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309-00A Exhaust System - 6.7L Power Stroke Diesel 2022 - 2023 F-650-750 Super Duty
Description and Operation Procedure revision date: 07/18/2023

Exhaust System - System Operation and Component Description

System Operation
Catalyst Efficiency Monitor

F-650/F-750

The PCM monitors the oxidation catalytic converter (OC) during the diesel particulate filter regeneration. The PCM
determines if the temperature increase across the catalyst is correct. The PCM uses the OC inlet temperature,
measured by exhaust gas temperature bank 1, sensor 1 (EGT11) and the OC outlet temperature, measured by EGT
bank 1, sensor 2 (EGT12) to calculate the temperature increase.

The catalyst efficiency monitor is enabled and runs continuously during a regeneration after a short time delay, to allow
the OC to light-off. The catalyst efficiency monitor runs only when certain base engine conditions are first satisfied. The
typical monitoring duration for this monitor is 2 minutes. Inputs from the crankshaft position (CKP), engine coolant
temperature (ECT), EGT11 and EGT12 sensors are required to enable the monitor. The monitor entry conditions
include:

diesel particulate filter regeneration is active

engine coolant temperature is greater than 70°C (158°F)
no fuel injector concerns
engine speed between 600 and 3,000 RPM
engine torque between 100 and 900 Nm
OC inlet temperature 200-500°C (392-932°F)

The PCM continuously monitors the temperature increase. The PCM compares the measured increase against a
minimum expected value. The minimum expected value is based on the amount of fuel injected for regeneration. The
measured increase is filtered for a short period of time. At the end of this time, the measured increase is compared to
the expected increase. If the temperature increase is less than 40% of the minimum expected increase, the monitor
has failed.

all others

The Diesel Oxidation Catalyst (DOC) is monitored to ensure it is capable of converting hydrocarbons and carbon
monoxide. While entry conditions are met, a small quantity of fuel is post-injected late in the combustion cycle (similar
injection timing as DPF regen). The actual exothermic efficiency is calculated from the temperature rise across the
DOC and normalized by the expected exothermic efficiency (based on quantity of fuel injected), which results in a ratio
having values between 0-1. If the normalized exotherm is below the threshold, a fault is indicated. No other
preconditioning is required. The monitor entry conditions include:

distance since last monitor completion 400km (248miles)

time since entering normal Engine Operating Mode (EOM0) 300sec (transitioning from Regen or Catalyst
Warmup) or 600sec (transitioning from Aftertreatment Overheat Mode)
engine coolant temperature is greater than 70°C (158°F)
engine speed greater than 1,000 RPM
engine torque greater than 50Nm
OC inlet temperature 210-280°C (410-536°F)

Monitor requires 3 failing results in order to diagnose a failed DOC. In the event of a failing result, the monitor will
immediately run again, bypassing the 400 km threshold above, until either a passing result or three consecutive failing
results are obtained.

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 Monitor

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The PCM monitors the diesel particulate filter for leaks in the filter substrate, as well as for a filter substrate that has
been removed. The diesel particulate filter requires preconditioning before the monitor is enabled. There are two tests
that comprise the diesel particulate filter monitor. The first test is an efficiency monitor comparing the restriction of the
diesel particulate filter to restriction values, which are a function of exhaust flow. The second test is a missing substrate
monitor that ensures the diesel particulate filter has not been removed.

The diesel particulate filter monitor is enabled and runs continuously when certain base engine conditions are first
satisfied. The typical monitoring duration for this monitor is 90 seconds. Inputs from the CKP , ECT , exhaust gas
temperature (EGT), diesel particulate filter pressure and particulate matter bank 1, sensor 1 (PM11) sensors are
required to enable the monitor. The monitor entry conditions include:

diesel particulate filter regeneration is inactive

time from last diesel particulate filter regeneration is greater than 300 seconds
exhaust flow between 300 - 1,800 m3/hour (14,126 - 84,755 ft3/hour)
no fuel injector concerns

For the efficiency monitor test, as soot accumulates on the PM11 sensor, a current is generated within the PM11
sensor. The PCM calculates a monitoring time for the PM11 sensor based on the expected soot generated by the
engine. At the conclusion of this monitoring time, the PCM strategy compares the current of the PM11 sensor to a
calibrated threshold. If the current exceeds the threshold, a concern is present. At the conclusion of this test, the PM11
sensor operation is controlled to burn all of the accumulated soot off the PM11 sensor, and the measurement cycle is
repeated.

