Ford 6.0L POWER STROKE Service Procedures And General Diagnostics

''F'' Series Super Duty

FORWARD

This publication is intended to provide technicians and service personnel with an overview of technical advancements in the

6.0L POWER STROKE Diesel Engine. The information contained in this publication will supplement information contained in available service literature.

IMPORTANT SAFETY NOTICE

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

The following list contains some general WARNINGS that you should follow when you work on a vehicle.

Always wear safety glasses for eye protection. Use safety stands whenever a procedure requires you to be under the vehicle. Be sure that the ignition switch is always in the OFF position, unless otherwise required

by the procedure. Never perform any service to the engine with the air cleaner removed and the engine

running unless a turbocharger compressor inlet shield is installed. Set the parking brake when working on the vehicle. If you have an automatic

transmission, set it in PARK unless instructed otherwise for a specific service operation. If you have a manual transmission, it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless instructed otherwise for a specific service operation.

Operate the engine only in a well-ventilated area to avoid the danger of carbon monoxide.

Keep yourself and your clothing away from moving parts when the engine is running, especially the fan, belts, and the turbocharger compressor.

To prevent serious burns, avoid contact with hot metal parts such as the radiator, turbocharger pipes, exhaust manifold, tail pipe, catalytic converter and muffler.

Do not smoke while working on the vehicle. To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing

before beginning to work on a vehicle. Tie long hair securely behind the head. Keep hands and other objects clear of the radiator fan blades.

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6.0L POWER STROKE

TABLE OF CONTENTS

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Horsepower & Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . .9

Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . .17

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . .21

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

FUEL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . .27

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

AIR MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . .31

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

VGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

EGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

FUEL MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . .39

High Pressure Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

System Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Stages of Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . .49

Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Other Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

UNIQUE SERVICE PROCEDURES . . . . . . . . . . . . . . . .69

GENERAL DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . .79

APPENDIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83

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Direct Injection

Turbocharged Diesel

Engine

6.0L Power Stroke

• The 6.0L Power Stroke creates 325 horsepower at 3300 RPM and 560 ft/lb of torque at 2000 RPM.

• Note: Torque has increased and occurs at lower engine RPM than previous models.

• This publication is not intended to replace the Service Manual but to introduce the 6.0L Power Stroke engine.

Horsepower & Torque

Engine Features

6.0L Power Stroke Overview

6.0L POWER STROKE OVERVIEW

6.0L Power Stroke Direct Injection Turbocharged Diesel Engine

Overview

• Engine Features

• Horsepower & Torque

• Engine Specifications

• Physical ID

• Labeling

Engine Features

• Variable Geometry Turbocharger

• Digital Fuel Injection

• 4 Valves per Cylinder

• Reusable Gaskets

• Rear Gear train

• Dual Timing System

• The 6.0L Power Stroke has been designed to meet the customers’ expectations of high horsepower and torque over a wide RPM range.

• The 6.0L Power Stroke has also been designed to meet the tougher emissions standards set by the government.

• Meeting the more stringent customer and regulated demands are accomplished in part by: VGT, digital injection system, 4 valves per cylinder, and dual timing system.

Horsepower & Torque Chart

600

500

400

300

200

100

500 1000 1500 2000 2500 3000 3500 4000

engine speed [rpm]

Torque [ft-lb] Pow er [bhp]

6.0L POWER STROKE OVERVIEW

6.0L Power Stroke Diesel Specifications

Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Diesel, 4-Cycle

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

Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .365 cu. in (6.0 L)

Bore & Stroke . . . . . . . . . . . . . . . . . . . . . . . . . .3.74 X 4.134 in (95 X 105 mm)

Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18.0:1

Aspiration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VGT/CAC

Rated Power @ RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .325 @ 3300 RPM

Peak Torque @ RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .560 @ 2000 RPM

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

Combustion System . . . . . . . . . . . . . . . . . . . . . . . . . .Digital Direct Injection

Total Engine Weight (auto with oil) . . . . . . . . . . . . . . . . . . . .966 lb. (438 kg)

Coolant Flow . . . . . . . . . . . . . . . . . .74.7 gal/min (282.8 L/min) @ 3300 RPM

Air Flow @ RPM . . . . . . . . . . . . . . . . . .732 CFM (20.7 m

/min) @ 3300 RPM

Exhaust Flow @ RPM . . . . . . . . . . . . .1499 CFM (42.4 m

/min) @ 3300 RPM

Oil Flow @ RPM . . . . . . . . . . . . . . . . . .18.5 gal/min (70 L/min) @ 3300 RPM

Cooling System Capacity (engine only) . . . . . . . . . . . . . . .11.1 qts. (10.5 L)

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

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

• The 6.0L Power Stroke engine is a totally new engine design that will provide improved performance, and cleaner emissions.

