Captura de Pantalla 2023-12-13 A La(s) 12.29.54

6.
4L Power Stroke Diesel Engine

®
2008 “F” SERIES SUPER DUTY

• Engine Description • Systems Overview • Component Location • Technician Tips •
F OR WA RD
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.
IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair procedures are essential for the
safe, reliable operation of all motor vehicles, as well as, the personal safety of
the individual performing the work. This manual provides general directions for
accomplishing service repair work with tested, effective techniques. Following the
directions will assure reliability. There are numerous variations in the procedures;
techniques, tools, parts for servicing vehicles and the skill of the individual doing
the work. This manual cannot possibly anticipate all such variations and provide
advice or cautions as to each. Accordingly, anyone who departs from the instructions
provided in this manual must first establish that they do not compromise their
personal safety or the vehicle integrity by their choice of methods, tools or parts.
The following list contains some general WARNINGS that you should follow when you
work on a vehicle.
Always wear safety glasses for eye protection.
Always perform work in a well ventilated area.

Use safety stands whenever a procedure requires you to be under the vehicle.
Be sure that the ignition switch is always in the OFF position, unless otherwise
required by the procedure.
Never perform any service to the engine with the air cleaner removed and the engine
running unless a turbocharger compressor inlet shield is installed.
Set the parking brake when working on the vehicle. If you have an automatic
transmission, set it in PARK unless instructed otherwise for a specific service
operation. If you have a manual transmission, it should be in REVERSE (engine OFF) or
NEUTRAL (engine ON) unless instructed otherwise for a specific service operation.
Operate the engine only in a well-ventilated area to avoid the danger of
carbon monoxide.
Keep yourself and your clothing away from moving parts when the engine is running,
especially the fan, belts, and the turbocharger compressor.
To prevent serious burns, avoid contact with hot metal parts such as the radiator,
turbocharger pipes, exhaust manifold, tail pipe, catalytic converter and muffler.
Do not smoke while working on the vehicle.

To avoid injury, always remove rings, watches, loose hanging jewelry, and loose
clothing before beginning to work on a vehicle. Tie long hair securely behind the head.
Keep hands and other objects clear of the radiator fan blades.
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6 . 4 L P OW E R S T ROKE ® D I E S E L
TABLE OF CONTENTS
OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Horsepower & Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Internal Coolant Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
External Coolant Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Coolant Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Base Engine Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
FUEL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
AIR MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Series Sequential Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
EGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
FUEL MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
High Pressure Fuel Injection Pump Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Piezo Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Stages of Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Glow Plug Control Module (GPCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
UNIQUE SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

APPENDIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Torque Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Diagnostic Trouble Codes (DTC’s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
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6.4L
Power Stroke Diesel
®
Direct Injection
Turbocharged
Diesel Engine
5
6. 4 L P O WE R ST RO KE ® D I E S E L OVE R VI E W
6.4L Power Stroke Diesel Overview 6.4L Power Stroke Diesel

• This publication is not intended to replace the Service Manual Direct Injected Turbocharged
but to introduce the 6.4L Power Stroke® Diesel Engine. Diesel Engine Overview
• Engine Features
• Horsepower & Torque
• Engine Specifications
• Physical ID
• Labeling
Engine Features Engine Features

• The 6.4L Power Stroke Diesel has been designed to meet
the tougher emissions standards set by the government.
• High Pressure Common Rail Fuel System
• The 6.4L Power Stroke Diesel has been designed
to meet the customers’ expectations of high • Series Sequential Turbocharger
horsepower and torque over a wide RPM range.
• Meeting the more stringent customer and regulated • 4 Valves per Cylinder
demands are accomplished in part by: High Pressure
Common Rail Fuel System, Series Sequential Turbocharger • Rear Gear Train
System, 4 valves per cylinder, and a dual timing system.
• Dual Timing System
Horsepower & Torque

• The 6.4L Power Stroke Diesel creates 350 horsepower
at 3000rpm and 650 lb/ft of torque at 2000rpm.
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6.4 L PO WER S TRO KE ® D I E S EL O VE R VI EW
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 & Stroke ................................................................3.87 X 4.134 (98.2 X 105 mm)
Compression Ratio .............................................................................................17.5:1

Aspiration .................................................................Series Sequential Turbo with CAC
Rated Power @ RPM ..........................................................................350 @ 3000 RPM

Peak Torque @ RPM ...........................................................................650 @ 2000 RPM
Engine Rotation, Facing Flywheel ....................................................Counter Clockwise
Combustion System ...................................High Pressure Common Rail Direct Injection

Total Engine Weight (auto with oil) ................................................1130 lb. (498.95 kg)
Coolant Flow (to radiator)....................................125 gal/min (473 L/min) @ 3000 RPM
Air Flow @ RPM (compressor inlet).......................744 CFM (21.1 m3/min) @ 3000 RPM
Exhaust Flow @ RPM (engine outlet)..................1962 CFM (55.6 m3/min) @ 3000 RPM
Oil Flow @ RPM .....................................................13 gal/min (59 L/min) @ 3000 RPM

Cooling System Capacity (engine only) ..................................................25.3 qts (24 L)
Lube System Capacity (including filter) ................................................15 qts. (14.2 L)
Firing Order ........................................................................................1-2-7-3-4-5-6-8
Specifications
• The cylinders of the 6.4L Power Stroke Diesel 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.
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6. 4 L P O WE R ST RO KE ® D I E S E L OVE R 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.
- example at right, “0385535”
• States the engine family.
- example at right, “6.4L DI turbo diesel”
Emissions Label
• States the horsepower rating for the engine,
programmed in the Engine Control Module (ECM).
• Depicts where the engine meets or
exceeds emission standards.
• Shows the engine displacement.
• Is affixed to the right hand valve cover.
• F250/350 labels are red.
• F450/550 labels are blue.
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CO MP ON EN T L OC AT IO NS
3 Front of Engine
4
1) ECT Sensor
2) Fuel Return Line
3) EGR Cooler Vertical
4) EGR Throttle
2 1
2 4 Left Front of Engine

5
1) EGR Cooler Horizontal
2) EGR Cooler Vertical
3) Coolant Supply for Horizontal Cooler
4) Coolant Supply for Vertical Cooler
1 5) Turbocharger Outlet
3
9
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CO M PON EN T L OC ATI O N S
3 1
Left of Engine 8 6
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
2 5
7 4
10
2 1
Left Rear of Engine
1) EP Sensor
2) Turbocharger Crossover Tube
11
10
2 5 3 Rear of Engine
1) Exhaust Expansion Joints
2) Catalyst
3) Lifting Eye
4) Serial Number
1 5) Turbocharger Outlet to Exhaust System
12
Right Rear of Engine

1) Block Heater
2) EGRT Inlet Sensor
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CO M PON EN T L OC ATI O N S
2 5 3
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
4
1
14
1 2
Right Front of Engine
1) Injector Electrical Connector
2) Throttle Body
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12
5 Top of Engine
4 6 7
1) High Pressure Turbocharger
8 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
2
1
3
16
2 1
9 Top of Engine
1) Oil Filter
7 2) Engine Mounted Fuel Filter

3) Catalyst
4) Fuel Cooler
5
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
4
6
8 3 10
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6 . 4 L P OWE R ST R OKE ® D I E S E L OVE R VI 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.
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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.
• The 6.4L Power Stroke Diesel engine uses larger head bolts
than the 6.0L Power Stroke Diesel engine (M16 vs M14).
• The 6.4L head bolts are also slightly shorter than the
6.0L head bolts. The 6.4L head bolts do not retain
the rocker carrier like the 6.0L head bolts do.
Exhaust Valves Glow Plug
6.4L (M16)
6.0L (M14)
19
Fulcrum Plate & Rocker Arms

• The fulcrum plate, which holds the rocker
arms, is bolted to the rocker pedestal.
• The two (2) bolts that secure the fulcrum plate pass
through the fulcrum plate and the rocker pedestal
and are then secured into the cylinder head.
Fulcrum Plate
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6.4 L PO WER S TRO KE ® D I E S EL O VE R VI EW
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.
21
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.
Injection Pump Gear
• This allows for the high pressure fuel pump to be
mounted inside the engine and also reduces noise.
• The high pressure fuel injection pump turns
at a ratio of 1:1 with crankshaft speed.
Camshaft Gear
NOTE: The helical cut gears used on the 6.4L
differ from those used on the 6.0L.
Crankshaft Gear
22
6.4L vs 6.0L Flexplate

6.4L 8 holes 6.0L 6 holes • The flexplate for the 6.4L automatic equipped engine
uses an 8 bolt torque converter bolt pattern.
• The flexplate for the 6.0L automatic equipped engine
uses a 6 bolt torque converter bolt pattern.
NOTE: Yellow circle added for bolt circle reference.
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CO O LIN G S Y S TE 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
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Internal Coolant Flow
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C OOL I NG S Y S TE M
External Coolant Flow
Deaeration/coolant feed
to degas bottle
Coolant feed
Cooled exhaust to EGR valve
Degas
out to EGR valve Bottle
Color change indicates

coolant temperature
as heat is transfered
from exhaust gases
EG
Heater to the coolant
R
Hot exhaust
Co
Core
o
in from right
le
r#
up-pipe
2
EGR Cooler #1
Partially cooled
exhaust gases
Coolant Pump
Radiator fill/
Overflow supply
to degas bottle
(flow in either direction)
Hot Coolant
Cooled coolant
to pump from Cooled Coolant Hot coolant
bottom radiator port from pump to
top radiator port
Radiator
Cooling System Flow: External Flow

• Coolant is drawn into the inlet of the front cover from the bottom • The EGR valve receives its coolant from a passage at the top of
radiator port and then flows from the coolant pump through the front the vertical EGR cooler. Once the coolant exits the EGR valve it
cover to the crankcase. is sent to the degas bottle (this passage is the highest point in
the system and is also the deaeration port).
• Coolant is also routed from the front cover into the crankcase to a
passage that feeds the oil cooler (shown on next page). • The port directly below the EGR valve return/deaeration port
on the degas bottle is used as a radiator fill/overflow line
• Coolant is routed from the front cover to the EGR coolers, EGR valve,
connecting with the top of the radiator.
degas bottle, and the vehicle heater core.
• A dual thermostat sytem is used to control the flow of return
• The horizontal EGR cooler receives coolant first, then the coolant
coolant to the radiator. If the thermostats are open, coolant
travels to the vertical EGR cooler through a short connection hose.
flows to the radiator to be cooled. The bottom thermostat has
Hot coolant exits the vertical EGR cooler at the top and enters into
a bypass circuit that will allow coolant to return to the pump
the front cover.
when the thermostats are closed (speeding engine warm up).
• A port next to the hot EGR return port in the front cover routes hot
coolant to the heater core for vehicle heating. The coolant then
travels to a Y-pipe where it meets with degas return coolant before
being sent into the front cover, just above the main coolant inlet from
the radiotor.
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CO O L IN G S Y S TE 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
Coolant
Outlet to
Oil Cooler Cover Crankcase
Coolant Outlet
Inlet to
Inlet from from Cooler
Cooler
Crankcase
Oil Cooler
Oil Cooler Cover

(Bottom View)
Cooling System Flow: Oil Cooler

• Coolant is directed out of the crankcase and into the oil filter base at • Once the coolant has passed through the oil cooler it is routed
the front of the engine. up to the top of the oil cooler then directed towards the front
through a port where it is then routed down, out of the cooler,
• The oil filter base routes the coolant down into the front of the oil
through a port in the block.
cooler then toward the rear of the engine.
27
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C OO LI N G S YS T E M
EGR Valve Coolant EGR Cooler Vertical
Supply Coolant Supply Cooling System Flow: EGR Coolers
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
from the exhaust before the exhaust arrives at the EGR
Coolant valve.
Outlet/Return
to Front Cover
EGR Cooler Horizontal

Coolant Supply 28
Coolant Pump & Front Cover

• The coolant pump, (hub and impeller) is mounted into the
front cover which is the housing for the water pump.
• The coolant pump impeller pulls coolant from the center of
the housing and pushes it outward.
• The coolant pump has a built in reservoir to catch small
amounts of coolant that during normal operation of the
engine may seep past the seal. This coolant will evaporate
over time.
Note: The coolant pump impeller may be
damaged if dropped or hit by a hard object.
29
Injector Sleeve
Injector Sleeve • The 6.4L 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.
30
19
CO O L IN G S Y S TE 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.
31
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.
32
20
LU B RI C ATI ON S YS T EM
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.
33
34
21
LU BR IC ATI ON S YS 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
exceeds this force, the regulator valve will move downward • Another cross drilling vertically up from each main
and allow the excess pressure to bleed off back through a bearing supplies oil to the camshaft bearings.
passage that routes the oil back to the inlet side of the pump.
Note: This oil supply routing is different than the 6.0L
• From the oil pump, oil is directed to the oil and uses different bearings which are also placed
cooler and then to the oil filter. differently with respect to the oil holes.
• From the oil filter the oil is supplied to a chamber incorporating

five (5) passages. One (1) is to the turbochargers for
lubrication. Two (2) are to the EOT and EOP sensors.
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22
LU B RIC ATI ON S YS TE M
Pick-up Tube Pick-up Tube / Oil Aeration
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.
36
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
Regulator excess pressure to bleed off back through a passage
Housing that routes the oil back to the inlet side of the pump.
Oil Pump
Oil Pressure Regulator
37
Inner Gear Outer Gear Gerotor Oil Pump