For the missing substrate monitor test, the PCM determines a differential pressure threshold for the amount of pressure
that should be measured by the diesel particulate filter pressure bank 1, sensor 1 (DPFP11) for a certain exhaust flow
rate. The PCM compares the measured differential pressure value to the differential pressure threshold value. A fault
filtering counter starts when the monitor begins to run. When the measured differential pressure is less than the
threshold value, the counter increases. When the measured differential pressure is greater than the threshold value,
the counter decreases. If the number of counts on the counter at the end of the monitor exceeds a calibrated limit a
DTC sets and the MIL illuminates.

Diesel Particulate Filter Regeneration

NOTE: Regeneration may occur during normal operation. During regeneration, diagnostic procedures may display
biased values. If a regeneration occurs during diagnostic procedures, allow the process to complete before continuing
diagnostics. Regeneration can be disabled during diagnosis using a scan tool.

Diesel particulates in the exhaust are trapped by the diesel particulate filter. Regeneration is the process by which the
exhaust gas temperatures are increased, the higher exhaust temperatures burn off the particulates in the filter. The
frequency and length of regeneration events fluctuate while both factors are determined by the vehicle drive cycle,
ambient temperature, vehicle loading and the vehicle operator driving style. Under normal driving conditions,
regeneration frequency varies from 143 to 805 km (89 to 500 miles) between each occurrence. The duration of a
normal regeneration event varies between 10 and 40 minutes (all others). The first regeneration on a new vehicle may
not require 143 km (89 miles), it may occur at any time. The duration of a regeneration event may be reduced if a
constant speed above 48 km/h (30 mph) is maintained. Driving at lower speeds and stop and go conditions may result
in longer duration times for a regeneration event to successfully complete.

During normal vehicle operation the PCM estimates the amount of particulates that accumulate in the diesel particulate
filter. The estimated amount of particulates is based on a number of different vehicle operating conditions, including
vehicle speed, engine run time, and load. Additionally the PCM monitors the following:

battery voltage
distance traveled since the last diesel particulate filter regeneration
engine coolant temperature
engine speed
exhaust gas temperature bank 1, sensor 1 (EGT11)
exhaust gas temperature bank 1, sensor 2 (EGT12)
exhaust gas temperature bank 1, sensor 3 (EGT13)
exhaust gas temperature bank 1, sensor 4 (EGT14)
fuel level
fuel temperature
intake air temperature
turbocharger condition

Diesel particulate filter regeneration may be initiated by the PCM , manually using a scan tool, or through operator
commanded regeneration (if equipped). For vehicles equipped with operator commanded regeneration, the vehicle
must be at normal operating temperature, the PCM must have no DTC s stored, and the power take off (PTO) must be
disengaged (if equipped). The message center will display the exhaust soot load as a percentage, indicate the exhaust
is full, or indicate the exhaust is overloaded. When the exhaust is full, the message center will allow the operator the

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option to command a manual regeneration. Additionally, operator commanded regeneration may be cancelled at any
time by pressing any pedal or shutting down the engine.

When the appropriate conditions are met, the PCM initiates a diesel particulate filter regeneration. Regeneration is
carried out when the PCM calculates the particulate level in the filter has reached a level that requires cleaning.

The regeneration process initiates while the vehicle is driven and may continue for up to 5 minutes after the vehicle is
stationary and as long as the transmission remains in gear. The regeneration process is interrupted if the transmission
is shifted into the PARK or NEUTRAL position. If the regeneration process is not complete when the vehicle entered
the PARK or NEUTRAL position, the regeneration process may continue during the next drive cycle.

During prolonged idle time, vehicles may experience elevated idle to reduce unburned hydrocarbons from the SCR .
The PCM estimates hydrocarbon levels in the SCR and may increase idle speed to remove them. Idle speed will be
increased to 1000 RPM for ambient temperatures near 26°C (80°F) and may increase to 1200 RPM at -40 °C (-40°F).
Vehicles may exhibit exhaust smoke and diesel exhaust fluid smell during elevated idle condition. Exhaust smoke and
smell condition will not affect reliability or durability of the engine. PTO use and idle set point control will disable
elevated speed. It is required that the operator monitor the vehicle and adhere to any Exhaust Filter warning
messages.

The PCM may continue to initiate the regeneration process until the regeneration process completes. After the
regeneration process is completed the filter is sufficiently cleaned and continues to trap exhaust particulate matter.