• The cylinders of the 6.0L Power Stroke are numbered from the front on the right side 1,3,5,7 and from the front on the left side 2,4,6,8.

Specifications

Front

L 2

• Another location for the engine serial number is a label on the FICM (Fuel Injection Control Module).

• The engine serial number label also states the build location and build date of the engine.

• Another label on the FICM is the part number and the FICM calibration label.

Emissions Label

Serial Number/FICM Calibration Label

Engine Serial Number

6.0L POWER STROKE OVERVIEW

• The engine serial number is located on the left rear corner of the crankcase.

• The engine serial number identifies the engine family, build location, and the sequential build number.

• 6.0 - is the engine family identifier.

• HU2U - is a manufacturing designator.

• 6000173 - is a sequential build number.

• States the horsepower rating for the engine, programmed in the powertrain control module (PCM).

• Depicts where the engine meets or exceeds emission standards.

• Shows the engine displacement.

• Is affixed to the right hand valve cover behind the glow plug control module.

1) Fuel Supply

2) Fuel Return

3) EBP Sensor and Tube

4) Upper Oil Pan

5) Secondary Fuel Filter

6) EGR Throttle Position Sensor (If Equipped)

1) Thermostat

2) Fuel Inlets on Cylinder Heads

3) Fuel Pressure Regulator

4) ECT Sensor

5) EGR Throttle Actuator (If Equipped)

Left Front of Engine

Front of Engine

COMPONENT LOCATIONS

1) Rocker Arm Carrier

2) Bed Plate

3) Glow Plug Buss Bar

1) FICM

2) CMP Sensor

3) Oil Level Gauge

4) Crankcase Ventilation

Left Rear of Engine

Left of Engine

COMPONENT LOCATIONS

Right Rear of Engine

1) Block Heater

2) Turbine Outlet

3) Exhaust Connection to EGR Cooler

4) Exhaust Expansion Joint

1) Exhaust Expansion Joints

2) Heat Shields

3) Lifting “Eye”

4) Serial Number

5) ICP Sensor & IPR (Behind ICP)

Rear of Engine

COMPONENT LOCATIONS

1) Heater Return

2) EGR Throttle Actuator

1) CKP Sensor

2) Glow Plug Control Module

Right Front of Engine

Right Side of Engine

COMPONENT LOCATIONS

Top of Engine

1) EGR Valve

2) EGR Cooler

3) Turbocharger Compressor Outlet

4) IAT2 Sensor

5) EOP Switch

6) EOT Sensor

1) Oil Filter

2) Turbocharger Oil Supply Line

3) EVRT/VGT Control Valve

4) Injector Connectors

5) Secondary Fuel Filter

6) EGR Cooler Coolant Deaeration Port

Top of Engine

COMPONENT LOCATIONS

• The geartrain for the crankshaft, camshaft, and high pressure pump are located in the rear of the engine under the rear cover.

• This allows the high pressure pump to be mounted inside the engine and also reduces geartrain noise.

Rear Geartrain

Cylinder Head

Rocker Carrier

6.0L POWER STROKE FEATURES

• The aluminum rocker arm carrier is mounted on top of the cylinder head and is held in place by the cylinder head bolts.

• The rocker arm carrier provides the mounting location for all of the rocker fulcrums.

• The carrier also provides the connector pass through for the injector and glow plug.

• The 6.0L POWER STROKE uses a four (4) valve per cylinder head design to increase air flow and efficiency.

• For identification, the exhaust valves are smaller than the intake valves.

CONNECTOR PASS THROUGH

CYLINDER HEAD BOLTS

ROCKER ARMS

EXHAUST VALVES

INTAKE VALVES

INJECTOR NOZZLE

GLOW PLUG

HIGH PRESSURE PUMP GEAR

CAMSHAFT GEAR

CRANKSHAFT GEAR

Normal Heat Treatment Discoloration

• The bearing surfaces on the crankshaft are induction hardened.

• During the hardening process the surrounding areas of the crankshaft discolor. This condition is normal.

• A single mass flywheel is used on the F-450/550 Superduty trucks.

• The single mass flywheel can be identified by the absence of the above mentioned parts and that it is machined from one solid part.

