Fuel Injector Replacement Tips

Correct installation of the Ford 6.0L Powerstroke injector is critical to proper engine operation.
Improper installation can cause serious engine damage and unnecessary warranty claims. It has
been determined, based on analysis of injectors returned as warranty defects, that many injector
failures are the result of improper installation procedures or defects in the engine's fuel delivery
system. These types of injector failure are NOT covered under the limited warranty.

Missing Copper Washer or Incorrectly Twisting Injectors (Figure 1)

A missing copper washer or poorly torqued injector can allow hot combustion gases into the injector
cavity. This will result in the failure of the low fuel o-ring on the injector causing fuel to leak into the
combustion chamber when the engine is shut down and hot combustion gases into the fuel system
when the engine is running.

Fuel leaks into the combustion chamber can result in hydro-static engine lock up and engine failure.
This will occur when the engine is off and the fuel drains past the injectors, tapping into the
combustion chamber.

Combustion gases leaked into the fuel system will result in siezure of the internal components of the
fuel injector and failure of manifold injection. Since all injectors share a common fuel rail within the
cylinder head a leak in the fuel combustion system will contaminate all injectors.

Black soot on the bottom of the injector is a clear indicator that the injector was improperly torqued
or the copper washer was missing.

Figure 1: Lack of Copper Washer or Inadequate Torque Injector

 High Ring Pressure or Failure (Figure 2 and 3)

Improper alignment of the ball rail oil tubes during installation can cause damage to the high
pressure O-ring resulting in oil loss. This often occurs after installation and an extended period of
operation, rather than immediately after installation. Make sure ball tubes are free of damage or
"grooving" on the ball valve stem. If gouging or other damage is present the oil rail must be
replaced.

Figure 2: High Pressure Missing O-Ring Ball Tube Mis-Alignment

Figura 3: Make sure balls tubes are damage free

Fuel Contamination - Split Injector Tip (Figure 4)

Fuel contaminated with water, air or debris can cause injector tip failure resulting in severe
engine damage. Fuel is used to cushion the needle in the nozzle. Lack of fuel at the nozzle,
caused by air in the system, low fuel pressure or no fuel pressure can result in this type of
failure. Water lacks the characteristics of diesel fuel for lubricity, viscosity and specific gravity.
Water present in the fuel can result in fracture of the nozzle tip.
 Figura 4: Split Injector Suggestion
Installation Tips - Be sure to:

• Copper washer is present on the injector being replaced.

• Copper washer is present on REPLACEMENT injector.
• Make sure ball tubes are free of gouging, nicks, burrs or other damage.
• Oil rail ball tubes are centered and aligned correctly.
• Injector is correctly torqued - refer to service manual.
• The engine oil is clean and at the proper level.
• Fuel supply is free of water, air and pollution.
• Fuel pressure is within the manufacturer's recommendations.
• Injector sleeve is clean and free of damage.
• Engine coolant shows no signs of engine oil (sleeve failure).
[1176]

TB 106: Assembly of Ford 7.3L Powerstroke Injectors

Fuel Injector Replacement Tips

Correct installation of the Ford 7.3L Powerstroke injector is essential for proper engine operation.
Improper installation can cause serious engine damage and unnecessary warranty claims. It has
been determined, based on analysis of injector returns as warranty defects, that many injector
failures are the result of improper installation procedures or defects in the engine's fuel delivery
system. These types of injector failure are NOT covered by warranty
 Missing Copper Washer or Incorrectly Twisting Injectors (See Figure 1)

A missing copper washer or poorly torqued injector can allow hot combustion gases into the
injector cavity. This will result in the failure of the low fuel o-ring on the injector causing fuel to
leak into the combustion chamber when the engine is shut down and hot combustion gases into
the fuel system when the engine is running.

Fuel leaks into the combustion chamber can result in hydro-static engine lock up and engine
failure. This will occur when the engine is off and the fuel drains past the injectors, tapping into
the combustion chamber.

Combustion gases leaked into the fuel system will result in siezure of the internal components of
the fuel injector and failure of manifold injection. Since all injectors share a common fuel rail
within the cylinder head a leak in the fuel combustion system will contaminate all injectors.

Black soot on the bottom of the injector is a clear indicator that the injector was improperly
torqued or the copper washer was missing.

Fuel Contamination – Split Injector Tip (see chart 2)

Fuel contaminated with water, air or debris can cause injector tip failure resulting in severe
engine damage. Fuel is used to cushion the needle in the nozzle. Lack of fuel at the nozzle,
caused by air in the system, low fuel pressure or no fuel pressure can result in this type of
failure. Water lacks the characteristics of diesel fuel for lubricity, viscosity and specific gravity.
Water present in the fuel can result in fracture of the nozzle tip.

Installation Tips - Be sure to:

• Copper washer is present on the injector being replaced.

• Copper washer is present on REPLACEMENT injector.
• Injector is correctly torqued - refer to service manual.
• The engine oil is clean and at the proper level.
• Fuel supply is free of water, air and pollution.
• Fuel pressure is within the manufacturer's recommendations.
• Injector sleeve is clean and free of damage.
• Engine coolant shows no signs of engine oil (sleeve failure).
[1173]

Categories : Ford 7.3L Power Stroke E tags:

Compensation Procedure Ford 7.3L Powerstroke Special Code for
Injection Controller Module (IDM) Codes

After extensive testing a condition has been determined to exist with the Ford IDS software and
other scan tools that may result in non-defective component replacement or unnecessary
diagnostic time. In some cases, the Ford IDS software will report diagnostic codes (DTCs) that
may not be present.

