2008 Ford Diesal 6.4 Engine Diagram

Kathrin Twohatchet Desember 20, 2021
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6.4L Power Stroke

Diesel Engine

®

2008 "F" SerieS Super Duty

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engine Description

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Systems Overview

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Component Location

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technician tips

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  Summary of Contents for Ford 6.4L Power Stroke

  • Page 1 6.4L Power Stroke Diesel Engine ® 2008 "F" SerieS Super Duty • engine Description • Systems Overview • Component Location • technician tips •...
  • Page 2 FO R WAR D This publication is intended to provide technicians and service personnel with an overview of technical advancements in the 6.4L POWER STROKE DIESEL Engine. The information contained in ® this publication will supplement information contained in available service literature.
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  • Page 4: Table Of Contents

    6. 4 L POWER S TR OKE D IE S EL ® TABLE OF CONTENTS OVERVIEW ..............Features .
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  • Page 6 6.4L Power Stroke Diesel ® Direct Injection Turbocharged Diesel Engine...

  • Page 7: Overview

    6. 4 L PO WER S TR O KE DI E SE L OvER vI E W ® 6.4L Power Stroke Diesel Overview 6.4L Power Stroke Diesel Direct Injected Turbocharged • This publication is not intended to replace the Service Manual Diesel Engine Overview but to introduce the 6.4L Power Stroke ® Diesel Engine. • Engine Features •...

  • Page 8: Specifications

    6. 4L PO WER S TROK E D I E S E L Ov E R v I E W ® 6.4L Power Stroke Diesel Specifications Engine Type ...................Diesel, 4 Cycle Configuration ..............4 OHV/1 Cam-in-Crankcase-V8 Displacement ..................390 cu. in. (6.4L) Bore &...
  • Page 9 6. 4 L PO WER S TR O KE DI E SE L OvER vI E W ® Engine Serial Number • The engine serial number is located on the left rear corner of the crank case on a half moon machined surface. • A white sticker is placed over this number during production, this sticker was removed for illustration purposes. • 6.4 - is the engine family identifier. • HU2Y - is a manufacturing designator Ex: HU2Y or HU2U "Y designates Huntsville, AL and U designates Indianapolis, IN" • 0385535 - is a sequential build number Serial Number Label • Located on the top of the vertical EGR cooler. • States the engine serial number.

  • Page 10: Component Locations

    CO m PO nEn T LOC ATI On S Front of Engine 1) ECT Sensor 2) Fuel Return Line 3) EGR Cooler Vertical 4) EGR Throttle Left Front of Engine 1) EGR Cooler Horizontal 2) EGR Cooler Vertical 3) Coolant Supply for Horizontal Cooler 4) Coolant Supply for Vertical Cooler 5) Turbocharger Outlet...
  • Page 11 C O mPO nEnT LOCATI OnS Left of Engine 1) Thermostat Housing Outlet 2) CMP Sensor 3) Oil Level Gauge 4) Fuel Supply Line 5) Fuel Return Line 6) EP Sensor 7) Glow Plug Harness 8) Heater Return Line 9) Degas Bottle Return Line Left Rear of Engine 1) EP Sensor 2) Turbocharger Crossover Tube...
  • Page 12 C O m P O nE nT LO C ATI O n S Rear of Engine 1) Exhaust Expansion Joints 2) Catalyst 3) Lifting Eye 4) Serial Number 5) Turbocharger Outlet to Exhaust System Right Rear of Engine 1) Block Heater 2) EGRT Inlet Sensor...
  • Page 13 C O m PO n EnT LO CAT I O nS Right Side of Engine 1) CKP Sensor 2) Glow Plug Control Module 3) Crankcase Ventilation/Oil Separator 4) Oil Seperator Drain Tube 5) Heater Supply Right Front of Engine 1) Injector Electrical Connector 2) Throttle Body...
  • Page 14 CO m PO nEn T LOC ATI On S Top of Engine 1) High Pressure Turbocharger 2) Low Pressure Turbocharger 3) Turbocharger Oil Supply Line 4) EGR Valve Coolant Supply Port 5) EGR Valve Coolant Return Port/Deaeration Port 6) EGRT Outlet Sensor 7) MAP Sensor 8) IAT 2 Sensor Top of Engine 1) Oil Filter 2) Engine Mounted Fuel Filter 3) Catalyst 4) Fuel Cooler 5) Fuel Cooler Coolant Tank 6) Fuel Return Hot (inlet to cooler) 7) Fuel Return Cold (outlet from cooler) 8) LH High Pressure Fuel Line 9) EGR Valve 10) ECM Connection...
  • Page 15 6 . 4L PO WER S TRO KE D I E S E L Ov E R v I E W ® High Pressure Common Rail Fuel System • The 6.4L Power Stroke Diesel engine uses a high pressure fuel injection pump to deliver fuel to each piezo electric fuel injector via a high pressure common fuel rail, one rail per bank. Intake Valves Injector Nozzle Cylinder Head & Head Bolts • The 6.4L Power Stroke Diesel uses a four (4) valve per cylinder head design to optimize airflow and efficiency.
  • Page 16 6 . 4L PO W ER S TRO KE DI E SE L OvE R vI E W ® Rocker Pedestal Rocker Pedestal • The rocker pedestal is secured independent of the cylinder head bolts, which no longer need to be removed to service the rocker arms. High Pressure Fuel Injection Pump & Rear Geartrain • The geartrain for the crankshaft, camshaft, and the high pressure fuel injection pump are located High Pressure Fuel in the rear of the engine under the rear cover.

  • Page 17: Features

    Co ol ing s y ste m Cooling System Features Cooling System Features • The coolant pump can be serviced without disconnecting radiator hoses. • Coolant Pump • Both the glow plug sleeves and the injector sleeves are stainless steel. • Stainless Steel Injector Sleeves • Stainless Steel Glow Plug Sleeves Internal Coolant Flow...

