Lan-LetsplayIII.

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by Lance Wiggins

6.0L Diesel Outputs:

The Final Chapter

S

o here we are at the end of a

long road that leads to the
Promised Land. We covered
the monitors and inputs for the Ford
6.0L diesel. Now its time to take a look
at the outputs, the final destination in
the drivability world. With a thorough
understanding of the monitors, inputs
and outputs, you should feel very comfortable handling one of these monsters
anytime.
Lets talk outputs

Diesel PCM Outputs

There are many outputs that, as
transmission technicians, we have no
idea what they do, what they are, or
even what they look like. Thats okay,
because quite frankly, we dont need to.
Lets start by going through some of the
outputs that do affect transmission
behavior.

Solenoid Body
The Torqshift transmission uses a
solenoid body I repeat solenoid body.
This solenoid body has only one valve:
the manual valve. It contains 8 solenoids. Each solenoid controls fluid flow
to the clutch and band assemblies. The
most common failures with this trans50

mission are the solenoids themselves.

Note: Well be covering these solenoid body problems in the ATRA 2005
Seminar, so make sure to reserve your
spot early, and catch the show this year!

Tachometer
The tachometer is controlled by the
instrument cluster. The PCM sends
engine RPM data through the Standard
Corporate Protocol (SCP) communication network to the instrument cluster.
This is one of those free tools you
should use on a daily basis. What better
way to check for misses, converter

shudder, flares, or anything that causes

the engine to fluctuate?

EGR Throttle Position

(EGRTP) Actuator
I know this sounds strange telling
you about an EGR system on a diesel,
but this is the future! The EGR throttle
position (EGRTP) actuator modifies the
intake airflow from the charge air cooler into the intake manifold. It regulates
the rotary motion of the throttle plate,
located within the throttle body.
Controlling intake air flow provides
increased EGR system efficiency with
GEARS March 2005

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6.0L Diesel Outputs: The Final Chapter

the throttle plate position, determined

by a signal from the EGRTP sensor. If
the EGRTP fails, look for a surge or
sluggish vehicle operation.

EGR Throttle Position

(EGRTP) Sensor
The EGR throttle position
(EGRTP) sensor is a potentiometer that
provides a feedback signal to the PCM.
The input signal is a variable analog
voltage proportional to the angle of the
throttle plate, located in the throttle
body.

Exhaust Gas Recirculation

Valve Control
and Valve Position Sensor
The exhaust gas recirculation valve
controls the amount of exhaust gases
recirculated back to the intake. Its a
proportional solenoid with a built-in
position sensor. The valve position sensor is needed to give the control circuit
feedback to achieve desired travel position.
The exhaust gas recirculation valve
position sensor is a variable resistance
52

pintle position sensor that monitors the

position of the exhaust gas recirculation
valve control actuator. The PCM uses
input signals from the manifold
absolute pressure (MAP), exhaust pressure (EP) and barometric pressure
(BARO) sensors to calculate and control EGR system flow.
And you wanted to know how they
get 23 MPG with these bad boys! More
and more manufacturers are moving
toward higher fuel efficiency, and this
is one more example.

Electronic Variable
Geometry
Turbocharger (VGT)
Control Valve
The electronic variable geometry
turbocharger (VGT) control valve is a
four-way proportional hydraulic flow
control valve with closed center position. The valve controls the actuator
position of a closed loop hydraulic
servo by charging and venting flow on
both sides of a piston. Actuator position
depends only on control valve current;
its independent of hydraulic fluid temperature and viscosity.

Fuel Injection Control

Module
The fuel injection control module
(FICM) receives information from the
PCM, including volume of fuel desired,
RPM, engine oil temperature, injection
control pressure, and more. The FICM
then uses those signals to calculate fuel
injection and duration. After calculating
injector fuel delivery time, the FICM
sends a massive 48-volt, 20-amp pulse
to the correct injector so that the correct
amount of fuel is delivered to the cylinder at the correct time.
Warning!: Avoid serious electric
shock! Be very careful diagnosing this
unit. Know what youre testing before
probing these wires.

Glow Plug Control Module

The glow plug system includes a
solid state glow plug control module
(GPCM), glow plugs, and the associated wiring harness. The glow plug ontime is controlled by the PCM and is a
function of oil temperature, barometric
pressure and battery voltage. The PCM
enables the GPCM, which drives the
individual glow plugs.
Glow plug on-time normally varies
GEARS March 2005

Helc-fpo.qxd

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2:34 PM

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6.0L Diesel Outputs: The Final Chapter

The GPCM solid state
drivers provide power to the
glow plugs, directly from the
vehicle battery. The GPCM
monitors and detects individual glow plug functionality,
and the control and communication links to the PCM. Any
failures detected by the
GPCM are passed on to the
PCM using a serial communication signal on the diagnostic
line.
Note: Wait-to-start lamp
on-time is controlled by the
PCM and is independent of
GPCM on-time.

Glow Plug Indicator

Lamp
between 1 to 120 seconds. In
addition to PCM control, the
GPCM internally limits the glow
plug operation to 180 seconds,
regardless of PCM commanded
on-time.

The glow plug indicator

lamp (GPIL) is located in the
instrument cluster and is used to inform
the operator when the engine is ready to
be started. The indicator is controlled
by the instrument cluster, based on an
electronic command signal from the
PCM through the Standard Corporate

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GEARS March 2005

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Protocol (SCP) communications network.

On-time normally varies between 1
and 10 seconds and is independent of
glow plug relay on-time. The indicator
is commanded on at every key cycle,
even though the glow plug system may
not be required; this is to prove-out the
system.

Injection Pressure
Regulator
The injection pressure regulator
(IPR) controls injection oil pressure. An
electrical signal to a solenoid creates a
magnetic field, which applies a variable
force on a valve servo to control pressure. The quantity of fuel delivered to
the combustion chamber is proportional to injection control pressure.
An open circuit will result in minimum oil pressure, and prevent the
engine from starting. A short-to-ground
in a circuit results in maximum oil pressure, and is limited to 27,580 kPa (4000
PSI) by a mechanical pop-off valve.
Warning!: Avoid testing the diesel
fuel system without the proper gauges.
You could easily be hurt by a stream of
high-pressure diesel oil if you arent
careful.

Page 55

indicates there is water in the fuel separator/housing (located within the fuel
condition module), the PCM sends an
SCP message to light the water in fuel
indicator.

Electronic Air Filter

Restriction Gauge
F-SuperDuty and Excursion vehicles are equipped with an electronic air
filter restriction gauge located in the air
cleaner cover, on the clean side of the
air filter. The sensor is hardwired to the
instrument cluster. When air flow in the
air inlet system becomes restricted, a
switch will close and the filter restric-

tion indicator will light.

Whew! Thats a lot of information,
with a lot of new systems to consider.
Thats okay; no ones expecting you to
memorize everything right now. Just
keep this information in the back of
your mind, and remember to refer to it
when youre dealing with a 6.0L diesel
with performance problems.
For now, use what youve learned
and reference what you can, and soon
enough youll be crossing the finish
line first!

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Visctronic Drive Fan (VDF)

The cooling fan electronic clutch is
controlled by the PCM. The PCM monitors engine oil temperature (EOT) and
engine coolant temperature (ECT), and
sends a duty cycle command to the fan
clutch to achieve adequate cooling. If
the PCM detects a circuit fault, it sets a
DTC in memory.

Water In Fuel Indicator

The water in fuel indicator is controlled by the instrument cluster. The
cluster receives electronic information
from the PCM through the Standard
Corporate Protocol (SCP) communication network. If the water in fuel sensor
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