Ford IDS Software

When IDM codes are present and the codes are cleared using FORD IDS software or other
analysis tools a retest is necessary to determine if the codes are persistent and faults present.
The Clear Codes feature in the Ford IDS Mis software inform that the codes are still present after
the erasing procedure is completed. This gives the appearance that the IDM may be defective
and that the codes cannot be cleared, or there are hard faults present when in reality the faults
could have been corrected by replacing the IDM or other components. This is especially true
when no handling problems exist and diagnostic pinpoint testing has not detected a problem.

During erasing codes processing the Ford IDS software appears to recheck the codes after the
erasing procedure. If Injector Driver Module (IDM) Codes or Injector Circuit Codes were present,
the same codes are displayed even after the clearing procedure. In some cases the IDS software
will provide a warning screen stating "Some modules may display CMDTCs after they have been
cleared. If CMDTCs remain, press RETEST " to indicate this problem, however, this is not always
the case, as verified during the vehicle inspection.

Corrective action

After errasing codes always press the RETEST button in the Ford IDS software to retrieve active
diagnostic codes. The retest button is NOT clearly labeled, but located at the bottom of the Ford
IDS software below the Clear Codes button (see image below).
Aftermarket Scan Tools

Aftermarket scan tools may present the same problem that the Ford IDS software has described
above. In this case it is recommended to Clear DTCs and rerun the self test to determine if DTCs
are present. If the DTCs appear to be persistent it may be necessary to remove the scan tool,
reinstall it, and recheck the DTCs again by running the self-test.

Ford 7.3L Cylinder Contribution or Misfire Failure - DTC Diagnosis

This article refers to diagnostic diagnostic codes (DTCs): P0263, P0266, P0269, P0272, P0275,
P0278, P0281, P0284 and P0301, P0302, P0303, P0304, nominal P0305, Po306, P0307, P0308
for the Ford 7.3L Powerstroke.

These diagnostic codes indicate that the powertrain control module (PCM) has detected that one
or more cylinders are failing and non-contributing. The PCM continuously monitors all cylinders
for proper operation. If it detects a cylinder is failing or not contributing, it will store a diagnostic
code (DTC) to indicate the misfire and identify the cylinder in question. View the Ford 7.3L Index
Diagnostic Trouble Code (DTC) to identify the specific cylinder. It is possible that these DTCs are
caused by a mechanical problem with the engine.

The possible causes of any of these codes are:

 Low cylinder compression

Low compression in one or more cylinders can result in cylinder contribution or failed diagnostic
codes. A compression test should be performed to determine if this is the cause of the DTC.
Possible causes of low compression include:

• Broken compression rings.

• Leaking or bent intake or exhaust valves.
• Bent push rod(s).
• Broken rocker arms or rocker boltsretention.
• Bent connecting rod.
• Cylinder head gasket failure.
Low fuel pressure or poor fuel quality

Low fuel pressure or poor fuel quality can result in cylinder misfire. You should suspect this
option if you have received multiple cylinder misfire codes. A fuel pressure test should be
performed to determine if the fuel pressure is adequate (40-80 psi). A fuel sample must be
obtained and the contamination and water analyzed. Possible causes of low fuel pressure
include:

• Restricted fuel filter.

• Defective fuel pump.
• Faulty fuel pressure regulator.
• Fuel contamination (water, land)
Inadequate injection control pressure (ICP) / Oil aeration

Proper injection control pressure is critical to proper operation of the 7.3L Powerstroke injection
system. Poor oil quality or oil aeration can result in engine misfire because the injectors are
hydraulically controlled. Causes of oil aeration include:

• Extended oil change intervals resulting in depletion of anti additives foam in the oil.
• Air present in the hydraulic system, as a result of recent engine or high pressure oil system
repair.
• Incorrect type or grade of motor oil.
• Oil contaminated with fuel or oil.
fuel injector failure

A faulty fuel injector can result in a cylinder misfire. If other diagnostic codes are present that
indicate an injector circuit failure, those diagnostic codes must be diagnosed first. If mechanical
engine problems and injector electrical circuit problems have been ruled out, Ford recommends
replacing the fuel injector on the affected cylinder. It is important to inspect the injector sleeve
inside the cylinder head before installing a new injector.

Ford 7.3L Diagnostic Trouble Code Index (DTC)

The following diagnostic trouble code (DTC) index is provided for your convenience. These codes
are specific to the Ford 7.3L Powerstroke. Codes listed in blue will link to useful diagnostic tips
and test methods. Always refer to factory service manuals and specific vehicle diagnostic
procedures.