• The gerotor oil pump is driven off of the
flats on the nose of the crankshaft.
• The gerotor oil pump and regulator valve are
held in their own removeable housing.
Alignment Dowels
Dowel Locations
38
23
LU BR IC ATI ON S YS 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. the oil filter base and into a cavity that has ports to direct
the oil to the follwing areas: left and right oil galleries,
• Uncooled/Unfiltered oil is then directed across the turbocharger oil supply, and the EOT & EOP sensors.
oil cooler cover then down into the oil cooler.
Note: There is a drain valve inside the oil filter base which is held
• The oil is then cooled via the oil cooler as it passes closed by the oil filter whenever the oil filter cap is tight. Whenever
through the cooler towards the front of the engine. this cap is loosened, the valve is allowed to open and oil will then
• The cooled/unfiltered oil is routed up through the oil cooler cover escape through this valve, through the oil cooler cover, and then
then through the oil filter base where it enters the oil filter housing down through a drilled passage in the crankcase to the oil pan.
(there is a small inlet valve in the oil filter base that the oil must Note: There is an oil cooler bypass valve inside the oil
pass through to keep the oil from draining out of the filter housing fllter base which will open and let uncooled oil bypass
during non-operation). At this point the oil flows through the filter the oil cooler and enter the oil filter housing whenever
(from the outside of the filter to the center) where it is cleaned. a pressure differential of 25 psi is reached.
Note: There is an oil filter bypass valve located at the top of
the oil filter stand pipe (plastic tube the oil filter slides over)
which will open and allow unfiltered oil to enter the system
whenever a pressure differential of 27 psi is reached.
39
24
LU B RI CATI ON S YS TE 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
Oil Pump Outlet/Oil Cooler Supply 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

40
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).
Oil Feed
• Inside the oil filter housing, there are the following
valves: Inlet/Anti drainback valve, oil cooler
bypass valve, and the oil filter drain valve.
• The oil filter base also contains the ports for the EOT, EOP,
and turbocharger oil supply. These ports are all connected
with the cooled/filtered oil passage directly beneath them.
EOP
EOT
Supply to Engine
(clean oil from
filter)
Oil Cooler Bypass Diagnostic Port
41
Oil Cooler Cover
• The oil cooler cover has passages in it to
direct the flow of coolant and oil.
Oil into
Coolant out • Oil is routed from the front of the crankcase to the
Cooler
from Cooler rear 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 passages in the crankcase, the
Oil Filter
turbocharger supply line, and the EOT/EOP sensors.
Drain
• The coolant is directed from the front of the crankcase
Coolant Into Oil from to the front of the oil cooler. It then passes through the
Cooler Cooler oil cooler and cools the oil. As the coolant exits the front
of the cooler it is directed down into the coolant stream
Coolant Back where it re-enters the crankcase cooling system.
to Block Oil From
Note: If the oil cooler is damaged it could cause
Pump
contamination of the lubrication and cooling systems.
Coolant From WaterPump Right Oil Supply Left Oil Supply 42
25
LUBR IC ATIO N S YS TE M
Oil Pump Flow (back side) Back Side of Pump
• The oil pump is a gerotor style pump driven off of
the flats on the front of the engine’s crankshaft. Outlet to
• The 6.4L oil pump is held in its own removeable aluminum Oil Cooler
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.
• Pressure is limited via a pressure regulator valve located
inside the pump housing. Whenever a pressure of 65
psi is reached, the regulator valve will open and allow
pressurized oil to flow back through a relief passage to the
inlet side of the pump, thus regulating system pressure.
Regulator
Relief Passage Inlet From Oil Pan
43 Valve
Oil Filter Oil Filter Element

• The 6.4L Power Stroke® Diesel 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.
44
Low Pressure Turbocharger
Turbocharger Oil Supply Oil Supply
• Oil is supplied to the turbochargers from the oil filter
base via a steel oil line, a steel T fitting, and two
separate steel lines to each turbo (the high pressure
turbocharger oil supply line has a flexible link in it).
• The oil lines are connected to each turbo via
banjo fittings and washer gaskets.
Note: The washer gaskets (which are used as a gasket
medium) must be replaced each time the banjo fittings are
loosened.
High Pressure Turbocharger

45 Oil Supply
26
LU B RI C ATI ON S YS T EM
Turbocharger Oil Drain Tubes

High Pressure Turbocharger
Oil Drain • Oil is supplied to the turbochargers to
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
46
Oil Pan / Bed Plate

• The 6.4L Power Stroke® Diesel uses a two piece oil pan.
The lower half is wider than the bottom of the engine to
increase the oil capacity of the system. Due to this wider
Lower Oil Pan
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,
Upper Oil Pan resulting in a more rigid bearing retaining system.
Bed Plate
47
27
F UE L S UP P LY S YS T EM
Fuel Supply System Features Fuel Supply System Features
• The fuel supply system uses a new Horizontal Fuel
Conditioning Module (HFCM). The HFCM filters fuel, • Horizontal Fuel Conditioning Module (HFCM)
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
®
filters and a stand alone fuel cooler system. • (1) Engine Mounted 4 Micron Fuel Filter
• Water Separator
• Fuel Cooler
48
49
28
FU EL S U P PLY S Y S TE 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.
fuel is sent to the engine mounted fuel filter assembly where
particles larger than 4 micron are filtered out of the fuel. • Return fuel from the injectors is routed through a drilled passage
from each cylinder head where it is then united with return fuel
• The engine mounted fuel filter assembly also regulates fuel from the high pressure fuel injection pump before being sent
pressure by releasing excess pressure via a return fuel line to the fuel cooler and back to the engine mounted fuel filter.
back to the HFCM. The engine mounted fuel filter also contains
air bleed orifices to remove air and return it to the tank.
50
29
F UE L S UP P LY S YS T EM
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

51
Fuel Cap Fuel Filter Fuel Pump
HFCM Components
• The HFCM is composed of six (6) main components:
- Housing
- Fuel Filter (10 micron)
- Fuel Cap
- Electric Fuel Pump
- Manifold (contains the fuel inlet check valve) DTRM

Fuel Inlet
- Diesel Thermo Recirculation Module (DTRM) Check Valve
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.
Manifold
52
Fuel Return Fuel Return Directed via DTRM Fuel Return
HFCM Fuel Flow
to Tank to Tank or Back Through Pump to HFCM
• Fuel is drawn into the HFCM from the fuel tank via a
supply line.
• 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. Pump
• Fuel is then drawn through the 10 micron Outlet
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 24psi.
• 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 Fuel Supply
To Filter/Pump Fuel Supply
pump) at 80°F (27°C) and is fully open at 50°F (10°C). to HFCM
(suction side) to Engine
53 NOTE: Drilled Passage Hidden
30
FU EL fuel
S Usupply
P PLY S Y S TE M
system
Engine Mounted Fuel Filter

• An engine mounted fuel filter is mounted
Filter Cap
to the intake manifold.
• The engine mounted fuel filter is a 4
micron cartridge style filter.
• It also incorporates a fuel pressure regulator
Engine Mounted (in the standpipe) and an air bleed. Fuel from
the regulator is returned to the HFCM.
Fuel Filter
NOTE: Please exercise extreme cleanliness
when servicing the fuel filter.
Filter Housing
54
Fuel Pressure
Fuel Pressure Regulator
Regulator Located
Inside Standpipe • The fuel pressure regulator is located inside the
Assembly engine mounted fuel filter housing in the standpipe.
• It regulates fuel pressure by routing unfiltered
Fuel Supply fuel from the filter housing to the HFCM via
a spring loaded poppet style valve.
• The cracking pressure (pressure at which the valve
Filtered Fuel Fuel Return begins to open) of the valve is 2psi +\- 0.5psi. Actual
Outlet from Cooler fuel pressure may be above or below this specification.
• The regulated pressure of the valve is
3psi+/- 0.5psi. Actual fuel pressure may
be above or below this specification.
NOTE: The fuel pressure regulator is NOT serviceable
separate from the housing! If the regulator needs to be
replaced, then the entire housing must be replaced.
Fuel Temperature
Sensor (FTS) Fuel Return to Tank
55
Fuel Return Banjo Fittings

• The fuel return lines (located on the front of
each cylinder head) utilize a banjo bolt to route
the return fuel back to the fuel system.
NOTE: The 6.0L Power Stroke® Diesel utilized a banjo
bolt with a check valve inside. 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.
56
31
left blank
32
AI R MAN A G E M EN T S YS T E M
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.
• Intake Manifold • The charge air cooler is utilized to reduce the temperature
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.
57
EGR Cooler
Vertical Throttle Body
EGR Valve
Turbocharger
Actuator
Compressor
Inlet (from air
Turbocharger cleaner)
Crossover Tube
Low Pressure
Turbocharger
High Pressure
Turbocharger Intake Manifold
EGR Cooler
Horizontal
EGR Diesel
Oxidation
Catalyst
(EDOC)
58
33
A IR MANA GE M E N T S YS TE M
System Flow
• Air enters the system through the air filter where particles • The intake manifold directs the cooled air to
are removed from the air. The air filter has a filter minder the intake ports of the cylinder heads.
on it to warn the operator of a restricted air filter.
• The burned air fuel mixture is pushed out of the cylinder into
• After the air is filtered, the mass of the air and temperature the exhaust manifold which collects the exhaust and routes
are measured by the mass air flow sensor (MAF) and it to the high pressure turbocharger’s turbine wheel.
the intake air temperature sensor #1 (IAT1).
• The exhaust up pipe, connected to the passenger side exhaust
• The filtered air is then directed past the crankcase ventilation manifold has a passage that directs exhaust to the exhaust
system where crankcase vapors and fresh air are mixed. gas recirculation (EGR) coolers and then to the EGR valve.
• After mixing with crankcase vapors the fresh air mixture is drawn • The EGR valve controls the flow of exhaust into the intake
into the low pressure turbocharger compressor then the compressed system where the gases are mixed with intake air to
air is sent to the high pressure turbocharger where it is further reduce NOx (Oxides of Nitrogen) emissions and noise.
compressed before being sent to the charge air cooler (CAC).
• The hot and expanding exhaust gases that are routed to the
• The (CAC) cools the compressed air via an air-to-air cooler, series sequential turbocharger turbines, spin the turbine wheels
then the condensed air passes through the EGR throttle, mixes through flow and expansion. The spinning turbine wheels
with cooled EGR gases, then enters the intake manifold. then spin the compressor wheels via common shafts.
59
34
AIR M A N A GE M EN T S YS TE M
Air FIlter Housing Air Filter Housing/ Filter Minder
• 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 60
Air Filter Element

Air FIlter Element • The new air filter element is a replaceable
cartridge separate from the housing.
• The air filter is capable of holding 750 grams of
particulates before needing replacement.
• The filter element is a honeycomb design.
61
Charge Air Cooler (CAC)

• The CAC is located in the front of the radiator.
• The CAC 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.
62
35
AI R MA NA GE M E N T S YS TE 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.
NOTE: There is an oxidation catalyst in the exhaust
pipe for the EGR system that is utilized to crack
hydrocarbons before they enter the EGR system.
63
Turbocharger
Turbocharger Actuator Actuator
• The variable vanes inside the high pressure
turbocharger’s turbine housing are now
controlled by the turbocharger actuator.
• The high pressure turbocharger’s turbine housing
contains vanes that control the effective size of
the housing. These vanes are controlled by the
turbocharger actuator by way of a control arm. The
control arm connects the actuator to a pivot shaft which Control Arm
connects to the unison ring that moves the vanes.
64
Turbocharger Turbocharger
Turbocharger Actuator Cooler Actuator Cooler
Actuator
• The turbocharger actuator is fitted with a
cooling plate to reduce the temperature of the
electronics inside the actuator housing.
• The actuator cooler uses coolant from the fuel
system cooler as the heat exchange medium.
65
36
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.
by an air-to-air cooler prior to entering the intake manifold.
• After the exhaust gas has passed through the high
pressure turbocharger turbine it immediately enters
the low pressure turbocharger turbine.
• Once the exhaust gas has powered the low pressure
turbocharger turbine the exhaust gas exits through
the housing towards the rear of the engine where it is
directed to the exhaust aftertreatment system.
66
37
AIR MA N A GE ME N T S Y S T EM
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.
67
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. The partially
closed picture is for illustration purposes only.
68
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 with minimal restriction.
69
38
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
70
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.
71
EGR Cooler Dual EGR Cooling System
Horizontal
• The EGR cooling system is an air to coolant
heat exchanger that is used to cool the exhaust
gases before they are sent to the EGR valve.
• The exhaust is routed into the EGR coolers from
the exhaust up pipes at the rear of the engine.
• The exhaust is cooled by passing through metal
tubes that are surrounded by engine coolant.
Depending on conditions, the temperature drop
across the coolers could be as much as 850°F.
• The cooled exhaust is then routed to the EGR valve
that is mounted to the inlet mixing chamber.
EGR Cooler Vertical 72
39
AIR MA N A GE ME N T S Y S T EM
Throttle Body
• The throttle body is used to assist with
the exhaust aftertreatment system.
Throttle Body
Throttle Plate
73
Intake Manifold
IAT 2 MAP
• 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.
• The manifold absolute pressure sensor (MAP) Intake Manifold
and the intake air temperature 2 sensor (IAT2)
are both mounted in the intake manifold.
74
40
F UE L M A N A G E ME 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.
75
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.
• High Pressure Fuel Injection Pump • Each system works together to deliver excellent
power and efficiency while meeting the
• High Pressure Fuel Tubes requirements of emissions regulations.
• Sensors
• Injectors
• Electrical Components
• Actuators
76
Fuel Management System Features High Pressure Common Rail

