On Engine Off Key On Engine Running GO to Pinpoint Test AH. Continuous Memory

Application All

P0500 - Vehicle Speed Sensor A

Description: Possible Causes: Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. · · · · · · · Open in the VSS harness circuit Short to GND in the VSS harness circuit Short to PWR in the VSS harness circuit Damaged wheel speed sensors Damaged wheel speed sensor harness circuits Damaged ABS module Damaged PCM

Diagnostic Aids:

Monitor the VSS PID while driving the vehicle. This DTC is set when the PCM detects a sudden loss of vehicle speed signal over a period of time. If vehicle speed data is lost, check the source of the vehicle speed input: ABS. Key On Engine Off Key On Engine Running GO to Pinpoint Test DF. REFER to the Workshop Manual Section 307-01 Automatic Transaxle/Transmission. Continuous Memory

Application F-Super Duty E-Series

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0528 - Fan Speed Sensor Circuit No Signal

Description: The powertrain control module (PCM) uses the fan speed sensor (FSS) input to monitor the cooling fan clutch speed. If the indicated fan speed is lower than the calibrated value during the key ON engine running (KOER) self-test, the diagnostic trouble code (DTC) is set. · · · · · · FSS VPWR circuit open in the harness FSS PWRGND circuit open in the harness FSS circuit open in the harness FSS circuit short to voltage or ground in the harness Damaged FSS sensor Damaged PCM Key On Engine Off Key On Engine Running GO to Pinpoint Test AH. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

Visually inspect the cooling fan clutch for damage or obstruction.

P0562 - System Voltage Low

Description: Possible Causes: Diagnostic Aids: Application All This DTC is set when the powertrain control module (PCM) detects low system voltage. · Charging system concern System voltage is monitored by the PCM. When the voltage is above or below a calibrated value, an internal counter increments until a DTC is set. Key On Engine Off Key On Engine Running GO to Pinpoint Test A. Continuous Memory

P0563 - System Voltage High

Description: Possible Causes: Diagnostic Aids: Application All This DTC is set when the powertrain control module (PCM) detects high system voltage. · Charging system concern System voltage is monitored by the PCM. When the voltage is above or below a calibrated value, an internal counter increments until a DTC is set. Key On Engine Off Key On Engine Running GO to Pinpoint Test A. Continuous Memory

P0565 - Cruise Control ON Signal

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 310-03 Speed Control for diagnostic procedures.

P0566 - Cruise Control OFF Signal

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 310-03 Speed Control for diagnostic procedures.

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0567 - Cruise Control RESUME Signal

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 310-03 Speed Control for diagnostic procedures.

P0568 - Cruise Control SET Signal

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 310-03 Speed Control for diagnostic procedures.

P0569 - Cruise Control COAST Signal

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 310-03 Speed Control for diagnostic procedures.

P0605 - Internal Control Module Read Only Memory (ROM) Error

Description: Possible Causes: Diagnostic Aids: Application All The powertrain control module (PCM) ROM has been corrupted. · Internal PCM concern · Incorrect PCM calibration Reprogram or update the calibration. Reprogram the vehicle identification (VID) block (use as built data). Key On Engine Off Key On Engine Running GO to Pinpoint Test AA. Continuous Memory

P0606 - Control Module Processor

Description: Possible Causes: This DTC indicates a register readback powertrain control module (PCM) internal communications error. · · · · · Battery or PCM previously disconnected Battery cables loose or intermittent connections Battery discharged Internal PCM concern Engine oil temperature (EOT) sensor connector intermittent connection Key On Engine Off Key On Engine Running GO to Pinpoint Test Z. Continuous Memory

Diagnostic Aids: Application All

This DTC may be set due to an intermittent EOT sensor connector connection.

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0611 - Fuel Injector Control Module Performance

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates a FICM internal error. · FICM Check the FICM vehicle power circuit for voltage. Key On Engine Off Key On Engine Running GO to Pinpoint Test S. Continuous Memory

P0620 - Generator Control Circuit

Description: Possible Causes: Diagnostic Aids: Application All The powertrain control module (PCM) monitors the generator circuits and sets this DTC when the PCM detects a concern. · Charging system Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 414-00 Charging System - General Procedures for diagnostic procedures.

P0623 - Generator Lamp Control Circuit

Description: Possible Causes: Diagnostic Aids: Application All The powertrain control module (PCM) monitors the generator lamp control circuit. When the PCM detects a concern it sets this DTC. · Charging system Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 414-00 Charging System - General Procedures for diagnostic procedures.

P0645 - A/C Clutch Relay Control Circuit

Description: Monitors the A/CCR circuit output from the powertrain control module (PCM). The test fails when the PCM grounds the A/CCR circuit, excessive current draw is detected on the A/CCR circuit; or, with the A/CCR circuit not grounded by the PCM, voltage is not detected on the A/CCR circuit (the PCM expects to detect VPWR voltage coming through the A/CCR relay coil to the A/CCR circuit). · Open or shorted A/CCR circuit · Damaged A/CCR relay · Open VPWR circuit to the A/CCR relay The A/CCR control circuit can be monitored using the WACF and WAC parameter identification (PID). When the WACF PID reads YES, a concern is present. An open circuit or a short to ground can only be detected when the PCM is not grounding the circuit. A short to voltage can only be detected when the PCM is grounding the circuit. During the key ON, engine OFF (KOEO) and key ON, engine running (KOER) self-test, the WAC circuit is cycled on and off. Verify the A/C and the defrost were OFF during the KOEO and KOER self-tests. Check the ACCS PID to verify. If the vehicle is not equipped with A/C, DTC P0645 can be ignored. Key On Engine Off Key On Engine Running GO to Pinpoint Test AV. Continuous Memory

Possible Causes:

Diagnostic Aids:

Application All

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0649 - Cruise Control Lamp Control Circuit

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 413-01 Instrument Cluster for diagnostic procedures.

P0657 - Actuator Supply Voltage A Circuit Open

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 307-01 Automatic Transmission for diagnostic procedures.