• The 6.0L Power Stroke uses two different flywheels for the manual transmission.

• A dual-mass flywheel is used on the F-250/350 Superduty truck.

• The dual-mass flywheel can be identified by springs located around the flywheel on the engine side.

• It can also be identified by an extra ring of bolts on the transmission side of the flywheel that holds the two masses together.

• From the side it can be identified by the separation between the clutch surface and the starter ring.

Single Mass Flywheel

Dual Mass Flywheel

6.0L POWER STROKE FEATURES

RING OF BOLTS

CLUTCH SURFACE

STARTER RING

SPRINGS

DISCOLORED AREA

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• The modular water pump can be serviced without disconnecting radiator hoses.

• Both the glow plug sleeves and the injector sleeves are stainless steel.

Cooling System Features

COOLING SYSTEM

Cooling System Flow

Cooling System Features

• Modular Water Pump

• Stainless Steel Injector Sleeves

• Stainless Steel Glow Plug Sleeves

Cooling System Flow: Oil Cooler

Cooling System Flow: Back of Front Cover

Cooling System Flow: Front Cover

COOLING SYSTEM

• Coolant is drawn into the inlet of the front cover and then flows from the water pump through the front cover to the crankcase.

• Coolant is also routed from the front cover into the crankcase to a passage that feeds the oil cooler.

• Return coolant is directed to the thermostat by the front cover. If the thermostat is open, coolant flows to the radiator to be cooled. If the thermostat is closed, coolant is returned to the water pump via a bypass circuit in the front cover.

• Coolant is sealed via a silicon in metal one piece gasket and is directed out of the front cover through three (3) passages.

• Two of the passages route coolant to the crankcase to cool the cylinder walls and cylinder heads.

• The third passage routes coolant to the oil cooler via a passage in the crankcase.

• There are two passages for coolant to return from the crankcase into the front cover.

• Coolant is directed out of the crankcase and into the oil filter base at the front of the engine.

• The oil filter base routes the coolant into the front of the oil cooler then toward the back of the engine.

• Once the coolant has passed through the oil cooler it is directed out of the oil filter base to the EGR cooler.

• Note: There are weep holes in the oil filter base that allow coolant or oil to seep out side of the filter base if an oil cooler seal is damaged.

OUT

Injector Sleeve

Water Pump & Front Cover

Cooling System Flow: EGR Cooler

COOLING SYSTEM

• Coolant flows out of the filter base and into the EGR cooler through a tube that directs the coolant to the back of the EGR cooler.

• Coolant flows through the EGR cooler and removes heat from the exhaust gasses before the exhaust arrives at the EGR valve.

• Coolant exits the front of the EGR cooler and enters the coolant passage of the intake manifold. The intake manifold directs the coolant back into the front cover.

• The water pump, (hub and impeller) is mounted into the front cover which is the housing for the water pump.

• The water pump impeller pulls coolant from the center of the housing and pushes it outward.

• The water pump has a built in reservoir to catch small amounts coolant that during normal operation of the engine may seep past the seal.

• Note: The water pump impeller may be damaged if dropped or hit by a hard object.

• The 6.0L Power Stroke uses stainless steel injector sleeves to seal coolant from the injector and to transfer heat from the injector to the coolant.

• The injector sleeve is replaceable. See unique service procedures or service manual for more details.

IMPELLER

RESERVOIR

INJECTOR SLEEVE

• The coolant recovery bottle is located above the left valve cover.

• One of the ports on the bottle is attached to the EGR cooler deaeration port. If this port or hose is blocked, damage could occur to the EGR cooler.

Coolant Recovery Bottle

Glow Plug Sleeve

COOLING SYSTEM

• Glow plug sleeves are used to keep coolant from coming in direct contact with the glow plugs and to seal coolant from the combustion chamber.

• The glow plug sleeve is replaceable. See unique service procedures or the service manual for more details.

GLOW PLUG SLEEVE

COOLANT RECOVERY BOTTLE

TO EGR COOLER

System Flow

Lubrication System Features

LUBRICATION SYSTEM

• The 6.0L Power Stroke uses an oil cooler that is mounted in the valley of the engine under the oil filter. There is also a oil pressure test port in the front of the oil cooler.

• There are no oil passages located on the outside of the crankcase. This reduces the chance for oil leaks.

• The oil filter is a canister style filter mounted on the top of the engine, that drains to the oil pan during servicing.