Fuel System Advantages
• Emissions and noise have been reduced
• Emissions through improvements in rate, timing
control, and multiple injections.
• Noise
• The high pressure system’s pressure relief function is
now controlled by the PCV (Pressure Control Valve), which
• Rate Control is mounted to the high pressure fuel injection pump.
• Timing Control • The piezo fuel injectors help reduce noise
while delivering optimum performance.
• PCV (pressure control valve)
• VCV (volume control valve)
77
41
FUE L M AN A G E MEN T S Y S T E M
HIGH PRESSURE FUEL SYSTEM
High Pressure Fuel System Flow

• Fuel is supplied to the high pressure fuel injection pump • The high pressure fuel rail supply tubes route the fuel to
after being filtered by both the HFCM (horizontal fuel the high pressure fuel rail located under the valve cover.
conditioning module) and the engine mounted fuel filter.
• The high pressure fuel rail inlet protrudes
• The high pressure fuel injection pump is gear driven through the valve cover spacer at the back of the
off of the camshaft gear at the rear of the engine. engine and oil is sealed by a rubber seal.
• Once the high pressure fuel injection pump • The high pressure fuel rail routes fuel to each of the
pressurizes the fuel it is routed to two (2) high four (4) fuel injectors through four (4) separate fuel
pressure fuel rail supply tubes, one for each bank. injector supply tubes all located under the valve cover.
78
42
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. in due to the suction (low pressure area) of the piston returning
to rest and the pressure exerted by the other two pistons.
• The VCV controls how much fuel enters the
three (3) main pump pistons. • Once the piston starts its compression stroke, the inlet
check valve closes via spring and fuel pressure and the
• A portion of the fuel leaving the ITP is sent to a lubrication valve outlet check valve opens due to increasing fuel pressure
which allows fuel to lubricate and cool the internal mechanical forcing the check valve ball away from its seat.
components of the high pressure fuel injection pump.
• The pressure control valve (PCV) controls the pressure
• The high pressure fuel injection pump main shaft has an offset journal in the system by restricting fuel flow to the return
that actuates each of the three (3) pistons as the shaft rotates. line (pressure is the resistance to flow).
• The offset journal of the main shaft utilizes a free-spinning
hub to make contact with the three (3) pistons.
79
43
High Pressure Fuel Injection Pump & Cover Electrical Connector Electrical Connector
• 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
80
PCV (Pressure Control Valve) Pressure Control Volume Control

VCV (Volume Control Valve) Valve (PCV) Valve (VCV)
• The PCV and VCV are both installed in the

high pressure fuel injection pump.
• The PCV and VCV ARE NOT SERVICEABLE.
81
High Pressure Fuel Rail & Fuel

Rail Pressure Sensor (FRP)
• Fuel under extremely high pressures is
delivered to the fuel injectors from the fuel rail
by way of the fuel injector supply tubes.
• The FRP sensor is located on the engine’s
right side high pressure fuel rail.
FRP Sensor
82
44
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
83
Electrical Injector & O-ring
Piezo Actuator Connector
• The injector has one (1) replaceable o-ring on the
outside of the body, and one (1) replaceable soft
Fuel Inlet steel combustion gasket on the tip of the injector.
From High
Pressure Fuel Rail • The injector’s piezo actuator has a single two (2) pin
connector that is located under the valve cover.
• The fuel charging harness has a single main connection
point at the front of the valve cover spacer.
Fuel Return Line O-Ring

Drain Holes
Soft Steel
Combustion Gasket
84
Piezo Actuator Piezo Actuator
(non-energized) (energized)
Piezo Actuator
• The piezo actuator is an electrically energized device that
acts similar to a solenoid but is much more precise.
• A piezo actuator is a composition of piezo discs, that
when electrically energized, cause the discs to deform
resulting in an expansion. This expansion results in
a longitudinal motion thus controlling the injector.
• When energized, the piezo actuator pushes downward
against the valve piston. The piezo actuator is returned
to its non energized state via the ECM switching
the polarity of the electrical feed to the injector.
85
45
FU EL M A N A GE M E N T S Y 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
86
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
via high pressure fuel and spring pressure. Valve Mushroom
Return Spring
• The control piston utilizes its large surface area
for a downward force to overcome the pressure Control Piston
exerted by the smaller surface area of the nozzle Chamber
needle in the high pressure chamber to keep High Pressure
the nozzle needle in a closed position. Fuel
Control Piston
Fuel Return Passage
87
Nozzle Needle
• The nozzle needle is an inwardly opening type which
Needle Control
lifts off its seat every time the pressure in the high
pressure chamber exceeds the pressure in the control Spring
piston chamber, i.e. when the piezo is actuated.
• The needle control spring is used to hold
the nozzle needle in a closed position.
Nozzle Needle
• Fuel is atomized at high pressure through
the nozzle tips six spray holes.
High Pressure
Chamber
88 Spray Holes (6 holes)
46
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.
89
Pre-Main Injection
• The piezo electric fuel injector is constantly being filled
with fuel via the high pressure fuel injection pump.
1
• High pressure fuel from the high pressure fuel
injection pump enters the following areas:
- control piston chamber (2).
- spring side of the valve mushroom (4).
4 - high pressure chamber (3).
2 • The needle control spring (9) holds the needle on its seat
so that fuel cannot enter the combustion chamber.
• The piezo actuator (1) is in a non-energized state.
90
47
Main Injection Step 1 1
7
• Fuel under pressure from the rail (7) reaches the
control piston chamber (2) and the high pressure 4
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 2
larger than the surface area of the nozzle F1
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.
F2
98
Main Injection Step 2

1
• When the piezo actuator (1) is commanded on,
the actuator is energized (which causes the piezo 8
discs to deform and create a downward force)
4
and pushes the valve piston (8) downward.
• The downward force of the valve piston pushes 6
the valve mushroom (4) and spring down which
opens up a bore hole that connects the high
pressure fuel to the fuel return line (6).
2
F1x
• When this happens it allows a small amount of high
pressure fuel to enter the fuel return line (6) effectively
dropping the pressure in the control piston chamber (2).
• This pressure drop is enough for the force (F2x) on
the nozzle needle (5) in the high pressure chamber to
overcome the force (F1x) in the control piston chamber (2).
6
• This allows the nozzle needle (5) to move upward
uncovering the six spray holes and allowing high pressure
fuel to atomize and enter the combustion chamber.
F2x
99
48
End of Main Injection Step 1
1
• The high pressure fuel, that is allowed to escape
4 8 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
6 the O-ring seal towards the base of the injector.
• The fuel is then routed through the cylinder head and exits
2 through a banjo fitting on the front side of the cylinder
head before being returned to the fuel supply system.
F1x
F2x
100
1 End of Main Injection Step 2

7
• When the Engine Control Module (ECM) determines that
4 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
2 and completely block the bored passage that connects
the high pressure fuel to the fuel return line.
F1
• Seating the valve mushroom (4) allows the pressure
to build in the control piston chamber (2) and
equal that in the high pressure chamber (3).
• Once these two chambers have equalized in pressure
the downward force (F1) of the control valve will
overcome the upward force (F2) of the nozzle needle
due to the larger surface area of the control valve.
• The control valve then moves downward effectively
closing the nozzle needle (5), blocking any fuel
3 from entering the combustion chamber.
F2
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49
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50
E L E CT RIC A L C OM P ON E N 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
102
103
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.
104
51
E L ECT R IC A L CO MP O NE N TS
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.
105
52
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.
106
53
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
107
54
Crankshaft Position Sensor
Engine
E Chassis
Throttle Body
EGR
Valve
Turbocharger
Actuator
Volume Pressure
Control Control
Valve Valve
CMP (Camshaft Position)

• The camshaft position signal source is a magnetic pickup • The ECM needs both the CKP and CMP signal to
sensor mounted on the left front side of the engine block. calculate engine position. The CMP creates a signal
that the ECM uses to indicate a particular bank.
• The sensor reacts to a peg, pressed into the
camshaft at the front of the engine. • The CMP contains a permanent magnet which creates a
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. is created (converted to a square wave by the ECM).
• 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 and frequency.
108
55
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.
108
56
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.
109
57
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.
110
58
EOT (Engine Oil Temperature)

• The EOT sensor is a two (2) wire thermistor type sensor.
• The EOT sensor’s internal thermistor forms a voltage
• 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.
111
59
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
• 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.
112
60
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
• The ECM monitors the IAT2 signal to control
temperature by adjusting other devices.
113
61
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
• The ECM supplies a 5 volt reference signal (Vref) achieve the ECM will set a Diagnostic Trouble Code (DTC) and
which the FRP sensor uses to produce a linear illuminate the amber malfunction indicator lamp on the dash.
analog voltage that indicates pressure. • The FRP signal to the ECM is one of the signals used
• The primary function of the FRP sensor is to provide a feedback to command the correct injection timing.
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.
114
62
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.
115
63
EL E CTR I CA L COM P ON E N 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!
116
64
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. Some early 6.4L engines may be equipped with black sensors.
Do not interchange 6.0L EP sensors with 6.4L EP sensors, these sensors
are different.
NOTE: Pay special attention to differentiating between the MAP

sensor and the EP sensor, do not interchange them!
117
65
EL E CTR I CA L COM P ON E N TS
FTS (Fuel Temperature Sensor)

• The FTS sensor is a two (2) wire thermistor sensor.
• The FTS sensor’s internal thermistor forms a voltage
• 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.
118
66
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.
119
67
Control Devices Actuators & Control Modules
• The 6.4L Power Stroke Diesel uses eight (8) control
®
devices: Pressure Control Valve, Volume Control Valve, • Pressure Control Valve (PCV)
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
120
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.
• The PCV also acts as a dampening device for the
fluctuations in pressure that occur during fuel delivery
through the pump and the injection process.
• The PCV is controlled by the ECM to maintain optimal fuel
pressure throughout all engine operating conditions.
• The PCV is permanently mounted to the high
pressure pump and is not to be removed.
Removal of the PCV will result in replacement
of the high pressure fuel injection pump.
NOTE: Fuel caps have been left off for visualization
purposes. Always use fuel caps when
servicing the high pressure fuel system!
121
VCV (Volume Control Valve) Volume Control

Valve (VCV)
• The VCV regulates the delivery of fuel from the internal
transfer pump (ITP) to the high pressure pumping elements.
• The VCV adjusts the low pressure side of the system to
match the needs of the engine thus increasing efficiency.
• The VCV is permanently mounted to the high
pressure pump and is not to be removed.
Removal of the VCV will result in replacement
of the high pressure fuel injection pump.
NOTE: Fuel caps have been left off for visualization
purposes. Always use fuel caps when
servicing the high pressure fuel system!
122
68
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.
123
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
124
Throttle Body
Throttle Body
• The throttle body is operated by a stepper
motor controlled by the ECM and assists with
the exhaust aftertreatment system.
125
69
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

126
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.
127
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.
• The GPCM uses a glow plug enable signal to turn the
glow plugs on for a time controlled by the ECM.
• The GPCM is capable of diagnosing a problem with one
glow plug and then sending a diagnostic signal to the ECM.
GPCM
• It also has the ability to turn off one glow plug
if a short is detected in that circuit.
Glow Plug Harness
• Each bank of glow plugs is connected to
the engine wiring harness via a glow plug
harness, either left bank or right bank.
• The glow plug harness has four connectors that
supply power to the glow plugs and seal oil from
escaping through the glow plug access holes.
128
70
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
different. The glow plugs must not be interchanged!
NOTE: The 6.4L glow plug uses a green isolator.
129
Fuel Injector
• The fuel injector is controlled by an extremely
precise piezo electric actuator that can accomplish
Piezo Actuator multiple injections per combustion event.
NOTE: Never unplug a fuel injector while the engine
is running, serious engine damage could occur!
130
71
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72
UNIQ U E S E R VI C E P ROC E D U RE 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.
Oil Filter Element • 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.
• 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.
131
Fuel Filter Lid Fuel Filter: Replacement

NOTE: Use proper cleanliness practices while servicing
the fuel system, do not let any dirt get into the housing!
Fuel Filter Element • Clean all dirt and debris from the engine mounted
fuel filter lid thoroughly. Make sure your hands
and any tools involved are clean also!
• 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, turn the key
to the on position for 30 seconds, then key off.
Do this 6 times to ensure the fuel filter housing
is full of fuel before starting the vehicle.
132
Fuel Rail Caps Fuel System Service Cleanliness:
Fuel Injectors, Fuel Rail
NOTE: Use proper cleanliness practices
while servicing the fuel system!
• Always use fuel system caps when servicing
the fuel injectors or replacing fuel lines.
• Do not have the fuel system open to the elements any
longer than is necessary to perform the job at hand.
• Tool # 310-158 (fuel caps)
Fuel Injector Caps