P1111 System Pass (No DTC Available)

P0107 BARO Low Input Circuit

P0108 BARO circuit high input

P0112 Circuitof thesensor IAT Low Input

P0113 Circuitof thesensor IAT high input

P0122 Circuitof thesensor of the accelerator pedal Entrance

Low

P0123 Circuitof thesensor of the accelerator pedal of high

entrance

P0197 Circuitof thesensor EOT Low Input

P0198 Circuitof thesensor EOT high input

P0220 Throttle Switch B Circuit Malfunction

P0221 Throttle Switch Performance B Circuit

P0230 Fuel Pump Relay Driver Failure

P0231 Fuel Pump Controller Relay Circuit Failure

P0232 Fuel Pump Relay Driver Error Off

P0236 Turbo Boost Performance Sensor A Circuit

P0237 Turbo Boost Sensor A Circuit Low Input

P0238 Turbo Boost Sensor High Input Circuit

P0261 Injector Circuit Low - Cylinder 1

P0262 High Injector Circuit - Cylinder 1

P0263 Cylinder 1 Contribution/Balance Fault

P0264 Injector Circuit Low - Cylinder 2

P0265 High Injector Circuit - Cylinder 2

P0266 Cylinder 2 Contribution/Balance Fault

P0267 Injector Circuit Low - Cylinder 3

P0268 High Injector Circuit - Cylinder 3

P0269 Cylinder 3 Contribution/Balance Fault

P0270 Injector Circuit Low - Cylinder 4

P0271 High Injector Circuit - Cylinder 4

P0272 Cylinder 4 Contribution/Balance Fault

P0273 Injector Circuit Low - Cylinder 5

P0274 High Injector Circuit - Cylinder 5

P0275 Cylinder 5 Contribution/Balance Fault

 P0276 Injector Circuit Low - Cylinder 6

P0277 High Injector Circuit - Cylinder 6

P0278 Cylinder 6 Contribution/Balance Fault

P0279 Injector Circuit Low - Cylinder 7

P0280 High Injector Circuit - Cylinder 7

P0281 Cylinder 7 Contribution/Balance Fault

P0282 Injector Circuit Low - Cylinder 8

P0283 High Injector Circuit - Cylinder 8

P0284 Cylinder 8 Contribution/Balance Fault

P0301 Cylinder 1MisfireDetected

P0302 Cylinder 2MisfireDetected

P0303 Cylinder 3MisfireDetected

P0304 Cylinder 4MisfireDetected

P0305 Cylinder 5MisfireDetected

P0306 Cylinder 6MisfireDetected

P0307 Cylinder 7 Misfire Detected

P0308 Cylinder 8MisfireDetected

P0340 CMP Sensor Circuit Malfunction

P0341 Performance CMP Sensor Circuit

P0344 CMP Sensor Circuit Intermittent

P0360 Spark Plug Circuit Malfunction

P0381 Spark Plug Indicator Circuit Malfunction

P0460 Fuel Tank Level Indicator Circuit Malfunction

Sensor P0470 escape from the evil pressure circuit operation

P0471 ofexhaust of the pressure of operation of the

sensor circuit

P0472 ofexhaust of the pressure of Circuit of sensor low input

P0473 ofexhaust of the pressure of Circuit of sensor high input

P0476 Exhaust Pressure Control Valve Malfunction

P0476 Exhaust Pressure Control Valve Performance

P0478 Inlet High Pressure Exhaust Control Valve

P0500 Vehicle Speed Sensor (VSS) Malfunction

P0503 Noisy Vehicle Speed Sensor

Air Heater PO541 intake manifold

P0542 Air Heater Intake Manifold

P0560 Voltage system malfunction

P0662 Low Voltage System

P0563 System High Voltage

P0666 Cruise 'On' Signal Malfunction

P0566 Cruise "Off" Signal Malfunction

P0667 Cruise "Resume" Signal Malfunction

P0668 Cruise "Set" Signal Malfunction

P0669 Cruise "Costa" Signal Malfunction

P0571 Brake Svdtch A Circuit Malfunction

P0603 Internal Control KAM Module Error

P0605 Internal Control Module ROM Error

PO606 PCM Processor Failure

P0640 Air Heater Intake Manifold

P0670 Glow plug control circuit malfunction

1 P0671 Spark Plug # Circuit Failure

2 P0672 Spark Plug # Circuit Error

P0673 Spark Plug #3 Circuit Failure

P0674 Spark Plug #4 Circuit Failure

P0675 Spark Plug #5 Circuit Failure

P0676 Spark Plug #6 Circuit Failure

P0677 Spark Plug #7 Circuit Failure

Circuit failure 8 P0678 Spark plug #

P0683 Spark Plug Signal Communication Failure Diagnostic

Switch P0703 Brake Circuit B Malfunction

P0704 Clutch Pedal Input Position Switch Circuit Malfunction

P0705 TR Sensor Circuit Malfunction

P0707 TR Low Input Sensor Circuit

P0708 TR High Input Sensor Circuit

P0712 Temporary Transmission Fluid. CKT Low Input Sensor

P0713 Temporary Transmission Fluid. CKT high input sensor

P0715 TSS Sensor Malfunction Circuit Failure

P0717 TSS Intermittent Failure

P0718 Noisy TSS

P0720 OSS Sensor Circuit Malfunction

P0721 Noisy OSS

P0722 OSS Intermittent Failure

P0732 Gear Two Error Rate

P0733 Gear Three Rate Errors

P0741 TCC Circuit Performance

P0743 Clutch Torque Converter Failure Electrical System

P0750 Shift Solenoid 1 Malfunction

P0755 Shift Solenoid B Malfunction

P0781 Evil functioning 1-2 shift

P0782 Evil functioning 2-3 shift

P0783 Evil functioning 3-4 shift

P1000 OBD 11 monitor checks not complete. More driving Mandatory

P1105 Dual Alternator High Fault (Monitor)