  • Page 18: External Coolant Flow

    Co o li n g s y s te m External Coolant Flow Deaeration/coolant feed to degas bottle Coolant feed Degas Cooled exhaust to EGR valve Bottle out to EGR valve Color change indicates coolant temperature as heat is transfered from exhaust gases Heater to the coolant...
  • Page 19 Co o l ing s y ste m COOLANT IN Cooling System Flow: Back of Front Cover (from block) • Coolant is sealed via a metal one piece gasket and is directed out of the front cover through three (3) passages. Coolant • Two of the passages route coolant to the crankcase to cool Orifices the cylinder walls and cylinder heads (there are different sized orifices pressed into the crankcase in these two passages). • 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. COOLANT OUT (to block) Oil Cooler Coolant Flow Oil Cooler Cover (Top View) Oil Filter Base...

  • Page 20: Coolant Pump

    C o o li ng s y ste m EGR Valve Coolant EGR Cooler Vertical Cooling System Flow: EGR Coolers Supply Coolant Supply from Horizontal • Cooled coolant flows out of the supply port of the front Outlet cover where it is routed to the horizontal cooler at the left rear side of the engine. • The coolant then exits the horizontal cooler and is immediately routed into the vertical cooler. The coolant then exits the vertical cooler where it is routed to the return port in the front cover. • There is a small port at the top of the vertical cooler where coolant is allowed to flow to the EGR valve, cool the valve, then the coolant is routed to the degas bottle. This port is also used as the deaeration port. EGR Cooler • Coolant flows through the EGR coolers and removes heat Vertical...
  • Page 21 Co o l ing s y ste m 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 Glow Plug Sleeve the combustion chamber. • The glow plug sleeve is replaceable. See unique service procedures or the service manual for more details. Degas Bottle • The degas bottle is located on the left side of the engine compartment and is part of the left side battery tray. • One of the ports on the bottle is attached to the EGR valve coolant line (which is supplied from the top of the vertical EGR cooler). If this port or hose is blocked, damage could occur to the EGR coolers and/or the EGR valve.

  • Page 22: Lubrication System

    Lu bri cati on S y S t e m Lubrication System Features Lubrication System Features • The 6.4L Power Stroke Diesel uses an oil cooler that is ® • Integrated Oil Cooler mounted in the valley of the engine under the oil filter. • The oil filter is a cartridge style filter mounted • No External Oil Passages in Crankcase on the top of the engine for ease of service. This system also incorporates a valve that drains the • Easy Access Cartridge Style Oil Filter oil to the pan when the filter is removed. • External Oil Pressure Regulator • The gerotor oil pump and oil pressure regulator are both located in the front of the engine behind the vibration damper in their own removeable aluminum housing.
  • Page 23 Lu b ric ati o n S y S te m Lubrication System Oil Flow • Oil is drawn from the oil pan through the pick-up tube. The • The two (2) other passages are to the tappet oil oil is then routed through a passage cast into the upper oil supply on the right and left banks. The tappet galleries pan before being routed through a passage in the block, a also provide oil to the piston cooling jets. passage in the front cover, and finally to the oil pump inlet. • Cross drillings off of the right bank tappet • The regulator valve utilizes a force, provided via the regulator gallery supply oil to the main bearings. spring, to apply a pressure equal to 65 psi. Whenever oil pressure • Another cross drilling vertically up from each main exceeds this force, the regulator valve will move downward bearing supplies oil to the camshaft bearings. and allow the excess pressure to bleed off back through a passage that routes the oil back to the inlet side of the pump. Note: This oil supply routing is different than the 6.0L and uses different bearings which are also placed • From the oil pump, oil is directed to the oil differently with respect to the oil holes.
  • Page 24 Lubri cati on S y Ste m Pick-up Tube / Oil Aeration Pick-up Tube Upper Oil Pan • 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. Oil Pressure Regulator • The oil pressure regulator is located in the gerotor housing just to the right (when looking at the engine from the front) of the gerotor oil pump. • The oil pressure regulator is calibrated to open at pressures above 65 psi. It should be closed below that pressure. • The regulator valve utilizes a force, provided via the regulator spring, to apply a pressure equal to 65 psi. Whenever oil pressure exceeds this force, the regulator valve will move downward and allow the excess pressure to bleed off back through a passage Regulator that routes the oil back to the inlet side of the pump.

  • Page 25: System Flow

    Lu b ric ati o n S y S te m Oil Cooler Flow Inlet/Anti-Drainback Valve Oil Cooler Bypass Valve Drain Valve Oil Filter Base Oil Cooler Cover Oil Cooler Uncooled/Unfiltered Oil Cooled/Unfiltered Oil Cooled/Filtered Oil Filter Drainback Oil Lube System Flow: Oil Cooler • Uncooled/Unfiltered oil is directed out of the crankcase at the front • After being cleaned via the oil filter, the oil is routed through left corner of the engine via a drilled passage from the oil pump.
  • Page 26 L ub ri cati on Sy Ste m One Piece Gasket Front Cover • Oil flows from the crankcase to the oil pump via a passage through the upper oil pan, front cover, and oil pump housing. • When the oil pump is turned by the crankshaft it creates oil flow and pushes oil through two passages. One passage is to the oil cooler and the other is through the oil pressure regulator then to the oil pump inlet (this passage is only used when pressure exceeds 65 psi). When the oil reaches the numerous restrictions throughout the engine, pressure is then created (pressure is the resistance to flow). • All of the passages from the front cover to the crankcase are sealed with a rubber coated metal, one piece gasket. Oil Pump Inlet Inlet/Anti Drain Back Oil Filter Base • The oil filter base contains the mounting provisions for the oil filter housing and the oil filter stand pipe Turbocharger Oil Filter Drain (which contains the oil filter bypass valve).
  • Page 27 L ub ri cati o n S y Ste m Back Side of Pump Oil Pump Flow (back side) • The oil pump is a gerotor style pump driven off of the flats on the front of the engine's crankshaft. Outlet to Oil Cooler • The 6.4L oil pump is held in its own removeable aluminum housing which also contains the regulator valve. • Oil is drawn into the pump via the combination of atmospheric pressure (applied to the oil in the pan) and the low pressure area that is created between the gerotor gears on the inlet side of the pump whenever the pump is being driven by the crankshaft. Pump Rotation • Once this happens, the oil will flow into the pump and the pump will create a generous amount of oil flow. • When the oil reaches various restriction throughout the engine, pressure is created.
  • Page 28 L u bri cati on S y S te m Turbocharger Oil Drain Tubes High Pressure Turbocharger • Oil is supplied to the turbochargers to Oil Drain lubricate and cool the bearings. • Each turbocharger has it's own drain. The high pressure turbocharger uses a removeable tube where as the low pressure turbocharger utilizes a small extension tube off of a machined passage in the turbocharger pedestal. • The high pressure turbocharger drain tube is sealed via two (2) O-rings, one at each end of the tube. • The low pressure turbocharger drain extension tube is sealed via a rubber coated metal tube. Low Pressure Turbocharger Oil Drain Oil Pan / Bed Plate • The 6.4L Power Stroke ®...

