• The solid block-off tool is used in the left bank high-pressure oil rail only. • It enables you to eliminate the left high-pressure oil rail and the left bank injectors while testing the integrity of the remaining high-pressure oil system. • ICP pressure is measured using the ICP sensor installed in the right… Read More »
• This block-off tool is used on the right bank only. • The ICP sensor break-out harness (Tool # 418-D003) is utilized to extend the reach of the wiring harness so pressure/voltage can be read using the WDS. • This tool will enable you to eliminate the right… Read More »
TO VERIFY THE CRANKCHAFT TRIGGER WHEEL IS DAMAGED FOLLOW THE PROCEDURE BELOW. • Disconnect battery cables. • Drain oil out of oil pan. • Remove both turbocharger cooler pipes. • Remove the radiator stator shroud. • Loosen engine mount bolts from chassis. Lift engine off of chassis until turbo is against the heat shield on… Read More »
• Assure there are no codes present. If there are any codes, repair as necessary before continuing with the following procedure. • Start engine and verify rough idle concern. Slightly accelerate engine off of idle, does the engine smooth out? If it does, proceed with the following diagnostics. • Using WDS (World… Read More »
Early model: • Cracked/broken check valve and fitting in high-pressure oil rail, under either valve cover(s). • Disconnected high-pressure hose(s) under valve cover(s). • Stand pipe from high-pressure hose to the branch tube in the tappet gallery (o-ring at the bottom could be cut/torn or missing). Wavy rail: • O-rings on the top and… Read More »
• Verify nature of concern. • Verify lube oil supply pressure. • If the nature of the concern exists hot only (hot no starts), safely bring the vehicle up to necessary temperature range. Monitor IPR (Injection Pressure Regulator) duty cycle as EOT (engine oil temperature) increases. A high- … Read More »
ISSUE/CAUSE: Some vehicles equipped with the 6.0L diesel engine may exhibit diluted oil, runs rough and/or low power. This may be caused by fuel leaking into the engine from the injectors. • NOTE: THIS PROCEDURE MUST BE FOLLOWED COMPLETELY AND EXACTLY AS WRITTEN. FAILURE TO DO SO MAY RESULT IN MIS-DIAGNOSIS, INCOMPLETE REPAIR… Read More »
• Be aware of air inlet or exhaust restrictions. If necessary, eliminate these possibilities by removing the charge-air- cooler pipe/hose from the intake manifold inlet and the exhaust down pipe from the turbine side of the turbo, for testing purpose only.
• There must be an adequate amount of fuel flow and fuel pressure present before the engine will start. Areas listed below can cause low fuel pressure/flow: – Faulty Fuel Pump – Pinched/Clogged Fuel Lines – Broken/Clogged Banjo Bolt – Clogged Fuel Filter(s) – Aerated Fuel • Fuel quality should also be examined… Read More »
• If there is no FICM SYNC while cranking the engine, then the problem is limited to the circuit illustrated above. The FICM SYNC circuit relays information from the PCM to the FICM. • Engine Wiring Harness: FICM SYNC occurs through two circuits between the FICM and PCM. Verify engine wiring… Read More »