133
73
U NIQ UE S ER VI CE PRO CE D U RE S
Fuel System Service Cleanliness: High Fuel Rail Caps
Pressure Fuel Injection Pump
• 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.
High Pressure Fuel

Injection Pump Caps
134
Fuel System Service: High Pressure Fuel Tubes

• High pressure fuel supply tubes must always be replaced
once loosened. Never re-use a high pressure tube once
it has been loosened under any circumstances!
NOTE: Always use the fuel injector connector High Pressure Fuel Tubes
disconnect tool (tool # 310-157) whenever
disconnecting the fuel injector electrical connector.
Failure to use this tool can damage the connector.
135
Fuel System Service: High

Pressure Fuel Tube Service
NOTE: Follow the proper service 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.
• When replacing high pressure fuel tubes, always follow
the correct procedure for installation and torque.
136
74
Fuel System Service: Fuel Injector Service
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.
• When replacing fuel injectors, always follow the
correct procedure for installation and torque.
• Always use proper protective fuel system
caps whenever a tube is removed.
• Avoid cleaning parts near fuel system components.
137
Fuel System Service: Removing

and Installing Injector Gasket
• To remove the gasket, use a razor blade to get between the
gasket and injector body, then slowly work the gasket off.
• To install the new gasket, use a 9mm 12 point
deep well socket and press the gasket on
by hand making sure it is fully seated.
• Make sure the gasket is installed correctly.
The raised portion of the gasket should be
facing away from the injector body.
138
Fuel System Service: Fuel Injector Lubrication

• Always replace the O-ring and the steel gasket at the
tip of the injector when reinstalling an injector. New
injectors come with these items already installed.
• Always lightly lubricate the new O-ring with
clean engine oil prior to assembly.
139
75
UNIQ UE SER VIC E P ROC E D U RE S
Checking Fuel Pressure Test Port (return pressure)
• 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.
140
Turbocharger Lifting Bracket

• Anytime removal or installation of the turbocharger
is performed, always use the turbocharger
lifting bracket to ensure proper engagement and
disengagement of the turbocharger drain tubes.
• The tool is designed to balance the turbochargers
and hold the two turbine housings in alignment.
• Tool # 303-1266
141
Turbocharger Assembly Tool

• The series sequential turbocharger is comprised
of two turbochargers, low pressue turbocharger
and high pressure turbocharger. When assembling
these two turbochargers together, always use the
turbocharger assembly tool shown at right.
• Tool # 303-1269
• Follow the proper assembly procedure.
• The turbocharger assembly tool is necessary
to ensure that proper alignment/engagement
of the two turbochargers is achieved.
142
76
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.
143
Crossover Tube Seal Removal

• Crossover tube seal removal requires the use of special
service tools; slide hammer, seal removal tools.
• There is a different size removal tool for
each opening of the crossover tube.
• Tool # 303-1264
144
Crossover Tube Seal Installation

• When installing new seals into the turbocharger crossover
tube, always use the appropriate installation tools.
• The seals for each passage are two (2) different
sizes. Make sure you use the correct sized
seal installation tool for each sized seal.
NOTE: Make sure you have the crossover tube mounted
securely to assure proper seal installation.
145
77
High Pressure Fuel Injection Pump: Gear Service

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.
• If you tighten the gear with it backwards the
tapers will not be aligned but the bolt will
start providing a means of tightening.
• Please pay special attention to insure that the gear is
Incorrect
installed correctly with the tapers on both the gear and
the high pressure fuel injection pump shaft aligned.
146
Cutting T-Joints: Rear Cover

• The T joint is where the bedplate gasket is
bonded to the rear cover. This bond must be
cut prior to removing the rear cover.
• After you loosen all of the bolts you can slide a
cutting tool between the block/bedplate and the
rear cover to sever the bonding compound.
NOTE: Failure to cut the T joint will stretch the
bedplate gasket and result in an oil leak!
147
Cutting T-Joints: Front Cover

• The T joint is where the bedplate gasket is
bonded to the front cover. This bond must be
cut prior to removing the front cover.
• After you loosen all of the bolts you can slide a
cutting tool between the block/bedplate and the
front cover to sever the bonding compound.
NOTE: Failure to cut the T joint will stretch the
bedplate gasket and result in an oil leak!
148
78
Checking Oil Pressure
Test Port (EOP) • Remove the engine oil pressure sensor
(EOP) from the oil cooler.
• Install an adapter fitting into the port where the EOP
was and install an approved oil pressure gauge.
• Follow the proper service procedures
for checking oil pressure.
• The thread size for the opening is 7/16 - 20.
149
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.
150
Short Direction Do Not Allow The Straight Edge To
Checking Cylinder Head Flatness:
(correct) Contact The Red Shaded Area
Straight Edge Placement
• Never lay the straight edge across the area shaded in red.
• Do not check flatness in the longitudinal
direction. Check flatness in the short
(perpindicular to longitudinal) direction only.
Longitudinal Direction
(incorrect)
151
79
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 2nd
must be replaced if the coolers are removed
1st
152
Exhaust Up-Pipe Service

• Assembly of the exhaust up-pipes and EGR cooler
supply pipe must be performed in the proper order.
• The pipes must first be installed loosely in the
order shown, then torqued in the proper sequence
as shows in the Ford workshop manual.
3rd
NOTE: Failure to follow the assembly
steps can result in exhaust leaks.
1st 2nd
153
Intake Manifold And Gaskets Closeup Showing

Locating Tab Fitment
• When reinstalling the intake manifold, the locating Into Intake Manifold
tabs on the intake manifold gasket should face
up and toward the center of the engine.
Locating Tabs
154
80
6.4 L DI T A P PE N D I X
TABLE OF CONTENTS
Torque Charts...................................................... 82-87
Wiring Diagram ................................................... 88-89
Diagnostic Codes .............................................. 90-101
81
SPE CIAL T O R QUE C H A RT ( RE FE RE N C E 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 114 lbf/in 13 Nm
Camshaft thrust plate mounting bolts 23 lbf/ft 31 Nm
Connecting rod bolt (Initial) 33 lbf/ft 45 Nm
Connecting rod bolt (Final) 50 lbf/ft 68 Nm
Coolant (block) heater 30 lbf/ft 41 Nm
Coolant pump mounting bolts 23 lbf/ft 31 Nm
Coolant pump pulley mounting bolts 23 lbf/ft 31 Nm
Crankcase breather to valve cover 114 lbf/in 13 Nm
Crankcase breather drain fitting to crankcase 18 lbf/ft 25 Nm
Crankcase breather tube clip bolt 23 lbf/ft 31 Nm
Crankcase coolant drain plug (M16) 180 lbf/in 20 Nm
Crankshaft position (CKP) sensor 114 lbf/in 13 Nm
Cylinder head bolts (only use new bolts, note 3) Figure A Figure A
EGR cooler inlet temperature sensor (EGRT Inlet) 32 lbf/ft 44 Nm
EGR coolant system hose clamps 31 lbf/in 3.5 Nm
EGR cooler outlet temperature sensor (EGRT Outlet) 28 lbf/ft 38 Nm
EGR DOC tube to RB up-tube bolts & nuts 23 lbf/ft 31 Nm
EGR DOC tube to EGR cooler horizontal bolts 23 lbf/ft 31 Nm
EGR cooler band clamps Figure K Figure K
EGR cooler vertical to EGR valve housing bolts 23 lbf/ft 31 Nm
EGR cooler vertical bracket mounting bolts 23 lbf/ft 31 Nm
EGR cooler horizontal to EGR cooler vertical flange 23 lbf/ft 31 Nm
EGR throttle body to EGR valve housing 88 lbf/in 10 Nm
EGR valve housing to intake manifold 88 lbf/in 10 Nm
EGR valve to EGR valve housing 88 lbf/in 10 Nm
Engine coolant temperature sensor (ECT) 159 lbf/in 18 Nm
Engine oil pressure switch (EOP) 124 lbf/in 14 Nm
Engine oil temperature sensor (EOT) 159 lbf/in 18 Nm
Exhaust backpressure (EP) connector to DOC tube 20 lbf/ft 27 Nm
Exhaust backpressure (EP) tube bracket nut 80 lbf/in 9 Nm
Exhaust backpressure (EP) tube nut to EP sensor 180 lbf/in 20 Nm
Exhaust backpressure (EP) tube nut to exhaust connector 180 lbf/in 20 Nm
Exhaust manifold flange studs 159 lbf/in 18 Nm
Exhaust manifold heat shield mounting bolts & nut 88 lbf/in 10 Nm
Exhaust manifold heat shield spacers to stud bolts 88 lbf/in 10 Nm
Exhaust manifold mounting bolts and stud bolts (note 4) Figure F Figure F
Exhaust up-tube to exhaust manifold nuts 23 lbf/ft 31 Nm
Exhaust up-tube to turbo bolts 18 lbf/ft 24 Nm
Flywheel/flexplate bolts (only use new bolts, note 3) Figure B Figure B
Front cover mounting bolts 23 lbf/ft 31 Nm
Fuel cooler reservoir mounting bolts 114 lbf/in 13 Nm
Fuel filter cap 20 lbf/ft 27 Nm
Fuel fitting banjo bolt with copper washer (M12) 28 lbf/ft 38 Nm
Fuel fitting banjo bolt with steel washer w/viton insert (M12) 18 lbf/ft 25 Nm
Fuel fitting banjo bolt (M14) 35 lbf/ft 47 Nm
Fuel injector hold down clamp bolts 28 lbf/ft 38 Nm
Fuel injector return tube nut to check valve 28 lbf/ft 38 Nm
Fuel return passage plug (rear of cylinder head) 20 lbf/ft 27 Nm
Fuel rail pressure sensor (FRP) Figure L Figure L
Fuel supply and return tube clamp to upper oil pan 23 lbf/ft 31 Nm
82
SP ECIAL TO R Q U E C H A RT ( REF E RE N CE ON LY)
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 Figure G, I Figure G, I
High pressure fuel injection pump & pump-to-rail tube installation Figure H Figure H
High pressure fuel injection pump cover mounting bolts 114 lbf/in 13 Nm
High pressure fuel injection pump drive gear bolt 57 lbf/ft 78 Nm
High pressure fuel injection pump mounting bolts 45 lbf/ft 62 Nm
High pressure fuel tube nuts (all) 144 lbf/in 30 Nm
Intake manifold pressure sensor (MAP) 106 lbf/in 12 Nm
Intake air temperature 2 (IAT2) sensor 124 lbf/in 14 Nm
Intake manifold bolts and stud bolts Figure D Figure D
Lifting eye bolts 45 lbf/ft 62 Nm
Oil cooler to crankcase mounting bolts (M8) 23 lbf/ft 31 Nm
Oil filter base to cooler cover screws (M6 thread forming) 89 lbf/in 10 Nm
Oil filter cap 18 lbf/ft 25 Nm
Oil filter housing to filter base bolts 16 lbf/ft 22 Nm
Oil filter stand pipe bolt (M5 thread forming) W/new oil cooler 61 lbf/in 7 Nm
Oil filter stand pipe bolt (M5 thread forming) reusing existing oil cooler 30 lbf/in 3 Nm
Oil pan bolt - lower pan 114 lbf/in 13 Nm
Oil pan bolt - upper pan 114 lbf/in 13 Nm
Oil pan drain plug (see note 1) 32 lbf/ft 44 Nm
Oil pickup tube bolts 114 lbf/in 13 Nm
Oil pump housing bolts 16 lbf/ft 22 Nm
Oil pressure regulator plug 26 lbf/ft 35 Nm
Piston cooling jet mounting bolts (see note 2) 114 lbf/in 13 Nm
Rocker arm assembly bolts Figure J Figure J
Rear cover M10 (manual only) 45 lbf/ft 62 Nm
Rear cover M8 (man & auto) 23 lbf/ft 31 Nm
Thermostat housing hold down plate bolts 114 lbf/in 13 Nm
Turbocharger actuator mounting bolt 168 lbf/in 19 Nm
Turbocharger air inlet duct clamp 44lbf/in 5 Nm
Turbocharger pedestal bolts 45 lbf/ft 62 Nm
Turbocharger to pedestal bolts 148 lbf/ft 201 Nm
Turbocharger crossover tube support mounting 79 lbf/in 9 Nm
Turbocharger heat shield bolts 96 lbf/in 11 Nm
Turbocharger oil supply banjo bolts (M12) 28 lbf/ft 38 Nm
Turbocharger oil supply standoff fittings to center housings 35 lbf/ft 47 Nm
Turbocharger oil supply tube retaining bolt to oil cooler 114 lbf/in 13 Nm
Valve cover base bolts 114 lbf/in 13 Nm
Valve cover bolts and studs 80 lbf/in 9 Nm
Vibration damper bolts (note 3) (only use new bolts) Figure E Figure E
STANDARD TORQUE CHART

