Powertrain Control/Emissions Diagnosis Manual - 2020 Diesel

Powertrain Control/Emissions
Diagnosis Manual
2020 Diesel
Section 0: Introduction
Procedure revision date: 11/12/2019
Introduction
Note: The descriptions and specifications contained in this manual were in effect at the time this manual
was approved for publication. Ford Motor Company reserves the right to discontinue models at any time,
or change specifications or design without notice and without incurring obligation.
REPAIR TECHNIQUES
Appropriate service methods and procedures are essential for the safe, reliable operation of all motor
vehicles as well as the personal safety of the individual doing the work. This manual provides general
directions for performing service with tested, effective techniques. Following them will help assure
reliability.
There are numerous variations in procedure, techniques, tools and parts for servicing vehicles, as well as
in 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 compromise neither their personal safety nor the vehicle integrity
by their choice of methods, tools or parts.
NOTE, NOTICE, CAUTION AND WARNING
As you read through this manual, you may come across a NOTE, NOTICE, CAUTION or WARNING.
Each one is used for a specific purpose. A NOTE calls attention to unique, additional or essential
information related to the subject procedure. A NOTICE or CAUTION identifies a hazard that could
damage the vehicle or property. A WARNING identifies a hazard that could result in personal injury or
death to yourself or others. Some general WARNINGS that you should follow when you work on a vehicle
are listed below.
• ALWAYS WEAR SAFETY GLASSES FOR EYE PROTECTION.
• KEEP SOLVENTS AWAY FROM IGNITION SOURCES. SOLVENTS MAY BE FLAMMABLE
AND COULD IGNITE OR EXPLODE IF NOT HANDLED CORRECTLY.

• USE SAFETY STANDS WHENEVER A PROCEDURE REQUIRES YOU TO BE UNDER THE
VEHICLE.
• MAKE SURE THAT THE IGNITION SWITCH IS ALWAYS IN THE OFF POSITION, UNLESS
OTHERWISE REQUIRED BY THE PROCEDURE.
• SET THE PARKING BRAKE WHEN WORKING ON THE VEHICLE. IF YOU HAVE AN
AUTOMATIC TRANSMISSION, SET IN PARK UNLESS INSTRUCTED OTHERWISE FOR A
SPECIFIC OPERATION. IF YOU HAVE A MANUAL TRANSMISSION, IT SHOULD BE IN
REVERSE (ENGINE OFF) OR NEUTRAL (ENGINE ON) UNLESS INSTRUCTED OTHERWISE
FOR A SPECIFIC OPERATION. PLACE WOOD BLOCKS (4" X 4" OR LARGER) OR WHEEL
CHOCKS AGAINST THE FRONT AND REAR SURFACES OF THE TIRES TO HELP PREVENT
THE VEHICLE FROM MOVING.
• OPERATE THE ENGINE ONLY IN A WELL-VENTILATED AREA TO AVOID THE DANGER OF
CARBON MONOXIDE POISONING.
• KEEP YOURSELF AND YOUR CLOTHING AWAY FROM MOVING PARTS WHEN THE
ENGINE IS RUNNING, ESPECIALLY THE DRIVE BELTS.
• TO PREVENT SERIOUS BURNS, AVOID CONTACT WITH HOT METAL PARTS SUCH AS THE
RADIATOR, EXHAUST MANIFOLD, TAIL PIPE, THREE-WAY CATALYTIC CONVERTER AND
MUFFLER.
• DO NOT SMOKE WHILE WORKING ON A VEHICLE.
• TO AVOID INJURY, ALWAYS REMOVE RINGS, WATCHES, LOOSE HANGING JEWELRY
AND LOOSE CLOTHING BEFORE BEGINNING TO WORK ON A VEHICLE.
• WHEN IT IS NECESSARY TO WORK UNDER THE HOOD, KEEP HANDS AND OTHER
OBJECTS CLEAR OF THE COOLING FAN BLADES!
Preface
This manual provides a step-by-step approach for diagnosing driveability, emission, and powertrain
control system symptoms. Before beginning diagnosis, it may be helpful to reference any Technical
Service Bulletins (TSBs) or On-line Automotive Service Information System (OASIS) information when
this is available. TSB and OASIS information is available on either the Professional Technician Society
(PTS) or Motorcraft® website.
This manual is used in conjunction with the Workshop Manual and Wiring Diagrams. The Workshop
Manuals are used to provide additional diagnostic or component removal and installation information.
Refer to the Wiring Diagrams for vehicle specific wiring information and component, connector, and splice
locations.
The following is a description of the information contained in each section of this manual.
Section 1: Description and Operation
This section contains description and operation information on powertrain control systems and
components and provides the technician with a general knowledge of the powertrain control system. Use
this section when general information about the powertrain control system is desired.
Section 2: Diagnostic Methods
This section contains information on specific diagnostic tasks that are used during diagnosis. Descriptions
of specific diagnostic methods are included, as well as detailed instructions on how to access or carry out
the tasks.
Section 3: Symptom Charts

All diagnosis begins in Section 3, Powertrain Control Module (PCM) Quick Test. If the PCM Quick Test is
completed and no diagnostic trouble codes (DTCs) are retrieved, the technician may be directed to
the No Diagnostic Trouble Codes (DTCs) Present Symptom Chart Index (refer to Section 3 for details).
The No Diagnostic Trouble Codes (DTCs) Present Symptom Chart Index contains the list of symptoms
addressed in this manual, and sends the technician to the appropriate No Diagnostic Trouble Codes
(DTCs) Present Symptom Chart. If no PCM DTCs are present and the vehicle symptom is not listed in the
No Diagnostic Trouble Codes (DTCs) Present Symptom Chart Index, the technician should refer to the
appropriate Workshop Manual section to continue diagnosis.
Section 4: Diagnostic Subroutines
This section contains the Diagnostic Procedures and the Diagnostic Trouble Code (DTC) Charts and
Descriptions.
Section 5: Pinpoint Tests
All pinpoint tests are included in this section. Never enter a pinpoint test unless directed there. When
directed to a pinpoint test, always read the information included at the beginning of the pinpoint test.
Section 6: Reference Values
This section contains the Typical Diagnostic Reference Values charts.
How To Use The Diagnostic Procedures
• Use the information about the vehicle driveability or emission concern to attempt to verify and
recreate the symptom. Look for any vehicle modifications or aftermarket items that may contribute
to the symptom. A check of any applicable TSBs or OASIS messages may be useful, if this
information is available.
• Go to Section 3 Powertrain Control Module (PCM) Quick Test. Carry out the PCM Quick Test.
• If the PCM Quick Test is completed and no DTCs were retrieved, go to the No Diagnostic Trouble
Codes (DTCs) Present Symptom Chart Index.
• Select the symptom that best describes the vehicle symptom (for multiple symptoms select the
one that is most evident). Go to the No Diagnostic Trouble Codes (DTCs) Present Symptom
Chart that is indicated. If no PCM DTCs are present and the vehicle symptom is not listed in the
No Diagnostic Trouble Codes (DTCs) Present Symptom Chart Index, go to the appropriate
Workshop Manual section to continue diagnosis.
• The No Diagnostic Trouble Codes (DTCs) Present Symptom Chart contains areas to be tested
for diagnosis of the vehicle symptom. The chart is arranged to place the higher probability or
easiest to test items toward the top of the chart. However, the technician is not required to follow
this order due to reasons such as variations in vehicle type, vehicle repair history, or technician
experience.
 Follow the instructions in the step (including Preliminary Checks).
 The System or Component column indicates the areas that are tested.
 The Reference column indicates where to go for the System or Component testing. If the
step sends you to a specific area for testing (for example a pinpoint test step in this
manual or a workshop manual section), go to the procedures. Follow the directions given
in those procedures, including directions to other tests or sections. If a concern is found,
repair as directed. If no concern is found and diagnosis in that area is complete, return to
the Symptom Chart and continue as directed.
• During diagnosis, if directed to test a system or component that is not contained on that vehicle,
go to the next step.
• If the Symptom Chart for the vehicle symptom is completed and no concern is found, return to the
Symptom Chart Index to address the next most prominent symptom.

• After any repair, reconnect all components and remove any test equipment. Verify the vehicle is
operating correctly and the original complaint is no longer present. If a DTC was present, clear
the DTCs and repeat the Quick Test to verify the repair.
• If a symptom is determined to be intermittent, a careful visual and physical underhood inspection
of connectors, wiring harnesses, vacuum lines, and components is required. The Customer
Information Worksheet may contain more detailed symptom information. Before an in-depth
diagnosis begins, start the engine, wiggle wires and tap on components while listening for an
indication of a concern (such as an RPM change or a relay clicking).
Information about engine conditions is stored when a DTC that illuminates the malfunction indicator lamp
(MIL) is set. This information is called freeze frame data and may be helpful in diagnosing intermittent
concerns. For additional information, refer to Section 2, Freeze Frame Data.
© Copyright 2020, Ford Motor Company.
Section 0: Introduction
Acronyms and Definitions
Note: This acronyms and definitions listing contains technical terms applicable to Ford Motor Company
products. It is not intended to be an all-inclusive dictionary of components and their functions. If a detailed
description of a particular system or component is desired, refer to the applicable section within this
PC/ED Manual or refer to the Workshop Manual for the specific vehicle being repaired.
• AAT: Ambient Air Temperature
• ABS: Anti-lock Brake System
• A/C: Air Conditioning
• APP: Accelerator Pedal Position
• A/T: Automatic Transmission
• BARO: Barometric Pressure
• BPP: Brake Pedal Position
• CAC: Charge Air Cooler
• CACT: Charge Air Cooler Temperature
• CAN: Controller Area Network
• CARB: California Air Resources Board
• CCM: Comprehensive Component Monitor
• CKP: Crankshaft Position
• CMP: Camshaft Position
• DEF: Diesel Exhaust Fluid
• DFSO: Deceleration Fuel Shut Off
• DLC: Data Link Connector
• DMM: Digital Multimeter
• DPF: Diesel Particulate Filter
• DTC: Diagnostic Trouble Code
• ECT: Engine Coolant Temperature
• EEC: Electronic Engine Control
• EEPROM: Electronically Erasable Programmable Read Only Memory
• EGR: Exhaust Gas Recirculation

