6.7L_Diesel

This publication is intended to provide technicians and service personnel with an overview of technical advancements in the 6.7L POWER STROKE ®  DIESEL Engine. The information contained in this publication will supplement information contained in available service information.

IMPORTANT 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 rst 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 specic service operation. If you have a manual transmission, it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless instructed otherwise for a specic 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 mufer. 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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6.7L POWER STROKE ®  DIESEL

TABLE OF CONTENTS 6.7L POWER STROKE ®  DIESEL OVERVIEW .............................................................. 6 Engine Features....................................................................................................................................................................6 2011 6.7L Power Stroke ®  Diesel Horsepower and Torque Ratings ..................................................................................6 6.7L Power Stroke ®  Diesel Specications ..........................................................................................................................7

COMPONENT LOCATION............................................................................................. 9 UPPER ENGINE COMPONENTS................................................................................ 15 LOWER ENGINE COMPONENTS............................................................................... 17 COOLING SYSTEM ..................................................................................................... 23 Primary Cooling System ....................................................................................................................................................24 Powertrain Secondary Cooling System ...........................................................................................................................27

LUBRICATION SYSTEM ............................................................................................. 33 Lubrication System Oil Flow .............................................................................................................................................33

AIR MANAGEMENT SYSTEM .................................................................................... 37 Air Inlet Components .........................................................................................................................................................38 Glow Plug System ..............................................................................................................................................................42 DualBoost Variable Geometry Turbocharger (VGT) ........................................................................................................43 Exhaust Gas Recirculation (EGR).....................................................................................................................................46

FUEL SYSTEM ............................................................................................................ 51 Fuel Supply System ...........................................................................................................................................................52 Fuel Management System .................................................................................................................................................56

ELECTRICAL COMPONENTS .................................................................................... 63 Pressure Sensors ...............................................................................................................................................................64 Position Sensors ................................................................................................................................................................70 Miscellaneous Sensors ......................................................................................................................................................71 Outputs................................................................................................................................................................................72

EXHAUST SYSTEM..................................................................................................... 77 Regeneration Process........................................................................................................................................................81 Selective Catalyst Reduction (SCR) System Operation..................................................................................................86

SPECIAL SERVICE TOOLS ........................................................................................ 87

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Direct Injection Turbocharged Diesel Engine 5

6.7L POWER STROKE® DIESEL OVERVIEW Engine Features • The6.7LPowerStroke ® dieselhasbeendesignedtomeetthetougheremissionsstandardssetbythegovernment. • The6.7LPowerStroke ® dieselhasbeendesignedtomeetthecustomer’sexpectationsofhighhorsepowerandtorque overawideRPMrange. • Meetingthemorestringentcustomerandregulatorydemandsareaccomplishedinpartbyahighpressurecommonrail fuelsystem,DualBoostturbochargersystem,4valvespercylinder,andaSelectiveCatalystReduction(SCR)system.

20116.7LPowerStroke®DieselHorsepowerandTorqueRatings 2011 6.7L Ford Power Stroke Diesel Engine Pick Up - 390 bhp/735 lb-ft 800

450

750 400

700 650

350

600 550

300

500    )    t    f   - 450    b

   )    P

250    H

   l    (   e 400   u   q   r 350   o    T

200

300

   B    (   r   e   w   o    P

150

250 200

100

150

2011 6.7L Torque 735

100

50

2011 6.7L HP 390

50 0

0

600

800

1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 Engine Speed (RPM)

2011 6.7L Ford Power Stroke Diesel Engine Chassis Cab - 300 bhp/660 lb-ft 750

350

700 650

300

600 550

250

500    ) 450    t    f      b    l 400    (

   )

200    P    H

  e   u 350   q   r   o    T 300

150

250 100

200 150 2011 6.7L Torque 660

100 50

2011 6.7L HP 300

0 600

800

1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 Engine Speed (RPM)

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50

0

   B    (   r   e   w   o    P

OVERVIEW 6.7L Power Stroke ®  Diesel Specications Engine Type

Diesel, 4-Cycle

Conguration

4 OHV/1 Cam-in-Crankcase-V8

Displacement

6.7L (409 cu. in.)

Bore and Stroke

99x108 mm (3.90 x 4.25 in)

Compression Ratio

16.1:1

Induction

DualBoost Variable Geometry Turbocharger   Chassis Cab

Pick Up

Rated Power @ RPM

300 hp @ 2800 rpm

390 hp @ 2,800 rpm

Peak Torque @ RPM

660 ft.-lb. @ 1600 rpm

735 ft.-lb. @ 1,600 rpm

Engine Rotation, Facing Flywheel

Counterclockwise

Combustion System

High Pressure Common Rail Direct Injection

Total Engine Weight (auto with oil)

499kg (1100 lbs)

Primary Cooling System Capacity

27.8L (29.4 qts.)

Powertrain Secondary Cooling System Capacity

11.1L (11.7 qts.)

Lube System Capacity (including lter)

12.3L (13 qts.)

Firing Order

1-3-7-2-6-5-4-8 Specications L

Front

Thecylindersofthe6.7LPower Stroke ®  diesel arenumberedfromthe front.Therightsidearecylinders1,2, 3,and4andtheleftsidearecylinders 5,6,7,and8.

R

5

1

6

2

7

3

8

4

7

NOTES

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COMPONENT LOCATION Front of Engine 1. AirInletfromairlter  2. ExhaustGasRecirculation(EGR) cooleroutlettemperaturesensor  3. FrontEngineAccessoryDrive (FEAD)idlerpulley 4. CamshaftPosition(CMP)sensor  5. Primarycoolantpump 6. AirinletfromChargeAirCooler (CAC)

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1

2

5

3

4

Left Front of Engine

1

1. Intakethrottlebody 2. Primarywaterpump 3. Wastegatecontrolsolenoid

3

2

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COMPONENT LOCATIONS Left of Engine

1

1. Oillevelindicator  2. FuelRailPressure(FRP)sensor  3. Engineoilcooler  4. Fuelreturnline

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2 3

Left Rear of Engine 1. Crankcaseventoilseparator  2. Waterpumpinlet 3. CrankshaftPosition(CKP)sensor  4. Wastegateactuator 

4

1

2

3

10

COMPONENT LOCATIONS Rear of Engine 1. TurbochargerExhaustSupply 2. Spin-onoillter  3. TurboOutletPipe(CobraHead)

1

3

2

Right Rear of Engine 1. ExhaustPressure(EP)sensor  2. VariableGeometryTurbocharger (VGT)actuator  3. Blockheater 

1 2

3

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COMPONENT LOCATIONS Right Side of Engine 1. EGRcooler 2. Oilpressureswitch 3. EngineOilTemperature(EOT) sensor  4. EngineCoolantTemperature2 (ECT2)sensor

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1

2

3

Right Front of Engine 1. EGRvalve 2. EGRvalvemotorwithposition sensor 

2 1

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COMPONENT LOCATIONS Left Top of Engine 1. EngineCoolantTemperature (ECT)sensor  2. Wastegatecontrolvacuum solenoid 3. FuelRailTemperature(FRT) 4. FuelPressureSwitch(FPS) 5. Enginemountedfuellter 6. Fuelsupplyline 7. InjectorQuantityAdjustment(IQA) sticker  8. Turbochargercompressoroutlet 9. ManifoldAbsolutePressure(MAP) sensor 

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1

8

2

3 7 4

6

5

Right Top of Engine 1. ExhaustPressure(EP)sensor  2. Heatercoresupply 3. EGRcoolersecondarycoolant inlet 4. EGRcoolersecondarycoolant outlet 5. EGRcoolerbypasssolenoid 6. EGRvalvemotorandposition sensor 

1

6

2 5

3

4

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NOTES

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UPPER ENGINE COMPONENTS

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1

Exhaust Valves

3

Bottom Cylinder Heads Sixboltspercylindersealthe aluminumcylinderheadstotheblock. Eachcylinderhastwoexhaustvalves andtwointakevalves.

Intake Valves

6 5 4

Top of Cylinder Head Theairinletislocatedontheoutboardsideofthecylinderheads. Theexhaustoutletislocatedonthe in-boardsideofthecylinderheadto reducethelossofradiantheat.

Air Inlet

Theweightoftheengineisreduced duetothecongurationoftheintake andexhaustports.

Exhaust Outlet

Coolant Outlet Rocker Arms

Rocker Arm for  each Valve

Eachvalvehasitsownrockerarmand pushrod. Note:Therockerarmsarenot attachedbyheadbolts.

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UPPER ENGINE COMPONENTS Rocker Arms continued Therockerarmsforeachcylinderride ontheirowncommonfulcrum.They areattachedtothecylinderheadsby twobolts. Note: individualrockerarmsreduce sideloadingofthevalves.

Cam Followers • Patenteddesign(Ford). • Eachrollerliftercontainstwo hydrauliclashadjustersandeach valveisindividuallyactuated throughitsownpushrod&rocker arm • Simplestampedrockerarmsallow efcientpackage,robustquality,& reliablemotion • Eliminatestheoatingbridgeused toopenapairofvalveswitha singlerockerarm,improvingwear performanceandNVH.

Rocker Arm Oiling Manifold Bothcylinderheadshavearocker armoilingmanifoldthatcoolsand lubricatesthevalvesandrockerarms.

Oiling Manifold

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LOWER ENGINE COMPONENTS

1

2

3

4

5

6

Engine Block • Theengineblockismadefromacompactedgraphiteiron(CGI)enablesbest-in-classweightandimprovedNoise, Vibration,andHarshness(NVH). • Cam-in-blockdesignwithdryvalley • IntegratedDirectMountforHighPressureFuelPump. • Sixheadboltsareusedpercylinderandsixboltspermainbearingcap.

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LOWER ENGINE COMPONENTS Crankshaft Thefollowingimprovementshave beenmadetothecrankshaft. • Improvedcrankquality. • Filletradiusoneachjournal • ForgedModularSteel • Undercutrolledlletradius • Fullylightenedcrankshaftpins • Tworadiusedcounterweights • Onepiecerearange:   – increasetorquecapabilities.   – improvedsealingandbalance. • Shrinktassembledfrontdrivegear • Singlemodetorsionaldamper • Directaccessorydriveforimproved NVH Pistons Thepistonsareoilcooled.Aoiljetthat boltsintotheblockspraysoilintoa holeinthebottomofthepiston.The oilowsthroughthetopofthepiston andexitsfromaholeintheotherside ofthepiston.

Oil Enters

Oil Exits

Connecting Rods Theconnectingrodisafracturedcap design.

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LOWER ENGINE COMPONENTS Camshaft Thecamshaftisdrivenbythe crankshaft.Thecamshafthasone exhaustandoneintakelobeper cylinder. Thetwoexhaustvalvesareactuated byasingleexhaustlobeandthetwo intakevalvesareactuatedbyasingle intakelobe. Thecamshaftbearingsarelubricated bytherearcamgroove.Thisgroove receivesoilfromtheblockgallery andoilowsthroughthecenterofthe camshafttoeachcambearingjournal.

Rear Camshaft Grove

Gear Timing Thecamshaftandhighpressurefuel pumparedrivenoffthecrankshaft. Thetiminggearsareaccessible byremovingthefrontcover.The camshaft,crankshaftandhigh pressurefuelpumpallneedtobe timedtogether.

High Pressure Fuel Pump Gear 

Note:Thefuelpumpistimedsothat thefuelpumpstrokehappensatthe sametimeastheinjectionstroke. Thisprovidesamoreconsistentfuel delivery.

Camshaft Gear 

SeetheWorkshopManualforthe specicprocedurefortimingthe crankshaft,camshaftandfuelpump.

Crankshaft Gear 

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LOWER ENGINE COMPONENTS Crankshaft Main and Connecting Rod Bearings

Crankshaft Main Bearings

Boththecrankshaftmainand connectingrodbearingsarecolor codedandatanglessdesign. Thelowerhalfofthecrankshaftmain bearingsareadarkgraycolorwhile theupperhalfisabrightmetalwitha lubricationgrooveandaslotfortheoil toowthrough. Theupperhalfoftheconnectingrod bearingsaredarkgraywhilethelower halfisabrightmetalwithnogrooves.

Connecting Rod Bearings

Rear Crankshaft Seal Therearcrankshaftsealshaveno sealingsleeves.

