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FCSD Technical Training

INTERACTIVE STUDY GUIDE

7.3L DIESEL ENGINE DESIGN AND REPAIR

*FCS13058DL* FCS-13058-DL

Ford Customer Service Division Technical Training

MARCH 9, 2000 COURSE CODE: 52S01F0

IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair 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 accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability. There are numerous variations in procedures, 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 instructions provided in this manual must first establish that he compromises neither his personal safety nor the vehicle integrity by his choice of methods, tools or parts. As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should follow when you work on a vehicle.

• Always wear safety glasses for eye protection. • To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, • Use safety stands whenever a procedure requires you to catalytic converter and muffler. be under the vehicle. • Do not smoke while working on the vehicle. • Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure. • To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to • Set the parking brake when working on the vehicle. If you work on a vehicle. Tie long hair securely behind your have an automatic transmission, set it in PARK unless head. instructed otherwise for a specific service operation. If you have a manual transmission it should be in RE- • Keep hands and other objects clear of the radiator fan VERSE (engine OFF) or NEUTRAL (engine ON) unless blades. Electric cooling fans can start to operate at any instructed otherwise for a specific service operation. time by an increase in underhood temperatures, even though the ignition is in the OFF position. Therefore, care • Operate the engine only in a well-ventilated area to avoid should be taken to ensure that the electric cooling fan is the danger of carbon monoxide. completely disconnected when working under the hood. • Keep yourself and your clothing away from moving parts when the engine is running, especially the fan and belts.

The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/or service department operations. These recommendations and suggestions do not supersede or override the provisions of the Warranty and Policy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual shall govern.

The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, or testing procedures without notice and without incurring obligation. Any reference to brand names in this manual is intended merely as an example of the types of tools, lubricants, materials, etc. recommended for use. Equivalents, if available, may be used. The right is reserved to make changes at any time without notice.

WARNING: MANY BRAKE LININGS CONTAIN ASBESTOS FIBERS. WHEN WORKING ON BRAKE COMPONENTS, AVOID BREATHING THE DUST. BREATHING THE ASBESTOS DUST CAN CAUSE ASBESTOSIS AND CANCER. Breathing asbestos dust is harmful to your health. Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when made airborne by cleaning with compressed air or by dry brushing. Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers. Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labeled per OSHA instructions and the trash hauler notified as to the contents of the bag. If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible, technicians should wear government approved toxic dust purifying respirators. OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs. Only technicians concerned with performing brake or clutch service should be present in the area.

March, 2000 CUSTOMER EXPECTATIONS

Customer Expectations: Service 1. Make it convenient to have my 5. Provide me with a clear and thorough vehicle serviced at your dealership. explanation of the service performed. 2. The Service Advisor should 6. Call me within a reasonable amount of demonstrate a genuine concern for time after my service visit to ensure that my service needs. I'm completely satisfied. 3. Fix it right the first time. 7. Be responsive to questions or concerns I bring to your attention. 4. Complete servicing my vehicle in a timely and professional manner.

Expectation 3 “Fix It Right The First Time, on Time.” Both service advisors and technicians are important players when it comes to Expectation #3. Why Customers tell us “Fixing It Right The First Time, on Time” is one of the reasons they would decide to return to a dealer to buy a vehicle and get their vehicles serviced. Technician Training It is our goal to help the technician acquire all of the skills and knowledge necessary to “Fix It Right The First Time, on Time.” We refer to this as “competency.” Technician’s Role Acquire the skills and knowledge for competency in your specialty via: STST New Model – Self Study – Self Study – FordStar Broadcasts – FordStar Broadcasts – Ford Multimedia Training (FMT) – Instructor Led – Instructor Led The Benefits The successful implementation of expectations means: – Satisfied customers – Repeat vehicle sales – Repeat service sales – Recognition that Ford and Lincoln/Mercury technicians are “the Best in the Business” TABLE OF CONTENTS

INTRODUCTION ...... INTRO-1 Logging On ...... Intro-2 Operating Your Response Keypad ...... Intro-3 In-Dealership Training Map ...... Intro-4 Purpose ...... Intro-5 Agenda ...... Intro-5 LESSON 1: DIESEL ENGINE SHORT BLOCK ...... 1-1 Objectives ...... 1-1 Short Block ...... 1-2 Crankshaft...... 1-4 Camshaft ...... 1-7 Piston and Connecting Rod ...... 1-9 LESSON 2: DIESEL ENGINE LOW AND HIGH PRESSURE OIL SYSTEMS ...... 2-1 Objectives ...... 2-1 Low and High Pressure Oil, Related Components ...... 2-2 LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS ...... 3-1 Objectives ...... 3-1 Cylinder Head and Related Components ...... 3-2 LESSON 4: DIAGNOSIS ...... 4-1 Objectives ...... 4-1 Diagnosis ...... 4-2

7.3L Diesel Engine Design and Repair March 9, 2000 i TABLE OF CONTENTS

NOTES

ii March 9, 2000 7.3L Diesel Engine Design and Repair INTRODUCTION

FCSD Technical Training

The distance learning course you are about to take is intended to give you new knowledge and information about diagnosing and servicing Ford vehicles. We hope you will apply this knowledge and information to “Fix It Right The First Time” as part of the effort to satisfy our customer, the owners of Ford, Lincoln, and Mercury products.