P1106 Dual Afternator Low Fault (Control)

P1107 Dual Alternator Low Circuit Malfunction (Control)

P1108 Dual Alternator BATT Lamp Circuit Malfunction

P1118 Manifold Air Low Input Temperature Sensor

P1119 Intake Manifold High Air Temperature Sensor

P1139 Water in Fuel Indicator Circuit Malfunction

P1140 Water in Fuel Condition

P1184 Engine Oil Performance Tamp Sensor Circuit

P1209 Injection Control System Pressure Peak Fault

 P1210 Injection Control Pressure Above Expected Level

P1211 Uncontrollable ICP - Desired Forward/Downward Pressure

P1212 ICP Voltage Not at Expected Level

P1218 CID Stuck High

P1219 CID Stuck Low

P1247 Turbo Boost Low Pressure

P1248 Turbo Boost Pressure Not Detected

P1249 Wastagate Steady State Test Fails

P1250 electronic passive anti-theft? System

P1261 ElderlytoMinor Short Side - Cylinder 1

P1262 ElderlytoMinor Short Side - Cylinder 2

P1263 ElderlytoMinor Short Side - Cylinder 3

P1264 ElderlytoMinor Short Side - Cylinder 4

P1265 ElderlytoMinor Short Side - Cylinder 5

P1266 ElderlytoMinor Short Side - Cylinder 6

P1267 ElderlytoMinor Short Side - Cylinder 7

P1268 ElderlytoMinor Short Side - Cylinder 8

Fuel Injector Replacement Tips 1

Missing Copper Washer or Incorrectly Twisting Injectors (Figure 1) 1
High Ring Pressure or Failure (Figure 2 and 3) 2
Fuel Contamination - Split Injector Tip (Figure 4) 2
TB 106: Assembly of Ford 7.3L Powerstroke Injectors 3
Fuel Injector Replacement Tips 3
Missing Copper Washer or Incorrectly Twisting Injectors (See Figure 1) 4
Fuel Contamination – Split Injector Tip (see chart 2) 4
Installation Tips - Be sure to: 4
Compensation Procedure Ford 7.3L Powerstroke Special Code for Injection Controller Module
(IDM) Codes 6
Ford IDS Software 6
Corrective action 6
Aftermarket Scan Tools 7
Ford 7.3L Cylinder Contribution or Misfire Failure - DTC Diagnosis 7
 Low cylinder compression 8
Ford 7.3L Diagnostic Trouble Code Index (DTC) 8
Ford 7.3L Injector Circuit Failure - DTC Diagnosis 17
Clean Diesel 17
The technology 18
NOx emissions 18
Particulate emissions 19
TB 105: Identification of GM Duramax Injectors 19
Aftermarket New Injectors - One Size Fits None 20
spray jet 21
Flow Injector 22
Electric specifications 22
Mechanical/Cosmetic Specifications 22
Part Consolidation 23
Ford 7.3L Powerstroke IDM Operation 23
food and land 24
Fuel injection volume 24
Injection Timing and Timing 25
Cylinder Identification Signal (CID) 25
Auto diagnosis 25
Failure Modes 26
Replacement Tips and Warnings 26

P1280 ICP Circuit Out of Low Range

P1281 ICP Circuit Out of High Range

P1282 Excessive ICP

P1263 DPI Circuit Failure

P1284 ICP Failure - Aborts KOER or CCT Test

P1291 High Side No. 1 (Right) Short Circuit to Ground or B+

P1292 High Side No. 2 (left) Short to ground or B+

P1293 high side Open Bank No. 1 (Right)

P1294 High Side Open Bank No. 2 (left)

P1295 Multiple faults in Bank No. 1 (right)

P1296 multiple failures in Bank No. 2 (left)

P1297 High Sides Shorted

P1298 IDM Failure

P1316 Injector Circuit/IDM Codes Detected

P1391 Spark plug Circuit LowInput Bank No. 1 (Right)

P1393 Spark plug Circuit Low Input Bank No. 2 (left)