Rear Crankshaft Seal

Front Crankshaft Seal Thefrontcrankshaftsealandoil slingerarepressedontogether.

Front Crankshaft Seal

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LOWER ENGINE COMPONENTS Vacuum Pump Thevacuumpumpislocatedonthe upperportionofthefrontcoverandis drivenbythehighpressurefuelpump. VacuumisusedfortheEGRcooler bypasssystemandthewastegate controlsystem.

Oil Pan Theoilpanprovidesthemounting locationsfortheoilcoolerandtheoil lteradapter.Theoillteradapteris mountedtotherightrearoftheoilpan andcontainstheoilpressureswitch andtheEngineOilTemperature(EOT) sensor.Theoilcoolerismounted totheleftrearoftheoilpan.Theoil coolerisacoolant-to-oilcooler.

Oil Cooler 

Oil Cooler Nut

Theoilcoolerismountedtothe outsideoftheleftsideoftheoilpan. Itisheldontotheoilpanbyboltson theoutsideofthepanandanutonthe insideofthepansealsthecenterports ofthecooler. Note:Theloweroilpanmustbe removedtogainaccesstotheoil coolernut.

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LOWER ENGINE COMPONENTS Oil Cooler Passages Theoiltravelsthroughtheoilpanfrom theoilpumptothecooler,backinto thepantotheoillter,thenbacktothe panandfeedstheengine.

Oil Cooler  Inlet

Oil Cooler  Outlet

Coolant Crossover 

Quarter Turn Drain Plug Theoildrainplugisaquarterturn drainpluglocatedintheleftrearofthe lowercompositepan.

Oil Pan Structural Support Theoilpanisastructuralmember ofthepowertrainassemblyand containsthelowerpartofthe6R140 transmissionboltcircletosupportthe transmission.

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COOLING SYSTEM The6.7LPowerStroke®dieselenginehastwoseparatecoolingsystems: • Theenginecoolingsystem,calledtheprimaryorhightemperaturecoolingsystem, • Thepowertrainsecondarycoolingsystem,alowtemperaturesystemwhichcoolstheChargeAirCooler(CAC),fuel cooler,EGRcoolerandtransmissionoilcooler. Bothcoolingsystemshavetheirownradiator,belt-drivencoolantpump,thermostatsanddegasbottle. Motorcraft®SpecialtyOrangecoolantmixedwithdistilledwateristheonlycoolanttouseinthe6.7LPowerStroke® dieselengine.CorrosionresistanceneedstobecheckedatspecicintervalsusingMotorcraft®teststripkit.Consultthe workshopmanualfordetails.

CoolantFlowThroughtheBlockat OperatingTemperature(ThermostatOpen)

CoolantFlowThroughtheBlockDuring WarmUp(ThermostatClosed)

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COOLING SYSTEM Primary Cooling System From EGR Cooler 

Radiator 

Degas Bottle

Thermostats

Water Pump

From EGR Block

Heater Core Inlet Heater Core Outlet

Engine Oil Cooler  Primary Cooling System Flow • Theprimarycoolingsystemcools thefollowingcomponents:   – engineblock   – cylinderheads   – engineoilcooler    – turbocharger    – EGRcooler  • Coolantisdrawnintothepumpinlet locatedinthefrontcoverfromthe bottomradiatorportandowsfrom thecoolantpumpthroughthefront covertothecrankcase. • Fromthecrankcasethecoolant isroutedtothecylinderheads, turbocharger,engineoilcoolerand theheatercore. • Thecoolantenterstheturbocharger

fromapassagewayintheengine block.Thecoolantexitsbyatube mountedontheleftsideofthe turbochargerandgoesintothe watercrossoveratthefrontofthe engine. • Coolantisroutedthroughtheright valvecovertotheEGRcoolerand theEGRvalve.Mostofthecoolant returnstotherightvalvecover,but thereisasmalloutletthatgoesto thedegasbottle. • Theinletfortheheatercorecomes offthefrontwatercrossover.The outletgoesintothebottomradiator hosewhereitattachestothe radiator. • Theinletfortheengineoilcooler comesoutoftheleftsideofthe

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engineblock.Theoutletgoesinto thebottomradiatorhosewhereit attachestothefrontcover. • Adualthermostatsystemcontrols theowofreturncoolanttothe radiator.Ifthethermostatsare open,coolantowstotheradiator tobecooled.Iftheyareclosedthe coolantcirculatesthroughabypass passageintheleftcylinderhead andengineblockandreturntothe pumpinlet.

COOLING SYSTEM Coolant System Flow (Back of Front Cover)

Inlet for  Cylinders on Left

Inlet for  Cylinders on Right

• CoolantissealedviarubberO-ring seals. • Coolantisdirectedthroughtwo passagesinthefrontcover.Onefor therightbankofcylindersandone fortheleftbankofcylinders. • Duringwarmupthethermostat blocksthecoolantowtothe radiatorandthecoolantisrouted backtothepumpthroughthe bypasscircuit. • Atnormaloperatingtemperature thethermostatsarecompletely openedandthecoolantisroutedto thepumpviatheradiator.

Coolant Outlet from Block/ Thermostat Bypass Circuit

Primary Thermostat

ECT Sensor 

Theprimarythermostathastwo thermostaticdevicesinoneassembly. Itislocatedinthecoolantcrossoverat thefrontoftheengine.Thethermostat regulatestheenginecoolant temperaturebycontrollingtheowof coolantthroughtheprimaryradiator. Thetwothermostaticdevicesdonot openatthesamecoolanttemperature. Theopeningtemperaturesare staggeredbydesign,oneopensat 90°C(194°F),otheropensat94°C (201°F). Engine Coolant Temperature ECT Sensor 

Thermostatic Devices

TheECTsensorislocatedinthe coolantcrossover,abovethecoolant pumpandnexttothethermostat housing.

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COOLING SYSTEM Engine Oil Cooler  Theengineoilcoolerislocatedonthe leftsideoftheengineoilpan.Coolant owsfromthelowerrearoftheblock throughtheheatexchangerandback tothecoolantpumpinletatthelower hoseconnection.

EGR Cooler Flow Thecoolantalsopassesfromthe cylinderheadintothersthalfofthe EGRcoolerandthenbackintothe cylinderheadtocooltheexhaust gasesbeforetheyenterthecylinder.

EGR Cooler Inlet

Return to Degas Bottle

Primary Coolant Pump Theprimarycoolantpumpislocated ontheleftfrontoftheengine. Theheatercoretransfersheatfrom theprimarycoolingsystemtothe passengercompartment.Coolantis routedintotheheatercorefromthe coolantcrossoverpipeatthefrontof theengine.Coolantpassesthrough theheatercoreandroutedtothe lowerradiatorhose.

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EGR Cooler Outlet

COOLING SYSTEM Powertrain Secondary Cooling System Radiator  Degas Bottle

CAC

Thermostat EGR Cooler  Coolant Pump

Fuel Cooler 

Thermostat Transmission Oil Cooler  Powertrain Secondary Cooling System Flow • Thepowertrainsecondarycoolingsystemcoolsthe followingcomponents:

rststageofcooling. • TheinletfortheCACandthefuelcoolercomesfromthe leftsideoftheradiatorafterbothstagesofcooling.

  – ChargeAirCooler(CAC)   – fuelcooler 

• Theoutletforallheatexchangersreturnstothedegas bottle.

  – EGRcooler    – transmissionoilcooler  • Thecoolantisdrawnintotheinletofthecoolantpump fromthedegasbottle.Thecoolantexitsthepumpandis routedtotheradiator. • Theradiatorforthepowertrainsecondarycoolingsystem hastwostages. • TheinletforthetransmissionoilcoolerandtheEGR coolercomesfromtherightsideoftheradiatorafterthe

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COOLING SYSTEM Charge Air Cooler (CAC) The6.7LCACisanair-to-coolant heatexchanger.Thisallowsformore coolingcapacityinasmallerunder hoodspace.

EGR Cooler Flow TheEGRcoolerislocatedontop oftherightvalvecoverandcools theexhaustgasbeforeitentersthe engine.Thisdevice,liketheCAC,is alsoanair-to-coolantheatexchanger.

EGR Cooler Outlet

EGR Cooler Inlet

Engine Coolant Temperature (ECT2) Sensor  TheECT2sensorislocatedinthe powertrainsecondarycoolingsystem partoftheEGRcooler,justafterthe coolantinlet.

ECT2

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COOLING SYSTEM Transmission Cooler  Thetransmissioncoolerforthe6R140 transmissionislocatedontheright frontinnerframerail.

Fuel Cooler  Thefuelcoolerislocatedontheleft framerailbetweentheengineand theDieselFuelConditioningModule (DFCM).Itcoolsthereturnfuelbefore itissenttotheDFCM.

Secondary Thermostats

Left Tank

Thehightemperaturethermostat islocatedontherightsideofthe secondaryradiatorandregulates theupperradiatortemperatureto approximately60°C(140°F). Thelowtemperaturethermostat islocatedontheleftsideofthe secondaryradiatorandregulates thelowerradiatortemperatureto approximately45°C(113°F).

Right Tank

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COOLING SYSTEM Secondary Coolant Pump Thesecondarycoolantpumpis locatedontherightfrontoftheengine.

Engine Block Heater  Theengineblockheaterislocatedon therightsideoftheengineblock.The blockheateruses110VACtoheat theenginecoolantincoldweather climates.Usetheengineblockheater mustbeusedwheneverambient temperaturesareatorbelow-23°C (-9°F). Theengineblockheaterisstandard oneveryengine.Thepowercordisan optionalaccessory.

Engine Cooling Fan Theenginecoolingfanisanelectroviscousdesign.Theenginecoolingfan clutchiselectronicallycontrolledby thePCM,basedoninputinformation receivedfromvariousenginesensors. ThePCMprovidesaPulseWidth Modulated(PWM)signaltothefan clutchandmonitorsfanspeedthrough theFanSpeedSensor(FSS).

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COOLING SYSTEM Radiators Thecoolersthatarelocatedatthe frontofthegrilleopeninginclude: • primaryradiator. • secondaryradiator. • airconditioningcondenser. • powersteeringcooler. Thesecondaryradiatorislocated infrontoftheprimaryradiatorto allowthepowertrainsecondary coolingsystemtooperateatalower temperaturethantheprimarycooling system.

Quick-Connect Fittings Bothcoolingsystemsuseunique quick-connectttingsonthelarger coolanthosesandstandardstyle clampsonthesmallerhoses.

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LUBRICATION SYSTEM

Lubrication System Oil Flow • Oilisdrawnfromtheoilpanthroughthepickuptube.The oilisthenroutedthroughapassagecastintotheupperoil panthentotheoilpumpinlet. • Fromtheoilpump,oilisdirectedtotheoilcoolerandthen totheoillter.

  – camfollowersandhydraulicliftersontheleftside.   – pistoncoolingjetsontheleftside. • Camshaftoilgalleryfeedsthecamshaftbearings.

• Themainoilpassageintherearoftheengineblockfeeds theright,leftandthecamshaftgalleries. • Rightoilgalleryfeedsthe:   – rockerarmoilingmanifoldfortherightcylinderhead.   – camfollowersandhydraulicliftersontherightside.   – pistoncoolingjetsontherightside.   – crankshaftmainbearings, • aseparateoilpassageforeachmainbearing. • alsousedtolubricatetheconnectingrodbearings.   – turbocharger. • Leftoilgalleryfeedsthe:   – rockerarmoilingmanifoldfortheleftcylinderhead. • Anoilpassageconnectedtothegallerygoingupto theleftcylinderheadalsoprovidesengineoiltothe:   – vacuumpump.  – meshedgearsofthecrankshaft,camshaftand highpressurefuelpump.

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LUBRICATION SYSTEM Oil Pump Thegerotorstyleoilpumpismounted tothebacksideofthefrontcover. Note:Thefrontcovermustbe replacedtoservicetheoilpump.

Oil Pressure Regulator  Theoilpressureregulatorvalveis locatedintheoilpumpcoveronthe backofthefrontcover.

Piston Cooling Jets The6.7Lengineincorporatespiston coolingjetsthatsprayoilintoaholein thebottomofthepistontocoolthetop ofthepiston. Theoiljetsboltintothebottomofthe blockanddirecttheoilintothepiston.

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LUBRICATION SYSTEM Cylinder Head Lubrication Thereisanoilmanifoldineach cylinderheadthatspraysoilontothe rockerarmsandvalvespringsfor coolingandlubrication.

