There are a few of bulletins on similar problems
This article supersedes TSB'S 09-12-2 and 07-21-4 to direct repairs to the Workshop Manual (WSM) Turbocharger Reconditioning procedure added to the online WSM and updates to the pinpoint test (PPT) in the Powertrain Controls/Emission Diagnostic (PC/ED) manual.
On 2003-2007 F-Super Duty, 2003-2005 Excursion, and 2004-2009 Econoline these concerns may or may not be accompanied by any one, or a combination, of the following diagnostic trouble codes (DTCs): P0238, P0299, P0404, P0478, P2262 and/or P2263. These concerns and/or DTCs could be a result of coking deposits inside the turbocharger.
On 2004-2007 F-Super Duty 650-750, these concerns may or may not be accompanied with the following DTCs: 261, 342, 343, 353, 354 and/or 361. These concerns and/or DTCs could be a result of coking deposits inside the turbocharger.
Coking deposits inside the turbocharger turbine housing can impede vane response causing high or low instances of exhaust pressure. Unexpected exhaust pressure results can cause over-boost, under-boost, insufficient or excessive exhaust gas recirculation, or unexpected EGR valve position, resulting in these symptoms.
For F-Super Duty, Excursion, E-Series vehicles built on or before 9/29/2003, follow PPT KA in the PC/ED manual diagnostics. If the PPT in the PC/ED manual diagnostics leads to turbocharger replacement, use the Turbocharger Inspection Procedure first to check for internal turbocharger oil leaks. Then, determine if the turbocharger can be repaired with a center housing rotating assembly (CHRA) replacement or if it can be cleaned instead of replacing the entire turbocharger following the turbocharger reconditioning service procedure.
For F-Super Duty, Excursion, and E-Series vehicles built on or after 9/30/2003, perform the Powertrain Air Management Turbo Boost test and VVT test with IDS. Use of the VPS tool 418-626 along with IDS/VMM is required. Tool 418-626 was shipped in kit TKIT-2007VP-F and TKIT-2007TV-F. Dealers should have received one or the other of these two kits.
Refer to the updated online WSM, Section 303-04D:
for diagnosis, testing and reconditioning of the turbocharger assembly.
For F-Super Duty 650-750 vehicles, refer to the updated online WSM, Section 303-04B: for diagnosis, testing and reconditioning of the turbocharger assembly.
This article supersedes TSBs 08-2-7 and 07-21-9 to update the Service Procedure and Part List.
After following normal Powertrain Controls/Emissions Diagnosis (PC/ED) diagnostics, use this procedure to identify the root cause of the excessive coking condition and if appropriate install an EGR Baffle. Just replacing the component with coking deposits and installing the EGR baffle will not correct the root cause, and coking will reoccur.
Coking deposits are generally un-combusted or incompletely combusted hydrocarbons, commonly sourced from engine oil or diesel fuel. These deposits can form on system components such as the EGR valve, EGR cooler, exhaust back pressure (EBP) Sensor, EBP tube, intake manifold, turbo charger, catalytic converter and EGR throttle plate. Visual inspection alone cannot link the sources of coking deposits as either from engine oil or diesel fuel. Coking deposits can be identified as shiny black grease like sludge, hard flat black solid mass or thin light brown sticky layer.
Un-combusted deposits can be linked to delayed combustion events. Delayed combustion events can be a function of hard to ignite elements like poor quality fuel, excessive fuel, engine oil or excessive exhaust gas recirculation in the combustion chamber or a delayed injection event like calibration, wire chafe, injector mechanical issue. Un-combusted fuel is usually evident as fuel scented white exhaust smoke. Un-combusted fuel may create coking which impairs system functionality eventually leading to black exhaust smoke / poorly combusted fuel.
Complete all of the following steps. Devices such as the Catalyst, manifold absolute pressure (MAP) sensor and EBP sensor that fail the PC/ED pinpoint tests (PPT) must be replaced and not cleaned. Clean the Turbocharger using other applicable TSB's, the intake manifold and EBP tube. EGR valves that fail the Integrated Diagnostic System (IDS) - EGR Systems Test should be replaced not cleaned.
6.0L DIESEL - DRIVEABILITY - NO START, HARDSTART, RUNS ROUGH - FUEL INJECTION CONTROLMODULE DIAGNOSIS
FORD:2003-2005 Excursion2003-2007 F-Super Duty2004-2009 E-350, E-450, E-550
This article supersedes TSBs 04-18-6 and 07-5-4 to update the repair sequence FICM_MPWR check, symptoms and additional diagnostic information.
ISSUESome 2003-2005 Excursion, 2003-2007 F-Super Duty and 2004-2009 E-Series vehicles equipped with a 6.0L diesel engine may experience no starts, hard starts or rough running when cold and may be accompanied with diagnostic trouble codes (DTCs) P0611, P1378 and! or all 8 injector circuit codes. These symptoms may lessen or disappear when the engine is warm. These conditions may be caused by the Fuel Injection Control Module (FICM) or injector spool valve sticking internally during cold engine operation.
ACTIONFollow the Service Procedure steps to correct the condition.
A failed FICM module can cause diagnostic trouble codes related to injectors even when the injectors or injector wiring are not at fault. The FICM module should be checked for proper operation before evaluating injector operation or wiring issues.
For information: Symptoms of stiction (These conditions are caused by the injector spool valve sticking internally during cold engine operation engine oil temperature) can be improved by using the lightest possible specified weight oil during winter months. Refer to the Owner Guide Information - Diesel Supplement / Maintenance and Specifications / Engine oil specifications. After confirming that the appropriate weight oil is being used, evaluate the injector operation according to Step 13 of the Service Procedure.
Information On The FICM TEST:
An improperly operating vehicle battery(s) or charging system can cause additional operating loads to the internal components of the FICM module, due to low power supply voltages. Glow plug operation, vehicle accessories (factory and non-factory installed), and hot and cold temperatures can also put additional requirements on the vehicles electrical, battery and charging system. This can result in shortened FICM module component life.
The FICM module contains two major internal components, the main circuit board and a DC-DC converter. The DC-DC converter is the device that amplifies battery voltage to 48 volts (V) to operate the injectors. Two major test entry conditions listed below are critical to accurately test the FICM DC-DC converter:
Engine Oil Temperature (EOT) Less Than 68 °F (20 °C)
The calibration in the FICM uses a pre-cycle mode during Key On Engine Off (KOEO) / glow plug operation. This mode is used to rapidly heat the injector spool valve and prevent sticking during cold operation. During this mode, the electrical demand on the FICM DC-DC converter is near maximum.
L_PWR >= 11.5 V
The target 48 V output of the DC-DC converter is directly affected by the battery supply voltage, or B+. This is measured internally to the FICM with the FICM_VPWR PID. Ensuring both of the above criteria are met before conducting the FICM_MPWR test will prevent incorrect readings, misdiagnosis and replacement of good parts.
NOTE THIS WILL SET GPCM CODES THAT NEED TO BE CLEARED BEFORE RETURNING THE VEHICLE TO THE CUSTOMER.
WARRANTY STATUS: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty CoverageIMPORTANT : Warranty coverage limits/policies are not altered by a TSB. Warranty coverage limits are determined by the identified causal part.