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08-31-2009, 12:41 AM

brickie

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6.0 info from International

This is a 6 part post of very usefull info from international Part 1 of 6 in a series of articles outlining the Features, Descriptions, Unique Service Procedures, and General Diagnostics of the 6.0L DIT Power Stroke

From International Truck & Engine Corporation Publication
6.0 DIT Power Stroke

<TABLE border=0 cellSpacing=0 cellPadding=0 width="98%"><TBODY><TR><TD>Overview

Engine Features

The 6.0L Power Stroke has been designed to meet the customers' expectations of high horsepower and torque over a wide RPM range.
The 6.0L Power Stroke has also been designed to meet the tougher emissions standards set by the government.
Meeting the more stringent customer and regulated demands are accomplished in part by: VGT, digital injection, 4 valves per cylinder, and dual timing system.

Horsepower & Torque

The 6.0L Power Stroke creates 325 horsepower at 3300 RPM and 560 ft/lb of torque at 2000 RPM.
Note: Torque has increased and occurs at lower engine RPM than previous versions.

Specifications

The 6.0L Power Stroke engine is a totally new engine design that will provide improved performance and cleaner emissions.
The cylinders of the 6.0L Power Stroke are numbered from the front on the right side 1, 3, 5, 7 and from the front on the left side 2, 4, 6, 8.

Engine Serial Number

The engine serial number is located on the left rear corner of the crankcase.
The engine serial number identifies the engine family, build location, and the sequential build number.
6.0 - is the engine family identifier.
HU2U - is a manufacturing designator.
6000173 - is a sequential build number.

Serial Number/FICM Calibration Label

Another location for the engine serial number is a label on the FICM (Fuel Injection Control Module).
The engine serial number label also states the build location and build date of the engine.
Another label on the FICM is the part number and the FICM calibration label.

Emissions Label

States the horsepower rating for the engine, programmed in the powertrain control module (PCM).
Depicts where the engine meets or exceeds emissions standards.
Shows the engine displacement.
Is affixed to the right hand valve cover behind the glow plug control module.

6.0L Power Stroke Features

Rocker Carrier

The aluminum rocker arm carrier is mounted on top of the cylinder head and is held in place by the cylinder head bolts.
The rocker arm carrier provides the mounting location for all of the rocker fulcrums.
The carrier also provides the connector pass through for the injector and glow plug.

Cylinder Head

The 6.0L Power Stroke uses a four (4) valve per cylinder head design to increase air flow and efficiency.
For identification, the exhaust valves are smaller than the intake valves.

Rear Geartrain

The geartrain for the crankshaft, camshaft, and high pressure pump are located in the rear of the engine under the rear cover.
This allows the high pressure pump to be mounted inside the engine and also reduces geartrain noise.

Dual Mass Flywheel

The 6.0L Power Stroke uses two different flywheels for the manual transmission.
A dual-mass flywheel is used on the F-250/350 Super Duty truck.
The dual-mass flywheel can be identified by springs located around the flywheel on the engine side.
It can also be identified by an extra ring of bolts on the transmission side of the flywheel that holds the tow masses together.
From the side it can be identified by the separation between the clutch surface and the starter ring.

Single Mass Flywheel

A single mass flywheel is used on the F-450/550 Super Duty trucks.
The single mass flywheel can be identified by the absence of the above mentioned parts and that it is machined from one solid part.

Normal Heat Treatment Discoloration

The bearing surfaces on the crankshaft are induction hardened.
During the hardening process the surrounding areas of the crankshaft discolor. This condition is normal.

Cooling System

Cooling System Features

The modular water pump can be serviced without disconnecting radiator hoses.
Both the glow plug sleeves and the injector sleeves are stainless steel.

Cooling System Flow: Front Cover

Coolant is drawn into the inlet of the front cover and then flows from the water pump through the front cover to the crankcase.
Coolant is also routed from the front cover into the crankcase to a passage that feeds the oil cooler.
Return coolant is directed to the thermostat by the front cover. If the thermostat is open, coolant flows to the radiator to be cooled. If the thermostat is closed, coolant is returned to the water pump via a bypass circuit in the front cover.

Cooling System Flow: Back of Front Cover

Coolant is sealed via a silicon in metal one piece gasket and is directed out of the front cover through three (3) passages.
Two of the passages route coolant to the crankcase to cool the cylinder walls and cylinder heads.
The third passage routes coolant to the oil cooler via a passage in the crankcase.
There are two passages for coolant to return from the crankcase into the front cover.

Cooling System Flow: Oil Cooler

Coolant is directed out of the crankcase and into the oil filter base at the front of the engine.
The oil filter base routes the coolant into the front of the oil cooler then toward the back of the engine.
Once the coolant has passed through the oil cooler it is directed out of the oil filter base to the EGR cooler.
Note: There are weep holes in the oil filter base that allow coolant or oil to seep outside of the filter base if an oil cooler seal is damaged.

Cooling System Flow: EGR Cooler

Coolant flows out of the filter base and into the EGR cooler through a tube that directs the coolant to the back of the EGR cooler.
Coolant flows through the EGR cooler and removes heat from the exhaust gasses before the exhaust arrives at the EGR valve.
Coolant exits the front of the EGR cooler and enters the coolant passage of the intake manifold. The intake manifold directs the coolant back into the front cover.

Water Pump & Front Cover

The water pump, (hub and impeller) is mounted into the front cover which is the housing for the water pump.
The water pump impeller pulls coolant from the center of the housing and pushes it outward.
The water pump has a built-in reservoir to catch small amounts coolant that during normal operation of the engine may seep past the seal.
Note: The water pump impeller may be damaged if dropped or hit by a hard object.

Injector Sleeve

The 6.0L Power Stroke uses stainless steel injector sleeves to seal coolant from the injector and to transfer heat from the injector to the coolant.
The injector sleeve is replaceable. See unique service procedures or service manual for more details.

Glow Plug Sleeve

Glow plug sleeves are used to keep coolant from coming in direct contact with the glow plugs and to seal coolant from the combustion chamber.
The glow plug sleeve is replaceable. See unique service procedures or the service manual for more details.

Coolant Recovery Bottle

The coolant recovery bottle is located above the left valve cover.
One of the ports on the bottle is attached to the EGR cooler deaeration port. If this port or hose is blocked, damage could occur to the EGR cooler.

</TD></TR></TBODY></TABLE>

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08-31-2009, 12:43 AM

brickie

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Part 2 of 6 in a series of articles outlining the Features, Descriptions, Unique Service Procedures, and General Diagnostics of the 6.0L DIT Power Stroke

From International Truck & Engine Corporation Publication
6.0 DIT Power Stroke

<TABLE border=0 cellSpacing=0 cellPadding=0 width="98%"><TBODY><TR><TD>Lubrication System

Lubrication System Features

The 6.0L Power Stroke uses an oil cooler that is mounted in the valley of the engine under the oil filter. There is also an oil pressure test port in the front of the oil cooler.
There are no oil passages located on the outside of the crankcase. This reduces the chance for oil leaks.
The oil filter is a canister style filter mounted on the top of the engine that drains to the oil pan during servicing.
The gerotor oil pump and oil pressure regulator are both located in the front of the engine behind the vibration damper.