P0670 - Glow Plug Control Module (GPCM) Control Circuit/Open

Description: The powertrain control module (PCM) carries out a functional key ON, engine running (KOER) self-test for the glow plug system. During that test the PCM enables the GPCM which monitors glow plug control circuit for concerns. When the GPCM detects a concern with a glow plug control circuit, it sends a message to the PCM, which sets this DTC. · Glow plug control circuit open in the harness · Glow plug control circuit short to ground in the harness · Glow plug control circuit short to voltage in the harness Check the wiring harness for an open or a short circuit. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

P0671 - Cylinder 1 Glow Plug Circuit/Open

Description: The powertrain control module (PCM) carries out a functional key ON, engine running (KOER) self-test for the glow plug system. During that test the PCM enables the GPCM which monitors each individual glow plug and harness for concerns. When the GPCM detects a concern with cylinder glow plug or harness, it sends a message to the PCM, which sets this DTC. · · · · Glow Glow Glow Glow plug circuit open in the harness plug circuit short to ground in the harness plug circuit short to voltage in the harness plug Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

Check the wiring harness for an open or a short circuit.

P0672 - Cylinder 2 Glow Plug Circuit/Open

Description: Possible Causes:

(Continued)

See the description for DTC P0671. See the possible causes for DTC P0671.

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0672 - Cylinder 2 Glow Plug Circuit/Open

Diagnostic Aids: Application All See the diagnostic aids for DTC P0671. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

P0673 - Cylinder 3 Glow Plug Circuit/Open

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0671. See the possible causes for DTC P0671. See the diagnostic aids for DTC P0671. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

P0674 - Cylinder 4 Glow Plug Circuit/Open

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0671. See the possible causes for DTC P0671. See the diagnostic aids for DTC P0671. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

P0675 - Cylinder 5 Glow Plug Circuit/Open

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0671. See the possible causes for DTC P0671. See the diagnostic aids for DTC P0671. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

P0676 - Cylinder 6 Glow Plug Circuit/Open

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0671. See the possible causes for DTC P0671. See the diagnostic aids for DTC P0671. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

P0677 - Cylinder 7 Glow Plug Circuit/Open

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0671. See the possible causes for DTC P0671. See the diagnostic aids for DTC P0671. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P0678 - Cylinder 8 Glow Plug Circuit/Open

Description: Possible Causes: Diagnostic Aids: Application All See the description for DTC P0671. See the possible causes for DTC P0671. See the diagnostic aids for DTC P0671. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

P0683 - Glow Plug Control Module (GPCM) to Powertrain Control Module (PCM) Communication Circuit

Description: The PCM carries out a functional key ON, engine running (KOER) self-test for the glow plug system. During that test the PCM enables the GPCM and monitors the GPCM/PCM communication circuit for concerns. When the PCM detects a concern with a GPCM/PCM communication circuit, the DTC is set. · GPCM/PCM communication circuit open in the harness · GPCM/PCM communication circuit short to ground in the harness · GPCM/PCM communication circuit short to voltage in the harness Diagnose DTC P0670 before diagnosing DTC P0683. Key On Engine Off Key On Engine Running GO to Pinpoint Test AF. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

P0700 - Transmission Control System (MIL Request)

Description: Possible Causes: Diagnostic Aids: Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 307-01 Automatic Transmission for diagnostic procedures.

P0703 - Brake Switch B Input Circuit

Description: The brake pressure applied (BPA) switch provides a backup signal for the brake pedal position (BPP) switch. If the BPP switch signal is lost, the BPA switch provides the brakes-applied signal to deactivate the speed control system. · · · · Open or short in the BPA circuit Damage in module(s) connected to the BPA circuit Damaged brake switch Misadjusted brake switch

Possible Causes:

Diagnostic Aids: Application All

Check for proper function of the stoplamps. Using the scan tool, check the BPA PID. The stoplamps and PID should toggle on and off with brake pedal activation. Key On Engine Off Key On Engine Running GO to Pinpoint Test AY. Continuous Memory

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P0830 - Clutch Pedal Switch A Circuit

Description: The powertrain control module (PCM) monitors the clutch pedal position (CPP) bottom of travel switch only during the calibrated engine speed range (cranking speed range). This DTC is set when the CPP bottom of travel switch does not indicate that the clutch is disengaged (clutch pedal pressed) when the engine is cranked. · · · · · Damaged CPP top of travel switch Damaged CPP bottom of travel switch harness Open PWRGND circuit to the CPP bottom of travel switch Vehicle push-started with the clutch engaged (clutch pedal released) Aftermarket remote starting device

Possible Causes:

Diagnostic Aids:

Verify that the vehicle was not push-started with the clutch engaged. Check for aftermarket equipment such as remote starting devices which may bypass the clutch pedal position switch when cranking the engine. Key On Engine Off Key On Engine Running GO to Pinpoint Test C. Continuous Memory

Application All

P0833 - Clutch Pedal Switch B Circuit

Description: The powertrain control module (PCM) monitors the clutch pedal position (CPP) top of travel switch only during the calibrated engine speed range (cranking speed range). This DTC is set when the CPP top of travel switch does not indicate that the clutch is disengaged (clutch pedal pressed) when the engine is cranked. · · · · · Damaged CPP top of travel switch Damaged CPP top of travel switch harness Open PWRGND circuit to the CPP top of travel switch Vehicle push-started with the clutch engaged (clutch pedal released) Aftermarket remote starting device

Possible Causes:

Diagnostic Aids:

Verify that the vehicle was not push-started with the clutch engaged. Check for aftermarket equipment such as remote starting devices which may bypass the clutch pedal position switch when cranking the engine. Key On Engine Off Key On Engine Running GO to Pinpoint Test C. Continuous Memory

Application All

P1000 - On-Board Diagnostic (OBD) Systems Readiness Test Not Complete

Description: Possible Causes: Diagnostic Aids: Application All The OBD monitors are carried out during the OBD drive cycle. This DTC is stored in continuous memory if any of the OBD monitors do not carry out their full diagnostic check. · OBD monitors/drive cycle incomplete · Keep alive memory (KAM) cleared The DTC does not need to be cleared from the powertrain control module (PCM) except to pass an inspection/maintenance test. Key On Engine Off Key On Engine Running GO to Pinpoint Test AC. Continuous Memory

P1001 - Key On Engine Running (KOER) Not Able To Complete, KOER Aborted

Description: Possible Causes: Diagnostic Aids: Application All This DTC is set when the KOER self-test does not complete in the time allowed. · Entry conditions for KOER self-test not met Carry out the key on engine off (KOEO) self-test. Refer to Section 3, GO to Pinpoint Test QT to continue diagnosis. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Description, Possible Causes and Diagnostic Aids for the DTC.