Torque Chart Notes
Hex Flange Head
Thread Torque Torque Wrench 1) Lightly coat o-ring with clean engine prior to install.
Diameter Nm Size (mm)
M6 x 1 114 lbf/in 13 8 2) Apply threadlock 262 to bolt threads prior to install.
M8 x 1.25 23 lbf/ft 31 10
M10 x 1.5 45 lbf/ft 62 13 3) Do not reuse. These bolts are one time stretch to yield.
M12 x 1.75 79 lbf/ft 107 15 4) Do not reuse exhuast manifold bolts and studbolts.
M14 x 2 127 lbf/ft 172
M15 x 2 159 lbf/ft 216
M16 x 2 196 lbf/ft 266 21
83
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.
Step 3: Back out M16 head bolts and retorque to 115 lb/ft
(156 Nm) one at a time in numerical sequence shown.
Step 4: Tighten M16 head bolts and additional 90
degrees in numerical sequence shown.
Step 5: Tighten M16 head bolts an additional 90 degrees
(2nd time) in numerical sequence shown.
Step 6: Torque M8 head bolts (labeled 11-15) to 18
lb/ft (24 Nm) in numerical sequence shown.
Step 7: Torque M8 head bolts to 23 lb/ft (31 Nm)
in numerical sequence shown.
Note: Head bolts may not be reused once torqued.
Note: If bolt chatter occurs during step
4, repeat step 3 and continue.
FIGURE B: Flywheel Bolts

Step 1: Torque the bolts to 44 lbf/in (5 Nm) in
the numerical sequence shown.
Step 2: Torque the bolts to 69 lbf/ft (94 Nm) in the
numerical sequence shown above.
Note: Flywheel bolts may not be reused once torqued.
FIGURE C: Bedplate Bolts (main bearing bolts)

Step 1: Torque the bolts to 110 lbf/ft (149 Nm)
in the numerical sequence shown.
84
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
Note: Bolt locations with double circles represent stud bolts.
FIGURE E: Vibration Damper Bolts

Step 1: Torque each bolt to 50 lb/ft (68 Nm) in
Step 2: Tighten each bolt 90 degrees clockwise
Note: Damper bolts may not be reused once torqued.
FIGURE F: Exhaust Manifold Bolts

Step 1: Torque bolts to 18 lb/ft (25Nm) in the
numerical sequence shown.
Step 2: Repeat the sequence using the same torque.
Note: Exhaust manifold bolts and studbolts
may not be reused once torqued.
85
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). Injectors will seat while torquing the bolts.
Note: The injectors must be fully seated and snugged, but moveable for high pressure connector and HP tube alignment.
Step 3: Install the HP rail and hand start two rail mounting bolts.
Note: Rail must be moveable, but not loose.
Step 4: Remove the four plastic caps from the rail high pressure connectors (HPC’s) and four plastic caps from the injector HPC’s.
Step 5: Obtain four “rail to injector” jumper tubes from the packaging.
Step 6: Position the four (one at a time) between the rail and injectors and fully hand start and seat the tube nuts onto
the mating rail and injector HPC’s. Snug the rail and injector tube nuts using the inside-out step sequence
(i.e. two inside nuts then two outside nuts) with a tube nut click wrench set to 1.5 lb/ft (2 Nm).
Step 7: Final torque the injector clamp bolts to 28 lb/ft (38 Nm).
Step 8: Final torque the two M8 rail bolts to 23 lb/ft (31 Nm).
Step 9: Torque the rail and injector tube nuts to 106 lb/in (12 Nm +2 / -0).
Step 10: Place a visible mark with a permanent marker on the tube nut and the high pressure fuel rail and fuel injector
threaded connection. Turn the tube nuts one flat of the nut which is equal to 60 degrees.
FIGURE H: High Pressure Pump and Pump-to-Rail HP Tubes Installation Procedure

Step 1: Install and final torque the high pressure fuel injetion pump to 45 lb/ft (61 Nm).
Step 2: Install the pump cover gasket and make electrical connections between the pump and gasket. Install the pump cover and fasten the bolts.
Step 3: Remove the four plastic caps covering the supply, return, and high pressure rail connectors.
Step 4: Obtain left and right “pump-to-rail” high pressure tubes from the packaging.
Step 5: Position the high pressure tubes between the pump and the rails and fully hand start and seat the tube
nuts onto the mating pump and rails high pressure connections.
Note: Support the tubes while hand snugging the nuts to assure proper assembly of the joints.
Step 6: Snug the tube nuts to 1.5 lb/ft (2 Nm).
Step 7: Torque the pump and rail tube nuts to 106 lb/in (12 Nm +2 / -0).
Step 8: Place a visible mark with a permanent marker on the tube nut and the high pressure fuel rail and the high pressure
fuel injection pump threaded connection. Turn the tube nuts one flat of the nut which is equal to 60 degrees.
FIGURE I: Injector-Pipe-Rail Sub-Assembly Process

Step 1: Place the fuel injectors w/clamps in the head and snug the bolts.
Step 2: Place and snug the fuel rail (leave one thread loose).
Step 3: Place four fuel jumper tubes to injector/fuel rail and start 1-2 threads.
Step 4: Snug injector side tube nuts to 1.5 lb/ft (2 Nm). (Special torque sequence is used, see note below).
Step 5: Snug fuel rail side tube nuts to 1.5 lb/ft (2 Nm). (Special torque sequence is used, see note below).
Step 6: Final torque the fuel rail mounting bolts.
Step 7: Final torque the injector bolts. (Special torque sequence is used, see note below).
Step 8: Final torque the injector side tube nuts to 106 lb/in (12 Nm +2 / -0). (Special torque sequence is used, see note below).
Step 9: Final torque the fuel rail side tube nuts to 106 lb/in (12 Nm +2 / -0). (Special torque sequence is used, see note below).
Step 10: Place a visible mark with a permanent marker on the tube nut and the fuel injector threaded connection. Turn the tube
nuts one flat of the nut which is equal to 60 degrees. (Special torque sequence is used, see note below).
Step 11: Place a visible mark with a permanent marker on the tube nut and the high pressure fuel rail threaded connection. Turn
the tube nuts one flat of the nut which is equal to 60 degrees. (Special torque sequence is used, see note below).
NOTE: Torque the components in the center two cylinders first, then torque the components in the outer two cylinders last.
86
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.
Step 3: If #3 intake pushrod shows cam lift, this is the #1 firing position. Torque only fulcrum plates #1,2,7,8 per steps 4-6.
If #8 intake pushrod shows cam lift, this is the #4 firing position. Torque only fulcrum plates #3,4,5,6 per steps 4-6.
Step 4: Partially run down both M10 bolts until they just contact the fulcrum plate.
Step 5: Fully run down and torque inboard (upper) bolt to 45 lb/ft (62 Nm).
Step 6: Fully run down and torque outboard (lower) bolt to 45 lb/ft (62 Nm).
Step 7: Rotate crankshafft 360 degrees to position it at the alternate cylinder TDC (dowel pin at 10:30 position).
Step 8: Identify remaining group of fulcrum plates per step 3, and torque per steps 4-6.
FIGURE K: EGR Cooler Mounting Clamps

Horizontal Cooler
Step 1: Pre-torque EGR clamps to 88lb/in (10 Nm).
Step 2: Loosen clamp nuts two full turns.
Step 3: Final torque to 69 lb/in (8 Nm)
Vertical Cooler
Step 1: Pre-torque EGR clamps to 75 lb/in (8.5 Nm).
Step 2: Loosen clamp nuts two full turns.
Step 3: Final torque to 57 lb/in (6.5 Nm).
FIGURE L: Fuel Rail Pressure Sensor (FRP)

Step 1: Snug the sensor hand tight to 1.5 lb/ft (2 Nm)
Step 2: Place a visible mark with a permanent marker on the sensor and the high pressure fuel rail connection.
Turn the sensor one flat of the sensor base which is equal to 60 degrees.
87
W IR I NG DI AGR AM ( S IN GL E A LT.) RE F ERE N C E ON LY
Refer to Ford Wiring Diagrams for Wiring
88
WI R ING DIAGR AM ( S I NG L E A LT.) RE FE RE N C E ON LY
Refer to Ford Wiring Diagrams for Wiring
89
D IAG N OS T IC C O DE S
O - Self Test - Key On Engine Off
MIL For Both F250/F350 and F450/F550
R - Key On Engine Running
C - Continuous Operation MIL For Only F250/F350
REGEN - Test Follows a REGEN CYCLE DATA Color Code MIL For F250/F350 and Wrench for F450/F550
SHUT DOWN - Test Follows Key Off Wrench for Both F250/F350 and F450/F550
KO - Test Operates at Key On
No MIL or Wrench Light
1PC - Once Per Cycle
How Set Software Parameters Service Instructions /

DTC Code Description Brief Description
O R C Required to Set Code Part Replaced
P1111 X X X System Pass PCM, connection to service tool
This error is set when the Pulse Width Modulated (PWM)
Fuel Volume Regulator Control Low pressure fuel system,
P000E X X signal for the Volume Control Valve (VCV) is either +/- 8% error in VCV control
Adaptive Learning at Limit injector leakage
too low or too high for current operating modes.
The purpose is to diagnose the analog output
DC/DC Converter voltage from the DCDC converter (voltage converter Low: < 42 V
P0A09 X X X PCM
Fault Circuit Low for injectors inside PCM). If the voltage from the High: >96 V
converter is lower than a threshold, the fault is set.
The purpose is to diagnose the analog output voltage
DC/DC Converter from the DCDC converter (voltage converter for Low: < 42 V
P0A10 X X X PCM
Fault Circuit High injectors inside PCM). If the voltage from the converter High: >96 V
is higher than a threshold, the fault is set.
This error is recorded when an open circuit causes the Pulse
Fuel Volume Regulator
P0001 X X Width Modulated (PWM) signal of the Volume Control Valve For open load: Resistance > 500 Ohm Wiring, VCV electrical system
Control Circuit / Open
(VCV) to be abnormally high for an extended period of time.
During KOEO diagnostics, this error is set when the
measured current through the system is greater than Short to ground: 0 V
Fuel Volume Regulator
P0003 X X X intended. During the KOER or Continuous Monitor modes, Wiring, VCV electrical system
Control Circuit Low > 3A
this code is a result of a short to ground, which causes the
measured current in the system to be lower than expected.
Fuel Volume Regulator This error is set if there is short to ground, short to power,
P0004 X X Short to plus: 12 V” Wiring, VCV electrical system
Control Circuit High or an open load detected in the volume control circuit.
This error is set when the difference between
MAP - Barometric Manifold Absolute Pressure (MAP) and Barometric Wiring, MAP sensor, BP sensor
P0069 X 300 hPa < 2.5 sec
Pressure Correlation Pressure (BP) is greater than the specified (intergral part of PCM)
value for a predetermined period of time.
This error is set when the difference between Maniforld Engine off time > 5.0s. Wiring, EP tube plugged, EP
P006B X KO MAP/EBP Correlation Absolute Pressure (MAP) and Exhaust Pressure (EP) is greater
300 hPa > 5.0 sec Sensor, MAP sensor, PCM
than the threshold for a predetermined period of time.
Fuel Cooler Pump This diagnostic will detect if the relay for the
P008C X
Control Circuit / Open fuel cooling pump has an open load error.
Fuel Cooler Pump This diagnostic will detect if the relay for the
P008D X
Control Circuit Low fuel cooling pump has grounded.
Fuel Cooler Pump This diagnostic will detect if the relay for the fuel
P008E X
Control Circuit High cooling pump has shorted to positive voltage.
X This error is set when the difference between Engine Engine off time > 3600 sec Wiring, ECT or TFU sensor,
Engine Coolant Temperature / Coolant Temperature (ECT) and Fuel Temperature
P008F X X no block heater detected unknown type block
Fuel Temperature Correlation (FTS) is either greater than or less than a specified
20 deg C or -20deg < 1 sec heating device, PCM
KO value depending on current operating modes.
20 % “overposition” of the
Fuel Rail/System This error will be set if the fuel pressure in the rail is too PCV or VCV [% PWM] Low pressure system, wiring to
P0087 X X
Pressure - Too Low low and the controller cannot regulate it to the setpoint. 5% deviation of the fuel rail pressure VCV and PCV, FUP sensor, pump
to the fuel rail pressure setpoint.
20 % “overposition” of
Fuel Rail/System This error will be set if the fuel pressure in the rail is too the PCV [% PWM] Low pressure system, wiring to
P0088 X X
Pressure - Too High high and the controller cannot regulate it to the setpoint. 3% deviation of the fuel rail pressure VCV and PCV, FUP sensor, pump
to the fuel rail pressure setpoint
Fuel Pressure Regulator This error occurs if a short to power is found in Wiring to PCV, PCV
P0090 X X X For open load: Resistance > 500 Ohm
Control Circuit the fuel pressure regulator (PCV) circuit. electrical system
This error occurs if a short to ground or, during the Short to ground: 0 V
Fuel Pressure Regulator Wiring to PCV, PCV
P0091 X X X KOEO self test, a current that is excessively high is
Control Circuit Low > 3A electrical system
found in the fuel pressure regulator (PCV) circuit.
Fuel Pressure Regulator This error occurs if an open circuit is found in Wiring to PCV, PCV
P0092 X X X Short to plus: 12 V
Control Circuit High the fuel pressure regulator (PCV) circuit. electrical system
90
DI AG N OS T IC CO D E S

