6.0L Diesel Outputs:

The Final Chapter

50 GEARS March 2005

S o here we are at the end of along road that leads to thePromised Land. We coveredthe monitors and inputs for the Ford6.0L diesel. Now its time to take a lookat the outputs, the final destination inthe drivability world. With a thoroughunderstanding of the monitors, inputsand outputs, you should feel very com-fortable handling one of these monstersanytime.

Lets talk outputs

Diesel PCM OutputsThere are many outputs that, as

transmission technicians, we have noidea what they do, what they are, oreven what they look like. Thats okay,because quite frankly, we dont need to.Lets start by going through some of theoutputs that do affect transmissionbehavior.

Solenoid BodyThe Torqshift transmission uses a

solenoid body I repeat solenoid body.This solenoid body has only one valve:the manual valve. It contains 8 sole-noids. Each solenoid controls fluid flowto the clutch and band assemblies. Themost common failures with this trans-

mission are the solenoids themselves. Note: Well be covering these sole-

noid body problems in the ATRA 2005Seminar, so make sure to reserve yourspot early, and catch the show this year!

TachometerThe tachometer is controlled by the

instrument cluster. The PCM sendsengine RPM data through the StandardCorporate Protocol (SCP) communica-tion network to the instrument cluster.This is one of those free tools youshould use on a daily basis. What betterway to check for misses, converter

shudder, flares, or anything that causesthe engine to fluctuate?

EGR Throttle Position(EGRTP) Actuator

I know this sounds strange tellingyou about an EGR system on a diesel,but this is the future! The EGR throttleposition (EGRTP) actuator modifies theintake airflow from the charge air cool-er into the intake manifold. It regulatesthe rotary motion of the throttle plate,located within the throttle body.Controlling intake air flow providesincreased EGR system efficiency with

6.0L Diesel Outputs:

The Final Chapter

by Lance Wiggins

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the throttle plate position, determinedby a signal from the EGRTP sensor. Ifthe EGRTP fails, look for a surge orsluggish vehicle operation.

EGR Throttle Position(EGRTP) Sensor

The EGR throttle position(EGRTP) sensor is a potentiometer thatprovides a feedback signal to the PCM.The input signal is a variable analogvoltage proportional to the angle of thethrottle plate, located in the throttlebody.

Exhaust Gas RecirculationValve Control and Valve Position Sensor

The exhaust gas recirculation valvecontrols the amount of exhaust gasesrecirculated back to the intake. Its aproportional solenoid with a built-inposition sensor. The valve position sen-sor is needed to give the control circuitfeedback to achieve desired travel posi-tion.

The exhaust gas recirculation valveposition sensor is a variable resistance

pintle position sensor that monitors theposition of the exhaust gas recirculationvalve control actuator. The PCM usesinput signals from the manifoldabsolute pressure (MAP), exhaust pres-sure (EP) and barometric pressure(BARO) sensors to calculate and con-trol EGR system flow.

And you wanted to know how theyget 23 MPG with these bad boys! Moreand more manufacturers are movingtoward higher fuel efficiency, and thisis one more example.

Electronic VariableGeometry Turbocharger (VGT)Control Valve

The electronic variable geometryturbocharger (VGT) control valve is afour-way proportional hydraulic flowcontrol valve with closed center posi-tion. The valve controls the actuatorposition of a closed loop hydraulicservo by charging and venting flow onboth sides of a piston. Actuator positiondepends only on control valve current;its independent of hydraulic fluid tem-perature and viscosity.

Fuel Injection ControlModule

The fuel injection control module(FICM) receives information from thePCM, including volume of fuel desired,RPM, engine oil temperature, injectioncontrol pressure, and more. The FICMthen uses those signals to calculate fuelinjection and duration. After calculatinginjector fuel delivery time, the FICMsends a massive 48-volt, 20-amp pulseto the correct injector so that the correctamount of fuel is delivered to the cylin-der at the correct time.