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P1102 - Mass Air Flow Sensor In Range But Lower Than Expected

Description: The powertrain control module (PCM) monitors a vehicle operation rationality check by comparing sensed throttle position to mass air flow readings. If, during a key on engine running (KOER) self-test, the comparison of the TP sensor and MAF sensor readings are not consistent with the calibrated load values, the test fails and a DTC is stored in continuous memory. · · · · VPWR circuit open SIGRTN open or shorted to ground MAF sensor TP sensor

Possible Causes:

Diagnostic Aids:

Drive the vehicle and exercise the throttle and the TP sensor in all gears. A TP PID (TP V PID) less than 4.82% (0.24 volt) with a LOAD PID greater than 55%, or a TP PID (TP V PID) greater than 49.05% (2.44 volts) with a LOAD PID less than 30% indicates a concern is present. Key On Engine Off Key On Engine Running GO to Pinpoint Test J. Continuous Memory

Application All

P1148 - Generator 2 Control Circuit

Description: Possible Causes: Diagnostic Aids: Application All The powertrain control module (PCM) monitors the generator circuits and sets this DTC when the PCM detects a concern. · Charging system Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 414-00 Charging System - General Procedures for diagnostic procedures.

P1149 - Generator 2 Monitor Circuit High

Description: Possible Causes: Diagnostic Aids: Application All The powertrain control module (PCM) monitors the generator circuits and sets this DTC when the PCM detects a concern. · Charging system Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 414-00 Charging System - General Procedures for diagnostic procedures.

P115A - Low Fuel Level - Forced Limited Power

Description: Fuel level information is sent to the powertrain control module (PCM) on the communication link. If an excessively low fuel level input message is received by the PCM from the instrument cluster, the PCM limits the injection control pressure (ICP) and sets DTC P115A. · · · · · Empty fuel tank Fuel control module circuitry Fuel control module Instrument cluster Powertrain control module (PCM)

Possible Causes:

(Continued)

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P115A - Low Fuel Level - Forced Limited Power

Diagnostic Aids: Monitor the FLI PIDs in key ON, engine running. A concern is present if the FLI percentage PID is at 25% fill and the FLI voltage PID is less than 0.90 volt with a non-matching fuel gauge or the FLI percentage PID is at 75% fill and the FLI voltage PID is greater than 2.45 volts with a non-matching fuel gauge. Key On Engine Off Key On Engine Running GO to Pinpoint Test QH. Continuous Memory

Application All

P1184 - Engine Oil Temperature Sensor Out Of Self-Test Range

Description: Possible Causes: Indicates the engine oil temperature (EOT) signal was out of self-test range. · Damaged harness · Damaged sensor · Damaged harness connector The engine should be at operating temperature before carrying out the self-test. Key On Engine Off Key On Engine Running GO to Pinpoint Test L. Continuous Memory

Diagnostic Aids: Application All

P1260 - Theft Detected, Vehicle Immobilized

Description: Possible Causes: Diagnostic Aids: Application All Indicates the passive anti-theft system (PATS) determined a theft condition existed and the engine is disabled. This DTC is a good indicator to check the PATS for DTCs. · Anti-theft system concern Theft indicator flashing rapidly or on solid when the key is in the ON position. Check the anti-theft system for a DTC. Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 419-01 Anti-Theft for diagnostic procedures.

P1284 - Aborted KOER - Injector Control Pressure Failure

Description: Possible Causes: Diagnostic Aids: Application All The DTC indicates that the key on, engine running (KOER) self-test aborted because of the injection control pressure (ICP) out of self-test range. · IPR valve · IPR circuit concern. Check for any harness concerns. Key On Engine Off Key On Engine Running Continuous Memory Carry out the KOEO self-test. Diagnose all other DTCs first. Clear the DTCs. Repeat the KOER self test. If DTC P1284 is retrieved again, refer to the Performance Diagnostic Procedures for further diagnostics.

P1335 - Exhaust Gas Recirculation (EGR) Position Sensor Minimum/Maximum Stop Performance

Description: Possible Causes: This DTC is set when the EGR closed position voltage is greater than 1.20 volts at initial key ON. · Carbon buildup on EGR valve due to insufficient clean fuel, low fuel pressure, insufficient engine cooling, excessive oil in the intake air system or incorrect module calibration level. · EGR actuator · PCM

(Continued)

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P1335 - Exhaust Gas Recirculation (EGR) Position Sensor Minimum/Maximum Stop Performance

Diagnostic Aids: Application All Check the EGR valve for any piece of carbon that could be holding the EGR valve open beyond 1.2 volts. Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

P1378 - Fuel Injector Control Module System Voltage Low

Description: Possible Causes: The DTC sets when the fuel injector control module (FICM) voltage drops below 7 volts at any time during the normal operation. · · · · · charging system FICM electrical connections FICM relay FICM vehicle power circuit open in the harness FICM vehicle power circuit short to ground in the harness Key On Engine Off Key On Engine Running GO to Pinpoint Test S. Continuous Memory

Diagnostic Aids: Application All

Disregard DTCs P0148 or P2552 which can set as a result of DTC P1378.

P1379 - Fuel Injector Control Module System Voltage High

Description: Possible Causes: Diagnostic Aids: Application All The DTC sets when the fuel injector control module (FICM) voltage exceeds 16 volts at any time during the normal operation. · Charging system Disregard DTCs P0148 or P2552 which can set as a result of DTC P1379. Key On Engine Off Key On Engine Running GO to Pinpoint Test S. Continuous Memory

P1397 - System Voltage Out Of Self-Test Range

Description: This DTC indicates that the 12-volt system voltage is too high or too low during the key on engine off (KOEO) or key on engine running (KOER) self-test. It sets if the system voltage falls below or exceeds the calibrated threshold at any time during the KOEO or KOER self-test. · Charging system under/overcharge Make sure the battery voltage is between 11 and 18 volts before running a KOEO or KOER self-test. Key On Engine Off Key On Engine Running Continuous Memory This DTC sets if system voltage is greater than 18 volts or less than 10 volts during the KOER Glow Plug self-test. Refer to the Workshop Manual Section 414-00 Charging System - General Information to diagnose the undercharging or overcharging condition.