• EGRT: Exhaust Gas Recirculation Temperature
• EGT: Exhaust Gas Temperature
• EMD: Engine Manufacturer Diagnostics
• EMI: Electromagnetic Interference
• EOT: Engine Oil Temperature
• EP: Exhaust Pressure
• FLI: Fuel Level Input
• FMEM: Failure Mode Effects Management
• FP: Fuel Pump
• FRP: Fuel Rail Pressure
• FRT: Fuel Rail Temperature
• FSS: Fan Speed Sensor
• GPCM: Glow Plug Control Module
• GVWR: Gross Vehicle Weight Rating
• IAT: Intake Air Temperature
• IDS: Integrated Diagnostic System
• IFS: Inertia Fuel Shutoff
• IM: Inspection Maintenance
• ISO: International Standards Organization
• KAM: Keep Alive Memory
• KAPWR: Keep Alive Power
• km/h: Kilometers per hour
• KOEO: Key On Engine Off
• KOER: Key On Engine Running
• kPa: Kilopascal
• L: Liter
• lb-ft: Pounds of force per foot
• MAF: Mass Airflow
• MAP: Manifold Absolute Pressure
• MIL: Malfunction Indicator Lamp
• MPH: Miles Per Hour
• NOx: Nitrogen Oxides
• OASIS: On-line Automotive Service Information System
• OBD: On Board Diagnostics
• OC: Oxidation Catalytic Converter
• OD: Overdrive
• OSC: Output State Control
• OSR: On Board System Readiness
• PATS: Passive Anti-Theft System
• PCM: Powertrain Control Module
• PID: Parameter Identification
• PTO: Power Take Off
• PTS: Professional Technician Society
• PWM: Pulse Width Modulation
• RAM: Random Access Memory
• RDCM: Reductant Dosage Control Module
• RFI: Radio Frequency Interference
• ROM: Read Only Memory
• RPM: Revolutions Per Minute
• RTD: Resistance Temperature Detector
• SAE: Society of Automotive Engineers
• SCR: Selective Catalytic Reduction
• TC: Turbocharger

• TCM: Transmission Control Module
• TSB: Technical Service Bulletin
• VCM: Vehicle Communication Module
• VECI: Vehicle Emission Control Information
• VID: Vehicle Identification
• VIN: Vehicle Identification Number
• VSS: Vehicle Speed Sensor
• WIF: Water In Fuel
Vehicle Emission Control Information (VECI)
VECI Decal
Each vehicle has a VECI decal, located on the engine, containing emission control information that
applies specifically to the vehicle and engine. The VECI decal shows the model year, engine
displacement and rated horsepower.

Engine Control Components
Accelerator Pedal Position (APP) Sensor
The APP sensor is a 2 track potentiometer that is used to calculate driver demand for power based on the
rotation angle of the accelerator pedal. The sensor receives a reference voltage from the PCM and
provides a variable voltage signal directly proportional to the accelerator pedal position. The PCM uses
the 2 APP sensor inputs to calculate the desired fuel quantity, injection timing, and the correct fuel
pressure. A concern with the APP sensor illuminates the powertrain malfunction indicator (wrench).
Normal engine operation is permitted if the PCM detects a concern on one of the 2 sensor signals. If the
PCM detects a concern on both of the sensor signals, the PCM only allows the engine to operate at idle.
Typical APP Sensor
Air Filter Restriction Gauge
An air filter restriction gauge is located in the air cleaner housing. When the airflow in the intake air
system reaches the maximum allowable restriction limit, the air filter restriction gauge indicator moves
from the yellow bar to the red bar at the base of the gauge. Correct the source of the restriction and
manually reset the gauge by pressing the red button at the top of the gauge.

Typical Air Filter Restriction Gauge
Ambient Air Temperature (AAT) Sensor
The AAT sensor is a thermistor device in which resistance changes with temperature. The electrical
resistance of a thermistor decreases as the temperature increases, and the resistance increases as the
temperature decreases. The varying resistance affects the voltage drop across the sensor terminals and
provides electrical voltage signals to the PCM corresponding to temperature.
Thermistor-type sensors are considered passive sensors. A passive sensor is connected to a voltage
divider network so that varying the resistance of the passive sensor causes a variation in total current
flow. Voltage that is dropped across a fixed resistor in a series with the sensor resistor determines the
voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage drop
across the fixed resistor.
The AAT sensor provides ambient air temperature information to the PCM which is used for the
temperature sensor correlation tests and controls the reductant heaters. The PCM also communicates the
AAT information to all other modules on the controller area network (CAN).
Typical AAT Sensor
Barometric Pressure (BARO) Sensor
The BARO sensor is a variable capacitor sensor that is supplied a 5-volt reference signal by the PCM and
returns a voltage signal to the PCM relative to the intake manifold pressure. The sensor voltage increases
as the pressure increases. The BARO sensor is integral to the PCM.
Boost Pressure Gauge

The boost pressure gauge is controlled by the instrument panel cluster. The PCM sends a message
through the controller area network (CAN) to the instrument panel cluster indicating engine boost
pressure.
Camshaft Position (CMP) Sensor
The CMP sensor is a Hall effect sensor that detects the position of the camshaft. The CMP sensor
identifies when piston number 1 is on its compression stroke. The PCM calculates the CMP signal and
the crankshaft position (CKP) sensor signal to determine the camshaft to crankshaft position for correct
fuel injection timing during the compression stroke. The CMP sensor is located on the left side rear of the
cylinder head (Transit). The CMP sensor is mounted at the front of the engine block, above the crankshaft
pulley (All others).
Typical CMP Sensor
Charge Air Cooler (CAC)
Charge Air Cooler (CAC) — Air to Air Cooled
The CAC is composed of a heat exchanger and the tubing used to connect the output of the turbocharger
to the intake of the engine. The CAC is designed to cool the induction air which has been heated by the
turbocharger. As the heated air flows through the CAC, heat is transferred from the intake air entering the
intake manifold to the air flowing over the outside of the CAC.

CAC (Air to Air Cooled)
Charge Air Cooler (CAC) — Air To Liquid Cooled
The CAC is composed of an air to liquid heat exchanger mounted next to the engine on the driver side of
the vehicle and the tubing used to connect the output of the turbocharger to the intake of the engine. The
CAC is designed to cool the induction air which has been heated by the turbocharger. As the heated air
flows through the CAC, heat is transferred to the coolant reducing the temperature of the intake air.
CAC Transit Connect (Air To Liquid Cooled)

Typical CAC (Air To Liquid Cooled)
Charge Air Cooler Temperature (CACT) Sensor
The CACT sensor is a thermistor device in which resistance changes with temperature. The electrical
resistance of a thermistor decreases as the temperature increases, and resistance increases as the
The CACT sensor is located in the tube between the charge air cooler (CAC) and the intake throttle
assembly. The sensor provides a charge air cooler output temperature signal to the PCM. The PCM uses
the CACT signal as an input to control the turbocharger, exhaust recirculation (EGR) valve, fuel system
and the regeneration function.
Typical CACT Sensor
Cooling Fan
Cooling Fan — Transit
The primary cooling fan is a mechanical fan driven by the engine. The fan speed is relative to the engine
RPM depending on the ambient air temperature.

The secondary cooling fan is electric and controlled by the PCM. The PCM monitors certain parameters
(such as engine coolant temperature, vehicle speed, A/C ON/OFF status, A/C pressure) to determine
engine cooling fan needs.
The PCM controls the secondary fan operation through the low fan control (LFC), high fan control (HFC)
outputs.
The PCM output circuits are called low and high fan control, and the secondary cooling fan speed is
controlled by a combination of these outputs.
Cooling Fan — All Others
The cooling fan and viscous drive actuator valve controls the fluid flow from the reservoir into the working
chamber. Once viscous fluid is in the working chamber, shearing of the fluid results in fan rotation. The
valve is activated by a pulse width modulation (PWM) output signal from the PCM. By opening and
closing the fluid port valve, the PCM controls the fan speed. Fan speed is measured through a Hall effect
sensor, and is monitored by the PCM during closed loop operation. The PCM optimizes the fan speed
based on the engine coolant temperature, the engine oil temperature, the fuel rail temperature, the
transmission fluid temperature, the intake air temperature, or air conditioning requirements. When an
increased demand for fan speed is requested for vehicle cooling, the PCM monitors the fan speed
through the Hall effect sensor. If a fan speed increase is required, the PCM outputs the PWM signal to the
fluid port, providing the required fan speed increase. During the key on, engine running (KOER) self-test,
the PCM commands a 100% duty cycle. A DTC sets if the PCM detects the voltage on the valve control
circuit is not within the expected range or if the fan speed is less than a calibrated value.
Crankcase Ventilation
The crankcase ventilation provides a means of routing and separating the oil from the crankcase vapors.
For additional information, refer to Crankcase Ventilation System in this section.
Crankcase Ventilation Heater
The crankcase ventilation heater is used to heat the crankcase ventilation system vapor to keep any oil
that may be present from sludging in the charge air cooler, turbocharger and intake manifold. The
crankcase ventilation heater is located on the crankcase ventilation hose. For additional information on
the crankcase ventilation system, refer to Crankcase Ventilation System in this section.
Crankcase Ventilation Sensor
The crankcase ventilation sensor is a hall effect sensor mounted on the crankcase ventilation hose at the
air inlet connection. The crankcase ventilation separator is mounted on the driver side rocker cover, with
the crankcase ventilation hose connecting the separator to the crankcase ventilation sensor at the air inlet
of the turbocharger. The crankcase ventilation hose on the separator side has a tamper proof connector.
The crankcase ventilation sensor monitors the crankcase ventilation hose connection at the air inlet of the
turbocharger. The crankcase ventilation sensor signal to the PCM indicates if the crankcase ventilation
hose is connected or disconnected.

Typical Crankcase Ventilation Sensor
Crankshaft Position (CKP) Sensor
The CKP sensor is a hall effect sensor mounted at the rear of the engine block, adjacent to a trigger
wheel located on the crankshaft. The trigger wheel is a 60 minus 2 steel disk with 58 evenly spaced
magnetic indicators and a minus 2 indicator slot spaced for each 6 degrees of crank angle. As the
crankshaft rotates, the CKP sensor produces a square wave for each magnetic indicator edge of the
trigger wheel and it detects the missing 59th and 60th magnetic indicator. This configuration allows the
CKP sensor to provide the PCM with the angular position of the crankshaft relative to a fixed reference for
the CKP sensor. The PCM uses the CKP sensor input to calculate engine RPM, fuel timing, fuel quantity
and duration of the fuel injection.
Typical CKP Sensor
Diesel Particulate Filter
The diesel particulate filter collects the soot and ash particles that are present in the exhaust gas of diesel
engines. The diesel particulate filter assembly typically consists of active precious metals deposited on a
substrate filter. The exhaust gas is forced to flow through the walls of the porous substrate and exit
through the adjoining channels. The particulates that are larger than the pore size of the walls are trapped
for regeneration. During regeneration the temperature in the diesel particulate filter increases to greater
than 550°C (1,022°F). The precious metal washcoat promotes the regeneration of the trapped
particulates through the heat-generating reaction and catalyzes the untreated exhaust gas. The substrate
filter is held in the metal shell by a ceramic fiber support system. The support system makes up the size
differences that occur due to thermal expansion and maintains a uniform holding force on the substrate
filter.