Warning!: Avoid serious electricshock! Be very careful diagnosing thisunit. Know what youre testing beforeprobing these wires.

Glow Plug Control ModuleThe glow plug system includes a

solid state glow plug control module(GPCM), glow plugs, and the associat-ed wiring harness. The glow plug on-time is controlled by the PCM and is afunction of oil temperature, barometricpressure and battery voltage. The PCMenables the GPCM, which drives theindividual glow plugs.

Glow plug on-time normally varies

52 GEARS March 2005

6.0L Diesel Outputs: The Final Chapter

Lan-LetsplayIII.qxd 2/10/05 2:24 PM Page 52

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54 GEARS March 2005

between 1 to 120 seconds. Inaddition to PCM control, theGPCM internally limits the glowplug operation to 180 seconds,regardless of PCM commandedon-time.

The GPCM solid statedrivers provide power to theglow plugs, directly from thevehicle battery. The GPCMmonitors and detects individ-ual glow plug functionality,and the control and communi-cation links to the PCM. Anyfailures detected by theGPCM are passed on to thePCM using a serial communi-cation signal on the diagnosticline.

Note: Wait-to-start lampon-time is controlled by thePCM and is independent ofGPCM on-time.

Glow Plug IndicatorLamp

The glow plug indicatorlamp (GPIL) is located in the

instrument cluster and is used to informthe operator when the engine is ready tobe started. The indicator is controlledby the instrument cluster, based on anelectronic command signal from thePCM through the Standard Corporate

6.0L Diesel Outputs: The Final Chapter

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Protocol (SCP) communications net-work.

On-time normally varies between 1and 10 seconds and is independent ofglow plug relay on-time. The indicatoris commanded on at every key cycle,even though the glow plug system maynot be required; this is to prove-out thesystem.

Injection PressureRegulator

The injection pressure regulator(IPR) controls injection oil pressure. Anelectrical signal to a solenoid creates amagnetic field, which applies a variableforce on a valve servo to control pres-sure. The quantity of fuel delivered tothe combustion chamber is proportion-al to injection control pressure.

An open circuit will result in mini-mum oil pressure, and prevent theengine from starting. A short-to-groundin a circuit results in maximum oil pres-sure, and is limited to 27,580 kPa (4000PSI) by a mechanical pop-off valve.

Warning!:Avoid testing the dieselfuel system without the proper gauges.You could easily be hurt by a stream ofhigh-pressure diesel oil if you arentcareful.

Speed Control Indicator(F-SuperDuty/Excursion)

The speed control indicator is con-trolled by the instrument cluster. ThePCM sends a message through the SCPnetwork to the instrument cluster tolight the indicator when the speed con-trol is engaged.

Visctronic Drive Fan (VDF)The cooling fan electronic clutch is

controlled by the PCM. The PCM mon-itors engine oil temperature (EOT) andengine coolant temperature (ECT), andsends a duty cycle command to the fanclutch to achieve adequate cooling. Ifthe PCM detects a circuit fault, it sets aDTC in memory.

Water In Fuel Indicator The water in fuel indicator is con-

trolled by the instrument cluster. Thecluster receives electronic informationfrom the PCM through the StandardCorporate Protocol (SCP) communica-tion network. If the water in fuel sensor

indicates there is water in the fuel sepa-rator/housing (located within the fuelcondition module), the PCM sends anSCP message to light the water in fuelindicator.

Electronic Air FilterRestriction Gauge

F-SuperDuty and Excursion vehi-cles are equipped with an electronic airfilter restriction gauge located in the aircleaner cover, on the clean side of theair filter. The sensor is hardwired to theinstrument cluster. When air flow in theair inlet system becomes restricted, aswitch 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 tomemorize everything right now. Justkeep this information in the back ofyour mind, and remember to refer to itwhen youre dealing with a 6.0L dieselwith performance problems.

For now, use what youve learnedand reference what you can, and soonenough youll be crossing the finishline first!

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