Possible Causes: Diagnostic Aids: Application All

P1408 - Exhaust Gas Recirculation (EGR) Flow Out Of Self-Test Range

Description: This test is carried out during the key on engine running (KOER) on-demand self-test only. The EGR system is commanded on at a fixed engine speed. The test does not pass and the DTC is set when the measured EGR flow falls above or below the required calibration. · EGR control circuit open · EGR control circuit short to ground · EGR control circuit short to voltage

Possible Causes:

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P1408 - Exhaust Gas Recirculation (EGR) Flow Out Of Self-Test Range

Diagnostic Aids: Use the output state control function of the scan tool and monitor the EGRVP PID while commanding the EGR actuator on. If EGR is introduced into the engine at idle, the RPM drops or stalls out. Key On Engine Off Key On Engine Running GO to Pinpoint Test W. Continuous Memory

Application All

P1464 - A/C Demand Out Of Self-Test Range

Description: Possible Causes: This DTC is set when the powertrain control module PCM receives a request for A/C during the self-test. · · · · A/C or defrost on during self-test A/CCS circuit short to voltage Damaged A/C demand switch Damaged WAC relay

Diagnostic Aids:

If the A/C or defrost was on during the self-test, turn the A/C or defrost off and repeat the self-test. An A/C request to the PCM may come through the communication link or on a dedicated hardware circuit from the A/C switch. Key On Engine Off Key On Engine Running GO to Pinpoint Test AM. Continuous Memory

Application All

P1501 - Vehicle Speed Sensor Out Of Self-Test Range

Description: Indicates the vehicle speed sensor (VSS) input signal is out of self-test range. If the powertrain control module (PCM) detects a VSS input signal any time during the self-test, DTC P1501 is set and the test aborts. · Noise on the VSS input signal from the radio frequency interference/electro-magnetic interference (RFI/EMI) · External sources, such as ignition wires, the charging circuit or aftermarket equipment Verify the VSS input is 0 km/h (0 mph) when the vehicle transmission is in PARK. Key On Engine Off Key On Engine Running Continuous Memory For F-Super Duty, Go to Pinpoint Test DF. For E-Series, refer to the Workshop Manual Section 307-01 Automatic Transmission.

Possible Causes:

Diagnostic Aids: Application All

P1502 - Invalid Test -- Auxiliary Power Control Functioning

Description: The power take-off (PTO) system provides an input signal to the powertrain control module (PCM) indicating there is an additional load being applied to the engine. The PCM disables the on-board diagnostic (OBD) monitors and increases the engine RPM based on the PTO system or auxiliary idle control input. The following entry conditions are required to enable the PTO or auxiliary idle control: · accelerator pedal released · automatic transmission is in the PARK position or manual transmission in NEUTRAL with the clutch pedal released · brake pedal released · engine at normal operating temperature · parking brake applied · PTO or auxiliary idle control active during self-test · Short to voltage in PTO input circuit

Possible Causes:

(Continued)

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P1502 - Invalid Test -- Auxiliary Power Control Functioning

Diagnostic Aids: Verify that the accelerator pedal is released; the automatic transmission is in the PARK position or manual transmission in NEUTRAL with the clutch pedal released; the brake pedal is released; the engine is at normal operating temperature and the parking brake has been applied. Key On Engine Off Key On Engine Running GO to Pinpoint Test AN. Continuous Memory

Application All

P1531 - Invalid Test - Accelerator Pedal Movement

Description: Possible Causes: Diagnostic Aids: Application All This DTC is set by the powertrain control module (PCM) when the PCM detects movement of the accelerator pedal during the key on engine running (KOER) self-test. · Accelerator pedal applied during the KOER self-test Check the accelerator pedal for correct operation. Key On Engine Off Key On Engine Running Repeat the KOER self-test. Continuous Memory

P1536 - Parking Brake Switch Circuit

Description: The parking brake applied switch provides an input signal to the powertrain control module (PCM) indicating the current status of the parking brake (applied or released). The parking brake signal circuit is pulled to ground with the application of the parking brake. · · · · Parking Parking Parking Parking brake brake brake brake not applied and released during KOER self-test applied switch signal circuit short to ground signal circuit open Key On Engine Running GO to Pinpoint Test I. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

Check for a loose connection, and damaged or corroded terminals. Key On Engine Off

P1610 - Interactive Reprogramming Code - Replace Module

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates an internal powertrain control module (PCM) error has been detected. · PCM flashing error Using a scan tool, program the PCM to the most recent calibration available. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

P1611 - Interactive Reprogramming Code -- Diagnose Further

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates an internal powertrain control module (PCM) error has been detected. · PCM flashing error Using a scan tool, program the PCM to the most recent calibration available. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P1615 - Interactive Reprogramming Code - Erase Error

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates an internal powertrain control module (PCM) error has been detected. · PCM flashing error Using a scan tool, program the PCM to the most recent calibration available. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

P1616 - Interactive Reprogramming Code - Erase Error, Low Voltage

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates an internal powertrain control module (PCM) error has been detected. · PCM flashing error Using a scan tool, program the PCM to the most recent calibration available. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

P1617 - Interactive Reprogramming Code - Block Program Error

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates an internal powertrain control module (PCM) error has been detected. · PCM flashing error Using a scan tool, program the PCM to the most recent calibration available. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

P1618 - Interactive Reprogramming Code - Block Program Error, Low Voltage

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates an internal powertrain control module (PCM) error has been detected. · PCM flashing error Using a scan tool, program the PCM to the most recent calibration available. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

P1633 - Keep Alive Power Voltage Too Low

Description: Possible Causes: Indicates the KAPWR circuit has experienced a voltage interrupt. · · · · · Battery or powertrain control module (PCM) previously disconnected Battery cables loose or intermittent connections Battery discharged KAPWR circuit open or short to ground Intermittent KAPWR circuit

Diagnostic Aids:

(Continued)

Loss of KAPWR to the PCM results in immediate malfunction indicator lamp (MIL) illumination and DTC P1633.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

4-123

Diagnostic Trouble Code (DTC) Charts and Descriptions

P1633 - Keep Alive Power Voltage Too Low

Application All Key On Engine Off Key On Engine Running GO to Pinpoint Test Z. Continuous Memory

P1635 - Tire/Axle Out Of Acceptable Range

Description: Possible Causes: This DTC indicates the tire and axle information contained in the vehicle ID (VID) block does not match the vehicle hardware. · Incorrect tire size · Incorrect axle ratio · Incorrect VID configuration parameters Using the scan tool, view the tire and axle parameters within the VID. They must match the vehicle hardware. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

Diagnostic Aids: Application All

P1639 - Vehicle ID Block Corrupted, Not Programmed

Description: Possible Causes: Diagnostic Aids: Application All This DTC indicates the vehicle ID (VID) block is not programmed or the information within is corrupt. · Powertrain control module (PCM) programming Using a scan tool, program the PCM to the most recent calibration available. Key On Engine Off Key On Engine Running Continuous Memory Flash the PCM/transmission control module (TCM)/fuel injector control module (FICM). Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