Diesel Particulate Filter (F-150)
Typical Diesel Particulate Filter (All Others)
Diesel Particulate Filter Pressure Sensor
The diesel particulate filter pressure sensor is an input to the PCM and measures the pressure before the
diesel particulate filter. The sensor is a differential type sensor. The diesel particulate filter pressure
sensor bank 1, sensor 1 (DPFP11) is referenced to atmospheric pressure and is located at the exhaust
system upstream of the diesel particulate filter. At ignition ON, engine OFF the diesel particulate filter
pressure sensor pressure value reads 0 kPa (0 psi). The range of the sensor is 0-80 kPa (0-11.6 psi). The
PCM calculates soot load based on the diesel particulate filter pressure and initiates a regeneration when
the soot load reaches a threshold.
Typical Diesel Particulate Filter Pressure Sensor
Engine Coolant Temperature (ECT) Sensor

The ECT sensor is a thermistor device in which resistance changes with temperature. The electrical
provides electrical signals to the PCM corresponding to temperature.
Engine Coolant Temperature (ECT) Sensor — Transit
The ECT sensor is located on the upper coolant inlet housing. The ECT sensor measures the
temperature of the engine coolant and provides a feedback signal to the PCM. The PCM uses the ECT
sensor input for cooling fan control, EGR flow, fuel quantity, and injection timing calculations.
ECT Sensor (Transit)
Engine Coolant Temperature (ECT) Sensor — All Others
The ECT sensor is located on the upper coolant inlet housing. The ECT sensor measures the
temperature of the engine coolant and provides a feedback signal to the PCM. The PCM uses the ECT
sensor input fuel and cooling fan control.
Typical ECT Sensor (All Others)
Engine Oil Temperature (EOT) Sensor
The EOT sensor is a thermistor device in which resistance changes with temperature. The electrical
provides electrical signals to the PCM corresponding to temperature. The PCM uses the EOT sensor
input to calculate fuel quantity and injection timing.
The F-150 does not have an EOT sensor. For Transit, the EOT sensor is located on the right hand side of
the engine block near the rear of the engine. For all others except F-Series Super Duty, the EOT sensor
is located at the rear of the engine on the oil filter adapter.

EOT Sensor (Transit)
Typical EOT Sensor (All Others)
Engine Oil Pressure and Temperature Sensor — F-Series Super Duty
F-Series Super Duty is equipped with a sensor that monitors oil pressure and oil temperature. The EOT
sensor is located at the rear of the engine on the oil filter adapter.
Typical EOT Sensor (All Others)
Exhaust Gas Recirculation (EGR) Cooler

The EGR cooler removes heat from the exhaust gases before the gases enter the intake manifold. When
the exhaust gases are directed through the EGR cooler, coolant from the engine cooling system reduces
the exhaust gas temperature. The exhaust gases are directed through the EGR cooler by a PCM
controlled EGR cooler bypass valve.
Exhaust Gas Recirculation (EGR) Cooler — F-150
The EGR cooler is located on the driver side of the cylinder block.
EGR Cooler (F-150)
Item Number Description
1 — EGR Cooler Assembly
2 — Cooling System Coolant Return From The EGR Cooler
3 — Exhaust Gas Outlet From The EGR Cooler To The EGR
Valve
4 — Exhaust Gas Inlet From The Exhaust Manifold To The
EGR Cooler
5 — Cooling System Coolant Supply To The EGR Cooler

Exhaust Gas Recirculation (EGR) Cooler — Transit
The EGR cooler is located at the rear of the cylinder block.
EGR Cooler (Transit)
Valve
3 — EGR Cooler Bypass Valve Actuator
EGR Cooler
6 — EGR Cooler Bypass Valve
Exhaust Gas Recirculation (EGR) Cooler — Transit Connect

The EGR cooler is located in the rear of the cylinder block.
1 — Exhaust Gas Inlet From The Exhaust Manifold
2 — Engine Coolant Return
3 — Engine Coolant Supply
4 — Exhaust Gas Outlet From The EGR Cooler
5 — Air Inlet From Charge Air Cooler
EGR Cooler — All Others
The EGR cooler is located above the right hand valve cover.
Typical EGR Cooler (All Others)

1 — Engine Coolant Supply To The EGR Valve From The
RH Valve Cover
2 — Exhaust Gas Outlet From The EGR Cooler To The
Intake Manifold
3 — Exhaust Gas Inlet From The EGR Valve To The EGR
Cooler
Exhaust Gas Recirculation (EGR) Cooler Bypass Valve
Exhaust Gas Recirculation (EGR) Cooler Bypass Valve — F-150
The exhaust gas is directed through the EGR cooler by the EGR cooler bypass valve to remove heat
before entering the intake manifold. The EGR cooler bypass valve is internal to the EGR cooler.
When the EGR cooler bypass valve solenoid is commanded off by the PCM, the EGR cooler bypass
valve is closed. When the EGR cooler bypass valve is closed, the exhaust gas passes through the EGR
cooler to the intake manifold.
When the EGR cooler bypass valve solenoid is commanded on by the PCM, the EGR cooler bypass
valve is opened. When the EGR cooler bypass valve is open, the exhaust gas passes directly to the
intake manifold without passing through the EGR cooler.

Typical EGR Cooler Bypass Valve (F-150)
1 — EGR Cooler Bypass Valve Actuator Solenoid
3 — EGR Valve
Valve
EGR Cooler
Exhaust Gas Recirculation (EGR) Cooler Bypass Valve — Transit
The exhaust gas is directed through the EGR cooler by the EGR cooler bypass valve to remove heat

When the EGR cooler bypass valve solenoid is commanded off by the PCM, the EGR cooler bypass
valve is closed. When the EGR cooler bypass valve is closed, the exhaust gas passes through the EGR
cooler to the intake manifold.
When the EGR cooler bypass valve solenoid is commanded on by the PCM, the EGR cooler bypass
valve is opened. When the EGR cooler bypass valve is open, the exhaust gas passes directly to the
Typical EGR Cooler Bypass Valve (Transit)
Valve
EGR Cooler

EGR Cooler Bypass Valve — All Others
The exhaust gases are directed through an EGR cooler by the EGR cooler bypass valve to remove heat
When the EGR cooler bypass valve solenoid is commanded to 0% duty cycle by the PCM, the EGR
cooler bypass valve is closed. When the EGR cooler bypass valve is closed, the exhaust gases pass
through the EGR cooler to the intake manifold.
When the EGR cooler bypass valve solenoid is commanded to 100% duty cycle by the PCM, the EGR
cooler bypass valve is opened. When the EGR cooler bypass valve is open, the exhaust gases pass
directly to the intake manifold without passing through the EGR cooler.
Typical EGR Cooler Bypass Valve (All Others)
2 — EGR Valve And The EGR Valve Position Sensor
3 — EGR Cooler Bypass Valve Solenoid

5 — Engine Coolant Supply To The EGR Valve From The
RH Valve Cover
6 — EGR Outlet To The Intake Manifold
Typical EGR Cooler Bypass Valve (All Others)
1 — EGR Valve And The EGR Valve Position Sensor
2 — EGR Cooler Bypass Valve Solenoid
3 — EGR Outlet To The EGR Cooler
4 — EGR Outlet To The Intake Manifold
5 — EGR Outlet To The Intake Manifold During EGR Cooler
Bypass

Exhaust Gas Recirculation (EGR) Cooler Bypass Valve Solenoid
The EGR cooler bypass valve solenoid is a PCM controlled vacuum solenoid. The EGR cooler bypass
valve solenoid controls the EGR cooler bypass valve position by applying vacuum from the vacuum pump
to the EGR cooler bypass valve actuator. The EGR cooler bypass valve solenoid is located at the top
front of the EGR cooler.
For Transit, when the EGR cooler bypass valve solenoid is commanded off by the PCM, no vacuum from
the vacuum pump is applied to the EGR cooler bypass valve actuator and the EGR cooler bypass valve is
closed. When the EGR cooler bypass valve is closed, the exhaust gas passes through the EGR cooler to
the intake manifold.
When the EGR cooler bypass valve solenoid is commanded on by the PCM, vacuum from the vacuum
pump is applied to the EGR cooler bypass valve actuator and the EGR cooler bypass valve is opened.
When the EGR cooler bypass valve is open, the exhaust gas passes directly to the EGR valve and into
the intake manifold without passing through the EGR cooler.
For all others, when the EGR cooler bypass valve solenoid is commanded to 0% duty cycle by the PCM,
no vacuum from the vacuum pump is applied to the EGR cooler bypass valve actuator and the EGR
cooler bypass valve is closed. When the EGR cooler bypass valve is closed, the exhaust gases pass
through the EGR cooler to the intake manifold.
When the EGR cooler bypass valve solenoid is commanded to 100% duty cycle by the PCM, vacuum
from the vacuum pump is applied to the EGR cooler bypass valve actuator and the EGR cooler bypass
valve is opened. When the EGR cooler bypass valve is open, the exhaust gases pass directly to the
Typical EGR Cooler Bypass Valve Solenoid
Exhaust Gas Recirculation Temperature (EGRT) Sensor
Exhaust Gas Recirculation Temperature (EGRT) Sensor — Transit
The EGRT bank 1, sensor 1 (EGRT11) is a is a resistance temperature detector (RTD) type sensor. The
EGRT 11 sensor is an input to the PCM and measures the temperature of the exhaust gas in the exhaust
manifold. The electrical resistance of the sensor increases as the temperature increases, and resistance
decreases as the temperature decreases. The varying resistance changes the voltage drop across the
sensor terminals and provides electrical signals to the PCM corresponding to temperature.