Lubrication System Oil Flow

Oil is drawn from the oil pan through the pick-up tube to the gerotor oil pump.
The oil pressure is regulated to 75 psi via the oil pressure regulator relieving excessive oil pressure to the inlet of the oil pump.
From the oil pump, oil is directed to the oil cooler and then to the oil filter.
From the oil filter the oil is supplied to four (4) passages. One is to the turbocharger for lubrication and VGT control via an external line.
The oil also is provided to the oil reservoir that supplies the high pressure oil pump.
The two (2) other passages are to the tappet oil feed on the right and left banks. The tappet galleries also provide oil to the piston cooling jets.
Cross drillings off of the right bank tappet gallery feed the cam bearings, then the crankshaft main bearings.
The crankshaft has cross drillings in it to direct oil to each of the connecting rod bearings.

Oil Pan / Bed Plate

The 6.0L Power Stroke uses a two piece oil pan. The lower half is wider than the bottom of the engine to increase its capacity. Due to this wider oil pan, an upper oil pan is used to adapt the lower pan to the bed plate. The upper pan also acts as an oil baffle.
The upper pan is bolted to the bed plate. The bed plate replaces the individual main bearing caps. This one piece design results in a more rigid bearing retaining system.
The pick-up tube is bolted to the upper pan and oil is routed through the upper pan and the bed plate to the front cover.

Pick-up Tube / Oil Aeration

The pick-up tube supplies oil from the oil pan to the oil pump.
The pick-up tube is sealed to the upper oil pan utilizing an o-ring. If the o-ring is damaged or missing, it could cause oil aeration and poor performance.
Oil aeration is the result of air being introduced to the lubrication system on the suction side of the system or by the breakdown of the anti-foaming agents in the oil. Oil aeration can cause low power and poor idle.
A damaged or loose pick-up tube could also cause oil aeration.

Oil Pressure Regulator

The oil pressure regulator is located in the front cover just below the gerotor oil pump.
The oil pressure regulator is calibrated to open at pressures above 75 psi. It should be closed below that pressure.

Gerotor Oil Pump

The gerotor oil pump is driven off of the flats on the nose of the crankshaft.
The pump is designed to flow the large volume of oil required for the 6.0L Power Stroke.
The gerotor oil pump front cover is located by two (2) dowel pins in the crankcase front cover, and is sealed by a press in place gasket.
The outer housing for the oil pump is designed into the crankcase front cover.

Front Cover

Oil flows from the crankcase to the oil pump via a passage in the back of the front cover.
When the oil pump is turned by the crankshaft it creates oil pressure and pushes oil through one of two passages. One passage is to the oil cooler and the other is through the oil pressure regulator back to the oil pump inlet.
All of the passages from the front cover to the crankcase are sealed with a silicon in metal, one-piece gasket.

Oil Cooler

The oil cooler is mounted in the valley of the engine and uses engine coolant to dissipate heat from the engine oil.
Oil passes from the rear of the cooler to the front, while coolant passes from the front of the cooler to the rear.
The coolant and oil are separated by multiple plates that create passages in the oil cooler.
Note: If the oil cooler is damaged it could cause contamination of the lubrication and cooling systems.

Oil Cooler Housing & Filter Base

The oil cooler housing has passages in it to direct the flow of coolant and oil.
Oil is routed from the front of the crankcase to the back of the housing where it enters the oil cooler. The oil passes from the rear of the oil cooler to the front of the cooler and is cooled in the process. The oil is then sent to the oil filter through the oil filter base. Filtered oil is sent to the oil reservoir for the high pressure pump and the oil passages in the crankcase.
The coolant is directed from the front of the crankcase to the front of the oil cooler. It then passes through the oil cooler and cools the oil. As the coolant exits the rear of the oil cooler it is directed to the EGR cooler.

Oil Filter Base & Valves

The oil filter base routes oil to the oil filter, engine oil pressure switch (EOP), engine oil temperature sensor (EOT), and the turbocharger oil feed.
The oil filter base also houses the anti-drainback check valve that keeps oil in the oil filter assembly after the engine is shut off.
The oil cooler bypass is in the filter base and opens at a pressure differential of 25 psi.
The oil filter bypass is in the oil filter stand pipe and opens at a pressure differential of 20 psi.
There is an oil drain for the filter housing to drain oil from the housing during an oil change.

Oil Filter

The 6.0L Power Stroke uses a cartridge style oil filter, located on the top of the engine.
When the oil filter is removed, the oil filter housing drain valve is automatically opened to drain most of the oil from the housing.
The oil filter element snaps into the oil filter lid.
Note: The oil filter lid should be removed before draining the oil from the oil pan so that the oil can drain from the filter housing into the oil pan.

Oil Reservoir & Screen

The oil reservoir for the high pressure oil pump is located under the oil cooler in the valley of the engine.
The oil reservoir holds about 1qt of oil.
A screen in the oil reservoir catches any large debris that may be in the oil before it gets to the high pressure oil pump.

Oil Flow at Oil Reservoir

There are five (5) oil passages and one coolant passage near the oil reservoir in the crankcase.
Two (2) of the oil passages are for oil feed to the crankcase for lubrication.
One (1) is for oil feed to the oil cooler and the other oil passage is oil filter drain to the oil pan.
The passage in the bottom of the reservoir is for oil feed to the high pressure oil pump.
The coolant passage is for coolant feed from the water pump to the oil cooler.

Turbocharger Oil Supply & VGT Control

Oil is supplied to the turbocharger from the oil filter base via a flexible steel braided oil line to the top of the turbocharger.
The oil line is connected to the oil filter base using a snap to connect fitting and requires a special tool for removal.
This line is also the feed tot he VGT control valve.

Turbocharger Oil Drain Tube

The VGT uses oil to control the turbocharger and to lubricate the bearings.
After oil passes through the turbocharger center section, it is sent back to the crankcase via a turbo oil drain tube.
The turbo oil drain tube is located under the turbocharger and is sealed by two (2) o-rings, one fits into the turbocharger and the other goes to the high pressure oil pump cover.

Fuel Supply System

Fuel Supply System Features

The fuel supply system uses a new Horizontal Fuel Conditioning Module (HFCM). The HFCM filters fuel, separates water, senses water, heats fuel, and recirculates warm fuel through the pump during cool fuel conditions.
The 6.0L Power Stroke also has a secondary fuel filter.
There is a check valve in the front of the each cylinder head that does not allow fuel to return to the fuel supply system. This type of system is called a dead-end fuel system.

Engine Fuel Flow

The fuel pump, located in the Horizontal Fuel Conditioning Module (HFCM), draws fuel from the fuel tank and through a 10 micron fuel filter.
The HFCM contains the fuel pump, filter, water separator, water in fuel switch, fuel drain, fuel heater, and diesel thermo recirculation valve (DTRM).
The DTRM controls the flow of fuel returned from the secondary filter through the HFCM. If the fuel being drawn from the fuel tank is cool then return fuel is recirculated into the pump, if it is warm then return fuel is sent to the fuel tank.
After the fuel is conditioned by the HFCM, the clean pressurized fuel is sent to the secondary fuel filter assembly where particles larger than 4 micron are filtered out of the fuel.
The secondary filter assembly also regulates fuel pressure by releasing excess pressure via a return fuel line back to the HFCM.
It also has an orifice at the top of the housing in order to bleed air out of the housing and back to the fuel tank.
After the fuel flows through the secondary filter it is directed to the two (2) cylinder heads via fuel lines past the fuel check valves.
The fuel is directed to the injectors via passages that are drilled into the cylinder heads.
Once the fuel has entered the head past the check valve, it does not return to the fuel supply system. This is called a dead-end fuel system.