P1703 - Brake Switch Out Of Self-Test Range

Description: Indicates that during the key on engine off (KOEO) self-test, the brake pedal position (BPP) signal was high, or during the key on engine running (KOER) self-test, the BPP signal did not cycle high and low. · · · · · Open or short in the BPP circuit Open or short in the stoplamp circuits Concern in module(s) connected to the BPP circuit Damaged brake switch Misadjusted brake switch

Possible Causes:

Diagnostic Aids: Application All

Check for correct function of the stoplamps. Using the scan tool, check the BPP PID. The stoplamps and PID should toggle on and off with brake pedal activation. Key On Engine Off Key On Engine Running GO to Pinpoint Test AI. Continuous Memory

P1705 - Transmission Range Circuit Not Indicating Park/Neutral During Self-Test

Description: Possible Causes: Diagnostic Aids: Application All The transmission range circuit is not indicating PARK/NEUTRAL during self-test. · Gear selector not in PARK/NEUTRAL Verify the gear selector is in PARK/NEUTRAL. Key On Engine Off Key On Engine Running GO to Pinpoint Test AL.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P1725 - Insufficient Engine Speed Increase During Self-Test

Description: Possible Causes: Diagnostic Aids: Application All The system voltage is out of self-test range. Repeat the self-test. Key On Engine Off Key On Engine Running Continuous Memory If the Glow Plug Monitor Self-Test aborts and this DTC is present, repeat the Glow Plug Monitor Self-Test.

P1726 - Insufficient Engine Speed Decrease During Self-Test

Description: Possible Causes: Diagnostic Aids: Application All The system voltage is out of self-test range. Repeat the self-test. Key On Engine Off Key On Engine Running Continuous Memory If the Glow Plug Monitor Self-Test aborts and this DTC is present, repeat the Glow Plug Monitor Self-Test.

P2067 - Fuel Level Sensor B Circuit Low Input

Description: Possible Causes: Fuel level information is sent to the powertrain control module (PCM) on the communication link. · Communication link concern · Damaged instrument cluster · Damaged PCM Refer to the Workshop Manual Section 413-01, Instrument Cluster for fuel level indicator diagnosis. Key On Engine Off Key On Engine Running GO to Pinpoint Test QH. Continuous Memory

Diagnostic Aids: Application All

P2068 - Fuel Level Sensor B Circuit High Input

Description: Possible Causes: Fuel level information is sent to the powertrain control module (PCM) on the communication link. · Communication link concern · Damaged instrument cluster · Damaged PCM Refer to the Workshop Manual Section 413-01, Instrument Cluster for fuel level indicator diagnosis. Key On Engine Off Key On Engine Running GO to Pinpoint Test QH. Continuous Memory

Diagnostic Aids: Application All

P2104 - Throttle Actuator Control System - Forced Idle

Description: This DTC is set when the powertrain control module (PCM) detects concerns with 2 of the accelerator pedal position (APP) sensor input signals. The PCM limits the engine to only operate at idle. · APP2 circuit short to APP3 circuit · APP sensor

Possible Causes:

(Continued)

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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4-125

Diagnostic Trouble Code (DTC) Charts and Descriptions

P2104 - Throttle Actuator Control System - Forced Idle

Diagnostic Aids: Application All Monitor the APP1, APP2, and APP3 PIDs while applying and releasing the accelerator pedal. Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

P2122 - Throttle/Pedal Position Sensor/Switch D Circuit Low

Description: Possible Causes: The accelerator pedal position (APP) sensor 1 is out of self-test range low. · · · · APP1 circuit open APP1 circuit short to ground APP sensor not seated correctly APP sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

Diagnostic Aids: Application All

An APP1 sensor PID reading may indicate a concern.

P2123 - Throttle/Pedal Position Sensor/Switch D Circuit High

Description: Possible Causes: The accelerator pedal position (APP) sensor 1 is out of self-test range high. · SIGRTN circuit open · APP1 circuit short to voltage · APP sensor An APP1 sensor PID reading may indicate a concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

Diagnostic Aids: Application All

P2127 - Throttle/Pedal Position Sensor/Switch E Circuit Low

Description: Possible Causes: The accelerator pedal position (APP) sensor 2 is out of self-test range low. · · · · APP2 circuit open APP2 circuit short to ground APP sensor not seated correctly APP sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

Diagnostic Aids: Application All

An APP2 sensor PID reading may indicate a concern.

P2128 - Throttle/Pedal Position Sensor/Switch E Circuit High

Description: Possible Causes: The accelerator pedal position (APP) sensor 2 is out of self-test range high. · SIGRTN circuit open · APP2 circuit short to voltage · APP sensor An APP2 sensor PID reading may indicate a concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

Diagnostic Aids: Application All

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P2132 - Throttle/Pedal Position Sensor/Switch F Circuit Low

Description: Possible Causes: The accelerator pedal position (APP) sensor 3 is out of self-test range low. · · · · APP3 circuit open APP3 circuit short to ground APP sensor not seated correctly APP sensor Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

Diagnostic Aids: Application All

An APP3 sensor PID reading may indicate a concern.

P2133 - Throttle/Pedal Position Sensor/Switch F Circuit High

Description: Possible Causes: The accelerator pedal position (APP) sensor 3 is out of self-test range high. · SIGRTN circuit open · APP3 circuit short to voltage · APP sensor An APP3 sensor PID reading may indicate a concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

Diagnostic Aids: Application All

P2138 - Throttle/Pedal Position Sensor/Switch D/E Voltage Correlation

Description: Possible Causes: Diagnostic Aids: Application All This DTC is set by the powertrain control module (PCM) when the accelerator pedal position (APP) sensor circuits 1 and 2 do not agree on the position of the pedal. · High circuit resistance · APP sensor Check the accelerator pedal for obstructions. Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

P2139 - Throttle/Pedal Position Sensor/Switch D/F Voltage Correlation

Description: Possible Causes: Diagnostic Aids: Application All This DTC is set by the powertrain control module (PCM) when the accelerator pedal position (APP) sensor circuits 1 and 3 do not agree on the position of the pedal. See the possible causes for DTC P2138. See the diagnostic aids for DTC P2138. Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

P2140 - Throttle/Pedal Position Sensor/Switch E/F Voltage Correlation

Description: Possible Causes: Diagnostic Aids: Application All This DTC is set by the powertrain control module (PCM) when the accelerator pedal position (APP) sensor circuits 2 and 3 do not agree on the position of the pedal. See the possible causes for DTC P2138. See the diagnostic aids for DTC P2138. Key On Engine Off Key On Engine Running GO to Pinpoint Test AG. Continuous Memory