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 X X X Wiring, IAT2 sensor, PCM
2 Circuit Range/Performance than specified over a predetermined period of time. to 80 deg C to equal 1 drive cycle.
10 drive cycles required
This error is set when the IAT2 sensor temperature
Intake Air Temperature output provides a value higher than a maximum probable
P0097 X X X 0.17v > 5sec. Wiring, IAT2 sensor, PCM
Sensor 2 Circuit Low Input temperature (lower voltage reading) for a predetermined
period of time, which indicates a short to ground.
This error is set when the IAT2 sensor temperature output
Intake Air Temperature provides a value lower than a minimum probable temperature
P0098 X X X 4.81v > 5sec. Wiring, IAT2 sensor, PCM
Sensor 2 Circuit High Input (higher voltage reading) for a predetermined period of time,
which indicates an open circuit or a short to power.
Mass Air Flow A Circuit This error occurs when the PCM detects a
P0101 X Wiring, MAF assembly, PCM
Range/Performance MAF sensor that is sending no signal.
This error occurs when the value of the mean
Mass or Volume Air Flow
P0102 X period time per ms of the mass air flow sensor
A Circuit Low Input
is less than a calibrateable value.
This error occurs when the value of the mean
Mass or Volume Air Flow
P0103 X period time per ms of the mass air flow sensor
A Circuit High Input
is greater than a calibrateable value.
Mass or Volume Air Flow A This error occurs when the MAF senor change is
P0104 X
Circuit Intermittent/Erratic too great over a predetermined period of time.
N > function of (ECT)
Vehicle speed =0
This diagnostic compares MAP and BP pessures at idle ECT> 70 deg C
Manifold Absolute
conditions, when they should be within a specified range. Wiring, MAP sensor, BP sensor
P0106 X Pressure/BARO Sensor 10% < EGRTP command <100%
This error is set if the MAP sensor reading is above or (intergral part of PCM)
Range/Performance no DPF regen requested
below the thresholds for a predetermined period of time.
for > 10 seconds
300hPa or -300hPa >5sec
This diagnostic checks for a minimum intake manifold
Manifold Absolute Pressure/ pressure, indicating an open circuit or a short to ground.
P0107 X 0.15v > 5sec. Wiring, MAP sensor, PCM
BARO Sensor Low Input This error occurs when the MAP signal voltage is lower
than a specified value for a predetermined period of time.
This diagnostic checks for a maximum possible intake
Manifold Absolute Pressure/ manifold pressure, indicating a short to power. This
P0108 X 4.90v > 5 sec. Wiring, MAP sensor, PCM
BARO Sensor High Input error sets when the MAP signal voltage is higher than a
specified value for a predetermined amount of time.
This error occurs if the input signal from the intake air
Intake Air Temperature
P0112 X temperature sensor falls below a minimum calibrateable 0.15v > 5sec
Sensor 1 Circuit Low Input
threshold for a predetermined period of time.
This error occurs if the input signal from the intake air
P0113 X temperature sensor rises above a maximum calibrateable 4.6v > 5 sec
Sensor 1 Circuit High Input
threshold for a predetermined period of time.
Intake Air Temperature Sensor This error sets if the gradient of measured intake air
P0114 X
1 Intermittent/Erratic temperature sensor outputs is outside of a threshold.
Engine Coolant Temperature This error is set when the ECT sensor signal is lower than
P0117 X X X 0.04v > 1sec. Wiring, ECT sensor, PCM
Sensor 1 Circuit Low Input the minimum threshold for a predetermined period of time.
Engine Coolant Temperature This error sets when the ECT sensor signal is higher than a
P0118 X X X 4.67v > 1 sec. Wiring, ECT sensor, PCM
Sensor 1 Circuit High Input maximum threshold for a predetermined period of time.
Coolant Thermostat (Coolant This error occurs when the ECT sensor signal indicates a
P0128 X Temp Below Thermostat coolant temperature lower than the operating temperature
Regulating Temperature) of the thermostat for an extended period of time.
This error sets when injections are detected
P0148 X X X Fuel Delivery Error N/A PCM, check injectors
although they are not commanded.
P0149 X Fuel Timing Error PCM
Engine Fuel Temperature This error occurs when fuel temperature
P0168 X X
Too High exceeds a predetermined temperature.
Fuel Temperature Sensor A This error occurs when the difference of the minimum
P0181 X X
Circuit Range/Performance and maximum fuel temperature exceeds a threshold.
This error occurs when the FTS temperature output
Fuel Temperature Sensor
P0182 X X X is higher (lower voltage signal) than a maximum 0.07v > 5sec. Wiring, MAP sensor, PCM
A Circuit Low Input
probable temperature, indicating a short to ground.
91

This error occurs when the FTS temperature output is
Fuel Temperature Sensor
P0183 X X X lower (higher voltage signal) than a minimum probable 4.76v > 5 sec. Wiring, MAP sensor, PCM
A Circuit High Input
temperature, indicating an open circuit or a short to power.
checktime is 0.4 s
Fuel Rail Pressure Sensor A This error occurs if the voltage signal of rail pressure maximum sensor voltage signal
P0191 X X X FUP sensor, HP system
Circuit Range/Performance sensor is not updated during a calibrated period of time. minus minimum voltage signal
must be greater than 0.01 V
Fuel Rail Pressure Sensor This error occurs if the voltage of the fuel pressure Wiring to FUP sensor,
P0192 X Low: < 0.20 V
A Circuit Low Input sensor falls below a calibratable threshold. FUP sensor
Fuel Rail Pressure Sensor This error occurs if the voltage of the fuel pressure Wiring to FUP sensor,
P0193 X High: >4.80 V
A Circuit High Input sensor exceeds a calibratable threshold. FUP sensor
Wiring to FUP sensor
Fuel Rail Pressure Sensor A This error occurs if the rate of change of the measured (especially for bad
P0194 X X X max gradient: 40Mpa/10ms
Circuit Intermittent/Erratic fuel pressure exceeds a calibratable threshold. connections), FUP sensor,
possibly HP system
This error occurs if time required for EOT to warm up to EOT dependant
Engine Oil Temperature Sensor 50º C is greater than the specified value or the EOT does
P0196 X 20minutes of engine running and EOT Wiring, ECT sensor, PCM
Circuit Range/Performance not change by at least 2 degrees from the value stored
in KAM, followed with the engine running off low idle. has not changed more than 5 deg C
This error occurs if the EOT sensor output value is

Engine Oil Temperature
P0197 X X X higher (lower voltage signal) than a maximum probable 0.04v < 5sec. Wiring, ECT sensor, PCM
Sensor Circuit Low Input
temperature, indicating a short to ground.
This error occurs if the EOT sensor temperature output value
Engine Oil Temperature
P0198 X X X is lower (higher voltage signal) than a minimum probable 4.76v < 5 sec. Wiring, ECT sensor, PCM
Sensor Circuit High Input
temperature, indicating an open circuit or a short to power.
Cylinder 1 Minimum Fuel Mass This error sets if the fuel mass estimated by the adaptation
P02CC X X Injector
Adaptive Learning at Min Limit feature falls outside of a calibrated threshold.
This error occurs when the absolute fuel mass deviation of
Cylinder 1 Minimum Fuel Mass
P02CD X X the available fuel mass estimate to the current set point falls
Adaptive Learning at Max Limit
outside of the fuel pressure dependent calibration threshold.
Cylinder 2 Minimum Fuel Mass This error occurs when the fuel mass estimated by the
P02CE X X Injector
Adaptive Learning at Min Limit adaptation feature falls outside of a calibration threshold.
P02CF X X the available fuel mass estimate to the current set point falls
outside of a fuel pressure dependent calibration threshold.
P02D0 X X Injector
P02D1 X X the available fuel mass estimate to the current set point falls
P02D2 X X Injector
P02D4 X X Injector
P02D6 X X Injector
92
D I A G N OS TI C C OD E S

P02D8 X X Injector
P02DA X X Injector
P02DB X X the available fuel mass estimate to the current set point falls
Injector Circuit / Open This error occurs when the maximum
P0201 X Wiring to injector, injector
- Cylinder 1 current rise time is exceeded.
Injector/Injection Timing This error occurs if a post injection cycle is
P0216 X PCM
Control Circuit recognized without a main injection cycle.
This failure occurs when actual engine speed exceeds
P0219 X Engine Overspeed Condition 4000 rpm
governed engine speed for a predetermined amount of time.
Fuel Pump Secondary
P0231 X
Circuit Low
Fuel Pump Secondary
P0232 X
Circuit High
Turbocharger/Supercharger This error occurs when the MAP sensor reading is above System error, causes
P0234 X 4050hPa > 5 sec
Overboost Condition the threshold for a predetermined period of time. of overboost.
This error occurs when the cylinder balance controller output
P0263 X X Cylinder 1 Contribution/Balance Between 0.3 & 1.8 Injector, cylinder (compression)
has exceeded its allowed minimum or maximum value.
P0266 X X Cylinder 2 Contribution/Balance Injector, cylinder (compression)
This error occurs when the vehicle speed
P0297 X Vehicle Overspeed Condition
exceeds the vehicle speed limiting.
Engine Oil Overtemperature This error occurs when the time required for EOT to cool time dependant on initial EOT System error, causes of EOT
P0298 X
Condition down to 110 deg. C is greater than the specified value. temp could be >15minutes overtemperatue, sensor, PCM
This error occurs when cylinder deceleration is excessively
large and persists long enough on more than one
P0300 X Random Misfire Detected cylinder to set the code. Misfire monitor is calibrated
to detect a complete loss of combustion in the cylinder;
therefore, cylinder balance codes can be expected.
93

P0301 X Cylinder 1 Misfire Detected This error occurs if the case of a loss of combustion.
This error occurs if the tooth count of the crankshaft trigger
wheel reaches a threshold and the system is still not
Crankshaft Position Sensor A detecting sync between CKP and CMP circuits while a valid Wiring, CMP sensor,
P0336 X X X 3 CAM edges <1sec
Circuit Range/Performance CMP sensor signal has been detected (intermittent CKP CKP sensor, PCM
signal), when the number of missing or extra teeth exceed
the threashold, or if spikes are detected in the CKP signal.
This error occurs when a short or open fault in
Crankshaft Position Sensor
P0337 X X X the CKP circuit is present causing the amplitude 0.5v < 1sec Wiring, CKP sensor, PCM
A Circuit Low Input
of the AC voltage to be excessive.
This error occurs when either the number of CMP Internal to the engine control module
Camshaft Position Sensor A
P0341 X X X signals is too great to filter or the CMP signal is Wiring, CMP sensor, PCM
Circuit Range/Performance Once at key on < 1 sec
not properly aligned with the CKP signal.
Camshaft Position Sensor Internal to the engine control module

P0342 X X X This error occurs when the CMP signal is missing entirely. Wiring, CMP sensor, PCM
A Circuit Low Input Once at key on < 1 sec
The instrument cluster performs the diagnostic of the
Glow Plug/Heater wait-to-start indicator once per driving cycle and transmits
P0381 X
Indicator Circuit the result to the PCM. The PCM analyzes the message
to check if the glow plug lamp circuit is operational.
Initial ECT < 30 deg C.
ECT increase to > 80 deg
Exhaust Gas Recirculation This error occurs when the change in the EGR C during drive cycle
P040B X X X Temperature Sensor A Circuit cooler inlet temperature is less than 40 deg Wiring, Tegr_IN sensor, PCM
Range/Performance C for a predetermined period of time. ECM on time > 3 seconds
TEGR_IN has not changed more
than 6 deg. C in 2 drive cycles
This error occurs when the EGR cooler inlet
Exhaust Gas Recirculation
sensor temperature output value is higher
P040C X X X Temperature Sensor 0.07v > 5sec. Wiring, Tegr_IN sensor, PCM
(lower voltage signal) than a maximum probable
A Circuit Low
temperature, indicating a short to ground.
This error occurs when the EGR cooler inlet sensor N > 650 rpm
Exhaust Gas Recirculation torque setpoint >53 N-m
temperature output value is lower (higher voltage
P040D X X X Temperature Sensor Wiring, Tegr_IN sensor, PCM
signal) than a minimum probable temperature, ECT > 60 deg C
A Circuit High
indicating an open circuit or short to power. 4.65v >5sec
DPF regeneration not requested
PTO not active
Pressure ratio across EGR valve < 1
rate of change of engine speed < 0.05
rate of change of indicated
Exhaust Gas Recirculation This error is set when the estimated EGR percent is less torque setpoint < 0.05
P0401 X EGR system error
Flow Insufficient Detected than the minimum limit for the operating condition. 600 rpm <engine speed< 800 rpm
45Nm <tqi_sp< 174Nm
12 sec to run test
2 low flow failures required to set
fault (test runs 5 times per trip)
60 sec wait time between tests
94