HFCM (Horizontal Fuel Conditioning Module)

The HFCM is mounted to the frame rail on the drivers side.
The HFCM is a single module that performs multiple tasks. It heats fuel, separates water from the fuel, senses when water is present in the fuel, filters particulates from the fuel, creates fuel pressure needed to supply fuel to the engine mounted fuel filter.
A DTRM (Diesel Thermo Recirculation Module) is also part of the HFCM. It recirculates fuel that returns from the engine mounted fuel filter back into the fuel filter instead of back to the tank.

HFCM (Horizontal Fuel Conditioning Module) Fuel Flow

Fuel is drawn into the HFCM from the fuel tank via a supply line.
If the temperature of the fuel is below 50°F (10°C) it is heated by the fuel heater. The fuel heater shuts off at 80°F (27°C).
After being heated, fuel enters the filter housing via a one-way check valve.
Once in the filter housing, water is separated from the fuel. If large amounts of water are found in the fuel, a sensor in the separator warns the operator of this condition by illuminating a light on the dash.
Fuel is then drawn through the 10 micron fuel filter and into the fuel pump.
Conditioned pressurized fuel is then supplied to the engine mounted fuel filter via a fuel supply line. The pump has an internal regulator that limits fuel pressure to 100psi.
Fuel returning from the pressure regulator on the engine mounted fuel filter comes into the HFCM and a DTRM either allows the fuel to return to the tank or returns it to the unfiltered side of the fuel filter in the HFCM. The DTRM starts to open (recirculating fuel back into the pump) at 80°F (27°C) and is fully open at 50°F (10°C).

Engine Mounted Fuel Filter

A secondary fuel filter is mounted to the oil filter housing.
The secondary filter is a 4 micron cartridge style filter.
It also incorporates a fuel pressure regulator and an air bleed (to allow air to escape after a filter change). Fuel from the regulator is returned to the HFCM.

Fuel Pressure Regulator

The fuel pressure regulator is mounted to the engine mounted fuel filter.
It regulates fuel pressure by routing unfiltered fuel from the filter housing to the HFCM via a spring loaded poppet style valve.
The cracking pressure (pressure at which the valve begins to open) of the valve is 60psi +/- 5psi. Actual fuel pressure may be above or below this specification.

Fuel Inlet Check Valves

Each cylinder head has a fuel inlet check valve at the front of the head.
The check valve is incorporated into the bolt for the banjo fitting that attaches the fuel line to the head.
The check valves are used to maintain constant fuel pressure in the fuel rail.
The fuel lines are sealed to the head by two copper gaskets.
Note: It is recommended that the copper gaskets be replaced if the bolt has been removed.

</TD></TR></TBODY></TABLE>

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08-31-2009, 12:44 AM

brickie

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Part 3 of 6 in a series of articles outlining the Features, Descriptions, Unique Service Procedures, and General Diagnostics of the 6.0L DIT Power Stroke

From International Truck & Engine Corporation Publication
6.0 DIT Power Stroke

<TABLE border=0 cellSpacing=0 cellPadding=0 width="98%"><TBODY><TR><TD>Air Management System

Air Management System Features

The air management system is made up of the air filter, turbocharger, charge air cooler, intake manifold, and the EGR system.

System Flow

Air enters the system through the air filter where particles are removed from the air. The air filter has a filter minder on it to warn the operator of a restricted air filter.
After the air is filtered, the mass of the air and temperature is measured by the mass air flow sensor (MAF).
The filtered air is then directed past the crankcase ventilation system where crankcase vapors and fresh air are mixed.
After mixing with crankcase vapors the fresh air mixture is drawn into the turbocharger compressor where it is compressed and sent to the charge air cooler (CAC).
The CAC condenses the air by cooling it then the air returns to the engine through the intake manifold.
There us a throttle body on the intake manifold. The throttle body may or may not have a throttle plate. For 2003.25 the throttle plate will not be active in the PCM strategy.
The intake manifold directs the air to the intake ports of the cylinder heads.
The burned air fuel mixture is pushed out of the cylinder into the exhaust manifold which collects the exhaust gases and routes them to the turbocharger turbine wheel.
The exhaust up pipe, connected to the passenger side exhaust manifold has a passage that connects it to the exhaust gas recirculation (EGR) cooler.
The exhaust gasses, cooled by the EGR cooler are sent to the EGR valve in the intake manifold.
The EGR valve controls the flow of exhaust gasses into the intake system where the gasses are mixed with intake air to reduce NOx (Nitrogen Oxide) emissions and noise.
The hot and expanding exhaust gasses that are routed to the turbocharger turbine, spin the turbine wheel through flow and expansion. The spinning turbine wheel in turn spins the compressor wheel via a common shaft.

Air Filter / Filter Minder

The air filter is located on the drivers side of the engine compartment between the battery and the radiator.
A filter minder, device used to measure filter restriction, is located on the back of the air filter housing.
Fresh air, from the drivers side fender and the grill area, is drawn into the air filter and particulates are removed from the air before going to the engine.

Air Filter Element

The new air filter element is made into the air filter housing. When replacing the filter, the entire housing will have to be replaced.
The air filter is capable of holding 1600 grams of particulates before needing replacement.
The filter element is a honeycomb design.

Charge Air Cooler

The charge air cooler is located in the front of the radiator.
It is an air-to-air cooler designed to lower the temperature of the air coming out of the turbocharger outlet before entering the intake manifold.

VGT Features

The turbocharger for the 6.0L Power Stroke engine is designed to provide boost control at low and high speeds for improved throttle response.
The Variable Geometry Turbocharger (VGT) is electronically controlled and hydraulically actuated.
The VGT may also be referred to as EVRT.
When the vanes of the turbocharger are closed, the engine will have a higher exhaust back pressure and create more heat which will in turn warm the engine faster in cold ambient conditions.

VGT Compressor

The compressor on the VGT is similar to the compressor on a conventional turbocharger.
The compressor wheel is connected to the turbine via a common shaft.

VGT Turbine

The VGT uses a turbine wheel that is similar to a conventional turbocharger but the turbine housing has changed.
The turbine housing contains vanes that control the effective size of the housing. These vanes are hydraulically actuated and electronically controlled.

VGT Control Valve

The VGT control valve is commanded by the PCM, based on engine speed and load. The magnetic field generated by this signal moves a shaft in the control valve. This movement meters engine oil through the valve to either side of the piston. This design feature reacts quickly to changes in demand based on driving conditions. When one side of the piston is pressurized, the opposite side is vented.
Depending on which side of the piston is pressurized, the vanes either open or close. A cam follower at the end of the valve assembly provides feedback to the valve allowing it to reach a neutral position during times the vanes are not commanded to move.

VGTCV Flows

When the VGTCV is commanded to the full open position, low or no duty cycle, oil from the oil supply line is directed to the open side of the actuator piston.
Oil on the closed side of the piston is then directed through the actuator piston, back to the VGTCV, and then to drain.
Note: If the VGTCV is disconnected the valve will default to the open position.
Once the desired turbocharger vane position is obtained, the VGTCV goes to a neutral position and both the open and closed sides of the actuator piston is blocked off.
When the VGTCV is commanded to the full closed position, high duty cycle, oil from the oil supply line is directed through the actuator piston to the closed side of the piston.
Oil on the open side of the piston is directed back to the VGTCV and then to drain.