Oiling Manifold

Oil Cooler  Theoilcoolerismountedontheoil panoftheengineandusesengine coolanttodissipateheatfromthe engineoil. Thecoolantandoilareseparatedby multipleplatesthatcreatepassagesin theoilcooler. Afteroilhasbeencooled,itexitsthe oilcoolerandtravelsthroughtheoil pantotheoillter.

Oil Filter  Theoillterisaspin-onstylemounted ontherightsideoftheoilpan.

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NOTES

36

AIR MANAGEMENT SYSTEM Intake Side AirisdrawnthroughtheairlterthenpasttheMassAirFlow(MAF)andIntakeAirTemperature(IAT)sensors.The MAFsensormeasuresthemassoftheairenteringtheengineandIATobtainsthetemperature.Next,theairenters thecompressorsideoftheturbochargerthroughthelowerintakemanifold.Theairiscompressedaboveatmospheric pressure.Thecompressingprocesscausestheairtoheatup.DirectingtheairtoanairtocoolantChargeAirCooler (CAC).FromtheCACtheairpassestheCACtemperaturesensorandthroughtheintakethrottlebodyandintotheother sideofthelowerintakemanifold.InsidethelowerintakemanifoldtheairmixeswithEGRgases(ifEGRvalveisopen), travelstotheupperintakemanifold,andthroughtherightandleftsiderockercoverstotheintakeportsofthecylinder heads. Exhaust Side Exhaustgasesexittheexhaustportsintotheinboardexhaustmanifolds.Exhaustgasesaredirectedtothedualinlet oftheturboviatherightandleftsideup-pipe.Theexhaustspinstheturbinewheelinsidetheturbocharger.Theturbine wheelspinsthecompressorwheel(s)viatheircommonshaft.Someoftheexhaustfromthepassengersidemanifoldis directedtotheEGRvalvethroughtheEGRinletpipe.WhentheEGRvalveisbeingoperated,exhaustowgoesthrough thevalvetheneitherthroughtheEGRcoolerorbypassingthecooler.ThisisdonebytheEGRcoolerbypassvalve.The exhaustgasentersthelowerintakemanifoldandcombineswiththefreshair. LEGEND INTAKE

18

EXHAUST

1

COOLED EXHUAST

19

CRANKCASE GASES

17

3 4 5

2 12

9 6

16

8

11

15

7 10 13

14

Number

Component

Number

Component

1

Upper intake manifold

11

Intake Throttle Body

2

Lower intake manifold

12

CAC inlet

3

EGR outlet tube

13

CAC

4

Exhaust manifold to EGR tube

14

Left cylinder head

5

EGR valve

15

Left valve cover  

6

Right valve cover

16

Left turbo inlet pipe

7

Right cylinder head

17

Turbocharger down pipe

8

Right exhaust manifold

18

Crank Case Vent (CCV)

9

Right turbo inlet pipe

19

Turbocharger  

10

CAC outlet

37

AIR MANAGEMENT SYSTEM Air Inlet Components Air Filter  Theairlterislocatedonthe passengersideoftheengine compartmentinfrontofthebattery. Theairlterhousingincludesanonelectricalltermindertomeasureinlet restriction.Whenthelterelement becomescontaminatedbeyond usefullimits,theltermindervisually indicatestheneedforreplacement.

Mass Air Flow/Intake Air  Temperature (MAF/IAT) Sensor  TheairintakesystemincludesaMAF andIATsensorsintegratedintoone unit.TheMAF/IATsensorislocatedin theairinlettubeaftertheairlter.

Pickup Turbocharger (Wide Frame) Theturbochargerpickupmodels useaDualBoostturbocharger. Thisturbochargerhasoneexhaust turbine,twointakecompressorsand incorporatesawastegate.Theexhaust turbinehasvariablevanesthatchange withengineoilpressurefromaPCMcontrolledsolenoid.

38

AIR MANAGEMENT SYSTEM Chassis Cab Turbocharger (Narrow Frame) Thechassiscabuseastandard VariableGeometryTurbocharger (VGT)operatedwithengineoil pressurethatiscontrolledbythe PCM.Thisturbochargerdoesnot incorporateawastegate.

Coolant Inlet

Coolant Outlet

Charge Air Cooler (CAC) TheCACislocatedontheleftsideof theengine,ontopofthefenderwell. TheCACisaair-to-coolantheat exchangerusedtoreducethe temperatureofthecompressedair fromtheturbochargerpriortoentering thecombustionchambers.Cooler airisdenser(improvingvolumetric efciency),resultinginincreased power.

CAC Inlet CAC Outlet

Intake Throttle Body Theintakethrottlebodyislocatedon thetopoftheengine,attachedtothe lowerintakemanifold. Theintakethrottlebodycontrolsair owintotheintakeairsystem.

39

AIR MANAGEMENT SYSTEM Lower Intake Manifold Thelowerintakemanifoldisonthetop oftheengineandintakeairpasses throughittwice.Thersttimeitows throughthelowerintakemanifold beforegoingtotheturbochargerinlet. Crankcasevaporsarepulledintothe lowerintakemanifoldwiththeaironits waytotheturbocharger.

Air to Upper  Intake Manifold

Air Mufers Air to Turbocharger  Compressor 

Air From EGR Valve

Air From Air Filter 

Lower Intake Air Flow after the CAC Afterleavingtheturbochargeroutlet theairgoesthroughtheCACandthen throughtheintakethrottlebodybefore itismixedwithexhaustgasesfromthe EGRvalve.Thebluelinerepresents theowofcooledintakeairandthe redlinerepresentstheowofEGR gases.

Upper Intake Manifold

Air to Intake Manifolds/Valve Covers

Theupperintakemanifolddirects pressurizedairfromthelowerintake manifoldtotheintakemanifold/valve covers.Theupperintakemanifold containstwointakenoisemufersto reduceintakenoise.

Air Mufers

Air From Lower  Intake Manifold

40

AIR MANAGEMENT SYSTEM Intake Manifold/Valve Cover  Theintakemanifold/valvecoverfor eachcylinderheadareincorporated intoonepiece.Theairowsfromthe upperintakemanifoldintothetop ofthevalvecoverandacrosstothe intakeports.

Bottom of Valve Cover  Inthepictureyoucanseetheintake manifoldportonthebottomandthe valvecovercavityonthetop.

Crankcase Vent Oil Separator  Thecrankcaseventoilseparatoris attachedtotheleftvalvecover. Theenginecrankcaseventoil separator,separatestheoilfrom crankcasevaporsandreturnsittothe crankcasethroughthevalvecover. Thevaporsareroutedintotheintake ductingatthelowerintake,beforethe turboinlet.

41

AIR MANAGEMENT SYSTEM Glow Plug System Glow Plug Control Module (GPCM) TheGPCMislocatedunderthe passengersidebatterybox. Theglowplugsystemiselectronically controlledbythePCM.ThePCM monitorstheambienttemperature, ECTandBAROsensorstocontrol glowplugoperation. TheGPCMcontrolstheglowplugs andthereductantsystemheating elements. Whenrequired,thePCMsupplies asignaltotheGPCMwhichinturn suppliescurrenttotheglowplugs.

Glow Plugs Theglowplugsaremountedinthe cylinderheadsandareaccessible throughthevalvecover.

Glow Plugs

TheGPCMsuppliestherequired currenttoeachglowplug,basedon commandsfromthePCM.Groundis providedthroughtheglowplugbody tothecylinderhead.

Glow Plug Operation Someofthefeaturesoftheceramic glowplugsthatareusedonthe6.7L PowerStroke®dieselare: • Endofcompressiontemperatureis highenoughtoauto-ignitethefuel. • Theceramicglowplugscanreach 1250°C(2282°F)in2seconds. • Thetipoftheglowplugiscloser totherimofthepistonthanthe injector.Thiscausestheheatfrom theglowplugtocontacttherim zoneofthefuelspray.

Glow Plug Current Flow vs. Temperature 40

1400

35

1200

30

1000  e m

T 

   )   s25   p   m   a   n    i    ( 20    t   n   e   r   r   u15    C

800

600

400

10

200

5

0

0

-200 0

5

Time in Seconds

42

10

15

20

25

30

Glow Plug Temperature Glow Plug Current Flow

 p  e r   a  t    u r   e  (   i   n  d   e  g r   e  e  s  C   e l    s i    u  s  )  

AIR MANAGEMENT SYSTEM DualBoost Variable Geometry Turbocharger (VGT) Turbochargercontrolisbasedoffanairsystemmodelthatproducesadesiredintakepressuretomeetthepower requirementsrequestedbytheoperator..ThePCMcommandstheVGTcontrolvalvebyafeedbackloopontheintake pressuretoachievethedesiredintakepressuretomeetthedriver’sneeds(pedalposition,engineload).Theairsystem modelconsidersenginetemperature,airtemperature,EGRoperation,RPM,andengineload. Theturbochargeronpickupboxmodelshaveawastegate.ThePCMcontrolsthewastegatesolenoidtosupplyvacuum totheactuator.WhenintakepressureisgreaterthandesiredandtheVGThascommandedthevanestothefullopen positionthewastegateopensallowingexhaustgasestobypasstheturbinens,reducingexhaustpressurethusreducing intakepressure.

High Speed Air Inlet

VGT Solenoid

Main Air Inlet

Oil Feed Tube VGT Vanes

Intake Compressors. TheDualBoostVGThastwointake compressorsandoneexhaustturbine onacommonshaft.

High Speed Air Inlet

Main Air  Inlet

43

AIR MANAGEMENT SYSTEM VGT Closed WhentheVGTiscloseditmaximizes theuseoftheenergythatisavailable atlowspeeds.ClosingtheVGT acceleratesexhaustgasowacross thevanesoftheturbinewheel.This allowstheturbochargertobehave asasmallerturbocharger.Closing thevanesalsoincreasestheexhaust pressureintheexhaustmanifold, whichaidsinpushingexhaustgasinto theintake.Thisisalsothepositionfor coldambientwarm-up.

VGT Partially Open 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exhaustpressuretodrive exhaustgas.

VGT 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.

44

AIR MANAGEMENT SYSTEM VGT Actuator  The6.7LVGTactuatorusesengine oilpressureonapistontomove thevanesontheexhaustturbine. TheVGTactuatoriscommanded bythePCM,basedonadesired MAPpressure.Thisactuatormeters engineoiltoeithersideofthepiston. Thisdesignfeaturereactsquicklyto changesindemandbasedondriving conditions.Whenonesideofthe pistonispressurized,theopposite sideisvented.

Wastegate Solenoid and Actuator  ThewastegateontheDualBoost VGTisvacuumcontrolledthrougha solenoidthatiscontrolledbythePCM. Thewastegateisonlyusedonthe DualBoostturbocharger. Thewastegateopenstorelieve excessiveexhaustpressureathigher RPMs. WhentheVGTcannotreactquickly enoughtoreduceMAPpressure,the wastegatewillopentoreduceEPto slowdowntheturbo.

Coolant Passages

Oil Inlet

Coolant Inlet

Oil Drain Coolant Weep Passage

45

Theturbochargeriscooledusing coolantfromtheprimarycooling system.Coolantentersthe turbochargerfromtheblockonthe bottomoftheturbochargerand owsthroughandoutthetopofthe turbochargerthroughalinebacktothe coolantcrossovertube.

AIR MANAGEMENT SYSTEM Exhaust Gas Recirculation (EGR) TheEGRsystemallowscooled(inert)exhaustgasestore-enterthecombustionchamber,whichlowerscombustion temperaturesandOxidesofNitrogen(NOx)emissions. EGRsystemcontrolisbasedoffanairsystemmodeltoestimatethepercentageofexhaustgasinthecylinder.The PCMlooksatenginetemperature,intakepressure,exhaustpressure(EP),RPM,andengineloadtodeterminetheEGR owrate.TheratioofMAPandEPisusedbythePCMtoestimateadesiredEGRvalveposition.Thedesiredpositionis comparedtotheactualandthedutycycleisadjustedtomeetthatdesiredpositionfortherequiredEGRowrate.Ifthe rateisnotachievedwithEGRvalveposition,theintakethrottlebodyclosestoadesiredposition,reducingintakemanifold pressure.Reducingtheintakemanifoldpressureincreasesthepressureratioallowingmoreexhausttolltheintake manifoldatagivenEGRvalveposition.Asmoreexhaustgasisintroducedintotheintakemanifoldtheamountofair measuredbytheMassAirFlow(MAF)sensorisdecreased. The6.7LhasahotsideEGRvalveduetoitbeingbeforetheEGRcooler.OncepasttheEGRvalve,theexhaustgasis eitherdirectedthroughtheEGRcoolerorbypassestheEGRcooler.ThisisdonebythePCMcontrollingtheEGRcooler bypasssolenoidwhichturnsvacuumonorofftotheactuatoronthebypassdoor.TheEGRoutlettemperature(EGRT) sensormeasuresthetemperatureoftheexhaustgasleavingthesystemforcoolereffectivenessandbypasscontrol.