The EGRT bank 1, sensor 2 (EGRT12) is a thermistor device in which resistance changes with
temperature. The EGRT 12 sensor is an input to the PCM. The electrical resistance of the sensor
increases as the temperature decreases, and the resistance decreases as the temperature increases.
The varying resistance changes the voltage drop across the sensor terminals and provides electrical
signals to the PCM corresponding to temperature.
The EGRT sensors are used to determine if the EGR cooler is operating correctly. The EGRT bank 1,
sensor 1 (EGRT11) monitors the exhaust gas temperature before the EGR cooler and the EGRT bank 1,
sensor 2 (EGRT12) monitors the exhaust gas temperature after the EGR cooler.
Typical EGRT Sensor (Transit)
Exhaust Gas Recirculation Temperature (EGRT) Sensor — All Others
The EGRT sensor is a thermistor type sensor. The electrical resistance of the sensor increases as the
temperature decreases, and the resistance decreases as the temperature increases. The varying
resistance changes the voltage drop across the sensor terminals and provides electrical voltage to the
PCM corresponding to temperature. The EGRT sensor is an input to the PCM.
The EGRT sensor is used to determine if the EGR cooler is operating correctly.
For F-Series Super Duty wide frame vehicles, the EGRT bank 1, sensor 1 (EGRT11) monitors the
exhaust gas temperature before the EGR cooler and the EGRT bank 1, sensor 2 (EGRT12) monitors the
exhaust gas temperature after the EGR cooler.
For all others, the EGRT12 sensor monitors the exhaust gas temperature after the EGR cooler.
Typical EGRT Sensor (All Others)

Exhaust Gas Recirculation (EGR) Valve
The EGR valve is a variable position valve that controls the amount of exhaust that enters the intake
manifold. The PCM controls the EGR valve which operates between 0 and 100% duty cycles.
The EGR valve operation can be monitored by viewing the EGR valve position PID. The EGR valve
position sensor is integral to the EGR valve.
Typical EGR Valve (Transit)
Typical EGR Valve (All Others)
Exhaust Gas Temperature (EGT) Sensor
The EGT sensor is a resistance temperature detector (RTD) type sensor. The EGT sensor is an input to
the PCM and measures the temperature of the exhaust gas passing through the exhaust system. The
electrical resistance of the sensor increases as the temperature increases, and resistance decreases as
the temperature decreases. The varying resistance changes the voltage drop across the sensor terminals
and provides electrical signals to the PCM corresponding to temperature.
For Transit, the PCM uses the input from 3 EGT sensors to monitor the exhaust gas temperature. The
EGT bank 1, sensor 1 (EGT11) is located before the diesel particulate filter. The EGT bank 1, sensor 2
(EGT12) is located after the diesel particulate filter. The EGT bank 1, sensor 3 (EGT13) is located after
the SCR catalyst.
For all others, the PCM uses the input from 4 EGT sensors to monitor the exhaust gas temperature. The
EGT bank 1 sensor 1 (EGT11) is located before the OC. The EGT bank 1 sensor 2 (EGT12) is located
after the OC. The EGT bank 1 sensor 3 (EGT13) is located after the SCR catalyst (F-Series Super Duty

wide frame) or after the diesel particulate filter (F-650 / F-750, F-Series Super Duty narrow frame). The
EGT bank 1 sensor 4 (EGT14) is located after the diesel particulate filter (F-Series Super Duty wide
frame) or after the SCR catalyst (F-650 / F-750, F-Series Super Duty narrow frame).
Typical EGT Sensor
Exhaust Pressure (EP) Sensor
The EP sensor is a 3-wire variable capacitance sensor that is supplied a 5.0 volt reference signal by the
PCM and returns a linear analog voltage signal that indicates pressure. The sensor voltage input to the
PCM increases as the pressure increases.
The EP sensor measures the pressure in the exhaust manifold. The EP sensor signal is used for
pressure correlation with the manifold absolute pressure (MAP) sensor and input for exhaust gas
recirculation (EGR) valve control.
The EP sensor is located at the left rear of the engine. It is attached to an extension tube from the right
hand up pipe going to the turbocharger.
Typical EP Sensor
Fan Speed Sensor (FSS)
The FSS is a Hall effect sensor integral to the cooling fan clutch. The PCM monitors the sensor input and
controls the cooling fan speed based upon the engine coolant temperature, the transmission fluid
temperature, and the intake air temperature requirements. When an increase in cooling fan speed for
vehicle cooling is requested, the PCM monitors the FSS signal and outputs the required pulse width
modulation (PWM) signal to a fluid port valve within the cooling fan.
Fuel Conditioning Module
Fuel Conditioning Module — F-150

The internal components of the fuel conditioning module include the following:
• 10 micron fuel filter and water separator
• water in fuel (WIF) sensor
The fuel pump (FP) assembly supplies fuel from the fuel tank through the fuel supply line. When the fuel
enters the fuel conditioning module, water is separated from the fuel before it flows through the 10 micron
fuel filter which separates particles from the fuel. The separated water collects at the bottom of the fuel
conditioning module. If enough water is collected, the WIF sensor detects it and the PCM illuminates the
WIF indicator. The conditioned fuel is then delivered to the secondary fuel filter then to the high pressure
fuel injection pump.
The vented fuel from the fuel pressure control valve returns from the high pressure fuel injection pump,
combines with the fuel from the fuel injector return line and enters the unfiltered side of the secondary fuel
filter.
Fuel Conditioning Module (F-150)
1 — Water In Fuel (WIF) Sensor
2 — Fuel Supply Line To The High Pressure Fuel Injection
Pump
3 — Fuel Supply Line From The Fuel Tank
4 — Fuel Drain Valve

Fuel Conditioning Module — F-650 / F-750
• electric fuel pump
• recirculation thermostat
The electric fuel pump draws fuel from the fuel tank through the fuel supply line. When the fuel enters the
fuel conditioning module, water is separated from the fuel before it flows through the 10 micron fuel filter
which separates particles from the fuel. The separated water collects at the bottom of the pump. If
enough water is collected, the WIF sensor detects it and the PCM illuminates the WIF indicator. The
conditioned fuel is then delivered to the secondary fuel filter.
The vented fuel from the fuel pressure control valve returns from the secondary fuel filter through the fuel
return port and enters the unfiltered side of the fuel conditioning module. Depending on the fuel
temperature returning from the secondary fuel filter, the recirculation thermostat directs the fuel to the fuel
tank or through the fuel conditioning module back to the inlet of the primary filter.
Fuel Conditioning Module (F-650 / F-750)
1 — Fuel Return Line To The Fuel Tank
2 — Electric Fuel Pump Electrical Connector

4 — Fuel Supply Line To The Secondary Fuel Filter
5 — Fuel Return Line From The Secondary Fuel Filter
6 — Fuel Filter Cover
8 — WIF Sensor Electrical Connector
Fuel Conditioning Module — Transit
fuel filter which separates particles from the fuel. The separated water collects at the bottom of the pump.
If enough water is collected, the WIF sensor detects it and the PCM illuminates the WIF indicator. The
conditioned fuel is then delivered to the high pressure fuel injection pump.
combines with the fuel from the fuel injector return line and enters the unfiltered side of the fuel
conditioning module. Depending on the fuel temperature returning from the high pressure fuel injection
pump, the recirculation thermostat directs the fuel through the fuel cooler back to the fuel tank or through
the fuel conditioning module back to the high pressure fuel injection pump.
Fuel Conditioning Module (Transit)

1 — Fuel Delivery Pressure Switch
2 — Fuel Supply Line To The High Pressure Fuel Injection
Pump
3 — Fuel Return Line From The High Pressure Fuel Injection
Pump
7 — Fuel Return Line To The Fuel Cooler And Fuel Tank
Fuel Conditioning Module —Transit Connect
fuel filter which separates particles from the fuel. The separated water collects at the bottom of the fuel
conditioning module. If enough water is collected, the WIF sensor detects it and the PCM illuminates the
WIF indicator. The conditioned fuel is then delivered to the secondary fuel filter then to the high pressure
fuel injection pump.

combines with the fuel from the fuel injector return line and enters the unfiltered side of the secondary fuel
filter.
Fuel Conditioning Module — All Others
The fuel pump (FP) assembly draws fuel under vacuum through the fuel conditioning module through the
fuel tank supply and return lines. When the fuel enters the fuel conditioning module, water is separated
from the fuel before it flows through the 10 micron fuel filter which separates particles from the fuel. The
separated water collects at the bottom of the filter housing. If enough water is collected, the WIF sensor
detects it and the PCM illuminates the WIF indicator. The conditioned fuel returns to the FP assembly.
The FP delivers the conditioned fuel to the secondary fuel filter assembly to supply the high pressure fuel
injection pump.
combines with the fuel from the fuel injector return line and enters the unfiltered side of the fuel
conditioning module. Depending on the fuel temperature returning from the high pressure fuel injection
pump, the recirculation thermostat directs the fuel back to the fuel tank or through the fuel conditioning
module back to the high pressure fuel injection pump.
Typical Fuel Conditioning Module (All Others)

1 — Fuel Return Line From The Secondary Fuel Filter
2 — Thermostat Bypass Fuel Return Line To The Fuel Tank
3 — Unfiltered Fuel Supply Line From The Fuel Tank
4 — Filtered Fuel Return Line To The FP Assembly
Fuel Cooler
Fuel Cooler — Transit
The fuel cooler is an air to liquid heat exchanger located adjacent to the fuel conditioning module. Fuel
that bypasses the high pressure fuel injection pump and the fuel pressure control valve is subjected to
high temperatures. The fuel cooler transfers this heat to the atmosphere before the fuel is returned to the
fuel tank. Refer to Fuel System in this section for additional information.
Fuel Cooler (Transit)
Fuel Cooler — All Others
The fuel cooler is a liquid-to-liquid heat exchanger located on the inside of the left frame rail. Fuel that
bypasses the high pressure fuel injection pump and the fuel pressure control valve is subjected to high
temperatures. The fuel cooler transfers this heat to the coolant before the fuel is returned to the fuel
conditioning module. Refer to Fuel System in this section for additional information.

Typical Fuel Cooler (All Others)
Fuel Delivery Pressure Switch
The fuel delivery pressure switch is a normally closed switch that monitors the fuel delivery system
pressure prior to the high pressure fuel injection pump. The fuel delivery pressure switch opens when the
fuel system pressure reaches 17.5 kPa (2.5 psi) or above. If the fuel delivery system pressure drops
below 17.5 kPa (2.5 psi) the switch closes and the PCM notifies the driver by displaying a low fuel
pressure warning in the message center, and an engine derate occurs. The fuel delivery pressure switch
is located at the top of the fuel conditioning module.
Typical Fuel Delivery Pressure Switch
Fuel Injectors
Fuel Injectors — F-150
The fuel injectors are connected to the high pressure fuel rail and deliver a calibrated amount of fuel
directly into the combustion chamber. The piezo actuator is commanded on by the PCM during the main
injection stage for approximately 0-1000 microseconds. The fuel injectors on and off time is controlled by
the piezo actuator device which allows extreme precision during the injection cycle. For additional
information on fuel injection operation, refer to Fuel System in this section.