VGT Turbine Vanes Closed

During engine operation at low engine speeds and load, little energy is available from the exhaust to generate boost. In order to maximize the use of the energy that is available, the vanes are closed. In doing so, the exhaust gas is accelerated between the vanes and across the turbine wheel. In general, this allows the turbocharger to behave as a smaller turbocharger than it actually is.
Closing the vanes also increases the back pressure in the exhaust manifold which is used to drive the exhaust gas through the EGR cooler and valve into the intake manifold. This is also the position for cold ambient warm-up.

VGT Turbine Vanes Partially Closed

During engine operation at moderate engine speeds and load, the vanes are commanded partially open.
The vanes are set to this intermediate position to supply the correct amount of boost to the engine for optimal combustion as well as providing the necessary back pressure to drive EGR.
Note: The VGT control valve piston is coupled to the vanes through a shaft and the unison ring.

VGT Turbine Vanes Open

During engine operation at high engine speeds and load, there is a great deal of energy available in the exhaust.
Excessive boost under high speed, high load conditions can negatively affect component durability, therefore the vanes are commanded open preventing turbocharger overspeed.
Essentially, this allows the turbocharger to act as a large turbocharger.

EGR Valve

The PCM-controlled EGR (Exhaust Gas Recirculation) valve adds cooled exhaust gasses to the intake manifold to reduce NOx emissions.
The EGR valve is opened during steady state throttle positions when exhaust back pressures are higher then intake manifold pressures (boost).

EGR Flow

The EGR valve has two valves connected by a common shaft.
Cooled exhaust gases come to the center of the valve through a passage in the intake manifold.
When the valves open, they allow exhaust gasses to flow into the intake air stream from the top and bottom of the passage.

EGR Cooler

The EGR cooler is a coolant to air heat exchanger that is used to cool the exhaust gasses before they are sent to the EGR valve.
The exhaust gasses are routed into the EGR cooler from the exhaust up pipes at the rear of the engine.
The exhaust gasses are cooled by passing through metal tubes that are surrounded by engine coolant. Depending on conditions, the temperature drop across the cooler could be as much as 700°F.
The cooled gasses are then routed to the EGR valve that is mounted in the intake manifold.

EGR Throttle

All 2003.25 6.0L Power Stroke engines are equipped with a throttle body.
Some early versions also have a throttle plate in the throttle body. Later versions will retain the throttle body but not the throttle plate.
The throttle was designed to assist with EGR operation but later was determined unnecessary.
The PCM software for controlling the throttle body was not added and the plate was removed.
The throttle body may become operational for the 2004 model year.
Note: All engines have the wiring plugged into the throttle body and position sensor even if the throttle plate is not present.

Intake Manifold

The intake manifold on the 6.0L Power Stroke is made of aluminum and directs the flow of air to the intake ports in the cylinder heads.
The intake manifold provides a path for coolant from the EGR cooler to the front cover.
There is a passage for EGR gasses to go to the EGR valve where they mix with compressed intake air.
The manifold absolute pressure sensor (MAP) port and the intake air temperature 2 (IAT2) sensor are both mounted in the intake manifold.
The passage at the rear of the manifold is to equalize pressure on both sides of the manifold.

</TD></TR></TBODY></TABLE>

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08-31-2009, 12:45 AM

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Part 4 of 6 in a series of articles outlining the Features, Descriptions, Unique Service Procedures, and General Diagnostics of the 6.0L DIT Power Stroke

From International Truck & Engine Corporation Publication
6.0 DIT Power Stroke

<TABLE border=0 cellSpacing=0 cellPadding=0 width="98%"><TBODY><TR><TD>Fuel Management System

Generation II Fuel Management System Diagram

The generation II fuel management system uses high pressure oil and electronics to actuate and control fuel injection into the cylinders.

Generation II Fuel Management System Major Components

The fuel management system is comprised of several sub systems.
Fuel Supply System.
High Pressure Oil System.
Lubrication.
Sensors.
Injectors.
Electrical Components.
Actuators.

Generation II Fuel Management System Advantages

Emissions and noise have been reduced through improvements in rate and timing control.
No external high pressure oil lines exist.
The high pressure system's pressure relief is located in the IPR (Injection Pressure Regulator).

High Pressure Oil System Flow

Oil reservoir is filled by the lube oil system and contains approximately 1 qt.
High pressure pump is sealed inside the crankcase, and has only one (1) outlet.
High pressure pump discharge line connects the pump to the left and right branches and to the IPR valve in the high pressure pump cover.
High pressure oil stand pipe connects to the branch outlets and provides a path through the pushrod area to the high pressure lines.
High pressure oil line connects the stand pipes to the high pressure oil rail.
High pressure oil rail is bolted to the cylinder heads and acts as a reservoir for high pressure oil.
Check valves incorporated in the inlet fitting for the high pressure oil rail, limit hydraulic disturbance/feed back from injector operation.
Injectors deliver fuel when the spool valve is positioned to allow oil to enter the area above the intensifier piston.

High Pressure Oil System Schematic

After lube oil is cooled and filtered, some is directed to the reservoir.
The reservoir provides oil to the high pressure pump.
The IPR (Injection Pressure Regulator) is PCM-controlled and contains the system's pressure relief valve which opens at 4000 psi.
The plumbing from the pump to the high pressure oil rails for each head contains a check valve and orifice.
The oil rails are not cast into the head but are removable and fastened to the cylinder head and connected to the top of the injectors.

High Pressure Pump & Cover

The high pressure pump is installed inside the crankcase.
The pump is a seven (7) piston swash plate style pump that is driven off of the rear gear train.
Minor leakage from the pump will not create external oil leaks.
Both banks of cylinders are supplied oil through one (1) pump outlet.

IPR (Injection Control Pressure Regulator) & ICP (Injection Control Pressure Sensor)

The IPR and ICP are both installed into the high pressure pump cover, beneath the turbocharger turbine inlet pipe.

High Pressure Oil with AWA Feature

The high pressure oil rail has special AWA (Acoustic Wave Attenuation) features to dampen hydraulic noises.
To accomplish this, an AWA fitting is placed in the center of the high pressure oil rail and two specially designed end caps are used.

Fuel Injector Features

The injector uses two (2) 48 volt 20 amp coils to control a spool valve that directs oil flow in and out of the injector.
The injector coils are turned on for approximately 800 µsec (micro second or millionth of a second.
No special tools are needed to remove the injectors from their bore. The injector is slowly removed from its bore by removing the hold down clamp bolt.

Injector & O-rings

The injector has two (2) replaceable o-rings on the outside of the body, one (1) internal non-replaceable o-ring in the top of the injector, and one (1) replaceable copper combustion gasket on the tip of the injector.
The injector's two (2) coils have a single four (4) pin connector that passes through the rocker arm carrier.

Injector Coils & Spool Valve

There is an open coil and a close coil on the injector that moves the spool valve from side to side using magnetic force.
The spool valve has two positions; when the valve is in the open position, it allows oil to flow from the high pressure oil rail into the injector.
When the valve is in the closed position, it allows oil to drain from the injector back to the crankcase.
The total movement of the valve is only .017".

Intensifier Piston

When the spool valve is in the open position, high pressure oil is allowed to enter the injector and pushes the intensifier piston and plunger downward.
Since the intensifier piston is 7.1 times greater in surface area than the plunger, the injection force is also 7.1 times greater at the plunger than what the injection control pressure (ICP) is.