P1395 Spark plug MonitorBank Failure No. 1

P1396 Spark plug MonitorBank Failure No. 2

P1397 System Voltage Outside Auto Test Range

P1464 A/C On During KOER or CCT Test

P1501 VSS Out Of Auto Test Range

P1502 Invalid Self Test - APCM Operation

P1531 Invalid Pedal Motion Test -Accelerator

P1536 Parking Brake Applied Failure

P1662 IDM ES Circuit Failure

P1663 FDCS Circuit Failure

P1667 CID Circuit Failure

Error P1668 PCM Diagnostic Communication -IDM

P1670 EF Feedback Signal not detected

P1690 Wastegate control valve malfunction

P1702 TRS Intermittent Sensor Circuit Malfunction

P1704 Digital TRS State Transition Failed

P1705 TR Sensor Self Test Range

P1711 TFT Sensor Output Auto Test Range

P1713 TFT Stuck in Low Range: Below 50 degrees F

P1714 Shilt Solenoid A Inductive Signature Malfunction

P1715 Shift Solenoid B Inductive Signature Malfunction

P1718 TFT Stuck in High Range: Above 25O Deg F

P1728 Transmission Slip Error

P1729 4x4L Switch Error

P1744 Performance Torque Converter Clutch System

P1746 EPC Solenoid Open Circuit

P1747 EPC Solenoid Short Circuit

P1754 CCS (solenoid) circuit malfunction

P1760 EPC Solenoid Intermittent Short

P1780 TCS Circuit Out of Auto Test Range

P1781 4x4L Circuit Outside Auto Test Range

P1783 Transmission Overheating Condition

 Ford 7.3L Injector Circuit Failure - DTC Diagnosis
This article refers to Diagnostic Diagnostic Codes (DTCs): P0261, P0262, P0264, P0265, P0267,
P0268, P0270, P0271, P0273, P0274, P0276, P0277, P0279, Po280, P0282, P0283 for the Ford
7.3L Powerstroke .

Note: If you have replaced an IDM and the engine is running fine and you are receiving any of
these codes you should:

• Clear diagnostic trouble codes using a scan tool.

• Remove the scan tool from the vehicle. If you are using Ford IDS software see
this article for special information on compensation codes.
• Start and run the engine.
• Reinstall the scan tool and again for diagnostic trouble codes.
Some diagnostic codes may be a carryover from the previous IDM and these codes may be the
result of a previous fault that is no longer present. It is always advisable to clear codes and
confirm a fault is present before performing lengthy diagnostic procedures.

These diagnostic codes indicate that the IDM has detected a fault in the injector control circuits.
The IDM continuously monitors the injector circuits for proper operation. If the IDM detects one
of the ground control circuits is shorted to battery voltage or the injector supply voltage (115 V
DC), or the supply voltage is shorted to ground it will store an appropriate diagnostic code to
help diagnose the circuit. The diagnostic trouble code (DTC) will identify the injector circuit
affected and the type of fault detected.See the Ford 7.3L Diagnostic Trouble Code index for
specific cylinder/circuit identification.

DTCs P0262, P0265, P0268, P0271, P0274, P0277, P0280, P0283 indicate that the IDM has
detected a low side (injector ground circuit) shorted to voltage.

DTCs P0261, P0264, P0267, P0270, P0273, P0276, P0279, P0282 indicate that the IDM has
detected an injector circuit is shorted to ground.

For more information about the operation of the IDM module you can refer to this article:
www.tdsmexico.com

Clean Diesel
You've probably heard the term "Clean Diesel" used in the automotive industry recently. That's
because vehicle manufacturers, the oil industry and many trade union organizations have
invested heavily in the development and promotion of this new technology. The goal is to clean
up diesel emissions to meet new federal and European standards, while at the same time
exploiting the fuel economy advantages of diesel and improving public perception of diesel.
Clean diesel technology represents a significant achievement in meeting these goals. Let's take a
look at Clean Diesel: what it is, and what it isn't.

The technology

Clean Diesel is not a particular technology or component, it is a system of multiple parts that
work together to clean diesel emissions. This includes combustion technology, exhaust
aftertreatment, fuel reformulation and advanced electronics. First, let's look at the problem with
diesel engines that Clean Diesel Technology is designed to address.

Diesel are the most efficient internal combustion engine available. However, two things have
remained obstacles for diesel; Emissions of particles and nitrogen oxides, better known as NOx.
Particulate matter emissions are characterized by that plume of black soot that you see coming
out of the tailpipe. NOx emissions cause harmful ground-level ozone (smog) and acid rain.

A combined catalytic converter and Diesel Particulate Filter. The use of a catalyst, Ultra Low
Sulfur Diesel fuel and sophisticated injection can result in a 25%-50% reduction in NOx and a
90% reduction in particulate emissions. Image courtesy of the Diesel Technology Forum.
NOx emissions

NOx emissions are created when fuels are burned at high temperatures. There are two main
methods to reduce NOx emissions.

The first method, which deals with the control of combustion temperatures, is the use of Exhaust
Gas Recirculation (EGR). EGR reduces combustion temperatures by recirculating exhaust gases
back into the intake system, where they are drawn back into the combustion chamber. At first it
would seem that this would increase the combustion temperature because the exhaust gas
temperature is much higher than the intake air charge. However, EGR works differently. The
exhaust gas has less oxygen content than air, which contains approximately 21% oxygen.
Because of this, the exhaust gas is considered inert to the combustion process. When exhaust
gas is added to the combustion chamber it consumes volume that would otherwise be occupied
by oxygen-rich air. By removing oxygen from the combustion chamber the temperature of the
combustion process is reduced, thus reducing NOx emissions. The second method to reduce NOx
is to use exhaust aftertreatment devices such as a catalytic converter. Before 2007, catalysts
could not be used in diesel engines, due to the high sulfur content in diesel fuel, which would
quickly contaminate the catalytic converter. In 2007 the federal government mandated that
diesel fuel be reformulated to contain less than 15 parts per million sulfur. Prior to this federal
mandate, diesel contained up to 500 parts per million sulfur. This new fuel refers to low sulfur
diesel fuel such as Ultra or ULSD.
Particulate emissions