Fuel Injector (F-150)
Fuel Injectors — Transit
Fuel Injector (Transit)

Fuel Injectors — All Others
Typical Fuel Injector (All Others)

1 — Wiring Harness Electrical Connector
2 — Fuel Return
3 — High Pressure Delivery Connection
4 — High Pressure Fuel Passage
5 — Piezo Actuator
6 — Hydraulic Coupler
7 — Control Valve
8 — Intermediate Plate
9 — Nozzle
10 — Nozzle Needle (Pintle)
11 — Fuel Delivery Orifices (8 Each)
O-ring And Combustion Gasket
The fuel injector has 1 replaceable O-ring on the fuel return, 1 replaceable O-ring on the fuel injector body
and 1 replaceable stepped copper combustion gasket on the tip of the fuel injector.
Piezo Actuator

The piezo actuator consists of a series of small disks. When the piezo actuator is electrically energized, it
causes the disks to deform which results in an expansion. The expansion generates a longitudinal motion
which pushes down against the valve piston. When the PCM supplied current is removed from the piezo
crystals, they contract. When the crystals contract, they create voltage (current flow reverses). The PCM
supplies current to the piezo stack and when the injector is deenergized the current is removed from the
piezo stack and stored by the PCM to actuate the fuel injector in a companion cylinder. The piezo
actuator returns to its non-energized state by fuel and spring pressure during engine operation, and by
the spring pressure from the fuel injector valve return spring when the engine is shut down.
Hydraulic Coupler
The hydraulic coupler transfers the longitudinal movement from the piezo actuator to the fuel injector
control valve. It also acts as a seal preventing fuel from entering the piezo actuator device.
Fuel Injector Control Valve
The fuel injector control valve is a hydraulic check valve that allows the high fuel pressure to bleed off into
the fuel return chamber directly above it, when the piezo actuator is energized and the valve piston
pushes down on it.
Fuel Injector Valve Return Spring
The fuel injector valve return spring holds the fuel injector valve in the sealed position to prevent any fuel
from leaking into the fuel return chamber when the piezo actuator is not energized.
Control Piston
The control piston uses its large surface area on top as a downward force to overcome an upward force
created by the smaller surface area in the high pressure chamber. The control piston also keeps the
nozzle needle in the closed position when the piezo actuator is not energized.
Nozzle Needle And Needle Control Spring
The high pressure chamber uses the high fuel pressure to lift the nozzle needle inwards whenever the
piezo actuator is energized. When the nozzle needle is lifted the fuel at the high pressure nozzle is
atomized and is injected directly into the combustion chamber through 8 spray holes. The needle control
spring holds the nozzle needle in a closed position when the piezo actuator is not energized.
Fuel Pressure And Temperature Sensor
The fuel pressure and temperature sensor monitors both pressure and temperature of the low pressure
fuel system. The temperature component of the sensor is a thermistor device in which resistance
changes with temperature. The electrical resistance of a thermistor decreases as the temperature
increases, and resistance increases as the temperature decreases. The varying resistance affects the
voltage drop across the sensor terminals and provides electrical voltage signals to the PCM
corresponding to temperature. The pressure component of the sensor provides a signal to the PCM
indicating low pressure fuel system pressure. The PCM supplies a 5 volt reference (VREF) signal, as well
as supplying 5 volts on the FLP circuit. As pressure increases, the sensor signal voltage decreases.
The sensor is located at the top left of the engine in the fuel injection pump supply tube, forward of the
secondary fuel filter. The PCM uses the fuel pressure and temperature sensor inputs to command the
correct fuel injector timing, the pulse width, and the correct injection control pressure for correct fuel
delivery at all speed and load conditions.

Typical Fuel Pressure And Temperature Sensor
Fuel Pressure Control Valve
The PCM controls the fuel rail pressure by activating the fuel pressure control valve which regulates the
fuel pressure in the fuel rails. For additional information, refer to Fuel System, Fuel Pump System in this
section. The PCM regulates fuel rail pressure by controlling the duty cycle of the fuel pressure control
valve solenoid. An increase or decrease in the duty cycle maintains pressure in the fuel system or vents
pressure to the fuel cooler. A high duty cycle indicates a high fuel rail pressure is being commanded. A
low duty cycle indicates less pressure is being commanded. The fuel pressure control valve is mounted
on the fuel rail.
Typical Fuel Pressure Control Valve
Fuel Pressure Relief Valve
The fuel pressure relief valve is a mechanical spring activated valve. If the pressure exceeds the
maximum expected pressure for the system the fuel pressure relief valve activates to relieve fuel pressure
back to the fuel tank. The fuel pressure relief valve is not expected to activate during normal vehicle
operation. The fuel pressure relief valve has a limited number of activations before the part is no longer
reliable and may not fully close. The fuel pressure control valve is mounted at the opposite end of the fuel
rail as the fuel rail pressure (FRP) sensor.

Typical Fuel Pressure Relief Valve
Fuel Pump (FP) Assembly
The FP assembly contains the fuel pump and sender assembly. The fuel pump is located inside the FP
assembly reservoir and supplies fuel through the FP assembly manifold to the engine and FP assembly
jet pump. The jet pump continuously refills the reservoir with fuel, and a check valve located in the
manifold outlet maintains system pressure when the fuel pump is not energized. A flapper valve located in
the bottom of the reservoir allows fuel to enter the reservoir and prime the fuel pump during the initial fill.
The FP assembly is located inside the fuel tank.
Typical FP Assembly
Fuel Rail Pressure (FRP) Sensor
The fuel pressure sensor is a 3 wire variable capacitance sensor. The FRP sensor is located at the rear
of the fuel rail (Transit) or at the front of the left hand side fuel rail (all others). The PCM supplies a 5 volt
reference signal which the FRP sensor uses to produce a linear analog voltage that indicates high fuel
pressure. The primary function of the FRP sensor is to provide a feedback signal to the PCM indicating
the pressure of the fuel in the fuel rail. The PCM monitors fuel rail pressure as the engine is operating to
control fuel pressure. This is a closed loop function which means the PCM continuously monitors and
adjusts for ideal fuel rail pressure determined by conditions such as engine load, speed and temperature.

Typical FRP Sensor
Fuel Rail Temperature (FRT) Sensor
The FRT sensor is a thermistor device in which resistance changes with temperature. The electrical
The sensor is mounted on the high pressure fuel injection pump. The FRT sensor measures the
temperature of the fuel at the inlet of the high pressure fuel injection pump and provides a feedback signal
to the PCM. The PCM uses the FRT sensor input to command the correct fuel injector timing, the pulse
width, and the correct injection control pressure for correct fuel delivery at all speed and load conditions.
Typical FRT Sensor
Fuel Vaporizer System Fuel Pump
The fuel vaporizer system fuel pump delivers fuel to the fuel vaporizer system glow plug when the PCM
commands a diesel particulate filter regeneration. The vaporizer pump is located inside the left frame rail
forward of the fuel tank.

Typical Fuel Vaporizer System Fuel Pump
Fuel Vaporizer System Glow Plug
The fuel vaporizer system glow plug regenerates the diesel particulate filter by burning a controlled
amount of fuel in the exhaust system upstream of the particulate filter. Fuel is delivered by the fuel
vaporizer system pump and ignited by the fuel vaporizer system glow plug when the PCM commands a
regeneration. The burning fuel increases the exhaust gas temperature to burn off particulates in the diesel
particulate filter.
Typical Fuel Vaporizer System Glow Plug
Fuel Volume Control Valve
The PCM regulates fuel volume by controlling the duty cycle of the fuel volume control valve. For the
Transit, the fuel volume control valve is a normally closed valve. For all others, the fuel volume control
valve is a normally open valve. A high duty cycle indicates low fuel volume is being admitted to the high
pressure fuel injection pump or low pressure. A low duty cycle indicates high volume is being admitted to
the high pressure fuel injection pump or high pressure. The fuel volume control valve is mounted on the
high pressure fuel injection pump.

Typical Fuel Volume Control Valve
Glow Plug
The glow plug provides a heat source for combustion to improve cold engine starting and operation. The
glow plugs are made of a resistive material that heats up when electricity flows through it. The glow plugs
are duty cycle controlled by the glow plug control module (GPCM) and activated when modulated voltage
is supplied. The metallic instant start glow plugs can operate up to 8 minutes (Transit). The ceramic
instant start glow plugs can operate up to 20 minutes (all others). The GPCM may activate the glow plugs
during an extended idle at cold ambient temperatures. The GPCM provides battery voltage for
approximately 2 seconds to heat the glow plugs, then modulates the voltage to 7 volts to maintain
temperature. For additional information on glow plug system operation, refer to Powertrain Control
Hardware Glow Plug Control Module (GPCM) in this section.
Typical Glow Plug
Glow Plug Indicator
The glow plug indicator is located in the instrument panel cluster (IPC) and informs the operator when the
engine is ready to start. The indicator is controlled by the IPC based on an electronic command signal
from the PCM through the CAN. The on time of the indicator is independent of the glow plug relay on
time. For F-650 / F-750 and F-Series Super Duty, as a prove out, the indicator is commanded on at every
ignition switch cycle even though the glow plug system may not be operating.
High Pressure Fuel Injection Pump
High Pressure Fuel Injection Pump — F-150

The high pressure fuel injection pump is belt driven with the camshafts and crankshaft and is located in
the center at the rear of the engine. It increases the fuel pressure from approximately 414 kPa (70 psi) up
to 200 MPa (29,007 psi) and delivers it to the fuel rails.
High Pressure Fuel Injection Pump (F-150)
High Pressure Fuel Injection Pump — Transit
The high pressure fuel injection pump is chain driven with the camshafts and crankshaft and is located at
the front left hand side of the engine near the cylinder head. It increases the fuel pressure from
approximately 414 kPa (70 psi) up to 200 MPa (29,007 psi) and delivers it to the fuel rails.
High Pressure Fuel Injection Pump (Transit)
High Pressure Fuel Injection Pump — Transit Connect

The high pressure fuel injection pump is belt driven and is located at the front right hand side of the
engine near the cylinder head. It increases the fuel pressure from approximately 414 kPa (70 psi) up to
200 MPa (29,007 psi) and delivers it to the fuel rail.
High Pressure Fuel Injection Pump (Transit Connect)
High Pressure Fuel Injection Pump — All Others
The high pressure fuel injection pump is gear driven by the camshaft gear and is located at the front of
the engine. It increases the fuel pressure from approximately 414 kPa (70 psi) up to 250 MPa (36,259 psi)
(F-Series Super Duty) or 200 MPa (29,007 psi) (all others) and delivers it to the fuel rails.
Typical High Pressure Fuel Injection Pump (All Others)
Intake Air Temperature (IAT) Sensor

The IAT sensor is a thermistor device in which resistance changes with temperature. The electrical
The IAT sensor is integrated with the mass airflow (MAF) sensor. The MAF/IAT sensor is located in the
intake air tube between the air filter housing and the turbocharger intake. On some vehicles the
turbocharger inlet pressure (TCIP) sensor is integrated with the MAF/IAT sensor.
Typical MAF/IAT Sensor
Typical MAF/IAT/TCIP/RHS Sensor
Intake Throttle
The intake throttle modulates the intake airflow from the charge air cooler (CAC) into the intake manifold
system. The intake throttle uses an electric motor to open and close a throttle plate, based upon inputs
from the PCM. The intake throttle actuator is controlled by a pulse width modulated (PWM) signal to attain
the desired position using the TACM+ and TACM- circuits. The throttle position ranges between 0%, or
fully open, and 100%, or fully closed.
The PCM senses the intake throttle plate position by monitoring the TP circuit. If the PCM detects an
intake throttle plate position concern, a DTC sets indicating the throttle plate is either not at the desired
position or the TP circuit is out of range.