Plunger & Barrel

The bottom of plunger and barrel of the injector is where the fuel injection pressure is built.
When the plunger is pushed downward by the intensifier piston, it increases the fuel pressure in the barrel 7.1 times that of the ICP pressure.
The plunger is coated with a tungsten carbide coating to reduce the possibility of scuffing and poor performance.

Injection Nozzle

The injection nozzle needle is an inwardly opening type which lifts off its seat when pressure overcomes the VOP (Valve Opening Pressure) of approximately 3100 psi.
Fuel is atomized at high pressure through the nozzle tip.

Stages of Injection

The injection cycle has three (3) stages.
Fill.
Main injection.
End of main injection.
During some conditions, the injector will perform all three stages of the injection cycle two times per firing cycle. This is called pilot injection.

Fill Cycle

During the fill stage, the spool valve is in the closed position.
High pressure oil from the oil rail is dead headed at the spool valve.
Low pressure fuel fills the port below the plunger.
The needle control spring holds the needle on its seat so that fuel cannot enter the combustion chamber.

Main Injection Step 1

Pulse width controlled current energizes the open coil, magnetic force moves the spool valve to the open position.
High pressure oil flows past the spool valve into the intensifier piston chamber.
Oil pressure overcomes the intensifier piston spring force and the intensifier starts to move.
Fuel inlet check ball seats due to an increase of fuel pressure under the plunger.
Fuel pressure starts to build once the plunger passes the fuel spill port of the barrel.
Force on the nozzle needle begins to build.

Main Injection Step 2

The pulse width-controlled current is shut off after 800 µsec (micro second or millionth of a second) but the spool remains in the open position.
High pressure oil from the rail continues to flow past the spool valve.
The intensifier piston and plunger continue to move and pressure increases in the barrel.
When fuel pressure rises above the VOP (Valve Opening Pressure) of about 3100 psi, the nozzle needle lifts off of its seat and injection begins.

End of Main Injection Step 1

When the IDM (Injector Drive Module) determines that the correct injector on time has been reached (meaning that the correct amount of fuel has been delivered), it sends a pulse width-controlled current to the close coil of the injector.
The current energizes the close coil. Magnetic force moves the spool valve to the closed position.
High pressure oil is dead headed against the spool valve.

End of Main Injection Step 2

The pulse width-controlled current is shut off after 800 µsec (micro seconds or millionth of a second) but the spool remains in the closed position.
The intensifier piston and plunger begin to return to their initial position.
Oil above the intensifier piston flows past the spool valve through the exhaust ports.
Fuel pressure decreases until the nozzle needle control spring forces the needle back onto its seat.

</TD></TR></TBODY></TABLE>

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08-31-2009, 12:46 AM

brickie

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Part 5 of 6 in a series of articles outlining the Features, Descriptions, Unique Service Procedures, and General Diagnostics of the 6.0L DIT Power Stroke

From International Truck & Engine Corporation Publication
6.0 DIT Power Stroke

<TABLE border=0 cellSpacing=0 cellPadding=0 width="98%"><TBODY><TR><TD>Electrical Components

Generation II Electrical Components Overview

The PCM uses information form the sensors to decide which commands to send to the FICM, the actuators, and the glow plug system.

Sensors Overview

The PCM sends a Vref of 5.0 volts to the engine sensors except for CMP and CKP which generate voltage through the collapse of a magnetic field.
The PCM uses 5 volts as the reference voltage to maintain consistency throughout all operating conditions.
The Vref is conditioned by the sensors then returned to the PCM for use in determining the fueling strategy.

AP (Accelerator Pedal Position)

The AP (Accelerator Pedal) is a three track pedal. The AP incorporates three potentiometers. Throughout the movement of the AP, the resistance values of the three potentiometers must agree. During the movement of the AP, if one of the three potentiometer readings do not agree, the check engine light will illuminate and the vehicle will continue to perform as normal. If two signals from the AP are lost, the PCM will allow the engine to idle only and illuminate the check engine light.
The three-track pedal is a safety feature. The three-track pedal takes the place of the Idle Validation Switch allowing for limited system failure and still maintaining performance.

Baro (Barometric Pressure)

The BP sensor is a three (3) wire variable capacitance sensor.
The PCM supplies a 5 volt reference signal which the BP sensor uses to produce a linear analog voltage signal that indicates pressure.
The primary function of the BP sensor is to provide altitude information so that the PCM can adjust timing, fuel quantity, glow plug on time, and VGT control.

CKP (Crankshaft Position)

The crankshaft position signal source is a magnetic pickup sensor mounted in the right front side of the engine block.
The sensor reacts to a target wheel positioned on the crankshaft. The target wheel is a 60 minus 2 tooth steel disk with 58 evenly spaced teeth and a slot that's width is equivalent to removing 2 teeth (minus 2 slot) that is the SYNC gap.
The sensor will produce pulses for each tooth edge that breaks the magnetic field created by the permanent magnet that is in the end of the sensor.
Crankshaft speed is derived from the frequency of the CKP sensor signal.
Crankshaft position can be determined by the synchronization of the CKP peg signal to the CKP minus 2 slot signal.
Diagnostic information on the CKP input signal is obtained by performing accuracy checks on frequency and/or duty cycle with software strategies.
The PCM needs both the CKP and CMP signal to calculate engine speed and position. The CKP creates a signal that relates to crankshaft speed and position relative to TDC (Top Dead Center). The CMP creates a signal relative to which stroke the piston is currently on (compression or exhaust).

CMP (Camshaft Position)

The camshaft position signal source is a magnetic pickup sensor mounted on the left front side of the engine block.
The sensor reacts to a peg, pressed into the camshaft at the front of the engine.
The peg will pass the sensor once per camshaft revolution; the sensor will produce a single pulse correspondingly.
Camshaft speed is derived from the frequency of the CMP sensor signal.
Diagnostic information on the CMP input signal is obtained by performing accuracy checks on signal levels, frequency, and/or duty cycle with software strategies.
The PCM needs both CKP and CMP signals to calculate engine speed and position. The CMP creates a signal that the PCM uses to indicate a particular bank.
The CMP contains a permanent magnet which creates a magnetic field, when the magnetic field is broken by the peg on the camshaft a signal is created.
A conditioned CMPO (Camshaft Position Output) is sent from the PCM to the FICM so that the FICM can perform fueling calculations.
The PCM conditions the signal and sends it out as TACH signal for body builder use.

ECT (Engine Coolant Temp.)

The ECT sensor is a two (2) wire thermistor sensor.
The PCM supplies a 5 volt reference signal which the ECT sensor uses to produce an analog voltage.
The ECT sensor changes resistance when exposed to different temperatures.
When the temperature of the coolant decreases, the resistance of the thermistor increases and the signal voltage increases.
When the temperature of the coolant increases, the resistance of the thermistor decreases and the signal voltage decreases.

EGRVP (Exhaust Gas Recirculation Valve Position)

The EGRVP sensor is a three (3) wire potentiometer type sensor.
The PCM supplies a 5 volt reference voltage that the EGRVP uses to produce a linear analog voltage that indicates the amount of movement of the valve.
The PCM monitors EGRP as the engine is operating to modulate the EGR valve.
This is a closed loop function which means that the PCM continuously monitors the EGRVP to ensure proper valve operation.

EOP (Engine Oil Pressure Switch)

The EOP (Engine Oil Pressure Switch) is a switch that closes a circuit to ground after engine oil pressure reaches approximately 5-7 psi.
This switch controls the oil pressure gauge on the instrument panel. When pressure is above 7 psi, the gauge will read normal and if the pressure drops below 6 psi, the gauge will show 0.
The information from the switch is not fed back to the PCM in any way and is to used as a reference only.