EGR Valve Actuator 

EGR Cooler  Bypass Solenoid EGR Cooler  Bypass Actuator 

Secondary Coolant Inlet

ECT2

Secondary Coolant Outlet

Exhaust Gas Inlet EGR Outlet

46

AIR MANAGEMENT SYSTEM EGR Valve TheEGRvalvereceivesadutycycle signalfromthePCMandsends avariablevoltagesignalfromthe ExhaustGasRecirculationValve Position(EGRVP)sensorbackto thePCMtoindicateactualposition. Internally,ithastwovalvesconnected byacommonshaft.Exhaustgases areroutedfromtherightexhaust manifoldtothecenterofthevalve. Whenthevalveisopened,exhaust gasesowoutthetopandbottom poppetvalveseitherthroughtheEGR Coolerandtotheintakemanifoldor directlytotheintakemanifoldifthe EGRcoolerbypassvalveisinbypass position.

EGR Cooler 

Powertrain Secondary Cooling System

TheEGRsystemusesanEGRcooler aftertheEGRvalve.Thiskeepsthe EGRvalvecleanerthanprevious engines. TheEGRcoolerislocatedontheright valvecover,foreasierservice. ThecoolerEGRtemperaturereduces NOxemissions.

Primary Cooling System

Primary Coolant Flow

EGR Primary Coolant Flow: TherstpartoftheEGRcooleris cooledbytheprimarycoolingsystem. Aninternalair-to-coolantheat exchangerabsorbsheatfromthe exhaustgasesanddissipatesheatto theatmospherethroughtheprimary radiators.

47

AIR MANAGEMENT SYSTEM EGR Powertrain Secondary Coolant Flow

Secondary Coolant Flow

ThesecondpartoftheEGRcooleris cooledbythepowertrainsecondary coolingsystem. Aninternalair-to-coolantheat exchangerabsorbsheatfromthe exhaustgasesanddissipatesheatto theatmospherethroughthepowertrain secondaryradiators.

EGR Flow

EGR Cooler Flow

Theexhaustgasentersthroughthe EGRvalveandthengoesthroughthe EGRbypassvalve.Astheexhaust gasenterstheEGRcooler,itisrst cooledbytheprimarycoolingsystem. ItowsthroughthesecondaryEGR coolerwhereitiscooledfurtherbefore exitingtheEGRcoolerandentering theintakeairsystem.

EGR Cooler Bypass Flow Duringsomeoperatingconditionsthe EGRcoolerisbypassed.

1

EGR Cooler Bypass Flow

1

48

AIR MANAGEMENT SYSTEM EGR Cooler Bypass Valve

EGR Cooler  Bypass Valve EGR Cooler  Bypass Passage

TheEGRcoolerbypassvalvealters theowofEGRgasestoincreasethe temperatureofthegasatlowengine speeds.Thevacuumcontrolledvalve issolenoidcontrolledbythePCM. IfthePCMdeterminesthatitdoes notneedtocooltheexhaustgas,it commandstheEGRsolenoidto closethebypassvalveandroutethe exhaustgasdirectlytotheintakeair system.

Engine Coolant Temperature Sensor 2 (ECT2) ECT2monitorssecondarycooling systemtemperature,whichaffects EGRcoolertemperatureand performance.

ECT2

Intake Throttle Body Theintakethrottlebodyismountedon thelowerintakemanifold. Theintakethrottlebodypromotesow ofEGRgasestotheintakemanifold bycreatingadifferentialbetween exhaustpressureandintakepressure.

49

NOTES

50

FUEL SYSTEM Atkeyon,thefuelpumpwithintheDieselFuelConditioningModule(DFCM)isturnedonandthelowpressurefuel systemispressurized.Iftheengineisnotstarted,thepumprunsforupto30seconds.ThePCMobtainsinformationfrom theAmbientAirTemperature(AAT),EngineCoolantTemperature(ETC),EngineOilTemperature(EOT),andFuelRail Temperature(FRT)sensorsforfueldeliverycalculations.TheVolumeControlValve(VCV)andPressureControlValve (PCV)areopen. DuringenginecrankingthePCMidentiesTopDeadCenter(TDC)withinapproximately120degreesofcrankshaft rotationandPCVisclosing,allowingfuelpressureintherailtoachievethecalibratedvalue.Thisallowstheengineto startveryquickly. OncetheFuelRailPressure(FRP)sensordetectstherequiredfuelpressure,thePCMbeginsfuelinjectionoperationto meetthedesiredidleRPMbaseduponthetemperaturesensorsandengineload.Duringthisinitialstartupmode,the highpressurefuelsystemisruninPCVmodeforacalibratedamountoftime.TheVCVissettoaspeciedpointwhile PCVisdutycycledtomeetthedesiredfuelrailpressure. ThehighpressurefuelsystemoperatesinPCVmodeuntilacalibratedfueltemperatureandtimeisachieved. InVCVmodethefuelvolumeenteringthehighpressurefuelpumpisadjustedbytheVCVtomeettherequiredfuelrail pressurewhilestillbeingtrimmedbythePCV.VCVmodeisamoreefcientoperatingmodebecauseonlytheamountof fuelrequiredforcombustionisbeingcompressedbythepumpandsenttothefuelrails. Duringacceleration,theVCVandPCVarecommandedtomeetthedriver’sdemand(acceleratorpedalinput/engine load).ThePCM’scommandstotheVCVandPCVarebasedupon:FRT,ECT,EOT,ATT,engineload,andregeneration state. Ondeceleration,theVCVisclosedandthePCVisopeningtomaxpositiontoreducefuelpressure.WhenRPMis approachingthedesiredidlespeed,theVCVbeginstoopentoprepareforinjectorusage. Duringregeneration,theleftsideinjectorsperformpostinjection.Therightsideinjectorsdonotprovidefuelfor regenerationbecauserightsidecylinderssupplyexhaustgastotheEGRvalveandEGRcooler. Undercertainconditions,likebatterydisconnectandfuelsystemreset,thefuelsystemoperatesinAdaptivePCV(APCV) modeontherststart.IntheAPVCmode,thePCMislearningthedutycycleneededforthePCVtoachievethedesired fuelpressure. Highpressurefuelsystemoperatingmode: • HighpressurefuelsystemrunsinPCVmodeat startupuntilacalibratedtimeandtemperature havebeenmet. • Thermalrecirculationvalveisfullyopenupto between24-27°C(75-80°F)andfullyclosedat 38°C(100°F)(allfuelgoesbacktotank)

Injectors

Fuel Delivery Pressure Sensor 

High Pressure Fuel Pump

Thermal Recirculation Valve DFCM

Rail

Secondary Fuel Filter 

Fuel Cooler 

       T

U  T

F U P

4µm Filter  Water Seperation

Rail Pressure Volume Control Valve (VCV) Control Valve (PCV)

Fuel Rail Pressure Sensor  (FRP)

Low Pressure Fuel Pump

Fuel Temperature Sensor 

Injectors

High Pressure Internal Low Pressure Vehicle Low Pressure

Engine Components

51

Vehicle Components

10µm Primary Fuel Filter 

FUEL SYSTEM Fuel Supply System • TheDFCMincludesthefollowingcomponents:   – lowpressurefuelpump   – 10micronprimaryfuellter    – thermalrecirculationvalve   – waterfuelseparator(~200ml)   – WaterinFuel(WIF)sensor    – waterdrain(manualoperation) • AfterthefuelisconditionedbytheDFCM,thecleanpressurizedfuelissenttotheenginemountedfuellterassembly whereparticleslargerthan4micronarelteredoutofthefuel.Afterthefuelisltered,itisroutedtothehighpressure fuelpump.

Low Pressure Fuel Pump Thelowpressurefuelpumpislocated insidetheDFCMassembly.

Low Pressure Fuel Pump

Thelowpressurefuelpumpdraws fuelfromthefueltankthroughthe10 micronprimaryfuellterandpushes ittotheenginemountedfuellter. Thefuelpumppressurereliefvalve isintegraltothefuelpumpandisnot serviceableseparately.Thefuelpump pressureregulatorlimitsfuelpressure to827kPa(120psi). Thelowpressurefuelpump suppliesapproximately3timesthe maximumamountoffuelrequiredfor combustion.Theexcessfuelisused forlubricationandcoolingofthehigh pressurefuelpump. TheIDShasaPID“FPL_CMD#”to commandthelowpressurefuelpump onandoff.

Primary Fuel Filter  Theprimaryfuellterislocatedinthe DFCM. Theprimaryfuellterremoves particulateslargerthan10microns fromthefuel.TheDFCMhasa recessednutonthebottomtoremove thefuellter.Theserviceinterval ofthefuelltervarieswithusage; alwaysconsulttheOwnersGuideor WorkshopManualforserviceintervals.

52

FUEL SYSTEM Water Drain Valve Thewaterdrainvalveislocatedonthe bottomoftheDFCM. Todrainwaterthathasaccumulatedin theDFCM,turnthedrainvalvetothe openposition.

Water Drain Valve

Water In Fuel (WIF) Sensor  TheDFCMalsoincludesaWIFsensor thatindicateswhenthereservoirin thewaterseparatorisfullandneeds tobedrained.Whenthisoccurs, anindicatorlampilluminatesanda messageappearsinthemessage center.

Water In Fuel Sensor 

Secondary Fuel Filter Assembly Toprovideadditionalfuelltering,an enginemountedsecondaryfuellter islocatedonthetopoftheleftvalve cover.Thesecondaryfuellterisa 4microncartridgestylelterandis replacedasacompleteunit.

53

FUEL SYSTEM Secondary Fuel Filter Assembly from the Factory Thesecondaryfuellterthatis equippedonthevehiclefromthe factoryhasthreeports.Thethirdport isusedduringtheassemblyprocess. Theservicepartonlyhastwoports: theinletfromtheDFCMandtheoutlet totheVCVinletwhichismountedon thehighpressurefuelpump.

Low Pressure Fuel Supply to High Pressure Fuel Pump ThefuelsupplysystemusesaFuel RailTemperature(FRT)tocalculate fueldeliveryandfuelpressureswitch tohelpprotectthehighpressurefuel system.

Fuel Pressure Switch (FPS) Thefuelpressureswitchismounted inthefuellinethatrunsbetweenthe secondaryfuellterandthehigh pressurefuelpump.

Fuel Pressure Switch

TheFPShasa48-58psi-gaugesetpointfordetectionofalowpressure fuelsupply.ThePCMde-ratedthe engine’spowerby30%iftheswitchis triggered. TheFPSprotectsthehighpressure fuelsystemfromdamageduetolow fuelpressuresupply. LOWFUELPRESSUREisdisplayed inthemessagecentertoadvise thecustomerofalowfuelpressure concern.

54

FUEL SYSTEM Fuel Rail Temperature (FRT) TheFRTismountedinthefuelline thatrunsbetweenthesecondaryfuel lterandthehighpressurefuelpump. Itisgreenincolor.

Fuel Temperature Sensor 

ThePCMmonitorsthetemperatureof thefuelusingtheFRTbeforethefuel entersthehighpressurefuelpump. Fueltemperatureeffectsfuelviscosity. ThePCMusesthisinformationfor moreprecisefuelingnomatterwhat thefueltemperature.

Fuel Cooler  Afuelcoolerislocatedontheleft framerailforwardoftheDFCM.The blackfuellineisusedforfuelreturn fromtheenginetothecooler.The grayfuellinereturnsfuelfromthe coolertotheDFCM.Dependingon thetemperatureofthefuelfromthe injectors,thefuelcoolercanbeused tocoolorheatthefuelgoingbackto theDFCM.Thepowertrainsecondary coolingsystemprovidesthecoolant forthefuelcooler.