Typical Intake Throttle
Manifold Absolute Pressure (MAP) Sensor
The MAP sensor is a variable capacitor sensor that is supplied a 5 volt reference signal by the PCM and
returns a voltage signal to the PCM relative to the intake manifold pressure. The sensor voltage increases
as the pressure increases. The MAP sensor allows the PCM to determine the engine boost to calculate
fuel quantity. In addition, the MAP sensor signal is used by the PCM for EGR system calculations and
control.
Typical MAP Sensor
Manifold Absolute Pressure Temperature (MAPT) Sensor
The MAPT sensor is located on the intake manifold and may be integrated with an intake air temperature
(IAT) sensor or a charge air cooler temperature (CACT) sensor.

Typical MAPT Sensor
Mass Airflow (MAF) Sensor
The MAF sensor provides a signal to the PCM proportional to the intake air mass. The MAF sensor uses
a hot wire sensing element to measure the amount of air entering the engine. The hot wire is maintained
at a constant temperature above ambient. Air passing over the hot wire cools the wire. The current
required to maintain the temperature of the hot wire is proportional to the airflow.
The MAF sensor is a digital sensor that provides an output signal of varying frequency. The signals time
period is proportional to the flow rate crossing the sensor. The greater the airflow the shorter the time
period. The time period varies from 1480 microseconds at a low flow or idle condition, to 106
microseconds at a high flow rate condition.
The IAT sensor is integrated with the mass airflow (MAF) sensor. The MAF/IAT sensor is located in the
intake air tube between the air filter housing and the turbochargeoipr intake. On some vehicles the
turbocharger inlet pressure (TCIP) sensor and a relative humidity sensor is integrated with the MAF/IAT
sensor.
Typical MAF/IAT Sensor

Nitrogen Oxides (NOx) Modules
There are 2 NOx modules for the exhaust system. The nitrogen oxides bank 1, sensor 1 (NOx11) module
is located on the right hand frame rail upstream of the selective catalytic reduction (SCR) catalyst. The
nitrogen oxides bank 1, sensor 2 (NOx12) module is located on the right hand frame rail downstream of
the SCR catalyst.
The NOx modules monitor the NOx sensors and control the NOx sensors heater element. The NOx
modules communicate with the PCM through the controller area network (CAN) to report NOx
concentrations, oxygen (O2) concentrations, and NOx sensor system concerns.
The NOx module consists of a microprocessor, RAM, ROM, EEPROM, heater driver, and temperature
sensor. The EEPROM stores the module calibration. The heater driver supplies a pulse width modulated
(PWM) voltage to the heater portion of the sensor to maintain operational temperature. The
microprocessor processes all of the inputs from the sensor and communicates the information to the
PCM. The temperature sensor in the module is used for compensating the temperature dependency of
circuit components and for NOx module and NOx sensor rationality checks.
On some vehicles, the NOx module and the NOx sensor are an assembly.
Typical NOx Module
Nitrogen Oxides (NOx) Sensors
There are two NOx sensors located in the exhaust system. The nitrogen oxides bank 1, sensor 1 (NOx11)
sensor is located upstream of the selective catalytic reduction (SCR) catalyst. The nitrogen oxides bank
1, sensor 2 (NOx12) sensor is located downstream of the SCR catalyst.

Each NOx sensor is equipped with a memory component which stores gain and offset characteristics of
the sensor to compensate for part to part variation of the element during the manufacturing process.
The NOx11 sensor is only used to detect the presence of NOx concentrations in the exhaust system. The
NOx11 sensor has two measurement chambers. The first measurement chamber is for oxygen (O2)
concentration and is not used. The NOx concentration measurement takes place in the second
measurement chamber. The exhaust gas passes from the first measurement chamber through a second
diffusion barrier into the second measurement chamber. The NOx present in the second measurement
chamber is dissociated into nitrogen (N2) and O2. The excess O2 is pumped out of the measurement
chamber by the pumping current. The amount of current required to pump the oxygen ions out of the
measurement chamber calculates the NOx content. The calculated NOx content is the output from the
pumping current controller in the NOx11 module and not a signal directly from the NOx11 sensor.
The NOx12 sensor detects the presence of O2 and NOx concentrations in the exhaust system. The
NOx12 sensor uses two measurement chambers to determine O2 and NOx concentrations. The
O2 concentration is measured in the first measurement chamber. The exhaust gas enters the first
chamber through a diffusion barrier. The NOx12 sensor infers an air to fuel ratio relative to the
stoichiometric air to fuel ratio by balancing the amount of oxygen pumped in or out of the measurement
chamber. As the exhaust gases become richer or leaner, the amount of oxygen that must be pumped in
or out to maintain a stoichiometric air to fuel ratio in the measurement chamber varies in proportion to the
air to fuel ratio. The amount of current required to pump the oxygen in or out of the measurement
chamber calculates the air to fuel ratio. The calculated air to fuel ratio is the output from the pumping
current controller in the NOx12 module and not a signal directly from the NOx12 sensor. The NOx
concentration measurement takes place in the second measurement chamber. The exhaust gas passes
from the first measurement chamber through a second diffusion barrier into the second measurement
chamber. The NOx present in the second measurement chamber is dissociated into nitrogen (N2) and O2.
The excess O2 is pumped out of the measurement chamber by the pumping current. The amount of
current required to pump the oxygen ions out of the measurement chamber calculates the NOx content.
The calculated NOx content is the output from the pumping current controller in the NOx12 module and
not a signal directly from the NOx12 sensor.
On some vehicles, the NOx module and the NOx sensor are an assembly.
Typical NOx Sensor
Particulate Matter Bank 1, Sensor 1 (PM11) Module
The PM11 module monitors the PM11 sensor and controls the PM11 sensor heater element. The PM11
module communicates with the PCM through the controller area network (CAN) to report the presence of
particulates in the exhaust gas, indicating a concern with the diesel particulate filter.

The PM11 module consists of a microprocessor, RAM, ROM, EEPROM, and heater driver. The EEPROM
stores the module calibration. The heater driver supplies a pulse width modulated (PWM) voltage to the
heater portion of the sensor to clean and regenerate the sensor element. The microprocessor processes
all of the inputs from the sensor and communicates the information to the PCM.
The PM11 module is located on the right hand frame rail downstream of the diesel particulate filter.
Typical PM11 Module
Particulate Matter Bank 1, Sensor 1 (PM11) Sensor
The PM11 sensor detects the presence of particulates in the filtered exhaust gas. The sensor element
consists of comb electrodes of infinite resistance through which exhaust gases pass. Diesel particulates
(soot) are primarily carbon and are a good conductor of electricity. When the particulates pass through
the electrodes, they allow voltage to pass from one electrode to another, completing a circuit. This
change in resistance is detected by the PM11 module and interpreted as soot leakage.
The PM11 sensor also contains a heater element to regenerate the sensor electrodes. The PM11 module
activates the heater element, which heats the sensor to greater than 600°C (1112°F) to burn off soot
deposits.
The PM11 sensor is located downstream of the diesel particulate filter.
Typical PM11 Sensor
Power Take Off

The PTO system provides an input signal to the PCM indicating there is an additional load being applied
to the engine. The PCM disables the on board diagnostic (OBD) monitors and increases the engine RPM
based on the PTO system or auxiliary idle control input.
Powertrain Secondary Cooling System Coolant Pump
The belt driven powertrain secondary cooling system coolant pump is mounted to the front of the engine
and circulates the coolant which cools the fuel in the fuel cooler system, in addition to cooling other
powertrain components. Refer to Fuel System, Fuel Cooling in this section for additional information.
Typical Powertrain Secondary Cooling System Coolant Pump
Reductant Heater And Sender Assembly — Transit
The reductant heater and sender assembly contains the pickup tube for the reductant pump module, an
electric heating element, a reductant temperature sensor, and an electrode-type level sensor.
The heating element is directly above the pickup tubes inlet filter. When the reductant temperature sensor
detects the diesel exhaust fluid (DEF) temperature dropping to its freezing point of -11°C (12°F), the PCM
commands the reductant dosage control module (RDCM) to provide voltage to the heating element. The
heating element thaws and maintains a pool of liquid reductant within the reductant heater and sender
assembly reservoir during cold ambient temperatures.
The reductant level sensor incorporates four stainless steel electrodes, with three electrodes arranged
vertically to provide a high, middle, and low level signal. The fourth electrode runs the length of the level
sensor and acts as a ground. The DEF is a good conductor of electricity. When the reductant tank is full,
the DEF closes a circuit between all three level electrodes and the ground electrode, indicating the tank is
full. As the DEF is consumed, the level drops and uncovers each electrode in sequence. The PCM
calculates the DEF level based on these signals.

Typical Reductant Heater And Sender Assembly
Reductant Heaters
Reductant Heaters — Transit
The reductant heaters maintain the diesel exhaust fluid (DEF) in a liquid state during cold ambient
temperatures. There are three heating elements in the system, each receiving voltage from the reductant
dosage control module. The reductant pressure line heater is integral to the reductant pressure line. The
reductant tank heater is integral to the reductant heater and sender assembly. For additional information
on the reductant tank heater, refer to the reductant heater and sender assembly description in this
section. The reductant pump heater is integral to the reductant pump assembly. For additional information
on the reductant pump heater, refer to the reductant pump assembly description in this section.
Reductant Heaters — All Others
The reductant heaters maintain the diesel exhaust fluid (DEF) in a liquid state during cold ambient
temperatures. There are two heating elements in the system, each receiving voltage from the reductant
dosage control module (Transit Connect) or the glow plug control module (GPCM) (all others). The
reductant pressure line heater is integral to the reductant pressure line. The reductant tank heater is
integral to the reductant pump assembly. For additional information on the reductant tank heater, refer to
the reductant pump assembly description in this section.
Reductant Injector
The reductant injector is a pulse width modulated (PWM) solenoid controlled directly by the PCM. The
injector receives diesel exhaust fluid (DEF) from the reductant pressure line and sprays it into the exhaust
stream, where it is mixed into the exhaust gases before entering the selective catalytic reduction (SCR)
catalyst.