EOT (Engine Oil Temperature)

The EOT sensor is a two (2) wire thermistor type sensor.
The PCM supplies a 5 volt reference signal which the EOT sensor uses to produce an analog voltage that indicates temperature.
The PCM monitors engine oil temperature via the EOT sensor signal to control EGR, glow plugs, VGT, and fuel quantity and timing throughout the operating range of the engine.
The EOT signal allows the PCM to compensate for oil viscosity variations due to temperature changes in the operating environment, ensuring adequate power and torque are available for all operating conditions.

EP (Exhaust Pressure)

The EP sensor is a three (3) wire variable capacitance sensor.
The PCM supplies a 5 volt reference signal which the EP sensor uses to produce a linear analog voltage that indicates pressure.
The EP measures exhaust back pressure so that the PCM can control the VGT and EGR system.

IAT1 (Intake Air Temperature #1)

The Intake Air Temperature 1 (IAT1) sensor is a two (2) wire thermistor sensor that is located inside the Mass Air Flow (MAF) sensor.
The PCM supplies a 5 volt reference signal which the IAT1 uses to produce an analog voltage that indicates the intake air temperature.
The IAT1 sensor's primary function is to measure intake air temperature to control the timing and fuel rate when cold starting. The continuous monitoring by the IAT1 sensor limits smoke emissions.
The MAF/IAT1 sensor is mounted in the intake air piping after the air filter.

IAT2 (Intake Air Temperature #2

The IAT2 sensor is a two (2) wire thermistor type sensor.
The IAT2 sensor changes resistance when exposed to different air temperature.
When temperature decreases, the resistance of the thermistor increases. This causes the signal voltage to increase.
When the temperature increases, the resistance of the thermistor decreases. This causes the signal voltage to decrease.
The primary function of the IAT2 sensor is to provide a feedback signal to the PCM indicating manifold air temperature.
The PCM supplies a 5 volt reference signal which the IAT2 sensor uses to produce an analog voltage that indicates temperature.
The PCM monitors the IAT2 signal to determine if the temperature is satisfactory.
During engine operation, if the PCM recognizes that the IAT2 signal is lower or higher than the expected value, it will set a Diagnostic Trouble Code (DTC) and illuminate the amber malfunction indicator lamp on the dash.

ICP (Injection Control Pressure)

The ICP sensor is a three (3) wire variable capacitance sensor.
The PCM supplies a 5 volt reference signal which the ICP sensor uses to produce a linear analog voltage that indicates pressure.
The primary function of the ICP sensor is to provide a feedback signal to the PCM indicating ICP.
The PCM monitors ICP as the engine is operating to modulate the IPR. This is a closed loop function which means the PCM continuously monitors and adjusts for ideal ICP determined by conditions such as load, speed, and temperature.
The PCM monitors the ICP signal to determine if the performance of the hydraulic system is satisfactory.
During engine operation, if the PCM recognizes that the ICP signal is lower or higher than the value the IPR is trying to achieve, the PCM will set a Diagnostic Trouble Code (DTC) and illuminate the amber malfunction indicator lamp on the dash.
The ICP signal from the PCM is one of the signals the FICM uses to command the correct injection timing.

MAF (Mass Air Flow)

The Mass Air Flow (MAF) sensor uses a hot wire sensing element to measure the amount of air entering the engine. Air passing over the hot wire causes it to cool. This hot wire is maintained at 200°C (392°F) above ambient temperature as measured by a constant cold wire.
The current required to maintain the temperature of the hot wire is proportional to the air mass flow.
The MAF sensor then outputs an analog voltage signal to the PCM proportional to the air mass.

MAP (Manifold Absolute Pressure)

The MAP sensor is a three (3) wire variable capacitance sensor.
The PCM uses the MAP sensor signal to assist in the calculation of EGR duty cycle.
The PCM measures the MAP signal to determine intake manifold (boost) pressure.

Actuators

Actuators convert electrical output from the PCM to hydraulic, mechanical, or electronic work.
The 6.0L Power Stroke uses four (4) actuators: Injection Pressure Regulator, Exhaust Gas Recirculation Valve, Variable Geometry Turbocharger Control Valve, and Glow Plug Control module.

IPR (Injection Pressure Regulator)

The IPR (Injection Pressure Regulator) is a duty cycle controlled valve that the PCM uses to control ICP (Injection Control Pressure).
The IPR is a valve that blocks the path to drain for oil coming out from the high pressure pump. As duty cycle signal increases at the IPR, the restriction to drain increases, thus increasing ICP.
When the valve is disconnected, it is in its open or drain state and the engine should not start.
The IPR valve also contains the pressure relief valve for the high pressure oil system.

EGR (Exhaust Gas Recirculation

The EGR (Exhaust Gas Recirculation) valve is used to mix cooled exhaust gasses with intake air to lower emissions and noise.
The EGR valve is duty cycle controlled; the higher the duty cycle, the more the valve opens.
When the valve is disconnected, it is in its closed state.

VGTCV (Variable Geometry Turbocharger Control Valve)

The VGTCV (Variable Geometry Turbocharger Control Valve) is a duty cycle controlled valve that directs oil flow to the piston that controls the vanes in the turbocharger.
The valve controls pressure to both the open and close side of the piston.
If the valve is disconnected, the turbocharger vanes will remain in a open state.

Other Electrical Components

Other electrical system compounds include the FICM, PCM, and the glow plug system.

FICM (Fuel Injection Control Module)

The FICM (Fuel Injection Control Module) receives information from the PCM (like volume of fuel desired, RPM, EOT, ICP, and others) and uses those signals to calculate injector start of injection and duration.
After calculating injector fuel delivery timer the IDM sends a 48 volt 20 amp pulse to the correct injector so that the correct amount of fuel will be delivered to the cylinder at the correct time.

PCM (Powertrain Control Module)

The Powertrain Control Module (PCM), which is mounted behind the battery on the drivers side inner fender panel, uses sensor inputs to control actuators and send fueling commands to the FICM.
The PCM controls the fuel and air management systems on the 6.0L Power Stroke.

Glow Plug System

The glow plug system is used to warm the air in the cylinders to enhance cold weather startability and reduce start up smoke.
The glow plug system is PCM-controlled.

GPCM (Glow Plug Control Module)

The GPCM (Glow Plug Control Module) is a unit that controls the glow plugs in order to warm the air in the cylinders.
The GPCM uses a glow plug enable signal to turn the glow plugs on for a time controlled by the PCM.
The GPCM is capable of diagnosing a problem with one glow plug and then sending a diagnostic signal to the PCM.
It also has the ability to turn off one glow plug is a short is detected in that circuit.

Glow Plug

The glow plug is used to heat the air in the cylinder.
Inside the plug are two (2) coils (resistance) connected in series; one to create heat and one to control heat at its peak.

Glow Plug Sleeve

The glow plug sleeve is used to protect the glow plug from engine coolant and is made of stainless steel.

Glow Plug Buss Bar

Each bank of glow plugs is connected to the wiring harness via a glow plug buss bar.
The glow plug buss bar has four connectors attached to a single metal rail.
The entire rail must removed to gain access to any of the glow plugs on that bank.