  • Page 29: Fuel Supply System

    F uel s upp ly s y ste m Fuel Supply System Features Fuel Supply System Features • The fuel supply system uses a new Horizontal Fuel • Horizontal Fuel Conditioning Module (HFCM) Conditioning Module (HFCM). The HFCM filters fuel, separates water, senses water, and recirculates warm fuel through the pump during cool fuel conditions. • (1) Chassis Mounted 10 Micron Fuel Filter • The 6.4L Power Stroke ® Diesel also uses 2 fuel • (1) Engine Mounted 4 Micron Fuel Filter filters and a stand alone fuel cooler system. • Water Separator • Fuel Cooler...
  • Page 30 F uel s up p ly sy ste m Fuel FlOW Engine Fuel Flow • After the fuel is filtered it is routed to the Internal Transfer Pump (ITP). • The fuel pump, located in the Horizontal Fuel Conditioning Module (HFCM), draws fuel from the • The ITP is located inside the high pressure fuel injection pump fuel tank and through a 10 micron fuel filter. and is used to increase the fuel pressure supplied to the high pressure fuel injection pump's three (3) internal pistons. • The HFCM contains the fuel pump, filter, water separator, water in fuel switch, fuel drain, and • After the fuel is pressurized it is routed to the high pressure fuel diesel thermo recirculation valve (DTRM). rails and to the fuel injectors via high pressure fuel supply tubes. • The DTRM controls the flow of fuel returned from the engine • A Pressure Control Valve (PCV) located in the outlet side mounted filter through the HFCM. If the fuel being drawn from of the high pressure fuel injection pump controls the fuel the fuel tank is cooler than a specified temperature then return pressure by dumping excess fuel into the fuel return line. fuel from the engine is recirculated into the inlet of the pump. • A Fuel Rail Pressure (FRP) sensor located in the • After the fuel is conditioned by the HFCM, the clean pressurized right side fuel rail monitors the fuel pressure.
  • Page 31 F uel s upp ly s y ste m 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 separates water from the fuel, senses when water is present in the fuel, filters particulates from the fuel, and creates the fuel flow 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. Fuel Pump Power Drain Valve Water In Fuel Sensor Fuel Pump Fuel Cap Fuel Filter HFCM Components • The HFCM is composed of six (6) main components:...
  • Page 32 Do not interchange the 6.0L banjo bolt with the 6.4L banjo bolt. NOTE: The 6.4L Power Stroke Diesel uses an open banjo bolt with no check valve. The check valves are no longer Fuel Return Banjo Bolt needed since the drilled passages in the cylinder heads are now utilized as fuel return passages.
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  • Page 34: Air Management System

    A IR M A nA geM en t S y S teM Air Management System Components Air Management System Features • The series sequential turbocharger is a low • Series Sequential Turbocharger pressure/high pressure design working in series with a turbocharger actuator on the high pressure • Charge Air Cooler turbine controlling the boost pressures. • The charge air cooler is utilized to reduce the temperature • Intake Manifold of the pressurized air therefore inducing a cooler/denser air charge into the intake manifold for maximum efficiency. • Air Filter/Filter Minder • An air filter/filter minder combination is utilzed to clean • Exhaust Gas Recirculation (EGR) System the incoming air and provide a means for monitoring the condition of the air filter via the filter minder. • The EGR system is designed to reduce exhaust emissions. EGR Cooler Vertical Throttle Body...
  • Page 35 A IR M An A g eM e nt S y Ste M System Flow • The intake manifold directs the cooled air to • Air enters the system through the air filter where particles the intake ports of the cylinder heads. are removed from the air. The air filter has a filter minder on it to warn the operator of a restricted air filter. • The burned air fuel mixture is pushed out of the cylinder into the exhaust manifold which collects the exhaust and routes • After the air is filtered, the mass of the air and temperature it to the high pressure turbocharger's turbine wheel. are measured by the mass air flow sensor (MAF) and the intake air temperature sensor #1 (IAT1). • The exhaust up pipe, connected to the passenger side exhaust manifold has a passage that directs exhaust to the exhaust • The filtered air is then directed past the crankcase ventilation gas recirculation (EGR) coolers and then to the EGR valve. system where crankcase vapors and fresh air are mixed. • The EGR valve controls the flow of exhaust into the intake • After mixing with crankcase vapors the fresh air mixture is drawn system where the gases are mixed with intake air to into the low pressure turbocharger compressor then the compressed reduce NOx (Oxides of Nitrogen) emissions and noise.
  • Page 36 AIR M A nA ge Me nt Sy S te M Air Filter Housing/ Filter Minder Air FIlter Housing • The air filter is located on the passenger side of the engine compartment between the battery and the cowl. • A filter minder, device used to measure filter restriction, is located on the outlet side of the air filter housing just before the MAF sensor. • Fresh air, from the passenger side fender area, is drawn into the air filter and particulates are removed from the air before going to the engine. Filter Minder Air Filter Element Air FIlter Element • The new air filter element is a replaceable cartridge separate from the housing.