Injector Low Pressure Connectors Theinjectorlowpressureconnectors haveadualpurpose.First,itisnot reallyareturnbutalowpressure feedtokeepfuelpressureinside thehydrauliccoupler.Withoutfuel pressureinthehydrauliccoupler,the injectorwillnotdeliverfuel.Second, thefuelthatpassesthroughthe injectorduringtheinjectionprocess exitstheinjectorthroughthelow pressureconnectors.

55

FUEL SYSTEM Biodiesel The6.7LPowerStroke®dieselengine maybeoperatedondieselfuels containingupto20%biodiesel,also knownasB20.

• bealerttofuelgelling/waxing. • thefuelsystemmustbeushedout withregulardieselfuelifthevehicle isgoingtobeinstorageformore thanamonth

Tohelpachieveacceptableengine performanceanddurabilitywhenusing • onlyusebiodieselfuelofgood qualitythatcomplieswithindustry biodieselinyourvehicle:

standards. • donotuserawoils,fatsorwaste cookinggreases. Useoffuelscontainingmorethan20% biodieselcandamageengineandfuel systemcomponents,resultingina non-warrantycondition.

Fuel Management System TheVolumeControlValve(VCV)controlshowmuchfuelentersthetwohighpressurepumppistons.Thehighpressure fuelpumpisrestrictedasrequiredbythePCM.UndervaryingconditionsthefuelsystemisinPCVorVCVmode. Twohighpressurefuellinesfromthehighpressurefuelpumptransportthefueltothedivertervolumeareaoftheleft (driver’sside)fuelrail.Fromthedivertervolumearea,fuelgoesthroughanoricetosupplytheleftfuelrailandthrougha highpressurefuellineovertotherightfuelrail. ExcessfuelfromthehighpressurefuelpumpisroutedbacktotheDFCM/fueltank.Theleftfuelrailsuppliesfueltothe4 injectorsintheleftcylinderheadviahighpressurefuellinesanditsuppliesfueltotherightsidefuelrailviaanotherhigh pressurefuelline. TheleftsidefuelrailcontainsthePressureControlValve(PCV)mountedintherearofthefuelrailandtheFuelRail Pressure(FRP)sensorinthefrontofthefuelrailThePCVregulatesthepressureinthefuelrailsunderspecicoperating conditions.WhenoperatinginPCVmode,fuelreleasedbythePCVisreturnedtotheDFCM/fueltank. Thehighpressurefuelpumpiscapableofproducingupto199,948kPa(29,000psi)tothefuelinjectors. Eachfuelrailhas4individualhighpressurefuellinestosupplyfueltotheinjectors.Injectorreturnfuelisdirectedbackto thelowpressurelinesupplyingthesecondaryfuellter.Theinjectorreturnlineassemblycontainsasinglethrottle(orice) togeneratebackowforproperinjectoroperation.FuelbeingdirectedbacktotheDFCM/fueltankgoesthroughthefuel coolerrstthentotheDFCM. Fuel Management Components 1. Highpressurefuelline 2. Righthighpressurefuelrail 3. Fuelinjector  4. Highpressurefuelpump 5. VolumeControlValve(VCV) 6. HighpressurefueltransferLine fromtheleftfuelrailtotheright fuelrail 7. FuelPressureSensor(FPS) 8. Divertervolumearea 9. Lefthighpressurefuelrail 10. PressureControlValve(PCV)

10

1

9 2 8

3 4

56

5

6

7

FUEL SYSTEM High Pressure Fuel Pump Thehighpressurefuelpumpis mountedinthefrontvalleyofthe engineandisgeardrivenbythe camshaft. Thehighpressurefuelpumpis timedtothecrankshaftandcamshaft tooptimizetheeffectsofthehigh pressurefuelpulses. Thehighpressurefuelpumpis lubricatedbydieselfuel.

High Pressure Fuel Pump Operation Thehighpressurefuelpumpisa 2-cylinderdesign.Themainshafthas twoactuatinglobes.Theactuating lobesareoffset180degreesfrom eachother.Eachpumppiston isactuatedtwicepercrankshaft revolution.

Piston Assemblies Thepistonsareactuatedviathe actuatinglobesandarereturnedto restviaspringpressure.Thepistons receivefuelfromthethroughaonewaycheckvalve.Fuelisdrawn intothecylinderwhilethepistonis returningtorest.Thefuelowtothe cylindersofthepumparemeteredby theVolumeControlValve(VCV).

57

FUEL SYSTEM Piston Assembly Check Valves Theoutletcheckvalvecloseswhile fuelisbeingdrawninduetoa pressuredifferenceonthetwosidesof thecheckvalve.Oncethepistonstarts itscompressionstroke,theinletcheck valveclosesviathespringandfuel pressureandtheoutletcheckvalve opensduetoincreasingfuelpressure, forcingthecheckvalveoffitsseat.

High Pressure Check Valve

Low Pressure Fuel Inlet

High Pressure Fuel Pump Outlet

Pressure Control Valve (PCV) ThePCVisthreadedintotherearof theleftfuelrail.ThePCVisatwowire normallyopenPulseWidthModulated (PWM)solenoid.ThePCMrelay suppliessystemvoltagetoonewireof thesolenoid.ThePCMusesapulse widthmodulatesgroundtocontrolthe PCVuntilthedesiredfuelpressureis reached. ThePCVregulatesthepressurein thefuelrailsunderspecicoperating conditions.ThePCVcontrolsthefuel pressureusinginformationfromthe FuelRailPressure(FRP)sensor.

Volume Control Valve (VCV) ThefuelVCVismountedonthetop ofthehighpressurefuelpump.The VCVispulsewidthmodulatedbythe PCMtocontroltheamountoffuelthat entersthehighpressurefuelpump. TogetherwiththePressureControl Valve(PCV),theVCVregulatesthe fuelrailpressure.TheVCValso interruptsthefuelsupplytothehigh pressurefuelpumpelementswhen theengineisswitchedoffandduring enginedeceleration.

58

FUEL SYSTEM Fuel Rail Pressure (FRP) Sensor  TheFRPisthreadedintothefront oftheleftfuelrail.TheFRPsensor isathree-wirevariablecapacitance sensor.ThePCMsuppliesa5volt referencesignalwhichtheFRPsensor usestoproducealinearanalog voltagethatindicatespressure.The FRPsensoractivelymonitorsfuelrail pressuretoprovideafeedbacksignal tothePCM.

Fuel Rail Pressure Sensor 

Fuel Rails

Right Fuel Rail PCV Solenoid

Thefuelrailsonthe6.7LPower Stroke®dieselengineareonthe outsideofthevalvecovers.Theleft fuelrailhastheFRPsensorandthe PCVsolenoid.Therightfuelraildoes nothaveanysensorsorsolenoids. Theleftfuelrailislongerduetoa divertervolume.

Diverter Volume

FRP Sensor 

Left Fuel Rail

High Pressure Fuel Lines Thehighpressurefuellinesrun betweenthe:

To Right Fuel Rail

• highpressurefuelpumpandleft fuelrail. • rightandleftfuelrails. • fuelrailsandthefuelinjectorson theoutsideofthevalvecovers.

From High Pressure Fuel Pump

59

FUEL SYSTEM Piezo Fuel Injectors Thereareeightfuelinjectors;four mountedoneachcylinderhead. Theyareservicedwithoutremoving thevalvecovers.TheInjector QuantityAdjustment(IQA)mustbe programmedintothePCMwhena newinjectorisinstalled. Theinjectorisa19mmpiezo-actuated injectorwithan8holenozzle. Eachfuelinjectorisretainedwitha singleclampandboltthroughthe rockercovertothecylinderhead. Asteppedcoppergasketisused tobetterdistributethesealingload betweenthecylinderheadand injector.Thisallowsheattotransfer fromtheinjectornozzletothecylinder head.Thestepisinstalledtowardsthe cylinderhead.

Fuel Injector Piezo Actuator  Thepiezoactuatorisastackofpiezo crystals.Whencurrentisappliedtothe crystals,thecrystalsexpand.When thePCMsuppliedcurrentisremoved fromthepiezocrystals,theycontract. Whenthecrystalscontract,they createvoltage(currentowreverses).

De-energized

Energized

PCMsuppliescurrenttothepiezo stackandwhentheinjectorisdeenergizedthecurrentisremovedfrom thepiezostackandstoredbythePCM toactuatetheinjectoronacompanion cylinder 

Piezo Actuator 

60

FUEL SYSTEM Hydraulic Coupler 

Down

Up

Upper  Piston

Upper  Piston

Fuel Lower  Piston

Thepiezostackislinkedtothecontrol valveofthefuelinjectorviaafuel-lled hydrauliccoupler.Theupperpi hydrauliccoupler.Theupperpistonof stonof thecouplerisalargerdiameterthan thelowerpiston.Thisdifferencein diametercausesanincreaseinthe linearmovementofthelowerpiston (moretravel). Note:Ifthehydrauliccouplerisnotfull offuel,thelowerpistonwillnot offuel,thelowerpistonwill notmove move andfuelwillnot andfuelwillnotbeinjectedintothe beinjectedintothe combustionchamber.Thehydraulic couplerissuppliedwithfuelbythelow pressurefuelpumpwhenthekeyis turnedonandfromreturnfuelwhen theengineisrunning.

Fuel

Lower  Piston

Control Valve Thelowerhydrauliccouplerpiston movesthecontrolvalvedownto relievehighpressurefromthetop ofthenozzleneedle(thecontrol chamber).

Closed

Whenthecontrolvalveispushed fullydown,itsealsoffanoricein theintermediateplate,stoppingthat fuelowpathofhighpressurefuelto thetopofthenozzleneedle.Fuelis allowedtoowpastthecontrolvalve, alsoremovingpressurefromthetopof thenozzleneedle.

Control Valve

Coupler  Piston

Open

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FUEL SYSTEM Injector Nozzle Needle Whenthehighpressureisrelieved fromthetopofthenozzleneedle,high pressureonthelowersurfacesforce theneedleupandallowsfueltobe sprayedintothecombustionchamber.

Open

Closed

Whenthecontrolvalveisreleased, springpressureandhighpressurefuel movestheneedlebackupagainst theseatinthecontrolvalvehousing, sealingthenozzlecontrolchamber. Highpressurefuelisagainappliedto thetopofthenozzleneedle,pushing theneedledowntostopfuelowinto thecombustionchamber.

Upper  Surface

Lower  Surface

Injector Quantity Adjustment (IQA) Code Eachinjectorhasaunique10 digitcoderepresentingtheow characteristicofthatinjector.TheIQA codeislocatedoneachinjectorhead andisalsoprintedonafactorylabel locatedontheengine.Thefactory installedlabelindicatestheIQA installedlabelindicatestheIQAdata data foralltheoriginalinjectorsinstalled atthefactory.Inaddition,t atthefactory.Inaddition,thereare hereare individualinjectorIQA individualinjectorIQAlabelsprovided labelsprovided

witheachservicereplacementinjector witheachservicereplacementinjector. . Refertoboththefactorylabeland theindividualservicelabelstoobtain thelatestIQAdata.Ifthelabel thelatestIQAdata.Ifthelabelsare sare missingordamagedretrievetheIQA datafromeachinjectorhead. Whenaninjectorisreplaced,program theIQAcodefortheinjectorusing theIDS.TheIDSwi theIDS.TheIDSwillautomatically llautomatically clearthekeepalivememoryvalues associatedwiththeoldinjectorwhen thenewinjectorIQA thenewinjectorIQAcodeisentered. codeisentered.

62

ThenewinjectorIQA ThenewinjectorIQAstickermustbe stickermustbe afxednexttotheoldsticker. Note:Ifaninjectorisbeingswapped toadifferentcylindertheIQA toadifferentcylindertheIQAnumber number mustbeprogrammed.