• The gerotor oil pump and oil pressure regulator are both located in the front of the engine behind the vibration damper.

Lubrication System Features

• Integrated Oil Cooler

• No External Oil Passages in Crankcase

• Easy Access Canister Style Oil Filter

• Front Oil Pressure Test Port

• External Oil Pressure Regulator

OIL FILTER BASE

GEROTOR OIL PUMP

OIL PRESSURE

REGULATOR

Oil Pump

Oil Cooler

Oil Filter

Pump

Bypass

70 PSI

Cooler

Bypass

25 PSI

Filter

Bypass

20 PSI

Lube Pressure Oil System Schematic

T T

Turbo

Oil Reservoir

for High

Pressure

Pump 0.95 Qt.

To High

Pressure Oil

System

T= Tappet CB = Cam Bearing MB = Main Bearing

CR= Connecting Rod

= Piston Cooling Jet

Right Bank

Left Bank

Oil Pan / Bed Plate

Lubrication System Oil Flow

LUBRICATION SYSTEM

• Oil is drawn from the oil pan through the pick-up tube to the gerotor oil pump.

• The oil pressure is regulated to 75 psi via the oil pressure regulator relieving excessive oil pressure to the inlet of the oil pump.

• From the oil pump, oil is directed to the oil cooler and then the to the oil filter.

• From the oil filter the oil is supplied to four (4) passages. One is to the turbocharger for lubrication and VGT control via an external line.

• The oil also is provided to the oil reservoir that supplies the high pressure oil pump.

• The two (2) other passages are to the tappet oil feed on the right and left banks. The tappet galleries also provide oil to the piston cooling jets.

• Cross drillings off of the right bank tappet gallery feed the cam bearings, then the crankshaft main bearings.

• The crankshaft has cross drillings in it to direct oil to each of connecting rod bearings.

• The 6.0L Power Stroke uses a two piece oil pan. The lower half is wider than the bottom of the engine to increase its capacity. Due to this wider oil pan, an upper oil pan is used to adapt the lower pan to the bed plate. The upper pan also acts as an oil baffle.

• The upper pan is bolted to the bed plate. The bed plate replaces the individual main bearing caps. This one piece design results in a more rigid bearing retaining system.

• The pick-up tube is bolted to the upper pan and oil is routed through the upper pan and the bed plate to the front cover.

WIDER OIL PAN

UPPER OIL PAN

BED PLATE

Gerotor Oil Pump

Oil Pressure Regulator

Pick-up Tube / Oil Aeration

LUBRICATION SYSTEM

• The pick-up tube supplies oil from the oil pan to the oil pump.

• The pick-up tube is sealed to the upper oil pan utilizing an o-ring. If the o-ring is damaged or missing, it could cause oil aeration and poor performance.

• Oil aeration is the result of air being introduced to the lubrication system on the suction side of the system or by the breakdown of the anti foaming agents in the oil. Oil aeration can cause low power and poor idle.

• A damaged or loose pick-up tube could also cause oil aeration.

• The oil pressure regulator is located in the front cover just below the gerotor oil pump.

• The oil pressure regulator is calibrated to open at pressures above 75 psi. It should be closed below that pressure.

• The gerotor oil pump is driven off of the flats on the nose of the crankshaft.

• The pump is designed to flow the large volume of oil required for the 6.0L POWER STROKE.

• The gerotor oil pump front cover is located by two (2) dowel pins in the crankcase front cover, and is sealed by a press in place gasket.

• The outer housing for the oil pump is designed into the crankcase front cover.

O-RING

UPPER OIL PAN

OIL PICK-UP TUBE

OIL PUMP

OIL PRESSURE REGULATOR

REGULATOR HOUSING

DOWEL

OUTER GEAR

INNER GEAR

CRANKSHAFT

Oil Cooler Housing & Filter Base

Oil Cooler

Front Cover

LUBRICATION SYSTEM

• Oil flows from the crankcase to the oil pump via a passage in the back of the front cover.

• When the oil pump is turned by the crankshaft it creates oil pressure and pushes oil through one of two passages. One passage is to the oil cooler and the other is through the oil pressure regulator back to the oil pump inlet.

• All of the passages from the front cover to the crankcase are sealed with a silicon in metal, one piece gasket.

• The oil cooler is mounted in the valley of the engine and uses engine coolant to dissipate heat from the engine oil.

• Oil passes from the rear of the cooler to the front, while coolant passes from the front of the cooler to the rear.

• The coolant and oil are separated by multiple plates that create passages in the oil cooler.