  • Page 37: Series Sequential Turbocharger

    A IR M An A g eM e nt S y Ste M Oxidation Catalyst Series Sequential Turbocharger & Turbocharger Actuator Low Pressure High Pressure Turbocharger Turbocharger • The series sequential turbocharger for the 6.4L Power Stroke Diesel is designed to provide boost control at ® low and high speeds for improved throttle response. • The turbocharger actuator is used to control the position of the variable vanes inside the high pressure turbocharger's turbine housing. • 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.
  • Page 38 AIR M A nA ge Me nt Sy S te M High Pressure Turbocharger Low Pressure Turbocharger INTAKE AIRFLOW (Blue) EXHAUST AIRFLOW (Red) • Air enters the low pressure turbocharger from the air filter. • Exhaust gas enters the high pressure turbocharger turbine housing after being directed through the • The low pressure turbocharger compresses the air and exhaust up-pipes at the rear of the engine. sends the air through the extension tube and the crossover tube prior to entering the high pressure turbocharger. • The high pressure turbocharger turbine contains the vanes which are controlled by the turbocharger actuator. • The high pressure turbocharger further compresses the air and These vanes continually change the velocity of the exhaust sends the air to the charge air cooler (CAC) where the air is cooled gas in the high pressure turbocharger turbine.
  • Page 39 AIR MA nA g eM ent Sy Ste M 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 small turbocharger, increasing the wheel speed quickly at low speed. • 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. • The closed vane position is also used for cold ambient warm up. 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: There is actually an infinite number of vane positions between open and closed.
  • Page 40 AIR M A nA ge Me nt Sy S te M EGR Valve • The ECM controlled EGR (Exhaust Gas Recirculation) valve adds cooled exhaust gases to the intake manifold to reduce NOx emissions. • The EGR valve is opened during steady state throttle positions when exhaust back pressures are higher than intake manifold pressures (boost). EGR Valve EGR Flow • The EGR valve has two valves connected by a common shaft. • Cooled exhaust gas enters the lower opening of the EGR valve after leaving the vertical EGR cooler. • When the valve opens it allows the cooled exhaust gas to flow through two passages, one passage is through the upper opening of the EGR valve (upper valve) and the other is through a passage below the EGR valve (lower valve). • Both passages merge together prior to being mixed with the filtered incoming air before being sent to the intake manifold. EGR Cooler Dual EGR Cooling System Horizontal...
  • Page 41 AIR MA nA g eM ent Sy Ste M Throttle Body • The throttle body is used to assist with the exhaust aftertreatment system. Throttle Body Throttle Plate Intake Manifold IAT 2 • The intake manifold on the 6.4L Power Stroke ® Diesel is made of aluminum and directs the flow of air to the intake ports in the cylinder heads. Intake Manifold • The manifold absolute pressure sensor (MAP) and the intake air temperature 2 sensor (IAT2) are both mounted in the intake manifold.

  • Page 42: Fuel Management System

    F ue l M a na g e M e n t S y S te M High Pressure Common Rail Fuel System • The high pressure common rail fuel injection system with piezo electric fuel injectors uses pressurized fuel and electronics to actuate and control fuel injection into the cylinders. Fuel Management System Major Components High Pressure Common Rail Direct Injection Fuel System Components • Fuel Supply System • The fuel management system is comprised of several sub systems.
  • Page 43 F ue l M an a ge M e n t S y S te M HIgH PReSSuRe Fuel SySteM High Pressure Fuel System Flow • The high pressure fuel rail supply tubes route the fuel to • Fuel is supplied to the high pressure fuel injection pump the high pressure fuel rail located under the valve cover. after being filtered by both the HFCM (horizontal fuel conditioning module) and the engine mounted fuel filter. • The high pressure fuel rail inlet protrudes through the valve cover spacer at the back of the • The high pressure fuel injection pump is gear driven engine and oil is sealed by a rubber seal. off of the camshaft gear at the rear of the engine. • The high pressure fuel rail routes fuel to each of the • Once the high pressure fuel injection pump four (4) fuel injectors through four (4) separate fuel pressurizes the fuel it is routed to two (2) high...
  • Page 44 F uel M a na ge Me nt Sy Ste M 1) ITP (internal transfer pump) 2) VCV (volume control valve) 3) High-Pressure Fuel Injection Pump Element 4) PCV (pressure control valve) 5) Inlet Pressure Control Valve 6) Lubrication Valve 7) Edge Filter a) Fuel Inlet b) High-Pressure Connection c) Fuel Return High Pressure Pump Operation • The pistons start their compression stroke via the offset • After being filtered at the engine mounted fuel filter, fuel journal and are returned to rest via spring pressure. is directed to the high pressure fuel injection pump. • The pistons receive fuel from the VCV through a one way check valve. • Before fuel enters the Volume Control Valve (VCV) the Fuel is drawn into the cylinder while the piston is returning to rest. pressure is stepped up by the Internal Transfer Pump (ITP). The ITP is located inside the high pressure fuel • The outlet check valve ball is closed while fuel is being drawn injection pump and is driven by its main shaft.
  • Page 45 F ue l M an a ge M e n t S y S te M Electrical Connector Electrical Connector High Pressure Fuel Injection Pump & Cover • The high pressure fuel injection pump is installed in the crankcase. • The pump is a three (3) piston rotary style pump that is driven by the rear gear train. • Each bank of cylinders has its own pump outlet and high pressure fuel supply tube. High Pressure Fuel High Pressure Fuel Injection Pump Cover Injection Pump Volume Control...
  • Page 46 F uel M a na ge Me nt Sy Ste M Piezo Electric Fuel Injector Fuel Injector Features • The injector uses a Piezo Actuator to electrically • Piezo Electrically Actuated control the injections with extreme precision. • The Piezo Actuator is turned on for approximately 0-400 • High Electrical Effeciency µs (micro second or millionth of a second) for 2 injections. • High Voltage Supply • No special tools are needed to remove the injectors from their bore. The injector is slowly removed from its bore • Up to 5 Injections Per Combustion Event by removing the self-extracting hold down clamp bolt. • Self extracting hold down clamp Electrical Injector & O-ring Connector Piezo Actuator • The injector has one (1) replaceable o-ring on the outside of the body, and one (1) replaceable soft Fuel Inlet...
  • Page 47 Fue l M an a g e M ent Sy S te M Valve Piston • The valve piston is utilized for one main purpose: 1) It transfers the up and down movement from the Piezo Actuator to the Valve Mushroom. Valve Piston Valve Mushroom Control Piston Valve Mushroom, Return Spring, and Control Piston • The valve mushroom is a hydraulic check valve that allows high pressure fuel to bleed off into the fuel return passage directly above it whenever the Piezo Actuator is energized. Valve Mushroom • The valve mushroom is held in a closed (sealed) position whenever the Piezo Actuator is not energized Valve Mushroom via high pressure fuel and spring pressure.