ELECTRICAL COMPONENTS SBF02 Hot at all times

Hot in Start or Run

Hot at all times BODY CONTROL MODULE (BCM)

BATTERY JUNCTION BOX (BJB) 1

PCM POWER RELAY

3

F72 10A 2

MICRO F33 15A

 A

B

C

F35 10A

D

F18 10A

F52 10A

PCM WAKE-UP (FET)

5

       2        7        B        B        S

       2        5        B        B        C

       3        3        B        B        C

       2        5        B        B        C

S105

       2        7        B        B        S

       3        3        B        B        C

       7        3        2        E        C

62

38

KAPWR

PCMRC

PWRGND

70        3        1        1        D        G

PWRGND

71        3        1        1        D        G

       3        3        B        B        C

67

68

VPWR

PWRGND

PWRGND

72

73

       3        1        1        D        G

       3        1        1        D        G

POWER DISTRIBUTION/BCM

       3        3        B        B        C

69

VPWR

C228 C2280F 0F

       6        3        4        E        C

POWER DISTRIBUTION/BCM S200

       2        5        B        B        C

42

VPWR

5

ISP-R

POWER DISTRIBUTION/BCM

CE436

       6        3        4        E        C

35

C1232B

PCM WAKE

POWERTRAIN CONTROL MODULE (PCM)

PWRGND

74

C1232B

       3        1        1        D        G

G105

Powertrain Control Module (PCM) ThePCMislocatedonthetopright sideofthebulkhead. ThePCMreceivesbatterypowerfrom thePCMpowerrelaythroughthe chassisconnector.Groundisprovided throughthechassisconnectorand alsoincludesacaseground.

63

ELECTRICAL COMPONENTS Pressure Sensors Barometric Pressure (BARO)

Barometeric Pressure (BARO) Sensor  5

TheBAROsensorisinternaltothe PCM. ThePCMsuppliesa5voltreference signal(VREF)whichtheBAROsensor usestoproducealinearanalog voltagethatindicatespressure. ThePCMusestheBAROsensorto determineatmosphericpressurefor fuelcontrol,timing,andturbocharger control.

4

3     e     g     a       t       l     o       V

2

IDS:BARO(volts)andBARO (pressure)

1

0 5

7

9

11

13

15

17

19

Pressure (psi)

Manifold Absolute Pressure (MAP)

Manifold Absolute Pressure (MAP) Sensor 

TheMAPsensorisa3-wirevariable capacitancesensor.ThePCM suppliesa5voltreference(VREF) signalwhichtheMAPusestoproduce alinearanalogvoltagethatindicates pressure. TheMAPsensorisusedfor turbocharger,EGR,andregeneration control.

5

4.5

4

3.5

3     e     g     a       t       l 2.5     o       V

2

IDS:MAP(volts)andMAP_A (pressure)

1.5

1

0.5

0 0

10

20

30

40

50

60

Manifold Pressure (psi)

Exhaust Pressure (EP) TheEPsensorisa3-wirevariable capacitancesensor.ThePCM suppliesa5voltreference(VREF) signalwhichtheEPusestoproduce alinearanalogvoltagethatindicates pressure. ThePCMmonitorstheEPsensoras aninputintoEGRoperationforthe deltapressurecalculation.

Exhaust Pressure (EP) 5

4.5

4

3.5

3     e     g     a       t       l 2.5     o       V

2

IDS:EP(pressure)andEP_V(volts) 1.5

1

0.5

0 0

10

20

30

40

50

60

Exhaust Pressure (psi)

64

70

80

90

100

ELECTRICAL COMPONENTS Fuel Rail Pressure (FRP)

Fuel Rail Pressure (FRP) Sensor 

TheFRPisa3-wirevariable capacitancesensor.TheFRP producesalinearanalogvoltagethat indicatespressureofthehighpressure fuelsystem.

5

4.5

4

3.5

ThePCMmonitorsfuelrailpressure astheengineisoperatingtocontrol fuelpressure.Thisisaclosedloop functionwhichmeansthePCM continuouslymonitorsandadjustsfor idealfuelrailpressuredeterminedby conditionssuchasload,speedand temperature.

3     e     g     a       t       l 2.5     o       V

2

1.5

1

IDS:FRP(volts)andFRP_A (pressure)

0.5

0

0

5000

10000

15000

20000

25000

30000

Fuel Pressure (psi)

Diesel Particulate Filter (DPF) Pressure

Diesel Particulate Filter (DPF) Pressure Sensor  5

TheDPFsensorisa3-wirevariable capacitancesensor.ThePCM suppliesa5voltreference(VREF) signalwhichtheDPFpressuresensor usestoproducealinearanalog voltagethatindicatespressure.

4

3     e     g     a       t       l     o       V

TheDPFpressuresensormeasures theexhaustpressureupstreamofthe dieselparticulatelter.

2

Usedaspartofthedieselparticulate lterloadcalculationforactive regeneration.

1

IDS:DPF(pressure)andDPF_V (volts)

0 0

1

2

3

4

5

6

7

8

Pressure (psig)

Mass Air Flow (MAF)

Mass Air Flow (MAF) (Frequency)

TheMAFsensorusesahotwire sensingelementtomeasuretheair owrateenteringtheengine.The hotwireismaintainedataconstant temperature.Thetemperatureofthe hotwirechangeswithvaryingair ow.Thecurrentrequiredtokeepthe constanttemperatureismeasured andconvertedtoavoltagewhichis convertedbythePCMtoanairow value.

80

70

60

   )   z 50    H    (   y   c   n   e40   u   q   e   r    F

30

PCMusestheMAFsensortomeasure theairowintotheengine.MAF sensorusedforEGR,fuelsystem,and regeneration.

20

10

0 0

50

100

150

200

250

300

Air Flow (kg/hr)

65

350

IDS:MAF_A(ow)andMAF_HZ (frequency)

ELECTRICAL COMPONENTS Fuel Pressure Switch Thefuelpressureswitchprovides inputtothePCMwhenalowfuel pressureconditionexists.ThePCM notiesthecustomerviaaninstrument panelclusterwarningandanengine derateoccurs. IDS:LP_FUEL_SW(low/notlow)

Fuel Pressure Switch

   M    C    P   o    t    d   n   a   m   m   o    C

0

10

20

30

40

50

60

70

80

Fuel Pressure (psi)

A/C Pressure Transducer  TheA/Cpressuretransducerisa 3wiresensor.ThePCMapplies5 voltstotheA/Cpressuretransducer. ThegroundfortheA/Cpressure transducerisprovidedbythe PCM.Theoutputsignalfromthe A/Cpressuretransducerchanges dependingonthepressureofthe refrigerant. TheA/Cpressuretransducersends thevoltagesignaltothePCMto indicatetheA/Cpressure.

A/C Pressure Transducer  4.5

4

3.5

3

    e2.5     g     a       t       l     o       V

2

1.5

1

IDS:ACP_V 0.5

0

0

50

100

150

200

250

300

350

400

450

500

Pressure (PSIA)

Temperature Sensors Temperaturesensorsarethermistordevicesinwhichresistancechangeswithtemperature.Theelectricalresistanceofa thermistordecreasesasthetemperatureincreases,andresistanceincreasesasthetemperaturedecreases.Thevarying resistanceaffectsthevoltagedropacrossthesensorterminalsandprovideselectricalsignalstothePCMcorresponding totemperature.Unlessspeciedotherwise,allthetemperaturesensorsoperatethisway.

66

ELECTRICAL COMPONENTS Engine Oil Temperature (EOT)

Engine Oil Temperature (EOT)

TheEOTsensorisa2wirethermistortypesensor.ThePCMapplies5volts totheEOTsensorcircuit.Thesensor changestheinternalresistanceas engineoiltemperaturechanges.The EOTsensorisusedinoperationofthe coolingfan,VGT,andenginecontrol plusdiagnostics.

5

4.5

4

3.5

3     e     g     a       t       l 2.5     o       V

TheEOTsensorsignalallowsthe PCMtocompensateforoilviscosity variationsduetotemperaturechanges intheoperatingenvironment.

2

1.5

1

IDS:EOT(volts)andEOT (temperature)

0.5

0 -50

0

50

100

150

200

250

300

350

Temperature (Deg F)

Engine Coolant Temperature (ECT)

Engine Coolant Temperature (ECT)

TheECTsensorisa2wirethermistortypesensor.ThePCMapplies5volts totheECTsensorcircuit.Thesensor changestheinternalresistanceasthe coolanttemperaturechanges.The PCMusestheECTsensorforengine temperatureprotection,inputforEGR function,fuelcontrol,andenginefan operation.

5

4.5

4

3.5

3     e     g     a       t       l 2.5     o       V

2

TheECTsensormeasures temperatureoftheprimarycooling system.

1.5

1

IDS:ECT(temperature)andECT_V (volts)

0.5

0 -50

0

50

100

150

200

250

300

350

Temperature (Deg F)

Engine Coolant Temperature 2 (ECT2)

Engine Coolant Temperature 2 (ECT2) 5

TheECT2sensorisa2wire thermistor-typesensor.ThePCM applies5voltstotheECT2sensor circuit.Thesensorchangesthe internalresistanceasthecoolant temperaturechanges.

4.5

4

3.5

3     e     g     a       t       l 2.5     o       V

ThePCMusestheECT2sensorto monitorEGRcoolereffectivenessby measuringtheamountofheatbeing absorbedbythecoolant.

2

1.5

TheECT2sensorMeasurescoolant temperatureinthepowertrain secondarycoolingsystem.

1

0.5

0 -50

0

50

100

150

200

250

300

Temperature (Deg F)

67

350

IDS:ECT2(temperature)andECT2_V (volts)

ELECTRICAL COMPONENTS Ambient Air Temperature (AAT) Sensor 

Ambient Air Temperature (AAT) 5

TheAATsensorisa2-wirethermistortypesensor.ThePCMapplies5volts totheAATsensorcircuit.Thesensor changestheinternalresistanceasthe ambientairtemperaturechanges. TheAATsensorisusedasaninput intotheenginecontrols,particularly, enginecoolantfanoperation, glowplugsystemcontrolandfor diagnostics.

4

3     e     g     a       t       l     o       V

2

TheAATsensorislocatedinthe passengersmirror.

1

IDS:AAT(temperature)andAAT_V (volts)

0 -50

0

50

100

150

200

Temperature (Deg F)

Intake Air Temperature (IAT)

Intake Air Temperature (IAT) Sensor 

TheIATsensorisa2-wirethermistortypesensor.ThePCMapplies5volts totheIATsensorcircuit.Thesensor changestheinternalresistanceasthe intakeairtemperaturechanges. Theintakeairtemperatureisusedfor MAFsensorcorrectionandaninput intotheenginecontrols,particularly, enginecoolantfanoperationandfor diagnostics.

5

4.5

4

3.5

3     e     g     a       t       l 2.5     o       V

2

1.5

IDS:IAT(temperature)andIAT_V (volts)

1

0.5

0 -50

0

50

100

150

200

250

300

Temperature (Deg F)

Charge Air Cooler (CAC) Temperature TheCACtemperaturesensorisa2 wirethermistor-typesensor.ThePCM applies5voltstotheCACtemperature sensorcircuit.Thesensorchanges theinternalresistanceastheair temperaturechanges.ThePCMuses theCACtemperaturesensorasan inputindeterminingturbocharger, EGR,fuelcontrolandregeneration.

Charge Air Cooler (CAC) Temperature 5

4

3     e     g     a       t       l     o       V

2

IDS:CAC_T(temperature)and CAC_V(volts) 1

0 -50

0

50

100

Temperature (Deg F)

68

150

200

ELECTRICAL COMPONENTS Fuel Rail Temperature (FRT)

Fuel Temperature Sensor 

TheFRTisa2wirethermistor-type sensor.ThePCMsupplies5voltsto theFRTsensorcircuit.Thesensor changestheinternalresistanceasthe fueltemperaturechanges.

5

4.5

4

3.5

ThePCMusesthefueltemperature forfueldeliverycorrectionand determinefuelpressurecontrolmode (PCVorVCVmode).

3     e     g     a       t 2.5       l     o       V

2

IDS:FRT(volts)andFRT_A (temperature)

1.5

1

0.5

0 -50

0

50

100

150

200

250

300

350

Temperature (Deg F)

EGR Cooler Outlet Temperature Sensor 

EGR Cooler Outlet Temperature Sensor 

TheEGRcooleroutlettemperature sensorisa2wirethermistor-type sensor.ThePCMsupplies5voltsto theEGRcooleroutlettemperature sensorcircuit.Thesensorchangesthe internalresistanceasthetemperature changes.

5

4

3     e     g     a       t       l     o       V

Thissensorhasatwosteppull-up resistor.Noticethetwotemperature curveswithvoltage.