Glow Plug System Diagnostics

One way to verify diagnostic data from the GPCM is to measure the amperage draw with an inductive amp probe.
Once the glow plug system has been commanded on by the PCM (when engine temperature is warm you may need to trick the system into a cold condition) for about 40 sec., the glow plug amperage should be stable. Each glow plug should draw between 10-12 amps.
When testing the glow plug system, it is best to measure one bank of glow plugs at a time. The bank with the lower current draw would be the bank with the bad glow plug and/pr wiring concerns.

</TD></TR></TBODY></TABLE>

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08-31-2009, 12:48 AM

brickie

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Part 6 of 6 in a series of articles outlining the Features, Descriptions, Unique Service Procedures, and General Diagnostics of the 6.0L DIT Power Stroke

From International Truck & Engine Corporation Publication
6.0 DIT Power Stroke

<TABLE border=0 cellSpacing=0 cellPadding=0 width="98%"><TBODY><TR><TD>Unique Service Procedures

Oil Filter: Replacement

First loosen the oil filter cap which will open the oil filter drain and allow the oil from the filter housing to drain into the crankcase.
Drain the oil from the oil pan.
After all of the oil has drained from the oil pan, remove the oil filter and discard it in the appropriate location.
Note: The oil filter snaps into the oil filter lid.
Install the new oil filter element and tighten the oil filter cap to the recommended torque. This will close the oil filter drain.
Refill crankcase with correct volume of recommended oil.

Fuel Filter: Replacement

Remove the fuel filter lid and lift the filter element out of the housing and discard in the appropriate location.
To avoid fuel spills, use a suction gun or similar device to remove the remaining fuel from the fuel filter housing.
Install the new filter and tighten the fuel filter lid to the specified torque.
Note: Before starting the vehicle, cycle the key to the on position and let the fuel pump run a full cycle 3 times to ensure the fuel filter housing is full of fuel before starting the vehicle.

Injector: Removal

After removing the valve cover(s), disconnect the snap to connect fitting for the high pressure oil line leading to the high pressure oil rail using tool #303-755.
Remove the eight (8) high pressure oil rail bolts that mount the oil rail to the rocker arm carrier.
Pull the oil rail straight up to remove it.
Note: Do not pry against the valve cover sealing surface to remove the rail.
Note: Oil will come out of the rail when the rail is removed.

Injector Removal: cont.

The injector connectors on the 6.0L Power Stroke are locked into the rocker arm carrier.
To disconnect the external engine wiring harness from the injector push in on the spring loaded metal clip on the harness.
To remove the injector connector from the rocker arm carrier use a twelve (12) point 19mm socket. Place the open end of the socket over the connector and push inward lightly to disengage the locks and then pull the connector out of the rocker carrier.

Injector Removal: cont.

To remove the injector, loosen the T40 torx socketed bolt that holds the injector in place. This will also unseat the injector from its bore.
Note: Do not use air tools to remove the injector.
Carefully lift the injector from the bore.
Note: Do not pry on the injector coils to remove the injector. They may be damaged and are not replaceable. Also watch for rocker arm to injector interference.
Note: Make sure that the copper gasket at the bottom of the injector has not fallen into the injector bore.

Injector O-ring: Replacement

Once the injector has been removed, carefully remove the external o-rings.
Note: Be careful not to scratch the injector body during removal or the replacement o-rings may not seal.
Carefully install new o-rings on the injector body.
Note: If the o-ring is cut or nicked during assembly, it will have to be replaced.
Note: Do not pull on the wires while working with the injector.

Injector O-ring Replacement: cont.

To install the copper gasket to the injector tip use a twelve (12) point 9mm deep well socket so that pressure is applied evenly around the gasket during installation.
Note: If the gasket is mis-shaped or damaged during installation, it must be replaced.
The internal upper o-ring is not removable. If the internal o-ring is leaking, the entire injector assembly must be replaced.

Injector Installation

Before installing the injector, the o-rings should be lubricated with clean engine oil.
Place the injector into the bore with the injector hold down on the injector.
Note: Make sure that the copper washer does not fall off the tip of the injector during installation, engine damage could result if the gasket is not in place.
Using the hold down bolt to seat the injector in the bore, slowly tighten the bolt to the specified torque.
Note: Again, do not use air/electric tools to install injectors.

Injector Installation: cont.

Before installing the high pressure oil rail to the rocker carrier, lubricate the internal o-ring that the oil rail jumper tube contacts.
Place the oil rail over the injectors and seat it by hand. The oil rail should then be tightened as specified.
Note: Anytime injectors are changed, Ford lubricity additive should be added to the fuel filter and fuel tank.

Cylinder Head - Rocker Carrier: Removal

Before removing the rocker arm carrier the glow plug and injector connectors must be removed from the carrier.
The rocker arm carrier is held in place with the cylinder head bolts.
There are also five (5) small bolts that hold the cylinder head in place.
Note: If one or more of the cylinder head bolts are removed (required for rocker arm carrier replacement) then the cylinder head gasket and all cylinder head bolts must be replaced.
When reinstalling the carrier be sure to realign the rocker fulcrums as shown below.

Rocker Arms / Bridges

The rocker arms must be installed in their original position during reassembly.
The valve bridges that connect the two (2) mating valves must be installed in their original position and orientation during reassembly.
Note: If the rocker arms and/or valve bridges are not correctly installed, premature valve train wear may result.

Cylinder Head - Rocker Fulcrums

To remove the rocker arm fulcrums first remove the corresponding head bolt and then the small fulcrum retaining bolt.
Note: If one or more of the cylinder head bolts are removed (required for rocker arm carrier replacement) then the cylinder head gasket and all cylinder head bolts must be replaced.
When reinstalling the fulcrums, make sure the alignment dowel is in place and not damaged to insure that the fulcrum is properly aligned for correct valve train geometry.
First install the small fulcrum bolt, then the head bolt and torque to specifications.

Glow Plug / Injector Sleeve: Removal

Place the tap (part of tool #303-764) into the glow plug sleeve and cut threads into the sleeve.
Remove the tap and insert the puller (part of tool #303-764) into the glow plug sleeve.
Turn the puller clockwise until the sleeve is removed.
Injector sleeve removal is similar to glow plug sleeve removal except that tool #303-768 is used.

Glow Plug / Injector Sleeve: Installation

Instructions for injector and glow plug sleeves are similar so the instructions are combined.
First clean out any sealant from the bore before installing new sleeve.
Apply sealant (Loctite #620 green in color) to the two (2) locations that the sleeve contacts the cylinder head.
Note: Refer to service manual for proper location of sealant application.
Use the special tool (tool #303-767 for injector sleeve or tool #303-763 for glow plug sleeve) to drive the sleeve into its bore.

EGR Valve: Removal

To remove the EGR valve, remove the two (2) mounting screws from the intake manifold.
Rotate the valve so that the mounting tabs on the valve align with the EGR valve puller (tool #303-760).
Position the other two (2) legs of the puller on the bolt bosses of the intake manifold and turn the forcing screw clockwise.
When reinstalling the valve check the o-rings for cuts and nicks.

EGR Cooler: Removal & Installation

Before removing the EGR cooler, you must first drain the coolant from the cooling system.
To disconnect the hose that supplies coolant to the EGR cooler, rotate is and pull until the tabs release.
Both the inlet and outlet for exhaust gasses are sealed with metal gaskets.
The coolant connections are sealed with o-rings.

Turbocharger Oil Supply: Removal

Use tool #303-755 to remove the oil feed to the turbocharger that is connected to the oil filter base.
The connection at the turbocharger is a bolted flange and is sealed with a gasket.