• Note: If the oil cooler is damaged it could

cause contamination of the lubrication and cooling systems.

• The oil cooler housing has passages in it to direct the flow of coolant and oil.

• Oil is routed from the front of the crankcase to the back of the housing where it enters the oil cooler. The oil passes from the rear of the oil cooler to the front of the cooler and is cooled in the process. The oil is then sent to the oil filter through the oil filter base. Filtered oil is sent to the oil reservoir for the high pressure pump and the oil passages in the crankcase.

• The coolant is directed from the front of the crankcase to the front of the oil cooler. It then passes through the oil cooler and cools the oil. As the coolant exits the rear of the oil cooler it is directed to the EGR cooler.

RETURN TO OIL PUMP

OIL FLOW TO OIL COOLER

ONE PIECE GASKET

OIL PRESSURE

TEST PORT

OIL COOLER

TO RESERVOIR & CRANKCASE

COOLANT FROM WATER PUMP

COOLANT TO

OIL COOLER

OIL TO

OIL COOLER

OIL FROM OIL PUMP

COOLANT FROM

OIL COOLER

OIL TO

OIL FILTER

Oil Reservoir & Screen

Oil Filter

Oil Filter Base & Valves

LUBRICATION SYSTEM

• The oil reservoir for the high pressure oil pump is located under the oil cooler in the valley of the engine.

• The oil reservoir holds about 1qt of oil.

• A screen in the oil reservoir catches any large debris that may be in the oil before it gets to the high pressure oil pump.

• The 6.0L POWER STROKE uses a cartridge style oil filter, located on the top of the engine.

• When the oil filter is removed, the oil filter housing drain valve is automatically opened to drain most of the oil from the housing.

• The oil filter element snaps into the oil filter lid.

• Note: The oil filter lid should be removed before draining the oil from the oil pan so that the oil can drain from the filter housing into the oil pan.

• The oil filter base routes oil to the oil filter, engine oil pressure switch (EOP), engine oil temperature sensor (EOT), and the turbocharger oil feed.

• The oil filter base also houses the anti-drainback check valve that keeps oil in the oil filter assembly after the engine is shut off.

• The oil cooler bypass is in the filter base and opens at a pressure differential of 25 psi.

• The oil filter bypass is in the oil filter stand pipe and opens at a pressure differential of 20 psi.

• There is an oil drain for the filter housing to drain oil from the housing during an oil change.

OIL TEMPERATURE SENSOR

OIL PRESSURE SWITCH

OIL COOLER BYPASS

ANTI DRAIN BACK

OIL FILTER DRAIN

OIL FILTER BYPASS

OIL FILTER ELEMENT

OIL RESERVOIR SCREEN

• The VGT uses oil to control the turbocharger and to lubricate the bearings.

• After oil passes through the turbocharger center section, it is sent back to the crankcase via a turbo oil drain tube.

• The turbo oil drain tube is located under the turbocharger and is sealed with two (2) o-rings, one fits into the turbocharger and the other goes to the high pressure oil pump cover.

Turbocharger Oil Drain Tube

Turbocharger Oil Supply & VGT Control

Oil Flow at Oil Reservoir

LUBRICATION SYSTEM

• There are five (5) oil passages and one coolant passage near the oil reservoir in the crankcase.

• Two (2) of the oil passages are for oil feed to the crankcase for lubrication.

• One (1) is for oil feed to the oil cooler and the other oil passage is oil filter drain to the oil pan.

• The passage in the bottom of the reservoir is for oil feed to the high pressure oil pump.

• The coolant passage is for coolant feed from the water pump to the oil cooler.

• Oil is supplied to the turbocharger from the oil filter base via a flexible steel braided oil line to the top of the turbocharger.

• The oil line is connected to the oil filter base using a snap to connect fitting and requires a special tool for removal.

• This line is also the feed to the VGT control valve.

PRESSURE PUMP

OIL FEED TO HIGH

OIL FILTER DRAIN TO PAN

OIL COOLER

OIL FEED TO

OIL COOLER

OIL FEED TO

BANK TAPPET

TO LEFT GALLERY

BANK TAPPET

TO LEFT GALLERY

COOLANT

GALLERY

FEED TO OIL COOLER

COOLANT FEED TO OIL COOLER

BANK TAPPET

TO RIGHT

GALLERY

BANK TAPPET

TO RIGHT

FRONT OF ENGINE

OIL SUPPLY

VGT CONTROL VALVE

HIGH PRESSURE PUMP COVER

DRAIN TUBE O-RINGS

• The fuel supply system uses a new Horizontal Fuel Conditioning Module (HFCM). The HFCM filters fuel, separates water, senses water, heats fuel, and recirculates warm fuel through the pump during cool fuel conditions.