2

1

0 -50

50

150

250

350

450

550

650

750

850

950

Temperature (Deg F)

IDS:EGRT11(temperature)and EGRT11_V(volts) Exhaust Gas Temperature (EGT)

Exhaust Gas Temperature (EGT)

TheEGTsensorsareaResistance TemperatureDetector(RTD)type sensor.Theelectricalresistanceofthe sensorincreasesasthetemperature increases,andresistancedecreases asthetemperaturedecreases.

2.5

2

TherearefourEGTsensorsused aspartoftheregenerationoperation reductantinjection.

1.5     e     g     a       t       l     o       V

1

IDS:EGT11(temperature) andEGT11_V(volts),EGT12 (temperature)andEGT12_V(volts), EGT13(temperature)andEGT13_V (volts),EGT14(temperature)and EGT14_V(volts)

0.5

0

-50

ThePCMusestheEGRcooleroutlet temperaturesensorasaninputin determiningEGRcoolerbypass actuatorfunction,coolereffectiveness, turbocharger,EGR,fuelcontroland regeneration.

150

350

550

750

950

1150

1350

Temperature (Deg F)

69

1550

1750

ELECTRICAL COMPONENTS Position Sensors Exhaust Gas Recirculation Valve Position (EGRVP)

EGR Valve Position (%) vs. Voltage 5

TheEGRVPsensorisa3-wirenoncontactingpositionsensorbasedupon themagneto-resistiveeffect(thatis,a non-contactingHall-effect).ThePCM suppliesa5voltreference(VREF) signalwhichtheEGRpositionsensor usestoproducealinearanalog voltageindicatingEGRVP.

4

3     e     g     a       t       l     o       V

2

ThePCMusestheEGRVPsensorto determineEGRVPandcomparesitto thecalculateddesiredposition.

1

IDS:EGRVP(volts)andEGR_A_ACT (%) 0 0

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100

EGR Position (%)

Crankshaft Position (CKP)

Camshaft Position (CMP)

TheCKPsensorisaHall-effectsensor.ThePCMconverts theinformationfromthesensorintoasquarewavewhich indicatesthetoothedgesofthemagnetictriggerwheel. Thereare2teethremovedtohelpthePCMtondthe crankshaftpositionthereforeknowingpistonpositionwithin eachcylinder.

TheCMPsensorisaHall-effectsensor.ThePCM convertstheinformationfromthesensorintoasquare wavewhichindicatesthe6targetsonthetargetwheel. ThePCMusesCMPsensorfordiagnosticsandasa backupfortheCKPsensorintheeventofCMPfailure.

ThePCMusestheCKPsensorforenginespeedand crankshaftpositioncalculation. Crankshaft Revolution 1

Minus 2 Teeth

1

5

Cylinder  Degree

10

15

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55

8

1

3

7

630

0 or 720

90

180

Position of CMP for TDC Cylinder #1 vs. CMP signal

706 Crankº 353 Camº

118 Crankº

166 Crankº

59 Camº

83 Camº

Camshaft Revolution

176 Crankº

132 Crankº

48 Crankº

184 Crankº

88 Camº

66 Camº

24 Camº

92 Camº

60

0 or 360

Crankshaft Revolution 2

Minus 2 Teeth

1

5

Cylinder  Degree

10

15

20

25

30

35

40

45

50

55

2

6

5

4

270

360

450

540

350 Crankº

Camshaft Revolution Continued

175 Camº

474 Crankº

530 Crankº

237 Camº

265 Camº

124 Crankº

56 Crankº

62 Camº

28 Camº

70

60

ELECTRICAL COMPONENTS Accelerator Pedal Position (APP)

Accelerator Pedal Position (APP)

TheAPPisa2-trackpositionpedal. Thepedalhas2potentiometers providingpedalpositiontothePCM. Thisisasafetyfeature.

90

80

70

IDS:APP1(volts)andAPP1[APP_D] (%)

60      e      g      a       t 50      n      e      c      r      e       P40

APP1 APP2

IDS:APP2(volts)andAPP2[APP_E] (%)

30

20

10

0 Up

Pedal Position

Down

Miscellaneous Sensors NOx sensor  TheNO xsensorismountednextto theEGT14sensor.TheNO xsensor monitorstheamountofNOxoutofthe tailpipe.ThePCMusestheinformation toadjusthowmuchreductantisbeing injectedintotheexhaustaswellas aninputforfueltrim.Theinformation fromtheNOxsensorcanalsotellthe effectivenessoftheSelectiveCatalyst Reduction(SCR)system.

Water In Fuel (WIF) TheWIFsensormonitorsthewater levelwithintheDFCMtodetermineif thewaterreservoirrequiresdraining. ThePCMnotiesthecustomerwhen thewaterneedstobedrainedfrom theDFCMtoprotectthehighpressure fuelsystem. IDS:WIF(yes/no)

71

ELECTRICAL COMPONENTS Outputs Intake Throttle Body Theintakethrottlebodyhasanelectric DCmotortomovethethrottleplate. Theintakethrottlebodyiscontrolled bythePCM.Thevalveispoweredin boththeopenandclosedpositions. Theintakethrottlebodyhelpscreate thedeltapressuredifferencebetween intakeandexhaustforEGRow, regenerationandshutdownnoise. IDS:EGRTP_CMD(%)

EGR Valve TheEGRvalveisanelectricDCmotor controlledbythePCM.Thevalveis poweredinboththeopenandclosed positions. TheEGRvalveisopenedtoallow exhaustgasestomixwiththeintake airforNOxemissionspurposes. IDS:EGR_A_CMD(%)

EGR Cooler Bypass Solenoid

EGR Cooler  Bypass Solenoid

Adutycycleisappliedtothesolenoid fromthePCMtoturnvacuumtothe actuatoronoroff.Thischangecauses theEGRcoolerbypassdoortomove. TheEGRcoolerbypasssolenoid changesthestateoftheEGRcooler bypassdoortoeitherallowexhaust gasestobypasstheEGRcooleror directthegasesthroughthecooler. IDS:EGRCBY(%)

72

ELECTRICAL COMPONENTS Pressure Control Valve (PCV) ThePCVisthreadedintotherearof theleftfuelrail.ThePCMcontrols thefuelrailpressurebymodulating thePCVwhichregulatesthefuelrail pressure. ThePCMregulatesfuelrailpressure bycontrollingtheon/offtimeofthe PCVsolenoid.Ahighdutycycle indicatesahighfuelrailpressureis beingcommanded.Alowdutycycle indicatesalowfuelrailpressureis beingcommanded.

VCV

Volume Control Valve (VCV) ThefuelVCVismountedonthehigh pressurefuelpump.ThePCMcontrols thevolumeoflowpressurefuel thatenterstheinletone-waycheck valveandtwomainpumppistonsby activatingthefuelVCV. ThePCMregulatesfuelvolume bycontrollingtheon/offtimeof thefuelVCVsolenoid.Ahighduty cycleindicateslessvolumeisbeing commanded.Alowdutycycle indicatesahighfuelvolumeisbeing commanded.

Fuel Injectors Thefuelinjectorsareconnectedto thehighpressurefuelrailanddeliver acalibratedamountoffueldirectly intothecombustionchamber.The onandofftimeofthefuelinjectors arecontrolledbythepiezoactuator device,whichallowsextreme precisionduringtheinjectioncycle. Thepiezoactuatoriscommandedon bythePCMduringthemaininjection stageforapproximately0-400micro seconds.

73

ELECTRICAL COMPONENTS Variable Geometry Turbocharger  (VGT) Actuator  TheVGTactuatorismountedonthe topoftheturbocharger.TheVGT actuatoriscommandedbythePCM, basedonenginespeedandload.The magneticeldgeneratedbythissignal movesashaftinthecontrolvalve.A camfollowerattheendofthevalve assemblyprovidesfeedbacktothe valve,allowingittoreachaneutral positionduringtimesthevanesarenot commandedtomove.

Fuel Pump Relay Hot at all times

Thefuelpumprelayislocatedinthe BatteryJunctionBox(BJB).ThePCM controlswhentherelayisonandoff.

Hot at all times

F68 10A

POWERTRAIN CONTROL MODULE (PCM)

1 FUELPUMP (FP) MOTOR DIODE

FUEL PUMP (FP) RELAY

3

2

F66 20A

BATTERY JUNCTION BOX (BJB)

5

FP

2

1

INERTIAFUEL SHUTOFF (IFS) SWITCH 1) normal 2) post-impact

FDSOM

FPM

FUEL PUMP

M

Reductant Dosing Module Thereductantdosingmoduleis mountednexttoEGT12sensor.The reductantdosingmoduleisthepart thatinjectstheDieselExhaustFluid (DEF)intotheexhaustsystem.

74

ELECTRICAL COMPONENTS Glow Plug Control Module (GPCM) TheGPCMismountedundertheright sidebatterybox.ThePCMcommands theGPCMtopowertheindividual glowplugs,whichtheGPCMdoesby providingbatteryvoltage.TheGPCM isalsoresponsibleforpoweringthe heatersusedinthereductantsystem.

Transmission Control Module (TCM) TheTCMismountedunderthe vehicle,onthedriversideoutside theframerail.TheTCMcontrolsthe operationofthetransmission.

Cooling Fan Thecoolingfanismountedonthe frontoftheengineandiscontrolledby thePCM.

75

ELECTRICAL COMPONENTS Wastegate Control Solenoid ThePCMprovidesadutycycletothe solenoidwhichchangesthevacuum owtotheactuatorcausingthe wastegatetoopenandallowexhaust gasestobypasstheturbine. Thewastegatehelpsmaintainthe requiredintakemanifoldpressure. Itisusedwhenmostlywhen intakemanifoldpressureneedsto bedecreasedquickly.Whenthe wastegateisopened,exhaustback pressureisdecreased,reducingthe turbochargerturbinespeed. IDS:TURBO_WGATE(%)

76

EXHAUST SYSTEM Exhaustgasesexittheexhaustportsintotheinboardexhaustmanifoldsandaredirectedtothedualturbineinletofthe turbothroughtherightandleftsideup-pipes.Theexhaustgasandheatspinstheturbinewheelinsidetheturbocharger. Theturbinewheelspinsthecompressorwheel(s)viatheircommonshaft.Someoftheexhaustfromthepassengerside manifoldisdirectedtotheEGRvalvethroughtheEGRinletpipe.WhentheEGRvalveisbeingoperated,exhaustow goesthroughthevalveandisroutedthrougheithertheEGRcoolerorbypassesthecooler.ThisisdonebytheEGR coolerbypassvalve.Theexhaustgasentersthelowerintakemanifoldandcombineswiththefreshair.

Pickup/Wide Frame Exhaust

DOC

SCR

DPF

Chassis Cab/Narrow Frame Exhaust

DOC

DPF

SCR

77

EXHAUST SYSTEM Turbocharger Down Pipe Theturbochargerdownpipeisdoublewalledtohelpretainheatfortheafter treatmentsystem.Itconnectstothe turbochargerwithaV-bandclamp connector.

Diesel Oxidation Catalyst (DOC) TheDOCisaceramiccatalytic converterwhichoxidizeshydrocarbons intheexhaustandgeneratesheatfor theSCRandDPFtofunctionproperly.

Selective Catalyst Reduction (SCR) TheSCRreducesNOxintheexhaust. TodothistheSCRsystemusesa ceramiccatalystthathasbeencoated withcopperandiron,andinjecting DEFintotheexhauststream.

78

EXHAUST SYSTEM Diesel Particulate Filter (DPF) TheDPFisahighlyengineeredsilicon carbidewall-owcatalystthattraps particulates,reducingtheamountof blacksmokeemittedfromthetailpipe. ThethreemodesofDPFregeneration areactive,passiveandmanual.

DPF Pressure Sensor  TheDPFpressuresensorisan inputtothePCMandmeasuresthe pressurebeforetheDPF.Thesensor isadifferential-typesensorthatis referencedtoatmosphericpressure. TheDPFpressuresensorisused bythePCMtomonitortheamount ofexhaustpressureproducedby theDPF.Anactiveregenerationis performedwhenthereadingreachesa speciedpoint.

Exhaust Gas Temperature (EGT) Sensors

EGT11 EGT12 EGT13

EGT14

79

TheEGTsensorsareResistance TemperatureDetector(RTD)type sensors.TheEGTsensorsare inputstothePCM.Theymeasure thetemperatureoftheexhaustgas passingthroughtheexhaustsystemat fourdifferentpoints.