Typical Reductant Injector
Reductant Quality Module
Reductant Quality Module— Transit
The reductant quality module provides the reductant concentration to the PCM. The reductant quality
module incorporates an ultrasonic transducer and sensor assembly, located at the bottom of the
reductant tank. The sensor monitors reductant concentration percentage by calculating the speed of
sound travel through the diesel exhaust fluid (DEF) and comparing it to an expected value. If this value is
not met, the reductant is diluted or contaminated. The reductant quality module is integral to the reductant
tank assembly. For addition information on the reductant level sensor, refer to the reductant heater and
sender assembly description in this section.
Reductant Quality Module— All Others
The reductant quality module provides the reductant tank level and reductant concentration to the PCM.
The reductant quality module incorporates an ultrasonic transducer and sensor assembly, located at the
bottom of the reductant tank. The transducer produces timed ultrasonic sound waves through the diesel
exhaust fluid (DEF) and the sensor measures the return rate of the sound waves. As the DEF is
consumed, the liquid level lowers and the return speed increases. Additionally, the sensor monitors
reductant concentration percentage by calculating the speed of sound travel through the DEF and
comparing it to an expected value. If this value is not met, the reductant is diluted or contaminated. The
reductant quality module is integral to the reductant tank assembly.
Typical Reductant Quality Module (All Others)
Reductant Pressure Sensor

The reductant pressure sensor provides feedback to the RDCM (Transit) or PCM (all others), which
regulates system pressure by controlling pump speed using pulse width modulation (PWM). The
reductant pressure sensor is integral to the reductant pump assembly. For additional information on the
reductant pressure sensor, refer to the reductant pump assembly description in this section.
Reductant Pump Assembly
Reductant Pump Assembly — Transit
The reductant pump assembly contains a diaphragm pressure pump, a pressure sensor, a purge valve,
an outlet filter, and an internal heating element.
The reductant pressure sensor provides feedback to the RDCM, which regulates system pressure by
controlling pump speed using pulse width modulation (PWM).
When the RDCM requests reductant injection, the reductant injector opens and the pump operates, filling
the reductant pressure line and injector and purging air from the system. When all air is purged, the
injector closes and the pump builds pressure to 500 kPa (73 psi). The system is then primed and the
injector provides diesel exhaust fluid (DEF) to the selective catalytic reduction (SCR) catalyst as
commanded by the RDCM.
When the vehicle is shut down, the RDCM closes the injector and actuates the reductant purge valve,
causing the pump to reverse flow and bleed down pressure on the reductant pressure line. The RDCM
then opens the injector to allow gas to enter the reductant pressure line, which in turn allows the pump to
purge all remaining DEF from the system and return it to the reductant tank. The RDCM closes the
injector and returns the purge valve to the forward position.
The RDCM provides voltage to the reductant pump assembly internal heating element when the
reductant temperature approaches -11°C (12°F).
Typical Reductant Pump Assembly (Transit)
Reductant Pump Assembly — All Others
The reductant pump assembly contains a rotary vane pump, a pressure sensor, a temperature sensor,
and an internal heating element.
The reductant pressure sensor provides feedback to the PCM, which regulates system pressure by
controlling pump speed using pulse width modulated (PWM) signals to the reductant pump control
module.

The reductant temperature sensor is a thermistor device which provides feedback to the PCM, which
controls the reductant heaters to keep the reductant in a liquid state during low ambient temperatures.
The reductant temperature sensor is integral to the reductant pump assembly.
When the PCM requests reductant injection, the reductant injector opens and the pump operates, filling
the reductant pressure line and injector and purging air from the system. When all air is purged, the
injector closes and the pump builds pressure. The system is then primed and the injector provides diesel
exhaust fluid (DEF) to the selective catalytic reduction (SCR) catalyst as commanded by the PCM.
When the vehicle is shut down, the PCM closes the injector and reverses the pump direction, causing the
pump to reverse flow and bleed down pressure on the reductant pressure line. The PCM then opens the
injector to allow gas to enter the reductant pressure line, which in turn allows the pump to purge all
remaining DEF from the system and return it to the reductant tank. The PCM closes the injector and shuts
down the reductant pump.
The PCM commands the glow plug control module (GPCM) to provide voltage to the reductant pump
assembly internal heating element when the reductant temperature approaches -11°C (12°F).
Typical Reductant Pump Assembly (All Others)
Reductant Purge Valve
The reductant purge valve allows the reductant pump assembly to reverse flow and purge the system
when commanded by the PCM. The reductant purge valve is integral to the reductant pump assembly.
For additional information on the reductant purge valve, refer to the reductant pump assembly description
in this section.
Reductant Temperature Sensor
The reductant temperature sensor is a thermistor device in which resistance changes with temperature.
The electrical resistance of a thermistor decreases as the temperature increases, and resistance
increases as the temperature decreases. The varying resistance affects the voltage drop across the
sensor terminals and provides electrical voltage signals to the PCM corresponding to temperature.

The reductant temperature sensor provides feedback to the PCM, which controls the reductant heaters to
keep the reductant in a liquid state during low ambient temperatures. The reductant temperature sensor is
integral to the reductant quality module (Transit Connect), the reductant heater and sender assembly
(Transit) or the reductant pump assembly (all others). For additional information on the reductant
temperature sensor, refer to the reductant quality module (Transit Connect), the reductant heater and
sender assembly (Transit) or the reductant pump assembly (all others) description in this section.
Relative Humidity (RHS) Sensor
The relative humidity sensor measures the humidity of the intake air by using a membrane allowing air to
enter the cell while protecting it from liquid contaminants and dust. Relative humidity is the ratio of water
vapor present in the air compared to the maximum amount the air can hold at that temperature and
pressure.
The intake air humidity measurement is a key parameter for engine management. The PCM uses the
input from the relative humidity sensor to adjust EGR flow rates in high humidity environments.
Secondary Cooling System Engine Coolant Temperature 2 (ECT2) Sensor
The secondary cooling system ECT2 sensor is a thermistor device in which resistance changes with
temperature. The electrical resistance of a thermistor decreases as the temperature increases, and
resistance increases as the temperature decreases. The varying resistance affects the voltage drop
across the sensor terminals and provides electrical signals to the PCM corresponding to temperature.
The secondary cooling system ECT2 sensor is located in the coolant hose on the right side of the core
support. The secondary cooling system ECT2 sensor measures the temperature of the secondary cooling
system and provides a feedback signal to the PCM.
Typical Secondary Cooling System ECT2 Sensor

Selective Catalytic Reduction (SCR) Catalyst
The SCR catalyst reduces nitrogen oxides (NOx) present in the exhaust stream to nitrogen (N2) and water
(H2O). The SCR catalyst contains a copper catalyst washcoated on a zeolite substrate. At the inlet of the
SCR catalyst is a port for the reductant injector, followed by a louvered diffuser and a twist mixer. The
reductant diesel exhaust fluid (DEF) is a solution of urea in deionized water. The urea solution percentage
for correct SCR system operation is 28 - 35%. When DEF is introduced into the system, it finely atomizes
in the louvered diffuser and mixes evenly with exhaust gases in the twist mixer. During this time, the heat
of the exhaust gases causes the urea to split into carbon dioxide (CO2) and ammonia (NH3). As the
ammonia and NOx pass over the SCR catalyst, a reduction reaction takes place and the ammonia and
NOx are converted to N2 and H2O. This reaction takes place at up to 95% efficiency and allows the
engine to run leaner and more efficiently, since the high NOx levels that are produced under lean
conditions are eliminated.
Typical SCR Catalyst (F-150)
Typical SCR Catalyst (All Others)

Turbocharger
Turbocharger — F150 and Transit
The turbocharger uses variable vanes that surround the turbine wheel to dynamically adjust turbocharger
speed using exhaust gas. During engine operation at low speeds and load, the vanes are closed to
accelerate exhaust gas across the turbine wheel to help quickly increase turbo wheel speed. At high
speeds the vanes open to prevent turbocharger overspeed conditions.
The turbocharger provides up to approximately 158.58 kPa (23 psi) boost at up to 175,000 RPM.
Turbocharger (F-150)

Turbocharger (Transit)
Turbocharger — F-Series Super Duty
speed using exhaust gases. During engine operation at low speeds and load, the vanes are closed to
accelerate exhaust gases across the turbine wheel to help quickly increase turbo wheel speed. At high
The turbocharger uses a ball bearing cartridge that surrounds the turbocharger shaft to help provide a
decrease in spool up times. Separate oil and water feeds flow through the turbo mounting pedestal to
lubricate and cool the turbocharger to eliminate as many external connections as possible.
Typical Turbocharger (F-Series Super Duty)
Turbocharger — All Others

speed using exhaust gases. During engine operation at low speeds and load, the vanes are closed to
accelerate exhaust gases across the turbine wheel to help quickly increase turbo wheel speed. At high
The turbocharger uses a ball bearing cartridge that surrounds the turbocharger shaft to help provide a
decrease in spool up times. Separate oil and water feeds flow through the turbo mounting pedestal to
lubricate and cool the turbocharger to eliminate as many external connections as possible.
Typical Turbocharger (All Others)
Turbocharger Actuator
Turbocharger Actuator — F-Series Super Duty
The turbocharger actuator contains a stepper motor that moves the VGT vanes to the commanded
position with a mechanical linkage. The turbocharger actuator also contains a position sensor for
feedback to the PCM.