• The 6.0L Power Stroke also has a secondary fuel filter.

• There is a check valve in the front of each cylinder head that does not allow fuel to return to the fuel supply system. This type of system is called a dead-end fuel system.

Fuel Supply System Features

FUEL SUPPLY SYSTEM

Engine Fuel System Flow

Fuel Supply System Features

• Horizontal Fuel Conditioning Module (HFCM)

• Secondary Fuel Filter

• Fuel Check Valves

FUEL SUPPLY TO HEADS

FUEL RETURN

TO TANK

FUEL SUPPLY

FROM PUMP

FUEL CHECK VALVES

FUEL FILTER

FUEL SUPPLY SYSTEM

Engine Fuel Flow

• After the fuel is conditioned by the HFCM, the clean pressurized fuel is sent to the secondary fuel filter assembly where particles larger than 4 micron are filtered out of the fuel.

• The secondary filter assembly also regulates fuel pressure by releasing excess pressure via a return fuel line back to the HFCM.

• It also has an orifice at the top of the housing in order to bleed air out of the housing and back to the fuel tank.

• After the fuel flows through the secondary filter it is directed to the two (2) cylinder heads via fuel lines

past the fuel check valves.

• The fuel is directed to the injectors via passages that are drilled into the cylinder heads.

• Once the fuel has entered the head past the check valve, it does not return to the fuel supply system. This is called a dead-end fuel system.

• The fuel pump, located in the Horizontal Fuel Conditioning Module (HFCM), draws fuel from the fuel tank and through a 10 micron fuel filter.

• The HFCM contains the fuel pump, filter, water separator, water in fuel switch, fuel drain, fuel heater, and diesel thermo recirculation valve (DTRM).

• The DTRM controls the flow of fuel returned from the secondary filter through the HFCM. If the fuel being drawn from the fuel tank is cool then return fuel is recirculated into the pump, if it is warm then return fuel is sent to the fuel tank

• Fuel is drawn into the HFCM from the fuel tank via a supply line.

• If the temperature of the the fuel is below 50°F (10°C) it is heated by the fuel heater. The fuel heater shuts off at 80°F (27°C).

• After being heated, fuel enters the filter housing via a one-way check valve.

• Once in the filter housing, water is separated from the fuel. If large amounts of water are found in the fuel, a sensor in the separator warns the operator of this condition by illuminating a light on the dash.

• Fuel is then drawn through the 10 micron fuel filter and into the fuel pump.

• Conditioned pressurized fuel is then supplied to the engine mounted fuel filter via a fuel supply line. The pump has an internal regulator that limits fuel pressure to 100psi.

• Fuel returning from the pressure regulator on the engine mounted fuel filter comes into the HFCM and a DTRM either allows the fuel to return to the tank or returns it to the unfiltered side of the fuel filter in the HFCM. The DTRM starts to open (recirculating fuel back into the pump) at 80°F (27°C) and is fully open at 50°F (10°C).

• The HFCM is mounted to the frame rail on the drivers side.

• The HFCM is a single module that performs multiple tasks. It heats fuel, separates water from the fuel, senses when water is present in the fuel, filters particulates from the fuel, creates fuel pressure needed to to supply fuel to the engine mounted fuel filter

• A DTRM (Diesel Thermo Recirculation Module) is also part of the HFCM. It recirculates fuel that returns from the engine mounted fuel filter back into the fuel filter instead of back to the tank, which in cool fuel conditions.

HFCM (Horizontal Fuel Conditioning Module) Fuel Flow

HFCM (Horizontal Fuel Conditioning Module)

FUEL SUPPLY SYSTEM

WATER IN FUEL

FUEL PUMP POWER

FUEL SUPPLY TO HFCM

FUEL RETURN TO TANK

FUEL RETURN TO HFCM

FUEL HEATER

FUEL SUPPLY TO ENGINE

DTRM

WIF SENSOR

FUEL HEATER

FUEL PUMP

FUEL FILTER

THROUGH FILTER INTO PUMP

+ 76 hidden pages

Ford 6.0L POWER STROKE Service Procedures And General Diagnostics

Specifications and Main Features

Frequently Asked Questions

User Manual