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Diagnostic Trouble Code (DTC) Charts and Descriptions

P2199 - Intake Air Temperature 1/2 Correlation

Description: Possible Causes: The DTC indicates that the IAT and IAT2 sensor readings differ by more than a calibrated value. · · · · Biased sensor Open or shorted IAT circuit Open or shorted IAT2 circuit SIGRTN open or shorted to ground Key On Engine Off Key On Engine Running GO to Pinpoint Test AW. Continuous Memory

Diagnostic Aids: Application All

P2262 - Turbo/Super Charger Boost Pressure Not Detected -- Mechanical

Description: The manifold absolute pressure (MAP) sensor is indicating a no boost condition while the variable geometry actuator (VGT) solenoid is active and therefore should be generating boost pressure. · CAC system leaks · MAP sensor vacuum line disconnected/damaged · Exhaust or intake system leaks Inspect the entire intake air system for debris, blockage or other damage. Key On Engine Off Key On Engine Running GO to Pinpoint Test KA. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

P2263 - Turbo/Super Charge Boost System Performance

Description: Possible Causes: Indicates that boost pressure is not achieving the calibrated goal by more than a calibrated threshold. · · · · · CAC system leaks MAP sensor vacuum line disconnected/damaged Exhaust or intake system leaks EP sensor biased VGT actuator or vanes sticking

Diagnostic Aids:

This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. If other DTCs are not present, inspect the entire intake air system for restrictions. Repair as necessary. If no restrictions are found, clear the DTCs. Key On Engine Off Key On Engine Running GO to Pinpoint Test KA. Continuous Memory

Application All

P2269 - Water in Fuel Condition

Description: Possible Causes: The water in fuel (WIF) sensor is monitored by the powertrain control module (PCM). If the PCM detects water in the fuel, the DTC is set and the WIF indicator lamp is turned on. · Water in fuel condition · WIF circuit short to ground in the harness · WIF sensor Drain a fuel sample from the fuel conditioning module and inspect it for water or contaminants. If no water or contaminants are in the container, check for a circuit concern. Key On Engine Off Key On Engine Running GO to Pinpoint Test O. Continuous Memory

Diagnostic Aids: Application All

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P2284 - Injector Control Pressure Sensor Circuit Range/Performance

Description: The powertrain control module (PCM) monitors if the desired injection control pressure (ICP) is equal to the measured ICP while the engine is running. If the measured ICP does not reasonably compare to the desired ICP, the PCM sets the DTC, ignores the measured ICP sensor signal and attempts to control the engine with the desired value. · · · · · · · · Gelled fuel/no fuel High-pressure oil system leak High-pressure oil pump ICP sensor biased Incorrect oil or viscosity IPR valve Low fuel pressure Poor oil quality

Possible Causes:

Diagnostic Aids:

The ICP sensor bias varies between sensors. The amount of voltage the sensor deviates from a calculated reference value (sensor bias) may cause an injection control pressure calculation error. Check for a biased ICP sensor. Key On Engine Off Key On Engine Running GO to Pinpoint Test AO. Continuous Memory

Application All

P2285 - Injector Control Pressure Sensor Circuit Low

Description: The powertrain control module (PCM) continuously monitors the signal of the injection control pressure (ICP) sensor to determine if the signal is within an expected range. If the PCM detects a higher or lower than expected voltage value, the PCM sets a DTC, illuminates the malfunction indicator lamp (MIL), ignores the ICP sensor signal, and uses a preset value based on engine operating conditions. · · · · · · ICP circuit open in the harness ICP circuit short to ground in the harness VREF circuit open in the harness ICP sensor ICP sensor biased ICP sensor connection

Possible Causes:

Diagnostic Aids:

The ICP sensor bias varies between sensors. The amount of voltage the sensor deviates from a calculated reference value (sensor bias) may cause an injection control pressure calculation error. Check for input sensor bias. Key On Engine Off Key On Engine Running GO to Pinpoint Test Q. Continuous Memory

Application All

P2286 - Injector Control Pressure Sensor Circuit High

Description: The powertrain control module (PCM) continuously monitors the signal of the injection control pressure (ICP) sensor to determine if the signal is within an expected range. If the PCM detects a higher or lower than expected voltage value, the PCM sets a DTC, illuminates the malfunction indicator lamp (MIL), ignores the ICP sensor signal, and uses a preset value based on engine operating conditions. · ICP circuit short to voltage in the harness · SIGRTN circuit open in the harness · ICP sensor The ICP sensor bias varies between sensors. The amount of voltage the sensor deviates from a calculated reference value (sensor bias) may cause an injection control pressure calculation error. Check for input sensor bias. Key On Engine Off Key On Engine Running GO to Pinpoint Test Q.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Possible Causes:

Diagnostic Aids:

Application All

Continuous Memory

Diagnostic Subroutines

4-129

Diagnostic Trouble Code (DTC) Charts and Descriptions

P2287 - Injector Control Pressure Sensor Circuit Intermittent

Description: The powertrain control module (PCM) continuously monitors the injection control pressure (ICP) sensor signal to determine if the signal is within an expected range. If the PCM detects any intermittent concerns with the ICP signal the DTC sets, the malfunction indicator lamp (MIL) illuminates. · ICP sensor circuit intermittent Monitor the ICP PIDs. Look for sudden changes in the reading when the harness is wiggled or the sensor is tapped. Key On Engine Off Key On Engine Running GO to Pinpoint Test Q. Continuous Memory

Possible Causes: Diagnostic Aids: Application All

P2288 - Injector Control Pressure Too High

Description: The powertrain control module (PCM) monitors if the desired injection control pressure (ICP) is equal to the measured ICP while the engine is running. If the measured ICP does not reasonably compare to the desired ICP, the PCM sets the DTC, ignores the measured ICP sensor signal and attempts to control the engine with the desired value. · · · · · · · · gelled fuel/no fuel ICP sensor biased high-pressure oil system leak high-pressure oil pump incorrect oil or viscosity IPR valve low fuel pressure poor oil quality

Possible Causes:

Diagnostic Aids:

The ICP sensor bias varies between sensors. The amount of voltage the sensor deviates from a calculated reference value (sensor bias) may cause an injection control pressure calculation error. Check for a biased ICP sensor. Key On Engine Off Key On Engine Running GO to Pinpoint Test AO. Continuous Memory