DPF regeneration not requested
PTO not active
Pressure ratio across EGR valve < 1
rate of change of engine speed < 0.05
rate of change of indicated
Exhaust Gas Recirculation This error occurs when the estimated EGR percent is greater torque setpoint < 0.05
P0402 X EGR system error
Flow Excessive Detected than the maximum limit for the operating condition. 600 rpm <engine speed< 800 rpm
45Nm <tqi_sp< 174Nm
12 sec to run test
2 low flow failures required to set
fault (test runs 5 times per trip)
60 sec wait time between tests
Exhaust Gas Recirculation This error occurs when the current through the EGR Wiring, EGR valve
P0403 X Internal to the engine control module
Control Circuit control circuit is outside of a predetermined range. assembly, PCM
This error is set when the deviation in EGR
P0404 X Control Circuit Range/ 10 percent of full range error >5 sec System error, EGR valve, PCM
position is outside the threshold.
Performance
This error occurs when the EGR position voltage is below the
Exhaust Gas Recirculation Wiring, EGR valve
P0405 X X X specified voltage for a predetermined amount of time. This 0.24v <3 sec
Sensor A Circuit Low assembley, PCM
error can indicate either a short to ground or an open circuit.
This error occurs when the EGR position voltage is
Exhaust Gas Recirculation above the specified voltage, for maximum position given Wiring, EGR valve
P0406 X X X 4.84v <3 sec
Sensor A Circuit High the current operation, for a predetermined amount of assembley, PCM
time. This error can indicate a short to power.
Initial ECT < 30 deg C
ECT increase to > 80 deg
Exhaust Gas Recirculation This error occurs when the change in the EGR C during drive cycle
P041B X X X Temperature Sensor B cooler outlet temperature is less than the threshold Wiring, Tegr_OUT sensor, PCM
Circuit Range/Performance for a predetermined period of time. ECM on time > 3 seconds
TEGR_IN has not changed more
than 6 deg. C in 2 drive cycles
This error occurs when the EGR cooler outlet sensor
temperature output value is lower than a minimum
P041C X X X Temperature Sensor 0.15v > 5sec. Wiring, Tegr_OUT sensor, PCM
probable temperature for a predetermined amount of
B Circuit Low
time, indicating an open circuit or short to power.
This error occurs when the EGR cooler outlet N > 650 rpm
Exhaust Gas Recirculation torque setpoint >53 N-m
sensor temperature output value is higher than a
P041D X X X Temperature Sensor Wiring, Tegr_OUT sensor, PCM
maximum probable temperature for a predetermined ECT > 60 deg C
B Circuit High
period of time, indicating a short to ground. 4.95v > 5 sec
This error occurs if the observed exothermic reaction (a
Catalyst System Efficiency
P0420 REGEN reaction that produces heat) during a regeneration event
Below Threshold
falls below a threshold for a predetermined period of time.
This error occurs when the EGR set point is less
than a specified threshold, the actual EGR position EGR Position > 30 %
P042E X X X EGR Control Stuck Open System error, EGR valve, PCM
is greater than a specified threshold, and the EGR EGR Position desired < 15% > 4 sec
control limit is less than a specified limit.
This error occurs when the EGR set point is greater
than a specified threshold, the actual EGR position EGR Position < 15 %
P042F X X X EGR Control Stuck Closed System error, EGR valve, PCM
is less than a specified threshold, and the EGR EGR Position desired > 30% > 4 sec
control limit is greater than a specified limit.
Exhaust Pressure Sensor This error occurs when the EP signal voltage is lower than
P0472 X 0.15v < 3 sec Wiring, EP sensor, PCM
A Circuit Low a specified value for a predetermined period of time.
Exhaust Pressure Sensor This error occurs when the EP signal voltage is higher than
P0473 X 4.90v < 3 sec Wiring, EP sensor, PCM
A Circuit High a specified value for a predetermined amount of time.
P0480 X Fan 1 Control Circuit
This error occurs when there is an error in throttle position
EGR Throttle Position Control vs. desired position, high temperature condition and throttle
P0488 X THR_STATE is low > 3 sec Wiring, EGRTP, PCM
Range/Performance not returned to open position when commanded, faulty
input signal detected, or broken return spring detected.
P0494 X Fan Speed Low
P0495 X Fan Speed High
This error occurs when either a faulty signal or a missing
P0500 X Vehicle Speed Sensor A
signal occurs from the vehicle speed sensor circuit.
Vehicle Speed Sensor A This error occurs when an intermittent error is
P0503 X
Intermittent/Erratic/High detected in the vehicl speed sensor circuit.
95

Fan Speed Sensor
P0528 X
Circuit No Signal
Fan Speed Sensor
P0529 X
Circuit Intermittent
1 This error occurs if the EGT1 temperature signal of the

Exhaust Gas Temperature
P0544 P exhaust system does not rise sufficiently immediately
C Sensor Circuit Bank 1 Sensor 1
after a cold-start following an 8-hour soak.
Exhaust Gas Temperature This error occurs when the EGT1 sensor temperature
P0545 X Sensor Circuit Low signal is higher (lower voltage signal) than a maximum
- Bank 1 Sensor 1 probable temperature, indicating a short to ground.
Exhaust Gas Temperature This error occurs when the EGT1 sensor temperature signal
P0546 X Sensor Circuit High is lower (higher voltage signal) than a minimum probable
- Bank 1 Sensor 1 temperature, indicating an open circuit or a short to power.
This error occurs when battery voltage falls
P0560 X System Voltage
below a predetermined threshold.
This error occurs if the battery voltage increases
P0563 X System Voltage High
above a predetermined threshold.
This error occurs is the cruise control on switch is
P0565 X X Cruise Control ON Signal not pressed during the KOER or the cruise control on
switch is stuck on during continuos operation.
This error occurs when the cruise control off switch
P0566 X X Cruise Control OFF Signal is not depressed during the KOER self test or when
the switch is stuck during continuous operation.
This error occurs when the cruise control resume
P0567 X X Cruise Control RESUME Signal switch is not depressed during the KOER self test
or is stuck during continuous operation.
This error occurs when the cruise control set
P0568 X X Cruise Control SET Signal switch is not depressed during the KOER self test
This error occurs when the cruise control coast
P0569 X X Cruise Control COAST Signal switch is not depressed during the KOER self test
This error occurs when the brake switch is not
P0571 X Brake Switch A Circuit
depressed during the KOER self test.
Cruise Control Multi-Function This error occurs if the voltage received by the PCM for the
P0578 X
Input A Circuit Stuck cruise control circuit is above the calibrated threshold.
Cruise Control Multi-
This error occurs when all cruise control
P0579 X Function Input A Circuit
circuit voltages are equal to zero.
Range/Performance
This error occurs is the voltages for main
Internal Control Module A/D
P060B X X X controller and monitoring controller within the ECU
Processing Performance
PCM are outside of a predetermined range.
Internal Control Module
This error occurs if a fault occurs to the Verify reprogramming files,
P060C X Monitoring Processor
monitoring processor within the PCM. reflash module, change ECU
Performance
Internal Control Module
P060D X Accelerator Pedal Pedal, wiring to pedal, PCM
Position Performance
P0600 X Serial Communication Link PCM
1 Powertrain Control
P0602 P VID Block program, PCM
C Module Program Error
1 Powertrain Control Module This error occurs if a fault is detected in engine not longer running
P0603 X P PCM
C Keep Alive Memory (KAM) Error the keep alive memory circuit. than 600 sec
96

Internal Control Module Read This error occurs if a fault is detected in
P0604 X X X PCM
Only Memory (RAM) Error the read only memory circuit.
The checksum of the calibration ROM area is
Internal Control Module Read
P0605 X X X checked and compared against an expected Verify programming files, PCM
Only Memory (ROM) Error
value (calibration value) at startup.
This error occurs if a fault is detected when
Internal Control Module Torque
P061B X X X monitoring the status of the injection of all cylinders PCM
Calculation Performance
compaired to the current engine speed.
This error occurs when the engine RPM signal,
Internal Control Module derived from the CKP circuit, differs significantly
P061C X X X PCM, CRK sensor, CRK wiring
Engine RPM Performance from the expected engine RPM, developed by the
PCM, for a predetermined amount of time
This error occurs when the sum of the voltage signals for max = 229 V
Fuel Injector Driver Circuit
P062D X X the main injection of all injectors on bank 1 or if the fuel Wiring to injectors, PCM
Performance Bank 1 min = 93 V
injector driver circuit for bank 1 fails to initialize properly.
This error occurs when the sum of the voltage signals for max = 229 V
Fuel Injector Driver Circuit
P062E X X the main injection of all injectors on bank 2 or if the fuel Wiring to injectors, PCM
Performance Bank 2 min = 93 V
injector driver circuit for bank 2 fails to initialize properly.
P0620 X Generator Control Circuit
Generator Field Terminal
P0625 X
Circuit Low
Generator Field Terminal
P0626 X
Circuit High
Fuel Pump A Control This error occurs if electrical errors from the fuel
P0627 X
Circuit / Open pump module result in an open circuit.
P0628 X
Circuit Low pump module result in a short to ground.
P0629 X
Circuit High pump module result in a short to power.
Sensor Reference This error occurs when the sensor reference
P0642 X X X Low: < 4.75V Wiring, PCM
Voltage A Circuit Low voltage falls below the minimum threshold.
P0643 X X X High: >5.25 V Wiring, PCM
Voltage A Circuit High voltage falls above a maximum threshold.
Generator Control Circuit
P065B X
Range/Performance
P0652 X X X Low: < 4.75V Wiring to sensors, PCM
Voltage B Circuit Low voltage falls below a minimum threshold.
P0653 X X X High: >5.25 V Wiring to sensors, PCM
Voltage B Circuit High votage is above a maximum threshold.
Glow Plug Control Module This error occurs if the glow plug enable circuit detects Internal to Glow Plug Control
P0670 X X X Wiring, GPCM, PCM
Control Circuit / Open an open circuit, short to ground, or short to power. Module (GPCM) > 5 sec
An open is a current level less
This error occurs if the current for an individual glowplug than 4 amps and a shorted
P0671 X X X Cylinder 1 Glow Plug Circuit is either lower than the minimum current threshold current level is above 60 amps. Wiring, Glow Plug, GPCM
or higher than the maximum current threshold.
Glow Plug on time > 8.5 sec
97

Glow Plug Control Module This error occurs when the pass/fail status information
P0684 X X X to PCM Communication signal, sent by the GPCM to the PCM, is consistantly high, GP active >5 sec Wiring, GPCM, PCM
Circuit Range/Performance consistantly low, or the period of the signal is out of range.
P0691 X Fan 1 Control Circuit Low
P0692 X Fan 1 Control Circuit High
This error occurs when the brake switch is
P0703 X Brake Switch B Input Circuit
not activated during the KOER self test.
This error occurs when all other DTC’s have been
OBD Systems Readiness
P1000 RESET erased from the system. This error will subside
Test Not Complete
when all OBD monitors have been completed.
This error occurs when the measured value of 0%< EGR Position < 50%
Mass Air Flow Sensor In Range
P1102 X mass air flow is lower than a threshold value Engine speed >700 rpm < 2400 rpm Wiring, MAF assembly, PCM
But Lower Than Expected
for a predetermined period of time. based on a table > 30sec
This error occurs when the measured value of 0%< EGR Position < 50%
Mass Air Flow Sensor In Range
P1103 X mass air flow is higher than a threshold value Engine speed >700 rpm < 2400 rpm Wiring, MAF assembly, PCM
But Higher Than Expected
for a predetermined period of time. based on a table > 30sec
Low Fuel Level - Forced This error occurs when the PCM recieves a signal
P115A X
Limited Power indicating that the vehicle is critically low on fuel.
This error occurs when the three exhaust temperature
P117B X sensor readings are not within a specified temperature
Sensor Correlation
range when compared to one another.
This error occurs when any of the fuel pressure
Fuel Pressure Regulator Low pressure fuel system,
P117F X X corrections either become less than a minimum
Excessive Variation injector leakage
threshold or more than a maximum threshold.
Engine Oil Temperature Sensor This error occurs when the KOER self test is attempted but the
P1184 X EOT < 60 >205deg C NA
Out Of Self Test Range engine has not reached an operating temperature of 60º C.
This error occurs when the difference between actual rail Wiring to FUP sensor,
Fuel Pressure Regulator
P120F X pressure and the PCM’s calculated setpoint is large, and the FUP sensor, low pressure
Excessive Variation
actual fuel pressure crosses the setpoint too frequently. fuel system
Aborted KOER - Fuel This error occurs when fuel pressure does not Cannot achieve or return to 53
P127A X X X NA
Pressure Failure rise sufficiently during the KOER self test. FUP_SP. Cannot achieve 139MPa
Turbocharger Boost This error occurs if the turbocharger cannot perform
P132A X X X
Control A Electrical a sweep/learn of the min/max position.
Turbocharger/Supercharger This error occurs if a fault is detected Internal to the turbocharger
P132B X X X Wiring, SRA module,PCM
Boost Control A Performance within the turbocharger actuator. control module
This error occurs when the voltage to the
Turbocharger/Supercharger Internal to the turbocharger
P132C X X X turbocharger actuator is below the threshold Wiring, SRA module,PCM
Boost Control A Voltage control module
for a predetermined period of time.
EGR Position Sensor Minimum/ This error occurs when voltage of the EGR valve Wiring, EGR valve
P1335 X X X 1.3v >2.5sec
Maximum Stop Performance falls below the minimum threshold. assembly,PCM
Crankshaft/Camshaft Sensor This error occurs when the reference gap of the crankshaft System error, electrical
P1336 X X X Internal to the engine control module
Range/Performance trigger wheel is not detected at the correct position. noise,…
98