The following conditions are considered normal while the vehicle is in regeneration. No repairs are necessary if they
are present:

regeneration does not initiate until the vehicle is driven at speeds greater than 7 km/h (4 mph) and the engine
coolant temperature is above 70°C (158°F)
regeneration does not initiate if the power take off (PTO) or stationary elevated idle control are active
white smoke from the tail pipe during cold ambient temperatures
engine responsiveness may be slightly different
exhaust smell may be noticed during the initiation
engine pitch may be different
air induction or flutter sound on deceleration and engine shut down may be noticed
exhaust gas temperatures are elevated
the throttle body is active during the regeneration process

To help determine the condition of the particulate filter and recent regeneration events, access and monitor the
following parameters:

DPF PID to determine diesel particulate filter bank 1 inlet pressure.

DPF_REGN_AVGD PID to determine the average distance between regeneration events.
DPF_REGN_AVGT PID to determine the average time between regeneration events.
DPF_V PID to determine the diesel particulate filter pressure sensor voltage.
CLOGGED: DTC s P246C and P2463 may set. The DRIVE TO CLEAN EXHAUST FILTER message will be
displayed. This may be caused by repeated regeneration interruptions due to shifting into the PARK or
NEUTRAL position or extended stationary operation. The scan tool manual regeneration test may not function.
OVERLOADED: DTC s P246C and P2463 may set. The DRIVE TO CLEAN EXHAUST FILTER message will be
displayed. Automatic vehicle regeneration is disabled when DTC P246C is set. A manual regeneration can be
commanded using the scan tool. The vehicle can be driven at steady state speeds when the engine coolant
temperature is greater than 70°C (158°F) to enable regeneration, only if DTC P246C is not set.
LOADED: DTC P2463 may set. The DRIVE TO CLEAN EXHAUST FILTER message may be displayed. The
scan tool manual regeneration test may function normally. The vehicle can be driven at steady state speeds
when the engine coolant temperature is greater than 70°C (158°F) to enable regeneration.
PART LOAD: the particulate filter is partially soot loaded, regeneration is not required at this time. The scan tool
manual regeneration test may not function when the filter is in this state. Due to a lack of filter loading, the PCM
may not initiate a regeneration event.
CLEAN: the particulate filter is clean. The scan tool manual regeneration test does not function when the filter is
in this state due to a lack of filter loading. The PCM does not initiate a regeneration event.
SYSTEM LEAK: the particulate filter may be missing or an exhaust leak may be present. Verify there are no
exhaust system leaks, and inspect the particulate filter substrate for damage. GO to
Refer to: Exhaust System (309-00A Exhaust System - 6.7L Power Stroke Diesel, Diagnosis and Testing).
to continue diagnosis.

Resetting The Diesel Particulate Filter Parameter

The diesel particulate filter is replaced as an assembly with the oxidation catalyst (OC) and the SCR catalyst. Resetting
the diesel particulate filter parameter using the scan tool Reset the Diesel Particulate Regeneration System DPF
Parameter Reset is a function that returns the PCM parameter for the calculated amount of ash in the diesel particulate
filter to its default setting when replacing the catalyst assembly.

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The oxidation catalyst and SCR parameters must be reset when replacing the diesel particulate filter assembly. Carry
out the Reset And Clear The Specified Function Oxidation Catalyst and the SCR System SCR Parameter Reset on the
scan tool.

Reset And Clear The Specified Functions

Reset and clear the specified functions is a scan tool function that resets the PCM memory to its default settings. After
resetting and clearing the specified functions, the vehicle may exhibit certain driveability concerns. It is necessary to
drive the vehicle to allow the PCM to relearn the values for optimum driveability and performance. The clear function for
the PCM adaptive tables may not be supported by all scan tools. Refer to the scan tool manufacturers manual for
instructions on the scan tool setup, operation, and specific cables and adapters required.

Exhaust Catalyst and Exhaust System

The exhaust catalyst and exhaust system consists of the following components:

exhaust gas temperature (EGT) sensors that measure the exhaust gas temperature
an oxidation catalytic converter (OC) that reduces emissions and assists in diesel particulate filter regeneration
a SCR catalyst that chemically reduces NOX to nitrogen (N2) and water (H2O)
a reductant injector that sprays diesel exhaust fluid (DEF) into the exhaust system as a component of the NOX
reduction reaction
a diesel particulate filter pressure sensor measures the gauge pressure of the exhaust gas before the diesel
particulate filter
a diesel particulate filter that traps soot and ash particulates
a particulate matter (PM) sensor that monitors soot levels downstream of the diesel particulate filter
two NOX sensors that detect levels of NOX in the exhaust stream, to monitor SCR efficiency

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.

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 diesel particulate filter. The EGT bank 1 sensor 4 (EGT14) is located after the SCR
catalyst.
© Copyright 2024, Ford Motor Company.

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