  • Page 48: Stages Of Injection

    F ue l M a na g e M e n t S y S te M Two Stages of Injection Stages of Injection • The injection cycle has two (2) stages. • Main Injection • Main injection. • End of Main Injection • End of main injection. • This injection system is capable of performing both steps of the injection cycle up to 5 times per firing cycle. Pre-Main Injection • The piezo electric fuel injector is constantly being filled with fuel via the high pressure fuel injection pump. • High pressure fuel from the high pressure fuel injection pump enters the following areas: - control piston chamber (2).
  • Page 49 F ue l M an a g eM e nt S y Ste M Main Injection Step 1 • Fuel under pressure from the rail (7) reaches the control piston chamber (2) and the high pressure chamber (3) of the nozzle needle (5). • The bore hole to the fuel return line is closed via the valve mushroom (4), which is held closed by a spring and high pressure fuel. • The surface area of the control piston is much larger than the surface area of the nozzle needle in the high pressure chamber. • The force (F1) exerted by the control piston due to its larger surface area along with the force of the needle control spring overcomes the force (F2) exerted by the smaller surface area of the nozzle needle in the high pressure chamber which holds the nozzle needle closed. Main Injection Step 2 • When the piezo actuator (1) is commanded on, the actuator is energized (which causes the piezo discs to deform and create a downward force)
  • Page 50 F uel M a na ge Me nt Sy Ste M End of Main Injection Step 1 • The high pressure fuel, that is allowed to escape past the valve mushroom (4) into the fuel return line (6), is routed down a drilled passage to the drain holes in the sides of the injector just below the O-ring seal towards the base of the injector. • The fuel is then routed through the cylinder head and exits through a banjo fitting on the front side of the cylinder head before being returned to the fuel supply system. End of Main Injection Step 2 • When the Engine Control Module (ECM) determines that the correct injector on time has been reached, it switches the polarity of the piezo actuator (1) which causes the piezo discs to return to a non-enerrgized state. • Switching the polarity of the piezo actuator (1) enables the valve mushroom (4) to seat via spring pressure and completely block the bored passage that connects the high pressure fuel to the fuel return line.
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  • Page 52: Electrical Components

    El Ec tri ca l c omp on En ts Electrical Components Components Overview • The ECM uses information from the sensors • Sensors to decide which commands to send to the actuators, and the glow plug system. • Actuators • ECM • Glow Plug System Sensors Overview • The ECM sends a reference voltage (Vref) of 5.0 volts (external power) to the pressure sensors and 5.0 volts (internal power) to the temperature sensors, except for CMP and CKP which generate voltage through the collapse of a magnetic field. • The sensor signals are conditioned by the interface circuits within the ECM. The signals are used as inputs to various control strategies.
  • Page 53 El Ectr ica l co mp onE nts 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 any 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 ECM will allow the engine to idle only and illuminate the check engine light. • Having three (3) signals for comparison is an added safety feature.