Application All

P2289 - Injector Control Pressure Too High - Engine Off

Description: The powertrain control module (PCM) monitors the injection control pressure (ICP) while the key is ON, and the engine is OFF. If the PCM detects an out of range high or low ICP sensor, the malfunction indicator lamp (MIL) is illuminated and the PCM functions from an estimated injection control pressure (open loop control of injection control pressure). · ICP sensor biased · ICP circuit open in the harness · ICP circuit short to voltage in the harness The ICP sensor bias varies between sensors. The amount of voltage the sensor deviates from a calculated reference value (sensor bias) may cause an injection control pressure calculation error. Check for input sensor bias. Key On Engine Off Key On Engine Running GO to Pinpoint Test AP. Continuous Memory

Possible Causes:

Diagnostic Aids:

Application All

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

P2290 - Injector Control Pressure Too Low

Description: The powertrain control module (PCM) monitors if the desired injection control pressure (ICP) is equal to the measured ICP while the engine is running. If the measured ICP does not reasonably compare to the desired ICP, the PCM sets the DTC, ignores the measured ICP sensor signal and attempts to control the engine with the desired value. · · · · · · · gelled fuel/no fuel high-pressure oil pump high-pressure oil system leak ICP sensor biased incorrect oil or viscosity low fuel pressure poor oil quality

Possible Causes:

Diagnostic Aids:

The ICP sensor bias varies between sensors. The amount of voltage the sensor deviates from a calculated reference value (sensor bias) may cause an injection control pressure calculation error. Check for a biased ICP sensor. Key On Engine Off Key On Engine Running GO to Pinpoint Test AO. Continuous Memory

Application All

P2291 - Injector Control Pressure Too Low - Engine Cranking

Description: Possible Causes: The DTC sets when the PCM does not detect any ICP during crank (long crank time). · · · · · · · · empty/low oil reservoir at crank high-pressure oil pump high-pressure oil system repair ICP sensor ICP sensor circuit concern IPR valve low engine oil level or incorrect viscosity low-pressure oil pump

Diagnostic Aids: Application All

Air may be present in the high pressure oil rail after the repair causing a DTC to set. Drive the vehicle to clear air from the system after the repair and clear the DTC. Key On Engine Off Key On Engine Running GO to Pinpoint Test AQ. Continuous Memory

P2457 - Exhaust Gas Recirculation (EGR) Cooler System Performance

Description: The low idle engine speed is between 600 and 750 RPM. The EGR valve position is greater than 0.08 volt. The mass fuel desired (MFDES) is between 4 and 16 mg/stroke, at low idle for a minimum of 30 seconds. No exhaust pressure (EP), barometric pressure (BARO), manifold absolute pressure (MAP), pressure signal, intake air temperature (IAT), IAT2 temperature signal, visctronic drive fan (VDF) fan DTC P0480, or EGR related concerns. · · · · Engine is overheating Cooling system restriction Charge air cooler (CAC) restriction EGR cooler restriction

Possible Causes:

Diagnostic Aids: Application All

This DTC is set when the intake air temperature 2 (IAT2) is exceeds a calibrated temperature for more than 30 seconds, based on IAT. Key On Engine Off Key On Engine Running GO to Pinpoint Test AZ. Continuous Memory

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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4-131

Diagnostic Trouble Code (DTC) Charts and Descriptions

P2552 - Throttle/Fuel Inhibit Circuit/Open

Description: The fuel injector control module monitor (FICMM) input line informs the diesel engine power monitor (DEPM) when the injectors are turned on and off. When the FICMM line is either shorted or open, the monitor strategy assumes that the fuel injectors are always turned on and sets DTC P2552. · FICMM circuitry open or short to ground. · Powertrain control module (PCM). Check the FICMM circuit for open or short to ground. Key On Engine Off Key On Engine Running GO to Pinpoint Test AT. Continuous Memory

Possible Causes: Diagnostic Aids: Application All

P2614 - Camshaft Position Output Circuit / Open

Description: Possible Causes: This DTC is set by the powertrain control module (PCM) when no camshaft position output (CMPO) signal is present while the crankshaft position output (CKPO) is active. · · · · CMPO circuit open CMPO circuit short to ground CMPO circuit short to voltage Excessive electrical noise Key On Engine Off Key On Engine Running GO to Pinpoint Test V. Continuous Memory

Diagnostic Aids: Application All

Check for the presence of any CMP concerns.

P2617 - Crankshaft Position Output Circuit/Open

Description: Possible Causes: The DTC is set by the powertrain control module (PCM) when no crankshaft position output (CKPO) signal is present while the camshaft position output (CMPO) is active. · · · · CKPO CKPO CKPO CKPO circuit circuit circuit circuit noise open in the harness short to ground in the harness short to voltage in the harness Key On Engine Running GO to Pinpoint Test D. Continuous Memory

Diagnostic Aids: Application All

Check for the presence of any CKP concerns. Key On Engine Off

P2623 - Injector Control Pressure Regulator/Open

Description: The powertrain control module (PCM) monitors the injection control pressure (ICP) while the engine is running and then compares it to the desired ICP. If the measured ICP does not reasonably compare to the desired ICP, the PCM ignores the measured ICP sensor signal and attempts to control the engine with the desired value. · injection pressure regulator (IPR) circuit open in the harness · IPR circuit short to ground in the harness · IPR solenoid An open circuit results in minimal oil pressure and a no-start situation. A short to ground in a circuit results in maximum oil pressure. Key On Engine Off Key On Engine Running GO to Pinpoint Test R. Continuous Memory

Possible Causes:

Diagnostic Aids: Application All

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Diagnostic Subroutines

Diagnostic Trouble Code (DTC) Charts and Descriptions

U0100 - Lost Communication With Electronic Control Module (ECM)/Powertrain Control Module (PCM)

Description: Possible Causes: Diagnostic Aids: This DTC is set when the PCM can not communicate with the transmission control module (TCM). · Communication error Network DTC concerns occur during module-to-module communication. For additional description and operation of the vehicle communication network, refer to the Workshop Manual Section 418-00, Module Communications Network. Key On Engine Off Key On Engine Running Continuous Memory Clear the DTCs. Repeat the self-test. If the DTC is retrieved again, install a new PCM.

Application All

U0101 - Lost Communication With Transmission Control Module (TCM)

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messages from the TCM. This DTC sets when the PCM does not receive the TCM message within the defined amount of time. · Internal communication error Network DTC concerns occur during module-to-module communication. For additional description and operation of the vehicle communication network, refer to the Workshop Manual Section 418-00, Module Communications Network. Key On Engine Off Key On Engine Running Continuous Memory Clear the DTCs. Repeat the self-test. If the DTC is retrieved again, install a new PCM.