Diesel engines inject fuel directly into the combustion chamber. The time that the fuel has to mix
with the air is very short compared to gasoline engines, where the fuel is injected into the intake
manifold. This can result in inconsistent air and fuel mixtures within the combustion chamber
resulting in incomplete combustion, causing particulate emissions. In order to reduce particulate
emissions, manufacturers use a diesel particulate filter (DPF). The filter works by trapping
carbon particles present in the exhaust gases on a substrate inside the filter. Over time, the
substrate will build up with particles and begin to restrict the flow of exhaust gases, causing a
decrease in engine performance. In order to avoid this, the DPF is regenerated on a periodic
basis. This process heats the filter substrate to temperatures that allow the soot to burn.
Regeneration is controlled by the vehicles Engine Control Unit (ECU), which monitors particulate
buildup using sophisticated software models and exhaust system pressure readings.
Regeneration should be performed approximately every 200 to 500 miles, but this varies
depending largely on the vehicle's operating conditions. A typical regeneration cycle can last
between 10-15 minutes. The regeneration process begins with the ECU delaying the fuel
injection event while adding an injection event after the main injection pulse. This increases the
exhaust gas temperature to the levels necessary for regeneration. The high exhaust temperature
heats the filter substrate and the soot is burned and turned into ash. The DPF stores the ash for
the life of the vehicle.
Clean diesel technology results in a 25%-50% reduction in NOx emissions and a 90% reduction
in particulate emissions, strong evidence that diesel engines are cleaning up their act.

TB 105: Identification of GM Duramax Injectors

The injector for the GM Duramax from 2004 to the current model year looks identical, with the exception of the
modulation inside the plastic connector.

GM Duramax Injector
The part number for each injector can be identified using the following guide:

732-501 - Duramax LLY 2004-05

732-503 - Duramax LBZ 2006-07

732-504 - Duramax LMM 2007.5-10

Aftermarket New Injectors - One Size Fits None

The economic downturn has led to fierce competition from original equipment manufacturers
(OEMs) to get out of warranty maintenance and repair. National television and print
advertisements reinforce the use of "Original Equipment Manufacturer installed by your local
dealer to ensure a quality repair."

When the consumer is faced with choosing an OEM replacement part or aftermarket part on an
older vehicle they will usually choose the aftermarket part. Typically, this choice is based solely
on its price, assuming the quality of the parts are equal. However, this is not always the case.

It is up to each aftermarket manufacturer to ensure their aftermarket parts meet or exceed OEM
specifications. Most aftermarket manufacturers make an honest effort to ensure this is the case,
because technicians and repair shops rely heavily on the aftermarket industry to provide high
quality parts at a fraction of the cost. of OEM parts. This cost advantage, plus great service,
allows independent repair facilities to easily compete with their local dealerships.

One area of concern within the aftermarket is part consolidation. Many years ago the
aftermarket was happy to supply a thermostat gasket with 10 different bolt hole patterns. The
technician or DIY'er simply rotates until two of the holes line up with the holes in the housing. In
most cases none of the holes lined up correctly and we ended up having to drill new holes or
improvise something together. Not good.

With engine management components and especially with fuel injectors, it is critical that the
aftermarket replacement meets OEM specifications, all specifications, not just some.

spray jet

Engine designers work closely with injector manufacturers to match the OEM injector to the
engine. This includes ensuring the injector spray pattern properly matches the intake runner
design, cylinder head geometry and provides the necessary fuel atomization properties. The
vehicle manufacturer then tunes the engine for all operating conditions through software in the
powertrain control module (PCM) based on injector characteristics, among other parameters.

The spray pattern and atomization properties are controlled by the injector tip design. There are
three different types of tips; pivot (needle and seat), ball and seat and disc style. Once the
manufacturer has decided which style of injector to use it should not be changed in the field.

A spray pattern that does not match the OE injector spray pattern can cause handling
symptoms, higher emissions, starting problems and poor fuel economy. For example, an injector
that has a very narrow atomized (pivot) spray pattern is replaced by one with a disc-style
injector that may have a wider spray pattern. This can result in fuel contacting the sides of the
cylinder head just above the intake valve. This can cause fuel to pool, resulting in poor driving
and higher emissions. If technicians were only replacing a single injector instead of an entire
system it could result in poor downtime due to variation in spray patterns between cylinders.

One of the biggest areas of concern with new aftermarket injectors is the fact that some
aftermarket manufacturers are replacing injectors that have a different spray pattern than their
OEM counterpart. The real drawback to this is that it is impossible for the technician to determine
this simply by looking at the part and comparing it to the one they are replacing. Unless the
technician has a method to flow test the injector and visually inspect the spray pattern they
won't know. A new aftermarket injector may have a "good" spray pattern that is well atomized,
but might not be suitable for a particular vehicle application being sold. It is very unlikely that
the aftermarket manufacturer will conduct testing on their new universal injector on every
vehicle they are being sold for. Instead, they compromise on the spray pattern specification in
order to achieve the least possible part numbers that cover the majority of vehicles.
 Flow Injector

Injector flow rate is the amount of fuel the injector will deliver in a specified period of time. This
is normally expressed as cubic centimeters per minute (cc/min) or pounds per hour (lbs/hr).
Even OEM injectors have an acceptable tolerance for this specification to allow for small
variations in manufacturing processes. But these tolerances are extremely tight.