Crankcase Ventilation: Removal / Oil Carryover

To disconnect the crankcase ventilation tube from the engine, remove the air inlet tube from the compressor inlet and rotate the vent counterclockwise until it releases.
Note: Since the 6.0L Power Stroke uses a closed crankcase ventilation system, it is normal to see oil carryover in the intake air system.

Turbocharger Oil Drain Tube: Removal

The turbocharger oil drain is located under the turbocharger and is sealed with o-rings.
To remove the drain tube, pull it forward, out of the high pressure pump cover.

Intake Manifold

When reinstalling the intake manifold, the locating tabs on the intake manifold gasket should face up and toward the center of the engine.
There is a port on the intake manifold for cooling system deaeration that returns to the coolant reservoir.

IPR Valve: Removal

To remove the IPR valve, use the IPR socket tool #303-769 and turn counterclockwise.
Note: The connector for the IPR might hit the cylinder head. If this occurs, the coil body can be repositioned on the valve.

High Pressure Pump Cover: Removal

After removing the bolts that hold the high pressure pump cover to the crankcase, pull the cover straight up to disengage it from the high pressure pump discharge tube.
When reinstalling the cover, be sure to lubricate the discharge tube o-ring before installing the cover.

Front Cover: Removal

The point were the crankcase and main bearing carrier meet is sealed to the front cover gasket with a dab of RTV sealant that must be cut to remove the front cover gasket.

Front Cover: Dowel Locations

The front cover is located to the crankcase with dowels.
Note: If the dowels are missing or damaged the front cover could be misaligned and damage to the cover or oil pump could result.

Front Cover: Gerotor Oil Pump

The lube oil pump is located to the front cover by dowels and sealed with a push-in-place gasket.

Front Cover: Sealant Application

When installing the front cover the joint between the crankcase and main bearing carrier needs a dab of RTV sealer applied.
Note: If too much sealant is applied, it could get into the lube oil system.

Glow Plug / Buss Bar: Removal

In order to access the glow plugs, the glow plug buss bar must be removed.
To remove the glow plug buss bar, pull out on the bar evenly.
After the buss bar has been removed, the glow plugs can be accessed through the rocker carrier.
To reinstall the buss bar, push evenly on the bar to seat the o-rings on each connection.
Note: Do not hit the buss bar with a hammer; damage may occur.

Crankshaft Rear Seal Dust Cover

There is a metal plate pressed onto the primary flange of the crankshaft.
This plate acts as a dust shield for the rear seal and the mounting surface for the flexplate/flywheel.
The plate must be removed before the rear cover can be removed.
It can be removed with a common "finger type" gear puller.

Crankshaft Primary Flange

The crankshaft primary flange is bolted to the rear of the crankshaft and it provides the sealing surface for the rear seal.
The flange is machined after being bolted to the crankshaft.
Do not remove the six bolts in the primary flange. If the bolts are removed, the crankshaft will have to be replaced or repeated seal damage will occur.

General Diagnostics

Air in Fuel

Air in the fuel supply system can cause rough run, white smoke and low power.
To check for air in the fuel system, remove the return line (to tank from fuel pump module) from the fuel pump module.
Install a 1/4" ID hose to the fuel pump module and place the other end of the hose into a diesel fuel safe container.
Turn the ignition to the on position. The fuel pump will run for approx. 20 sec.. Continue to cycle the key to the on position until fuel flows from the attached hose.
Start the engine, run at WOT, and observe the returning fuel for air.
If air is present, the fuel will appear white, foamy, or non-transparent. If no or very little air is present in the fuel, the fuel exiting the return hose will appear clear/transparent.
Where to look?
1. Fuel pick up in the fuel tank.
2. Fuel supply line entering the fuel pump module from the fuel tank.
3. Fuel return line entering the fuel pump module from the engine.
4. Combustion leaks past the copper washer on the injector.

High Boost/High EP at WOT no Load

If high boost (consistently over 14 psi MGP) and high exhaust pressure (consistently over 23 psi EP) is present at WOT no load, the VGT or VGT control valve may be at fault.
To verify that the VGT is not being commanded to a closed position, disconnect the wiring at the VGT control valve and run the engine at WOT.
If the readings do not return to normal then the VGT or VGT control valve are at fault.

ICP Pressure Low During Crank

If you have no (0 psi) ICP pressure during crank, it could be the result of: major high pressure oil leak, lack of oil supply to the high pressure pump, bad high pressure pump, or the gear on the high pressure pump is loose. Use PC/ED ICP diagnostics to determine root cause.
If ICP during crank is between 200-300 psi and does not change as IPR duty cycle increases, the IPR valve may not be receiving V-power or a ground signal from the PCM. If V-power and PCM signal are present then the IPR may be at fault. Use PC/ED IPR Diagnostics to determine root cause.

Power or Ground Issues

When diagnosing a power or ground issue be aware that there is a 12 way connector that feeds power and/or ground to the following components.
FICM
IPR
EGR
The 12 way connector is located in the rear left hand corner of the engine compartment.

Injector I/O Test

There is now a test incorporated into the WDS.
This test allows the technician to disable one injector at a time and monitor pids to identify weak injectors.
While disabling injectors, watch the MFDES pid. The injector(s) that have the least effect on MFDES while being disabled could be the weak injector.

Cylinder Balance Test

The cylinder balance test is now available for the 6.0L Power Stroke.
The cylinder balance test measures the increase of engine RPM during each firing cycle. It then compares the RPM of all cylinders to determine a weak cylinder.
Further testing should be done to verify the weak cylinder (Relative compression, Injector disable, actual compression, etc.).

Relative Balance Test

The relative compression test is now available for the 6.0L Power Stroke.
The relative compression test measures engine RPM during each compression stroke while cranking the engine. It then compares the RPM of all of the cylinders to determine if there is a cylinder that is weaker than the rest.
Once a cylinder is determined to be weak, a manual compression test should be run on that cylinder and a good cylinder to verify results.

Oil Aeration Test

If oil aeration is suspected, install a valve and hose into the oil system at either the EOT or EOP sensor.
Note: All materials being used should be rated above 300 psi and 300°F
Run the engine until the oil is at a normal operating temperature.
Run the engine at high idle for approximately one minute and then return to idle.
With engine at idle, open the valve and drain a sample of oil into a clear container and observe for air or foam in the oil.
Caution: Oil will be hot and under pressure.

Crankcase Pressure Test

A new crankcase pressure orifice tool has been developed for the 6.0L Power Stroke.
The new tool has a smaller orifice in the top so that more accurate readings could be taken with the 0-60° gauge on the gauge bar.
When using the new tool on the 6.0L Power Stroke, the maximum reading for a good engine is 8" of water.

Injector Buzz/No Buzz

Every time the key is cycled to the on position, the injectors should buzz.
If no buzz is heard, one of the following conditions may be present:
1. No power pr ground to the FICM or PCM.
2. No CAN communication between the FICM and PCM.
3. V-ref shorted to ground.
4. Bad PCM or FICM.
5. All injectors bad or wiring to all injectors bad (not likely).
If the injectors do buzz and all conditions are met for the engine to run but the injectors do not fire during crank, check the FICM logic power feed to the FICM.
To check powers and grounds to the FICM you can bring up the following pids on the WDS:
- FICMVPWR (FICM Vehicle Power battery voltage)
- FICMMPWR (FICM Main Power battery voltage)
- FICMLPWR (FICM Logic Power battery voltage)

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