  • Page 54: Sensors

    El Ec tri ca l c omp on En ts Baro (Barometric Pressure) • The ECM supplies a 5 volt reference signal which the Baro sensor uses to produce a linear analog voltage signal that indicates pressure. • The primary function of the Baro sensor is to provide altitude information so that the ECM can adjust timing, fuel quantity, glow plug on time, and turbocharger control. • The Baro sensor is located inside the ECM. If the sensor fails, the ECM must be replaced.
  • Page 55 El Ectr ica l co mp onE nts CKP (Crankshaft Position) • The crankshaft position signal source is a magnetic pickup obtained by performing accuracy checks on frequency. sensor mounted in the right front side of the engine block. • The ECM needs both the CKP and CMP signal to calculate • The sensor reacts to a trigger wheel positioned on engine position. The CKP creates a signal that relates to the crankshaft. The trigger wheel is a 60 minus crankshaft speed and position relative to TDC (Top Dead 2 tooth steel disk with 58 evenly spaced teeth Center). The CMP creates a signal relative to which stroke and a slot that's width is equivalent to removing the piston is currently on (compression or exhaust). 2 teeth (minus 2 slot) that is the SYNC gap. • The sensor produces sine waves (converted to square waves via the ECM) 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 syncronization of the CMP peg signal to the CKP minus 2 slot signal. • Diagnostic information on the CKP input signal is...
  • Page 56 El Ec tri ca l c omp on En ts Crankshaft Position Sensor Throttle Body Valve Turbocharger Actuator Pressure Volume Control Control Valve Valve CMP (Camshaft Position) • The ECM needs both the CKP and CMP signal to • The camshaft position signal source is a magnetic pickup calculate engine position. The CMP creates a signal sensor mounted on the left front side of the engine block. that the ECM uses to indicate a particular bank. • The sensor reacts to a peg, pressed into the • The CMP contains a permanent magnet which creates a camshaft at the front of the engine. magnetic field, when the magnetic field is broken by the • The peg will pass the sensor once per camshaft revolution, peg on the camshaft a signal in the form of a sine wave the sensor will produce a single pulse correspondingly.
  • Page 57 El Ectr ica l co mp onE nts ECT (Engine Coolant Temperature) • The ECT sensor is a two (2) wire thermistor sensor. • The ECT sensor's internal thermistor forms a voltage divider with a pullup resistor inside the ECM. • 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.
  • Page 58 El Ec tri ca l c omp on En ts EGRVP (EGR Valve Position) • The EGRVP sensor is a three (3) wire potentiometer type sensor. • The ECM 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 ECM monitors EGRVP as the engine is operating to modulate the EGR valve. • This is a closed loop function which means that the ECM continuously monitors the EGRVP to ensure proper valve position.
  • Page 59 El Ectr ica l co mp onE nts EOP (Engine Oil Pressure) • The EOP (Engine Oil Pressure) is a switch that closes a circuit to ground after engine oil pressure reaches approximately 5-7psi. • This switch controls the oil pressure gauge on the instrument panel. When pressure is above 7psi the gauge will read normal and if the pressure drops below 5 psi the gauge will show 0. • The information from the switch is not sent back to the ECM in any way and is to be used as a reference only.
  • Page 60 El Ec tri ca l c omp on En ts EOT (Engine Oil Temperature) • The EOT sensor is a two (2) wire thermistor type sensor. • The EOT sensor's internal thermistor forms a voltage divider with a pullup resistor inside the ECM. • The ECM monitors engine oil temperature via the EOT sensor signal to aid in controlling fuel rail pressure (FRP) and fan control. • The EOT signal allows the ECM 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.
  • Page 61 El Ectr ica l co mp onE nts IAT1 (Intake Air Temperature #1) • The Intake Air Temperature1 (IAT1) sensor is a two wire thermistor sensor that is located inside the Mass Air Flow (MAF) sensor. • The IAT1 sensor's internal thermistor forms a voltage divider with a pullup resistor inside the ECM. • The IAT1 sensor's primary function is to measure intake air temperature to aid in controlling EVTG and the glow plug system. • The MAF/IAT1 sensor is mounted in the intake air piping after the air filter.
  • Page 62 El Ec tri ca l c omp on En ts 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. • The primary function of the IAT2 sensor is to provide a feedback signal to the ECM indicating manifold air temperature. • The IAT2 sensor's internal thermistor forms a voltage divider with a pullup resistor inside the ECM. • The ECM monitors the IAT2 signal to control temperature by adjusting other devices.
  • Page 63 El Ectr ica l co mp onE nts FRP (Fuel Rail Pressure) • During engine operation, if the ECM recognizes that the FRP • The FRP sensor is a (3) wire variable capacitance sensor. signal is lower or higher than the value the PCV is trying to achieve the ECM will set a Diagnostic Trouble Code (DTC) and • The ECM supplies a 5 volt reference signal (Vref) illuminate the amber malfunction indicator lamp on the dash. which the FRP sensor uses to produce a linear analog voltage that indicates pressure. • The FRP signal to the ECM is one of the signals used to command the correct injection timing. • The primary function of the FRP sensor is to provide a feedback signal to the ECM indicating the pressure of the fuel in the fuel rail. • This sensor is replaceable. • The ECM monitors FRP as the engine is operating to modulate the PCV. This is a closed loop function which means the ECM continuously monitors and adjusts for ideal FRP determined by conditions such as load, speed, and temperature. • The ECM monitors the FRP signal to determine if the performance of the fuel system is satisfactory.
  • Page 64 El Ec tri ca l c omp on En ts 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 mass air flow. • The MAF sensor then outputs a frequency signal to the ECM proportional to the air mass.
  • Page 65 El E ctrica l co mp on En ts MAP (Manifold Absolute Pressure) • The MAP sensor is a three (3) wire variable capacitance sensor. • The ECM uses the MAP sensor signal to assist in the calculation of EGR duty cycle, Fuel Delivery, and Throttle Body Position. • The ECM measures the MAP signal to determine intake manifold (boost) pressure. NOTE: Washing a hot engine can have negative effects on this sensor! NOTE: The 6.0L engine used a remote mounted MAP sensor. NOTE: Pay special attention to differentiating between the MAP sensor and the EP sensor, do not interchange them!
  • Page 66 El Ec tri ca l c omp on En ts EP (Exhaust Pressure) • The EP sensor is a three (3) wire variable capacitance sensor. • The ECM supples a 5 volt reference signal which the EP sensor uses to produce a linear analog voltage that indicates pressure. • The EP measures exhuast back pressure so that the ECM can control the EGR, and the high pressure turbocharger via the turbocharger actuator. NOTE: Washing a hot engine can have negative effects on this sensor! NOTE: This sensor is gray in color for the 6.4L and black in color for the 6.0L.
  • Page 67 El E ctrica l co mp on En ts FTS (Fuel Temperature Sensor) • The FTS sensor is a two (2) wire thermistor sensor. • The FTS sensor's internal thermistor forms a voltage divider with a pullup resistor inside the ECM. • The FTS sensor changes resistance when exposed to different temperatures. • When the temperature of the fuel decreases, the resistance of the thermistor increases and the signal voltage increases. • When the temperature of the fuel increases, the resistance of the thermistor decreases and the signal voltage decreases.
  • Page 68 El Ec tri ca l c omp on En ts EGRT Outlet (EGR Cooler Outlet Temperature) • The EGRT Outlet sensor is a two (2) wire thermistor type sensor. • The EGRT outlet sensor's internal thermistor forms a voltage divider with a pullup resistor inside the ECM. • The ECM monitors exhaust temperature from the EGRT outlet sensor signal to aid in controlling the EGR valve position and throttle position.

  • Page 69: Control Devices

    El Ectr ica l co mp onE nts Control Devices Actuators & Control Modules • The 6.4L Power Stroke ® Diesel uses eight (8) control • Pressure Control Valve (PCV) devices: Pressure Control Valve, Volume Control Valve, EGR Valve, Turbocharger Actuator, Glow Plug Control Module, Glow Plugs, Fuel Injectors, and the Throttle Body. • Volume Control Valve (VCV) • Exhaust Gas Recirculation Valve (EGR) • Turbocharger Actuator • Glow Plug Control Module (GPCM) • Glow Plugs • Piezo Electric Fuel Injectors • Throttle Body PCV (Pressure Control Valve) Pressure Control Valve (PCV) • The PCV governs the fuel pressure that is delivered to the fuel injectors via the high pressure fuel rails and fuel supply tubes.
  • Page 70 El Ec tri ca l c omp on En ts Exhaust Gas Recirculation Valve (EGR Valve) • The EGR valve is used to mix cooled exhaust gases with intake air to lower emissions and noise. • The EGR valve is stepper motor controlled • The valve is powered in both the open and close directions. Control Arm Turbocharger Actuator • The turbocharger actuator is an electronic motor that controls the position of the vanes inside of the high pressure turbocharger's turbine housing. • The turbocharger actuator is mounted directly to the high pressure turbo and is connected to the vanes inside the turbine housing by a control arm. Turbocharger Actuator Throttle Body Throttle Body • The throttle body is operated by a stepper motor controlled by the ECM and assists with the exhaust aftertreatment system.