This error occurs when the internal operating
Turbocharger Boost Control
P138D X X X temperature of the actuator exceeds the threshold 150 deg C
A Temperature Too High
System Voltage Out Of This error occurs if the KOER self test is attempted
P1397 X < 9.0v prior to KOER start NA
Self Test Range but the vehicle battery voltage is too low.
> 1500hPa and <1500hPa (note
This error occurs is the EGR valve position is
Exhaust Gas Recirculation numbers are valid only until D00
P1408 X not wihin test limits when the EGR valve is NA
Flow Out Of Self Test Range is released where these need
commanded open during the KOER self test.
to be in gauge pressure)
>5MPH (This entry condition condition
Vehicle Speed Sensor This error occurs if the KOER self test is is primarily used for the Manual
P1501 X NA
Out Of Self Test Range attampted while vehicle is moving. Transmission applications that do
not have a “in gear” message.)
Invalid Test - Accelerator This error occurs when the accelerator pedal
P1531 X >10% NA
Pedal Movement moves during the KOER self test.
This error occurs if the parking brake switch
P1536 X Parking Brake Switch Circuit
is not active during the KOER self test.
Injector Circuit Range/ This error occurs when the minimum current max = 210 V Wiring to injectors, injectors, HP
P1551 X X
Performance - Cylinder 1 rise time is outside the valid range. min = 62 V system, coolant temp sensor
P1552 X X
P1553 X X
P1554 X X
P1555 X X
P1556 X X
P1557 X X
P1558 X X
This error occurs when the digital feedback

Electronic Throttle to PCM
P1586 X X X communication line of the EGR throttle plate is
Communication Error
either unreadable by the PCM or missing.
Vehicle ID Block Corrupted, This error occurs when the VID block data are not
P1639 X X
Not Programmed programmed or programmed incorrectly.
This error occurs during the KOER self test if the
Brake Switch Out Of
P1703 X break pedal switch is stuck in the closed position
Self Test Range
or the break pedal is depressed twice.
Insufficient Engine Speed This error occurs if the engine RPM drops below a
P1725 X X X < 500RPM NA
Increase During Self Test minimum threshold during the KOER self test.
Insufficient Engine Speed This error occurs if the engine RPM increases above
P1726 X >1600 RPM NA
Decrease During Self Test a maximum threshold during the KOER self test.
CAN ECM/Turbocharger
This error occurs is the CAN data communication is
P179A X X X Boost Control & Actuator
interrupted between the PCM and the turbocharger actuator.
Circuit Malfunction
This error occurs if an expected pressure drop through the DPF
Particulate Trap Efficiency
P2002 REGEN is lower than the specified value following a regeneration cycle
Below Threshold
(based on the concept of normalized pressure differential).
1 This error occurs if the EGT2 temperature signal of the

P2031 P exhaust system does not rise sufficiently immediately
T Sensor Circuit Bank 1 Sensor 2
P2032 X Sensor Circuit Low signal is higher (lower voltage signal) than a maximum
Bank 1 Sensor 2 probable temperature, indicating a short to ground.
P2033 X Sensor Circuit High is lower (higher voltage signal) than a minimum probable
Bank 1 Sensor 2 temperature, indicating an open circuit or a short to power.
99

1 Exhaust Gas Temperature This error occurs if the EGT1 temperature sensor signal
P2080 P Sensor Circuit Range/ in the exhaust at key on, following an 8-hour soak, is
C Performance Bank 1 Sensor 1 significantly different than ambient temperature.
Exhaust Gas Temperature This error occurs if the temperature in the exhaust
P2081 X Sensor Circuit Intermittent at key on, following an 8-hour soak, is significantly
Bank 1 Sensor 1 different than ambient temperature.
Exhaust Gas Temperature This error occurs if the EGT2 temperature sensor signal
P2084 X Sensor Circuit Range/ in the exhaust at key on, following an 8-hour soak, is
Performance Bank 1 Sensor 2 significantly different than ambient temperature.
This error occurs if an intermittent signal from the
P2085 X Sensor Circuit Intermittent
exhaust gas temperature sensor is detected.
Bank 1 Sensor 2
Throttle/Pedal Position Sensor/
P2122 X
Switch D Circuit Low Input
P2123 X
Switch D Circuit High Input
P2127 X
Switch E Circuit Low Input
P2128 X
Switch E Circuit High Input
P2138 X
Switch D / E Voltage Correlation
This error occurs when the difference between >20 deg C
P2199 X X X IAT2 and IAT1 is greater than a specified value Wiring, IAT or IAT2 sensor, PCM
1/2 Correlation 8 minutes
Barometric Pressure This error occurs when the voltage signal from the barometric
P2228 X Low: < 2.22 V PCM
Circuit Low Input pressure circuit falls below a minimum threshold.
Barometric Pressure This error occurs when the voltage signal from the barometric
P2229 X High: >4.36 V PCM
Circuit High Input pressure circuit rises above a maximum threshold.
Barometric Pressure
P2230 X PCM
Circuit Intermittent
Turbocharger/Supercharger
This error occurs if the MAP sensor readings are below a engine speed and torque System error, CAC hose,
P2262 X Boost Pressure Not
calibrated value for a predetermined amount of time. based table >30 sec MAP sensor plugged,…
Detected - Mechanical
Engine speed > 550 rpm
Torque set point > 50 N-m,
This error occurs when the difference between the ECT > 81 deg C
Turbocharger/Supercharger gage exhaust pressur and the set point is less than
P2263 X IAT > -50 deg C System error
Boost System Performance the minimum threshold or greater than the maximum
threshold for a predetermined period of time. No DPF regeneration request
EP setpoint is stable
Based on a table on N and TQI >5sec
P2269 X Water in Fuel Condition This error occurs when water is detected in the HFCM.
0.4 sec after engine switch-off
Injector Control Pressure This error occurs if excessive fuel pressure is present FUP sensor, wiring to FUP
P2289 SHUTDOWN fuel rail pressure (FUP) must
Too High - Engine Off after a predetermined period of time following key off. sensor, HP fuel system
be lower than 10MPa.
Low pressure fuel system,
Injector Control Pressure Too This error occurs when enough injection control pressure HP fuel system, FUP sensor
P2291 X X
Low - Engine Cranking to start the vehicle cannot be achieved during cranking. and wiring to sensor, battery
voltage (crank speed)
This error occurs if the EGT3 temperature signal of the
P242A 1PC exhaust system does not rise sufficiently immediately
Sensor Circuit Bank 1 Sensor 3
Exhaust Gas Temperature This error occurs if the EGT3 temperature sensor signal
P242B 1PC Sensor Circuit Range/ in the exhaust at key on, following an 8-hour soak, is
Performance Bank 1 Sensor 3 significantly different than ambient temperature.
100

P242C X Sensor Circuit Low signal is higher (lower voltage signal) than a maximum
Bank 1 Sensor 3 probable temperature, indicating a short to ground.
P242D X Sensor Circuit High is lower (higher voltage signal) than a minimum probable
Bank 1 Sensor 3 temperature, indicating an open circuit or a short to power.
This error occurs if an intermittent signal from the
P242E X Sensor Circuit Intermittent
exhaust gas temperature sensor is detected.
Bank 1 Sensor 3
Diesel Particulate Filter This error occurs if excessively high exhaust
P242F REGEN
Restriction - Ash Accumulation pressures are detected after a regen cycle.
This error occurs if an expected pressure drop through the
Diesel Particulate Filter
P244A REGEN DPF is lower than the specified value following a regeneration
Differential Pressure Too Low
cycle (based on the concept of observed pressure differential).
Exhaust Temperature
This error occurs if the exhaust temperature is too low to
P244C X X X too low for Particulate
perform a regen cycle of the diesel particulate filter.
Filter Regeneration
Exhaust Temperature
This error occurs if exhaust temperatures are too high to
P244D REGEN too high for Particulate
perform a regen cycle of the diesel particulate filter.
Filter Regeneration
X Diesel Particulate Filter This error occurs if the differential pressure of
P2453 X Differential Pressure Sensor the diesel particulate filter reads a constant
KO
Circuit Range/Performance value while the engine is running.

This error occurs if a short to ground is detected in the
P2454 X Differential Pressure
diesel particulate filter differential pressure sensor circuit.
Sensor Circuit Low
This error occurs if a short to power occurs in the diesel
P2455 X Differential Pressure
particulate filter differential pressure sensor circuit.
Sensor Circuit High
This error occurs if the signal from the diesel particulate
P2456 X Differential Pressure Sensor
filter differential pressure sensor to the PCM is unreadable.
Circuit Intermittent/Erratic
EGR Position >= 0
This error occurs if the EGR cooler temperature 600 rpm<Engine speed < 1300 rpm
Exhaust Gas Recirculation System error, TEGR_OUT
P2457 X X sensor reading is above a maximum threshold 50 N-m< Torque set point< 400 N-m
Cooler System Performance sensor,…
for a predetermined period of time. >165 deg C
>20sec
P2458 X
Regeneration Duration
P2459 X
Regeneration Frequency
Torque Management
P2545 X Request Input Signal A CAN wiring, change ECU
Range/Performance
600 rpm <Engine speed< 1000 rpm
Torque set point > 50 N-m
This error occurs when the difference between the ECT > 70 deg C
Turbocharger Boost Control turbocharger actuator commanded duty cycle and IAT > -50 deg C
P2563 X X X Position Sensor A Circuit the feed forward commanded duty cycle is less than System error
Range/Performance the threshold value for the given engine speed and No DPF regeneration request
engine load for a predetermined period of time. EP setpoint is stable
-60 % of desired
7.5 sec
This error occurs when the engine off timer does not
correlate to the PCM’s internal timer (compared while
ECM/PCM Internal Engine the engine is running), if the engine off time does not
P2610 X
Off Timer Performance correspond with the measured ECT temperature variation
between the last engine stop and the next engine
start, or when the engine off timer is defective.
Control Module This error occurs if a fault in the CAN
U0073 X X X
Communication Bus A Off communication is detected.
This error occurs is the CAN data communication
U0101 X X X Lost Communication with TCM
is interrupted between the PCM and the TCM.
101
6.4L Power Stroke Diesel Engine
®
© 2007 International Truck and Engine Corporation Printed in U.S.A. FCS-14853-MISC

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6.

4L Power Stroke Diesel Engine

2008 “F” SERIES SUPER DUTY

IMPORTANT SAFETY NOTICE

Always wear safety glasses for eye protection.

Always perform work in a well ventilated area.

Do not smoke while working on the vehicle.

FUEL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

AIR MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

FUEL MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

UNIQUE SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

6.4L Power Stroke Diesel Overview 6.4L Power Stroke Diesel

Engine Features Engine Features

Horsepower & Torque

6.4L Power Stroke Diesel Specifications

Configuration ................................................................4 OHV/1 Cam-in-Crankcase-V8

Compression Ratio .............................................................................................17.5:1

Rated Power @ RPM ..........................................................................350 @ 3000 RPM

Engine Rotation, Facing Flywheel ....................................................Counter Clockwise

Combustion System ...................................High Pressure Common Rail Direct Injection

Coolant Flow (to radiator)....................................125 gal/min (473 L/min) @ 3000 RPM

Oil Flow @ RPM .....................................................13 gal/min (59 L/min) @ 3000 RPM

Lube System Capacity (including filter) ................................................15 qts. (14.2 L)

Firing Order ........................................................................................1-2-7-3-4-5-6-8

Serial Number Label

2 4 Left Front of Engine

1 5) Turbocharger Outlet to Exhaust System

Right Rear of Engine

8 2) Low Pressure Turbocharger

7 2) Engine Mounted Fuel Filter

Exhaust Valves Glow Plug

Fulcrum Plate & Rocker Arms

High Pressure Fuel Injection Pump &

6.4L vs 6.0L Flexplate

Internal Coolant Flow

Color change indicates

Cooling System Flow: External Flow

Oil Cooler Coolant Flow

Oil Filter Base

Oil Cooler Cover

Cooling System Flow: Oil Cooler

EGR Cooler Horizontal

Coolant Pump & Front Cover

Lubrication System Oil Flow

• From the oil filter the oil is supplied to a chamber incorporating

Oil Pressure Regulator

Oil Pressure Regulator

Inner Gear Outer Gear Gerotor Oil Pump

Oil Cooler Bypass Valve

Oil Filter Base

Oil Cooler Cover

Filter Drainback Oil

Lube System Flow: Oil Cooler

Oil Pump Inlet

Coolant From WaterPump Right Oil Supply Left Oil Supply 42

Oil Filter Oil Filter Element

High Pressure Turbocharger

Turbocharger Oil Drain Tubes

Low Pressure Turbocharger