Possible Causes: Diagnostic Aids:

Application All

U0105 - Lost Communication With Fuel Injector Control Module (FICM)

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messages from the FICM. This DTC sets when the PCM does not receive the FICM message within the defined amount of time. · Communication error · Harness circuits: B+, CAN2+, CAN2-, IGN START/RUN, FICM Vehicle Power, FICM Control and GND · FICM relay · FICM · PCM The FICM requires a 12-volt power source. The FICM receives power from the vehicle batteries through the FICM relay contacts each time the key is turned to the ON position. The PCM communicates with the FICM using the controller area network (CAN) protocol. Key On Engine Off Key On Engine Running GO to Pinpoint Test AS. Continuous Memory

Possible Causes:

Diagnostic Aids:

Application All

U0155 - Lost Communication With Instrument Panel Cluster (IC) Control Module

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messages from the instrument cluster control module. This DTC sets when the PCM does not receive the instrument cluster control module message within the defined amount of time. · Communication error Network DTC concerns occur during module-to-module communication. For additional description and operation of the vehicle communication network, refer to the Workshop Manual Section 418-00, Module Communications Network.

Possible Causes: Diagnostic Aids:

(Continued) 2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

Diagnostic Subroutines

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Diagnostic Trouble Code (DTC) Charts and Descriptions

U0155 - Lost Communication With Instrument Panel Cluster (IC) Control Module

Application All Key On Engine Off Key On Engine Running Continuous Memory Refer to the Workshop Manual Section 418-00 Module Communications Network for diagnostic procedures.

U0306 - Software Incompatibility With Fuel Injector Control Module (FICM)

Description: This DTC indicates that there are incompatible software levels within the FICM. The FICM uses different microprocessors with each having its own software level and function. The microprocessors must have the correct level of software in order to communicate and function together. · FICM programming error · Interruption during the FICM programming Verify the FICM is at the latest calibration level. Key On Engine Off Key On Engine Running Continuous Memory Flash the powertrain control module (PCM)/transmission control module (TCM)/FICM. Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

Possible Causes: Diagnostic Aids: Application All

Note: 'x' equals any number 0 through 9 or letter A through F.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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Diagnostic Subroutines

Injector Interrupt for Enhanced Diagnostics

Diagnose Rough Idle Only

This test helps diagnose weak cylinders/injectors by allowing the scan tool operator to interrupt injectors individually. This is carried out by using the scan tool to interrupt the injector output to the engine cylinder that corresponds to the number on the injector parameter identification (PID). A performance diagnostic sheet should be completed before using this tool. High injection control pressure (ICP) after the completion of the high idle test (test 12 on the performance diagnostics sheet to indicate oil aeration), low fuel pressure, the dual-mass flywheel, and high crankcase pressure are just a few of the possibilities that can cause a rough idle. After completing the performance diagnostic sheet, if there is no direction given for corrective action and rough idle is present, use the enhanced diagnostic ability of the Injector Interrupt. Start the engine and monitor the engine oil temperature (EOT) PID. The EOT is to be maintained within -15°C (5°F) during the test. Carry out this test while the rough idle is occurring. Record the mass fuel desired (MFDES) reading before interrupting any injectors; this will be the baseline for the rest of the test. The MFDES reading is not steady and fluctuates rapidly. Take a 5 second snapshot of the PID information and record the high and low MFDES readings on the Injector Interrupt Tool Enhanced diagnostics sheet, using only MFDES numbers that have appeared at lease two times during the recording. After recording a baseline, interrupt each injector individually and repeat the above steps to obtain the high and low readings while each injector is interrupted. These numbers should be recorded on the Injector Interrupt Tool Enhanced diagnostic sheet. The enhanced diagnostic sheet is intended to be photocopied and then completed for each vehicle that is tested. A completed performance diagnostic sheet and enhanced diagnostic sheet must accompany any returned warranty parts and cores. The following example illustrates the use of a scan tool to monitor the MFDES, as described in the paragraph above.

Injector Off Baseline = 0 1 2 3 4 5 6 7 8 a Low cylinder contributor MFDES 10.1-10.1 mg 10.7-10.9 mg 10.6-10.9 mg 10.5-11.0 mg 9.8-10.5 mga 10.5-10.9 mg 10.2-10.6 mga 10.4-11.0 mg 10.6-10.8 mg Average MFDES 10.1 10.8 10.9 10.8 10.2 10.7 10.4 10.7 10.7 Deviation -- 0.7 0.7 0.7 0.1 0.6 0.3 0.6 0.6

EOT = 80°C (176°F) mg = milligrams

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Injector Interrupt for Enhanced Diagnostics

Complete the enhanced diagnostic graph to illustrate the difference between cylinders and help identify weak cylinders/injectors. To start this process, derive the average for each of the MFDES readings by adding the high and low numbers together and dividing by two. For example, cylinder number 5 has a reading of 10.5-10.9. Therefore, the equation would be: 10.5 + 10.9 = 21.4 divided by 2 = 10.7 (if needed, round the number up to the nearest tenth). Record this number on the enhanced diagnostic sheet for the appropriate cylinder. Now, subtract his number from the average MFDES recorded for the baseline. For example, cylinder No. 5 has an average MFDES of 10.7 and if the baseline MFDES was 10.1, the equation would be: 10.7-10.1 = 0.6. Therefore, 0.6 would be the deviation from the baseline. Carry out these calculations for all cylinder readings. Average all of the deviations to get the cutoff number. For example, add the following numbers: 0.7 + 0.7 + 0.7 + 0.1 + 0.6 + 0.3 + 0.6 + 0.6 = 4.3. Divide the sum by eight and round to the nearest tenth: 4.3 8 = 0.5375 ~ 0.5. Therefore, 0.5 would be the cutoff line for weak cylinders/injectors. By using this test, cylinders No. 4 and 6 have been identified as being weak. Carry out a relative compression test using a scan tool or check compression with a mechanical gauge on the weak cylinders and one or two of the strong contributing cylinders. Compare the weak cylinder readings against the strong contributing cylinders to verify that the power cylinder is mechanically sound. If the compression readings are within 20% of each other, the power cylinders can be considered good. After injector replacement, test drive the vehicle for at least 20 miles and confirm that the rough idle concern has been corrected, do not retest.

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Diagnostic Subroutines

Injector Interrupt for Enhanced Diagnostics

If a rough idle persists, carry out the test again. After all of the tests are carried out, clear all the DTCs before returning the vehicle to the customer.

2007 Powertrain Control/Emissions Diagnosis, 6.0L Diesel 11/2006

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