  • Page 71: Glow Plug Control Module (Gpcm)

    El Ectr ica l co mp onE nts ECM (Engine Control Module) • The ECM, which is mounted behind the engine on the passenger side cowl, uses sensor inputs to control actuators and send fueling commands to the fuel inectors. • The ECM controls the fuel and air management system on the 6.4L Power Stroke ® Diesel. Engine Connector Chassis Connector 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 ECM controlled, and powered by the GPCM. Glow Plug Control Module(GPCM) & Glow Plug Harness • The GPCM is a unit that controls the glow plugs in order to warm the air in the cylinders.
  • Page 72 E l E c t ri ca l co m p o nE n ts Glow Plug • The glow plug is used to heat the air in the cylinder. • The glow plug utilizes a system of sending voltage through a resistance coil to create heat. NOTE: The 6.4L glow plug is very similar to the glow plug used on the 6.0L Power Stroke Diesel, but they are ®...
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  • Page 74: Unique Service Procedures

    Uniq Ue s er v ic e P roce d Ure s Oil Filter: Replacement Oil Filter Lid • 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. Oil Filter Element • After all of the oil has drained from the oil pan remove the oil filter and discard it in the appropriate location. • 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 the correct volume of recommended oil. Note: The oil filter snaps into the oil filter lid. Fuel Filter: Replacement Fuel Filter Lid NOTE: Use proper cleanliness practices while servicing...
  • Page 75 U niq Ue ser vi c e P r o ce d U re s Fuel System Service Cleanliness: High Fuel Rail Caps Pressure Fuel Injection Pump NOTE: Use proper cleanliness practices while servicing the fuel system! • Always use fuel system caps when servicing the high pressure fuel injection pump. • Do not have the fuel system open to the elements any longer than is necessary to perform the job at hand.
  • Page 76 Uniq Ue s er v ic e P roce d Ure s Fuel System Service: Fuel Injector Service NOTE: Use proper cleanliness practices while servicing the fuel system! NOTE: Follow the proper sercive procedures while servicing the fuel system and always use the correct torque! • Proper torque is crucial with the 6.4L Power Stroke Diesel's high pressure fuel system.
  • Page 77 Uniq Ue s er vi ce Proc ed U re s Checking Fuel Pressure Test Port (return pressure) NOTE: Use proper cleanliness practices while servicing the fuel system! • There is a fuel return presure test valve (schrader) located on the front of the fuel cooler on the left side of the engine. • Proper fuel pressure is very important. Too much or too little pressure could be detrimental. • Follow the proper procedure for checking fuel pressure and make sure the correct specification for supply pressure is achieved. NOTE: Supply pressure needs to be checked at the horizontal fuel conditioning module (HFCM) outlet.
  • Page 78 Un iq Ue ser v i c e P r o ce d U re s EGR Valve Removal • Removing the EGR valve must be performed using the proper EGR valve removal tool. • This tool is comprised of numerous pieces that must be put together around the EGR valve. • Once the removal tool is assembled on the valve, the valve can be slowly pulled from its housing. • Tool # 303-1267 NOTE: Pay close attention that the removal tool is installed and used correctly while removing the valve or damage can occur to the EGR valve and/or tool.
  • Page 79 Uniq Ue s er vi ce Proc ed U re s High Pressure Fuel Injection Pump: Gear Service NOTE: Use proper cleanliness practices while servicing the fuel system! Correct NOTE: Severe engine damage can occur if installed incorrectly! • It is possible to tighten the gear on the high pressure fuel injection pump with the gear backwards. The gear and shaft both have a taper that needs to match.
  • Page 80 • The thread size for the opening is 7/16 - 20. Checking Cylinder Head Flatness • Checking cylinder head flatness for the 6.4L engine is carryover from the late 6.0L procedure. • Check flatness across the short direction (perpendicular to the longitudinal) of the head. • Use a straight edge that is calibrated by the manufacturer to be flat within 0.0002 in. per running foot length. • Set the 0.002" feeler guage on each measurement point (refer to the service procedure graphic in the Ford workshop manual) with the straight edge perpendicular to the longitudinal and not across the area that contains the smaller head bolt holes. Set the straight edge on top of the feeler gauge. • Use a firm steady force to properly hold the straight edge on top of the feeler gauge. Pull lightly on the feeler guage. • The head is locally out of flat, and needs replaced if the 0.002" feeler gauge is loose and easily slides out from under the straight edge. Do Not Allow The Straight Edge To Short Direction Checking Cylinder Head Flatness:...
  • Page 81 Uniq Ue s er vi ce Proc ed U re s EGR Cooler Service • Servicing the EGR coolers must be performed in the proper order. • The coolers must first be installed loosely in the order shown, then torqued in the proper sequence as shown in the Ford workshop manual. • Proper assembly is crucial due to the extreme temperature changes within the EGR coolers. Temperature changes of 800 deg F are possible. NOTE: All bolts, nuts, clamps, and cooler brackets must be replaced if the coolers are removed Exhaust Up-Pipe Service • Assembly of the exhaust up-pipes and EGR cooler...

  • Page 82: Appendix

    6. 4 l di t ap p en di x TABLE OF CONTENTS Torque Charts ............82-87 Wiring Diagram ........... 88-89 Diagnostic Codes ..........90-101...