Unfortunately, OEMs do not publish injector flow specifications. However, the absence of such
specifications does not constitute a legitimate reason for an aftermarket company to provide
substandard parts.

Exact specifications are obtained by testing numerous new OEM injectors to document injector
flow rates and tolerances. has the industry's most extensive injector testing database consisting
of over 1,000 unique OEM part numbers. It took years of testing, research and development to
acquire this knowledge, but it is critical in delivering injectors that meet OEM specifications.

Many of the new aftermarket injectors may meet the flow specification for some of the OEM part
numbers they are replacing. Although, it is very common that the vast majority of other
applications for the part number have a flow rate that is too high or low. Again, this is the
byproduct of the consolidation part.

Electric specifications

Injector electrical specifications include injector coil resistance. This is determined by the type of
thread used and the length of the wire in the injector coil and is critical to proper operation.
When the PCM activates the injector a magnetic field is created inside the injector, the injector
opens allowing fuel to be injected into the engine. The coil has a direct influence on the injector
opening time which will affect the dynamic flow rate of the injector. An injector that has a lower
coil resistance will result in an injector that opens faster than an injector with a higher coil
resistance.

The vehicle manufacturer has chosen the correct injector for its application, which has been
taken into account within the vehicles PCM. Replacing an injector in the field with one that does
not have identical coil resistance can result in variations in dynamic flow rates. This is especially
true if only a few of an entire system are replaced with new established aftermarket type
injectors.

Mechanical/Cosmetic Specifications

Another area of concern regarding new aftermarket injectors is in some cases, the physical
appearance of the injector does not match its OE equivalent. New aftermarket injectors have been
seen where the injector body, plastic color and exterior dimensions do not match the OEM injector.

With some aftermarket parts their appearance does not match the OEM part and in some cases this
may be acceptable. However, given the precision and tight tolerance injectors have that should be a
red flag that the replacement part may not meet other critical OEM specifications.

Part Consolidation

Some parts categories are not good candidates for new aftermarket replacement parts. This is
especially true when there are a large number of high-tech part numbers (SKUs), including parts
with extremely tight tolerances or parts that require extremely specialized manufacturing
capabilities. Fuel injectors fall into this category. The large number of part numbers and precision
tolerances of internal fuel metering parts make manufacturing a complete line of new fuel injectors
impractical from an economic standpoint.
Some aftermarket companies have attempted to provide injectors that can be manufactured in high
volumes that are "universal" and fit numerous applications. With fuel injectors This results in a size
one - fits program none. The fuel injectors are not thermostat gaskets and should not be treated as
such!

From a cost standpoint new OEM injectors are an expensive proposition for an older vehicle,
especially considering the cost of an entire system. New aftermarket injectors are also more
expensive than remanufactured injectors and may not meet OEM specifications. The advantage is
that remanufactured injectors are a perfect match for the market. They are remanufactured OEM
injectors that meet all OEM specifications at a lower cost than either new OEM or new aftermarket
injectors.

Ford 7.3L Powerstroke IDM Operation

The 7.3L Ford Power Stroke engine has established its legacy as a reliable and robust diesel engine.
More than two million of the engines were produced between 1994 and 2003. It was replaced by the
6.0L Power Stroke engine in 2003 because it could not meet new federal emissions standards.

Due to its proven track record as a solid long lasting motor in the repair market these motors are
quite healthy. As with any high production vehicle, problems can and will arise. One of the areas for
potential repairs is the injection controller module, or "IDM."
The 7.3L uses Hydraulic Drive Electronically Controlled Unit Injectors, commonly known as HEUI or
"HUEY" injectors. These injectors use high-pressure oil that is controlled by a spring-loaded valve
inside the injector to achieve injection pressures up to 21,000 psi. Operation of the valve stem is
controlled electronically by an injector mounted solenoid.

Due to the high pressures involved, the solenoid actuated poppet valve requires 115 volts at a
maximum of 8 amps to operate, which is more power than the powertrain control module (PCM) can
provide. Because of this, the injectors are controlled directly by a separate control module called the
injector driver module (IDM). The IDM provides the high voltage and switching signals to turn the
injectors on and off.

The IDM and PCM work together to control the entire fuel system (see system diagram on front call
outputs page). The PCM receives inputs from numerous sensors then transmits the injection timing
signals to the IDM module, which then performs activation of the injectors.

injector
food and land

The injectors are grouped in two banks of four injectors each. Each bank shares a common power
supply that is generated by the IDM. The voltage supplied to the injectors is 115 volts DC and is only
activated when one of the injectors is firing.

The injectors have 8 individual ground circuits. An injection event occurs when the IDM supplies
power to the bank for the injector to be fired at the same time as the desired injector ground circuit
ground. The pulse supplied to the solenoid is typically between 0.5 to 2.0 milliseconds.