Turbocharger Actuator (F-Series Super Duty)
Turbocharger Actuator — Transit
The turbocharger actuator contains a stepper motor that moves the VGT vanes to the commanded
position with a mechanical linkage. The turbocharger actuator also contains a position sensor for
feedback to the PCM.
Turbocharger Actuator (Transit)
Turbocharger Actuator — All Others
The turbocharger actuator is a 4-way proportional hydraulic flow control valve with a closed center
position. The valve controls the linear actuator position of a closed loop hydraulic servo by charging and
venting the flow on both sides of a piston. Linear displacement feedback from the actuator varies a
feedback spring force to move the valve spool to the center closed position when the actuator reaches

the desired position. The actuator position is dependent only on the control valve current and not on the
hydraulic fluid temperature and viscosity.
Typical Turbocharger Actuator (All Others)
Turbocharger Inlet Pressure (TCIP) Sensor
The TCIPT sensor is located in the intake air tube between the air filter assembly and the turbocharger.
The TCIP sensor measures the turbocharger intake pressure. The PCM uses the information from the
TCIP sensor to determine if the airflow to the turbocharger is being restricted by a clogged air filter or
other debris. On some vehicles the TCIP sensor is integrated with the MAF/IAT sensor.

Engine Control (EC) System
Overview
The PCM contains the engine microprocessor.
The EC system provides optimum control of the engine through the enhanced capability of the PCM. The
EC system also has an on board diagnostics (OBD) monitoring system with features and functions
meeting federal regulations on exhaust emissions.
The EC system has 2 major divisions: hardware and software. The hardware includes the PCM, sensors,
switches, actuators, solenoids, and interconnecting terminals. The software in the PCM provides the
strategy control for outputs (engine hardware) based on the values of the inputs to the PCM. The EC
system hardware and software are discussed in this section.
The PCM receives information from a variety of sensor and switch inputs. Based on the strategy and
calibration stored within the memory chip, the PCM generates the appropriate output. The system is
designed to minimize emissions and optimize fuel economy and driveability. The software strategy
controls the basic operation of the engine, provides the OBD strategy, controls the malfunction indicator
lamp (MIL), communicates to the scan tool through the data link connector (DLC), allows for flash
electronically erasable programmable read only memory (EEPROM), and controls failure mode effects
management (FMEM).
Modifications to OBD Vehicles
Modifications or additions to the vehicle may cause incorrect operation of the OBD system. Performance
modifications that cause a Ford part to fail may not be covered by the Ford New Vehicle Limited
Warranty. Carefully install burglar alarms, cellular telephones, and CB radios. Do not install these devices
by tapping into or running wires close to the powertrain control system wires or components.

Modifications Label
Powertrain Control Hardware
Powertrain Control Module (PCM) And Location

The PCM is the control center for the engine powertrain system. The PCM monitors the information from
various sensors, and controls the systems that affect the vehicles performance and emissions. The PCM
and the transmission control module (TCM) are stand-alone modules. The PCM and the TCM
communicate through the control area network (CAN). The F-650 / F-750 PCM has a 3 pocket connector
assembly with a total of 222 pins. F-Series Super Duty has a 3 pocket connector assembly with a total of
306 pins. The 74 pin connector is dedicated to chassis related inputs, outputs, powers and grounds. The
98 pin connector is dedicated to engine control related inputs, outputs such as the fuel injectors,
camshaft, crankshaft sensors and the turbocharger systems. The 50 pin connector is dedicated to the
exhaust aftertreatment components. The Transit PCM has a 3 pocket connector assembly with a total of
154 pins. The 53 pin B connector is dedicated to chassis related inputs, outputs, powers and grounds.
The 48 pin E connector is dedicated to engine control related inputs, outputs such as the fuel injectors,
camshaft, crankshaft sensors and the turbocharger systems. The 53 pin T connector is dedicated to the
exhaust aftertreatment components. The PCM receives input from sensors and other electronic
components (switches and relays) and places this information into random access memory (RAM) or the
electronically erasable programmable read only memory (EEPROM). Based on information programmed
into its read only memory (ROM), the PCM generates output signals to control various relays, solenoids,
and actuators. The PCM controls these output circuits by controlling the ground or the power feed circuit
through the transistors or an output driver module.
F-Series Super Duty

1 — B Connector
2 — E Connector
3 — T Connector
Transit
1 — E Connector
2 — T Connector
3 — B Connector
Transit Connect

1 — E Connector
2 — B Connector
All Others

1 — B Connector
2 — E Connector
3 — T Connector
PCM Locations
For PCM location, removal and installation procedures, refer to the Workshop Manual Section 303-14,
Electronic Engine Controls.
Fuel Pump Control Module
The fuel pump control module receives a duty cycle signal from the PCM and controls the fuel pump
operation in relation to this duty cycle. The fuel pump control module controls the fuel pump by switching
the fuel pump power circuit ON and OFF at the required duty cycle. The fuel pump control module sends
diagnostic information to the PCM on the FPM circuit. For additional information on the fuel pump control
and the fuel pump monitor, refer to Fuel Systems in this section.

Typical Fuel Pump Control Module
Glow Plug Control Module (GPCM)
Note: The wait to start indicator on time is controlled by the PCM and is independent from the GPCM on
time.
Glow Plug Control Module (GPCM) — Transit
The glow plug system consists of a GPCM, glow plugs, and the associated wiring harnesses. The glow
plug on time is controlled by the GPCM and functions on the basis of the engine RPM, engine torque,
engine coolant temperature, air temperature, BARO sensor and battery voltage. The GPCM is located
behind the left hand side front wheel well cover near the firewall. The GPCM supplies voltage to the
individual glow plugs, which it does by duty cycling direct battery voltage. Glow plug on time normally
varies depending on battery voltage and the engine coolant temperature and ambient air temperatures.
The voltage to the glow plugs is provided through the GPCM five high current drivers from the vehicle
battery. Battery voltage is supplied to the GPCM, the power distribution box, then through the vehicle
harness, which connects to the GPCM. The metallic instant start glow plugs can operate up to 8 minutes.
The GPCM may activate the glow plugs during an extended idle at cold ambient temperatures. The
GPCM provides battery voltage for approximately 2 seconds to heat the glow plugs, and then modulates
the voltage to a lower setpoint to maintain optimal glow plug tip temperature. The GPCM monitors and
detects individual glow plug functionality and control. Concerns detected by the GPCM are transmitted to
the PCM over the controller area network 2 (CAN2) circuits.

GPCM (Transit)
Glow Plug Control Module (GPCM) — All Others
The glow plug system consists of a GPCM, glow plugs, and the associated wiring harnesses. The glow
plug on time is controlled by the GPCM and functions on the basis of the engines RPM, engines torque,
engine coolant temperature, air temperature, BARO sensor and battery voltage. The GPCM is located
behind the right hand side front wheel well cover. The GPCM supplies voltage to the individual glow
plugs, which it does by duty cycling direct battery voltage. Glow plug on time normally varies depending
on battery voltage and the engine coolant temperature. The voltage to the glow plugs is provided through
the GPCM eight high current drivers from the vehicle battery. Battery voltage is supplied to the GPCM,
the power distribution box, then through the vehicle harness, which connects to the GPCM. The ceramic
instant start glow plugs can operate up to 20 minutes. The GPCM may activate the glow plugs during an
extended idle at cold ambient temperatures. The GPCM provides battery voltage for approximately 2
seconds to heat the glow plugs, then modulates the voltage to 7 volts to maintain temperature. The
module also contains three drivers for the reductant heating system. The GPCM monitors and detects
individual glow plug functionality and control. Concerns detected by the GPCM are transmitted to the
PCM over the controller area network 2 (CAN2) circuits.

GPCM (F-Series Super Duty)
Typical GPCM (All Others)
Reductant Pump Control Module

The reductant pump control module receives a duty cycle signal from the PCM and controls the reductant
pump operation in relation to this duty cycle. The reductant pump control module controls the reductant
pump by energizing the pump motor three phase drive circuits at the required speed in the required
direction, as commanded by the PCM. The reductant pump control module sends diagnostic information
to the PCM.
Typical Reductant Pump Control Module
Electronically Erasable Programmable Read Only Memory (EEPROM)
The PCM stores information in the EEPROM (a memory integrated circuit chip) about vehicle operating
conditions, and then uses this information to compensate for component variability.
Power and Ground Signal Circuits
Gold and Silver Plated Pins
Note: When installing new terminals make sure new gold plated terminals are used where they were
originally used.
Some engine control hardware components have gold plated pins within the connectors and mating
harness connectors to improve electrical stability for low current draw circuits and to enhance corrosion
resistance.
Keep Alive Power (KAPWR)
The KAPWR circuit supplies a constant battery voltage (B+) input to the PCM to maintain memory
contents when the ignition is in the OFF position.
Power Ground (PWRGND)
The PWRGND circuits are directly connected to the battery negative terminal. The PWRGND circuits
provide a return path for the PCM vehicle power (VPWR) circuits.
Reference Voltage (VREF)
The VREF is a consistent positive voltage (4.4 to 5.5 volts) provided by the PCM. The VREF is typically
used by 3-wire sensors and some digital input signals.

Signal Return (SIGRTN)
The SIGRTN circuits are a dedicated return path for applied components.
Vehicle Buffered Power (VBPWR)
The VBPWR is a regulated voltage supplied by the PCM to vehicle sensors. These sensors require a
constant 12 volts for operation and cannot withstand VPWR voltage variations. The VBPWR is regulated
to VPWR minus 1.5 volts and is also current limited to protect the sensors.
Vehicle Power (VPWR)
The VPWR is the primary source of PCM power. The VPWR is switched through the PCM power relay
and is controlled by the PCM. With the ignition in the START or RUN position, voltage is supplied to the
PCM through the ISP-R circuit. When the PCM senses that the ignition is in the START or RUN position,
the PCM grounds the PCMRC circuit to energize the relay and close the internal contacts. With the relay
contacts closed, VPWR is supplied to the PCM.
Powertrain Control Software
Auto Start Stop
The auto start stop system helps reduce fuel consumption and decrease emissions by automatically
shutting down the engine when the vehicle stops and the engine is idling, usually within 1500 ms (1.5
seconds). To initiate the auto start stop operation, the vehicle gear selector must be in DRIVE when the
vehicle comes to a stop and the brake pedal must be fully applied. The engine automatically restarts
when the brake pedal is released, usually within 200 ms (0.5 seconds), or when a vehicle system requires
a restart, for example to recharge the battery or to maintain interior comfort settings.
The auto start stop system is defaulted to an ON state when the engine is started. To switch the auto start
stop system OFF, press the auto start stop switch located on the center console. To turn the auto start
stop system ON, press the auto start stop switch again. The auto start stop system can only be
deactivated during the current ignition cycle.
The instrument panel cluster (IPC) auto start stop indicator illuminates when an auto start stop system
inhibit or disable condition is present.

Powertrain Control/Emissions Diagnosis Manual - 2020 Diesel

Powertrain Control/Emissions Diagnosis Manual - 2020 Diesel

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Powertrain Control/Emissions Diagnosis Manual - 2020 Diesel