  • Page 83: Torque Charts

    specia l to rq ue cha rt ( re fe re nce on ly ) Note: All torque specs are ±10% unless stated otherwise. COMPONENT STANDARD METRIC Bedplate mounting bolts (crankcase bolts) Figure C Figure C Camshaft follower guide bolt/washer 114 lbf/in 13 Nm Camshaft position (CMP) sensor...
  • Page 84 s pecial to rq ue cha rt (r efere nc e only ) COMPONENT STANDARD METRIC Glow plug 124 lbf/in 14 Nm Glow plug control module bolts and nuts (GPCM) 114 lbf/in 13 Nm High pressure common rail (HPCR) mounting bolts 23 lbf/ft 31 Nm High pressure common rail (HPCR) to fuel injector tubes...
  • Page 85 specia l to rq ue cha rt ( re fe re nce on ly ) FIGURE A: Cylinder Head Bolts Step 1: Lightly lubricate M16 head bolt threads and washer faces with clean engine oil prior to assembly. Step 2: Torque M16 head bolts (labeled 1-10) to 70 lb/ft (95 Nm) in numerrical sequence shown.
  • Page 86 s pecial to rq ue cha rt (r efere nc e only ) FIGURE D: Intake Manifold Bolts Step 1: Loosely install all bolts in the numerical sequence shown. Step 2: Torque bolts to 100 lb/in (11Nm) in the numerical sequence shown. Note: Bolt locations with double circles represent stud bolts.
  • Page 87 specia l to rq ue cha rt ( re fe re nce on ly ) FIGURE G: HPCR Fuel Components Assembly Procedure Hand start and hand snug tube nuts. Step 1: Install injectors, clamps and bolts and hand start the clamp bolts. Step 2: Rundown the injector clamp bolts to a torque of 1.5 lb/ft (2 Nm).
  • Page 88 s pecial to rq ue cha rt (r efere nc e only ) FIGURE J: Fulcrum Plate / Rocker Arm Support Assembly Step 1: Position crankshaft at approximate #1 & #4 cylinder TDC by observing damper dowel pin and clocking it to the 10:30 position (as viewed from the front of the engine) Step 2: Determine which cylinder is actually in the firing position by installing pushrods, and observing #3 intake and #8 intake.

  • Page 89: Wiring Diagram

    ( s ing le a lt. ) ref e ren c e o n ly Refer to Ford Wiring Diagrams for Wiring...

  • Page 90: Wiring Diagram

    ( s i ng le a lt. ) ref e ren c e o n ly Refer to Ford Wiring Diagrams for Wiring...

  • Page 91: Diagnostic Codes

    dia gno s ti c code s O - Self Test - Key On Engine Off MIL For Both F250/F350 and F450/F550 R - Key On Engine Running MIL For Only F250/F350 C - Continuous Operation DATA Color Code REGEN - Test Follows a REGEN CYCLE MIL For F250/F350 and Wrench for F450/F550 SHUT DOWN - Test Follows Key Off Wrench for Both F250/F350 and F450/F550...
  • Page 92 dia g no s ti c cod es How Set Software Parameters Service Instructions / Code Description Brief Description Required to Set Code Part Replaced O R C 5 deg C Intake Air Temperature Sensor This error is set when the change in IAT2 is 5ºC less ECT has to change from 40 deg C P0096 Wiring, IAT2 sensor, PCM...
  • Page 93 dia gno s ti c code s O - Self Test - Key On Engine Off MIL For Both F250/F350 and F450/F550 R - Key On Engine Running MIL For Only F250/F350 C - Continuous Operation DATA Color Code REGEN - Test Follows a REGEN CYCLE MIL For F250/F350 and Wrench for F450/F550 SHUT DOWN - Test Follows Key Off Wrench for Both F250/F350 and F450/F550...
  • Page 94 di a g no sti c code s How Set Software Parameters Service Instructions / Code Description Brief Description Required to Set Code Part Replaced O R C Cylinder 7 Minimum Fuel Mass This error sets if the fuel mass estimated by the adaptation P02D8 Injector Adaptive Learning at Min Limit...
  • Page 95 dia gno s ti c code s O - Self Test - Key On Engine Off MIL For Both F250/F350 and F450/F550 R - Key On Engine Running MIL For Only F250/F350 C - Continuous Operation DATA Color Code REGEN - Test Follows a REGEN CYCLE MIL For F250/F350 and Wrench for F450/F550 SHUT DOWN - Test Follows Key Off Wrench for Both F250/F350 and F450/F550...
  • Page 96 di a g no sti c code s How Set Software Parameters Service Instructions / Code Description Brief Description Required to Set Code Part Replaced O R C DPF regeneration not requested PTO not active Pressure ratio across EGR valve < 1 rate of change of engine speed <...
  • Page 97 dia gno s ti c code s O - Self Test - Key On Engine Off MIL For Both F250/F350 and F450/F550 R - Key On Engine Running MIL For Only F250/F350 C - Continuous Operation DATA Color Code REGEN - Test Follows a REGEN CYCLE MIL For F250/F350 and Wrench for F450/F550 SHUT DOWN - Test Follows Key Off Wrench for Both F250/F350 and F450/F550...
  • Page 98 di a g no sti c code s How Set Software Parameters Service Instructions / Code Description Brief Description Required to Set Code Part Replaced O R C Internal Control Module Read This error occurs if a fault is detected in P0604 Only Memory (RAM) Error the read only memory circuit.
  • Page 99 dia gno s ti c code s O - Self Test - Key On Engine Off MIL For Both F250/F350 and F450/F550 R - Key On Engine Running MIL For Only F250/F350 C - Continuous Operation DATA Color Code REGEN - Test Follows a REGEN CYCLE MIL For F250/F350 and Wrench for F450/F550 SHUT DOWN - Test Follows Key Off Wrench for Both F250/F350 and F450/F550...
  • Page 100 di a g no sti c code s How Set Software Parameters Service Instructions / Code Description Brief Description Required to Set Code Part Replaced O R C This error occurs when the internal operating Turbocharger Boost Control P138D temperature of the actuator exceeds the threshold 150 deg C A Temperature Too High for a predetermined period of time.
  • Page 101 dia gno s ti c code s O - Self Test - Key On Engine Off MIL For Both F250/F350 and F450/F550 R - Key On Engine Running MIL For Only F250/F350 C - Continuous Operation DATA Color Code REGEN - Test Follows a REGEN CYCLE MIL For F250/F350 and Wrench for F450/F550 SHUT DOWN - Test Follows Key Off Wrench for Both F250/F350 and F450/F550...
  • Page 102 di a g no sti c code s How Set Software Parameters Service Instructions / Code Description Brief Description Required to Set Code Part Replaced O R C Exhaust Gas Temperature This error occurs when the EGT3 sensor temperature P242C Sensor Circuit Low signal is higher (lower voltage signal) than a maximum Bank 1 Sensor 3...
  • Page 103 6.4L Power Stroke Diesel Engine ® © 2007 International Truck and Engine Corporation Printed in U.S.A. FCS-14853-MISC...

Source: https://www.manualslib.com/manual/1077449/Ford-6-4l-Power-Stroke.html

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