Fuel injection volume

Unlike gasoline injectors or other electronically controlled diesel injectors, the volume of fuel is not
controlled by the width of the pulse supplied to the injector. Instead, fuel volume is controlled by the
pressure of the oil supplied to the injector, referred to as the injection control pressure (ICP).

Oil pressure is supplied to the injector by a mechanically driven injection pump (A) at pressures up
to 3000 psi. The injector also supplies fuel at approximately 40-50 psi (B). The separation between
fuel and oil is carried out with the internal and external O-rings.

When the solenoid is activated the high oil pressure is supplied to the top of an internal booster
piston, which acts on a fuel plunger causing the fuel to be injected. The intensifier piston has an
area that is seven times larger than the fuel plunger. Because of this, the pressure on the plunger is
amplified to reach injection pressures of up to 21,000 psi.

The injection pressure (ICP) control is closed-loop controlled by the PCM. The PCM controls the ICP
sensor (C) and modulates the ICP Regulator (D) to achieve the desired control pressure for the
current operating state. The volume of fuel injected is directly proportional to the injection control
pressure. The PCM monitors numerous input sensors to calculate fuel demand including the
accelerator pedal position sensor, engine coolant temperature sensor and manifold absolute
pressure, to name a few.

Injection Timing and Timing

In order for the IDM to synchronize the crankshaft position injection events it must communicate
with the PCM.

The PCM generates two digital control signals for the IDM: the fuel control signal delivery (F) and the
cylinder identification (G). The FDCS signal is used by the IDM to control injection timing and
duration. The CID signal provides timing to the engine's first and fifth injectors.

Cylinder Identification Signal (CID)

The PCM receives engine rotation position information from the camshaft position (CMP) sensor. The
CMP(E) is a Hall effect device. It outputs 12 volts to the PCM every time it detects that you iron a
spoke on the white steering wheel in front of it. It outputs 0 volts every time it detects the gap
between the spokes. The wheel spokes and target spaces are every 15 crankshaft degrees apart,
except for narrow spokes indicating cylinder number 1 and wide spokes indicating cylinder number 4
(fifth in firing order).

The PCM receives the camshaft position signal and transmits a modified signal (G) to the IDM
indicating which injector bank should fire. Bank 1 consisting of cylinders 1, 3, 5 and 7 is located on
the passenger side while bank consisting of 2 cylinders 2, 4, 6 and 8 is located on the driver's side.
The IDM uses this signal to determine which high-side controller should be activated.

Fuel Control Signal (FDCS)

Actual injector time and duration is controlled by the fuel delivery controlled signal. The PCM
generates and transmits a pulse for each injection event (F) to the IDM. The IDM uses this signal to
turn on the appropriate low side controller so the injector is activated.

The IDM is programmed with the vehicle's firing order. The use of both FDC CID and PCM IDM
signals provides precise timing of injection events to piston position.

Auto diagnosis

The IDM controls the circuit-switched injector and can transmit diagnostic information to the PCM if
it detects a fault (H). The PCM will store a diagnostic code (DTC) specific to the type of failure, which
can be retrieved using the appropriate diagnostic equipment. There are numerous diagnostic codes
related to the IDM so consult the specific vehicle's service information for a definition of each code.
Failure Modes

The IDM module is mounted in the engine compartment and due to its location is very susceptible to
water damage. Water inlet takes place through an air outlet which is an integral part of the IDM
case. Once water enters the module, failure is imminent and usually results in a no-start condition.
On remanufactured units the vent has been redesigned to prevent this type of failure.

Another failure mode is the result of failed wiring between the IDM and the injectors. The fuel
injectors on the 7.3L are located under the valve covers. Because of this, the wires for each bank of
injectors pass through connectors that are molded into the valve cover gaskets. The wiring inside
the valve covers are constantly exposed to hot oil. Over time these connectors become brittle and
break causing the IDM cables to fail together causing short. This type of failure must be diagnosed
before replacing the IDM; Otherwise it will result in failure of the replacement module. Additionally,
these poor connections may be intermittent so a visual inspection and electrical test is
recommended prior to condemnation or replacement of an IDM. Intermittent connections can be
difficult to diagnose and can result in injector intermittent fire, whether on a single injector or an
entire bank. Failure to locate this type of fault can result in costly warranty come-backs. In order to
properly inspect the injector wiring the valve covers must be removed. It is good practice to replace
the valve cover gaskets when reinstalled if they are the original gaskets.

Replacement Tips and Warnings

The actual replacement of the IDM is not technically difficult, however proper diagnosis to eliminate
damage to the new IDM is essential. Here are some tips that may help:

Check for diagnostic codes (DTCs). Follow the appropriate service manual tests for each DTC.
Perform a visual inspection on the wiring between the IDM and the injectors. Bending and moving
the wiring harness can detect some faults and should be performed during the pinpoint test detailed
in TB #103.

Inspect the connectors on the valve cover gaskets on both the inside and outside. Make sure
connectors, cables and seals are not broken or soft.
Inspect the exterior of the IDM. If corrosion is present or the paint is peeling, it is likely that the IDM
has internal water damage. If the aluminum vent cover is missing then water damage is highly
likely.
Be careful when working on the IDM system. High voltage on the injector wires when the engine is
running (115 volts). These cables are shielded and piercing the cables will result in wiring harness
damage not to mention personal injury.