EXHAUST SYSTEM EGT Sensor Operation Theelectricalresistanceofthe sensorincreasesasthetemperature increases,andresistancedecreases asthetemperaturedecreases. Thevaryingresistancechanges thevoltagedropacrossthesensor terminalsandprovideselectrical signalstothePCMcorrespondingto temperature.ThePCMusestheinput fromfourEGTsensorstomonitorthe exhaustgastemperature.

Exhaust Gas Temperature (EGT) 2.5

2

1.5     e     g     a       t       l     o       V

1

0.5

0

-50

150

350

550

750

950

1150

1350

1550

1750

Temperature (Deg F)

Recommended Motor Oil Fornormalorsevereservice, useMotorcraft®oilorequivalent conformingtoFordspecicationsor AmericanPetroleumInstitute(API) servicecategoriesCJ-4orCJ-4/SM.It isimportanttousetheseoilsbecause theyarecompatiblewiththeemission controlequipmentofyourvehicleto meetthemorestringentemission standards.CJ-4oilislowinsulfated ash,andhasqualitiesthatmaintain

thelifeoftheDPFandDOC. Theuseofcorrectoilviscosities fordieselenginesisimportantfor satisfactoryoperation.Determine whichoilviscositybestsuitsthe temperaturerangeyouexpectto encounterforthenextserviceinterval fromthefollowingSAEviscositygrade chart. *Forseveredutyuseand/orwhen usingbiodiesel(gradesB5-B20),SAE

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5W-40orSAE15W-40APICJ-4is recommended. Theserviceintervalfortheengine oildependsonthevehicleoperating conditions.Alwaysconsultthe maintenanceschedulefortheproper maintenanceintervalfortheoperating conditions.

EXHAUST SYSTEM Thefollowingcanbenegatively affectedbynotusingthe recommendedAPIratedengineoil are: • increasedParticulateMatter(PM) intheaftertreatmentsystemmay causemoreashbuildupintheDPF • morefrequentDPFregenerations • reductionofDPFservicelife. • engineoilsystem

Regeneration Process Assootgathersintheaftertreatmentsystem,theexhaustbeginstobecomerestricted.Regenerationistheprocessin whichsootisburnedofffromtheinsideoftheDPF.RegenerationiscommandedbythePCM. ThePCMstartsregenerationoftheDPFifthesootloadexceedsacalibratedvalue.ThePCMdeterminestheload conditionoftheDPF,basedontheexhaustgaspressureupstreamoftheDPF.TheDPFpressuresensorprovidesthe pressureinputtothePCM. Thissootcanbecleanedbypassive,active,ormanualregeneration.ManualregenerationisperformedbyusingtheIDS. Passive Regeneration Passiveregenerationtakesplacewhenexhausttemperaturesexceed300°C(572°F).Thisprocessdoesnotaffectengine performanceandistransparenttothedriver. Active Regeneration ActiveregenerationoccurswhenexhausttemperaturesareinsufcienttoachievepassiveregenerationandtheDPF pressuresensorisindicatingtheneedforregeneration. ThePCMautomaticallyactivatestheleftbankfuelinjectorsonlyduringtheexhauststroketoraiseexhausttemperatureto beginregenerationwhilethevehicleisinmotion. Engineperformanceisnotaffectedbyactiveregeneration,howevertheengineorexhausttonemaychange. Manual Regeneration TheIDScanbeusedtoperformamanualregenerationoftheDPFintheshopandsettheashvalueunderstationary conditionstocleanandcalibratethesystem.TheMalfunctionIndicatorLamp(MIL)mayilluminatewhenserviceor maintenanceoftheDPFisnecessary. CAUTION:ThemanualregenerationoftheDPFproduceshightemperaturesintheexhaustsystem.Duetohighexhaust gastemperatures,alwaysfollowtheWorkshopManualCautions,Warnings,andprocedureswhenperformingamanual DPFregeneration. Frequency of Regeneration Themileagebetweenregenerationsvariessignicantly,dependingonvehicleusage. Post Regeneration Afterregeneration,thePCMreadsthepressureattheDPFpressuresensorandcomparesitwithacalibratedvalue.From thiscomparison,thePCMdeterminestheashquantityinsidetheDPF. Non-Burnable Ash Overtimeaslightamountofnon-burnableashbuildsupintheDPFwhichisnotremovedduringtheregeneration process.Ashcomesfromthefuel,oilsandothermaterialsthatremainaftertheDPFregenerationprocess.TheDPFmay needtoberemovedforashcleaningandreplacedwithaneworremanufacturedpart. HandletheDPFwithcare.DroppingtheDPFmaycauseinternaldamage.

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EXHAUST SYSTEM Selective Catalyst Reduction (SCR) TheSCRsystemcomponentsinclude the: • reductantorDieselExhaustFluid (DEF) • reductanttank • reductantdosingmodule • reductantpumpandheater assembly • reductantpressurelineheater assembly • reductanttankheaterandsensor assembly • reductantpurgevalve • reductantpressuresensor  • NOxsensorandmodule • exhaustmixingsystem. Reductant or Diesel Exhaust Fluid (DEF) Reductant,alsoknownasDiesel ExhaustFluid(DEF)is32.5%urea/ watersolution.Wheninjectedintothe exhaust,thereisachemicalreaction thatconvertsNOxintoN2andH2O. Thefreezingpointofreductantis -11°C(12°F). Reductantisverycaustic;takecare nottospillontoconnectors,wiring harnessesorthevehicle’spaint.

Reductant Tank Thereductanttankstoresthe reductantorDEF.Undernormaluse itneedstoberelledatthesame intervalastheoilchange.

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EXHAUST SYSTEM Reductant Dosing Module Thereductantdosingmoduleis controlledbythePCM.Thereductant dosingmoduleinjectsreductant intotheexhaustsystemtoreduce NOxcomingoutofthetailpipe.The injectorismadetoresistthecorrosive propertiesofthereductant.

Reductant Pump

Reductant Pump

Thereductantpumpsuppliesurea tothedosingmodule.Oneunique functionofthepumpisthatwhenthe ignitionisturnedoff,thepumppullsall ofthereductantoutofthelines.This preventsdamagetothelinesifthe reductantwastofreeze.

Reductant Heaters

Heated Supply Line

Belowaspeciedtemperaturethe PCMcommandstheGlowPlug ControlModule(GPCM)toactivate theheatersinthereductantsystem. Thereductantsystemhasheatersin thetank,pump,andlines.Theheaters inthetankthawtheDEFifitisfrozen andallowittoowtothepumpwithout freezing.Theheatersinthepump andlinesallowtheDEFtoowtothe injectorwithoutfreezing.

Tank Heater 

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EXHAUST SYSTEM Reductant Fluid Level Sensors Thereductantuidlevelsensor operatesbyusingfourelectrodes (onenotvisibleinthepicture)thatare mountedonthesensoratdifferent levels.Thereductantsolutioncloses theelectriccircuitbetweenelectrodes foreachlevelinterface.Thesignalis thenconvertedbeforebeingsentto thePCM.

Reductant Fluid Level Sensors

Reductant Purge Valve Thereductantpurgevalveisopened bythePCMallowingthepressureto equalizeintheuidtank.

Reductant Purge Valve

Reductant Pressure Sensor  ThePCMmonitorsthereductant pressuresensortocalculatehow muchreductanttobeinjectedinto theexhaust.Thereductantpressure sensorisalsobeusedtoshutthe pumpoffwhenthelinesarebeing drainedaftertheignitionisshutoff.

Reductant Pressure Sensor 

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EXHAUST SYSTEM NOx Sensor Module TheNO xsensormoduleismounted tothevehicleframeunderthebody. ItcontrolstheNOxsensormounted inthedieselaftertreatmentexhaust systemdownstreamoftheSCRand DPF.ItcommunicatestothePCM viatheCAN2toreportNOxandO2 concentrationsaswellassensorand controllererrors.

NOx Sensor 

NOx Sensor 

TheNO xsensorisusedprimarilyto senseO2andNOxconcentrations indieselexhaustgas.Thesensoris mountedinavehicle’sexhaustpipe, perpendiculartoexhaustgasow.The sensorismounteddownstreamofthe SCRandDPF.Thesensorinterfaces withtheNOxsensormodulethat controlsthesensorandheatercircuits.

Reductant Exhaust Mixer 

Twist Mixer 

DEF Defuser 

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Thereisanexhaustmixingsystem intheexhauststreamtomixthe reductantwiththeexhaustgas.The mixerismadeupofanatomizerand atwistmixer.Theatomi atwistmixer.Theatomizerbreaksup zerbreaksup andvaporizesthereductantdroplets. Thetwistmixerevenlydistributesthe reductantintheexhaustgasesfor maximumefciency.

EXHAUST SYSTEM Selective Catalyst Reduction (SCR) System Operation TheSCRsystemreducesnitrogenoxides(NOx)presentintheexhauststreamtonitrogen(N2)andwater(H2O).TheSCR containsaceramiccatalystwashcoatedwi containsaceramiccatalystwashcoatedwithcopperandirononaz thcopperandirononazeolitesubstrate. eolitesubstrate.Attheinletof AttheinletoftheSCRcatal theSCRcatalystisa ystisa portforthereductantdosingmodule,fol portforthereductantdosingmodule,followedbyagratedif lowedbyagratediffuserandatwist fuserandatwistmixer mixer.WhenDieselEx .WhenDieselExhaustFluid(DE haustFluid(DEF)is F)is introducedintothesystem,itnelyat introducedintothesystem,itnelyatomizesinthegrate omizesinthegratediffuserandmi diffuserandmixesevenlywithexhaust xesevenlywithexhaustgasesinthetwist gasesinthetwistmixer mixer. . Duringthistime,theheatofthe Duringthistime,theheatoftheexhaustgasescausestheureat exhaustgasescausestheureatosplitintocarbon osplitintocarbondioxide(CO dioxide(CO2)andammonia(NH3).As theammoniaandNOxpassthroughtheceram passthroughtheceramicSCRcatalys icSCRcatalyst,areductionreacti t,areductionreactiontakesplaceandtheamm ontakesplaceandtheammoniaand oniaand NOxareconvertedtoN2andH2O. Theengineisabletorunleanerandtheref Theengineisabletorunleanerandthereforemoreefciently oremoreefcientlybecauseoftheefciencyof becauseoftheefciencyoftheSCRsystem theSCRsystemeliminatingthe eliminatingthe highNOxlevelsthatareproducedunderleanconditions.

Heated Lines

DEF Dosing Module

DEF Tank Twist Mixer 

DEF Defuser

Ceramic Catalyst

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SPECIAL SERVICE TOOLS Front Crank Seal Remover  TheFrontCrankSealRemover, 303-1510isusedtoremovethefront crankshaftseal.

Front Crank Seal Installer  TheFrontCrankSealInstaller, 303-1509isusedtoinstallthefront crankshaftseal.

Rear Crank Seal Remover  TheRearCrankSealRemover, 303-1513isusedtoremovetherear crankshaftseal.

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SPECIAL SERVICE TOOLS Rear Crank Seal Installer  TheRearCrankSealInstaller, 303-1514isusedtoinstalltherear crankshaftseal.

Fuel Injector Removal Tool TheFuelInjectorRemover,310-230is usedtoremovethefuelinjectorsfrom the6.7Ldieselengine.

Engine Removal Bracket TheEngineRemovalBracket,3031518isusedtoremoveandinstallthe 6.7Ldieselengine.

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SPECIAL SERVICE TOOLS EGR Pressure Tester  TheEGRPressureTester,303-1511is usedtocheckforcoolantleaks. EGRCoolerPrimaryCoolantPassage Tester 

EGR Pressure Tester  TheEGRPressureTester,303-1511is usedtocheckforcoolantleaks. EGRCoolerSecondaryCoolant PassageTester 

Valve Spring Compressor  TheValveSpringCompressor,3031516isusedtocompressthevalve springstoremovethevalvekeepers.

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SPECIAL SERVICE TOOLS Compression Adapter Tester  TheCompressionAdapterTester,3031515isusedtoadaptthecompression testertothe6.7Ldieselengine.

Camshaft Removal and Installation Adapter  TheCamshaftRemovaland InstallationAdapter,303-1517isused toremoveandinstallthecamshaft.

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