Ground Rules for Successful Completion

This course is what we call “Attendance Based with FMT Test”. Attendance Based means there is no pretest or posttest during this FORDSTAR course. Successful completion of this course does require your commitment to participate. Participation is measured by the number of keypad questions you respond to compared to the total number of keypad questions, including Warmup questions and Evaluation questions. If you log on to a class session, you must answer a minimum of 70% of the total keypad questions to receive a “PASS” in your STARS Employee Training History. If you do not answer at least 70% of the keypad questions, you will receive a “FAIL” in your STARS Employee Training History. If you cannot complete a class you log on to, you may return to a future class session and retake the course. FMT Test means that this course is part of an STST Specialty Curriculum, in this case, Diesel. If you wish to take more courses in this Specialty, you MUST pass the test that is found on the Gasoline Engine Operation FMT CD-ROM disk your dealership has been sent. Please make sure the CD-ROM course has been installed on your computer. Once you have completed both the FORDSTAR course and the FMT Test, you will see credit in your STARS Employee Training History for both, and can then take other courses in the Specialty.

7.3L Diesel Engine Design and Repair March 9, 2000 Intro-1 INTRODUCTION

LOGGING ON

Your response keypad transmits data and voice between you and the host site via telephone lines and satellite. It is your “lifeline,” connecting you to the instructor as well as to other participants. Using the keypad, you can become fully involved in the seminar, asking questions and contributing relevant comments. To log on at the beginning of the broadcast session: 1. Enter your Social Security number (in response to the keypad prompt). If you press an incorrect key, press CLEAR and re-enter the numbers. 2. Press ENTER. 3. The system validates your ID number by displaying your name on your keypad. If your name does not appear on the keypad, re-enter your ID number. 4. If you cannot successfully log on, contact the FORDSTAR Help Desk: – USA Dealers call 1-800-790-HELP (4357).

– Canadian Dealers call 1-800-467-8925.

Intro-2 March 9, 2000 7.3L Diesel Engine Design and Repair INTRODUCTION

OPERATING YOUR RESPONSE KEYPAD

CALL Key l Press the CALL key if you have a question or comment. This places you in the call queue. The system indicates your name and location to the instructor. l It takes approximately 60 seconds for the instructor to respond. If you change your mind about asking the question, simply press the CALL key again. As long as the instructor has not accepted your call, this takes you out of the call queue.

WAIT and SPEAK Lights l The red WAIT light illuminates when your call is received and placed in the call queue. l When the instructor calls on you, the green SPEAK light illuminates and your microphone is activated. l The microphone is the gray dot between the SPEAK and WAIT lights. Speak in a normal tone of voice from a normal sitting position. The instructor will hear you – as will all the other students, wherever they are located.

FLAG Key l Use the FLAG key when requested by the instructor. The FLAG key is usually used to alert the instructor that you have completed tests or exercises.

7.3L Diesel Engine Design and Repair March 9, 2000 Intro-3 INTRODUCTION

IN-DEALERSHIP TRAINING MAP

DIESEL ENGINE REPAIR CURRICULUM PATH

Diesel Engine Operations – SS

Automotive Measuring Tools – FMT

Gasoline Engine Operation – FMT

Gasoline Engine Repair – Classroom 7.3L Diesel Engine Design and Repair – FORDSTAR

Prerequisites – Electrical Part 1 – Electrical Part 2 – Electrical Part 3 – Electronics 1 – Electronics 2 – Electronics 3

Intro-4 March 9, 2000 7.3L Diesel Engine Design and Repair INTRODUCTION

PURPOSE This Interactive Study Guide is to be used with the Ford Distance Learning 7.3L Diesel Engine Repair satellite telecast. Distance Learning uses the latest communication technology to allow live or instant communication between the instructor and the students. Distance Learning will make training available to all Ford dealership technicians and service advisors right in their dealerships, no matter how remote their location – and without having to take the time and effort to travel to a Ford regional training site. This study guide is designed to help you learn the information presented by your Distance Learning instructor. Your instructor will explain the material through a combination of lectures, demonstrations, short video clips, graphics, and interactivities. The purpose of this Distance Learning course is to explain design changes and unique repair procedures related to the 7.3L diesel engine.

AGENDA The information in this course is presented in the following lessons: l Lesson 1: Diesel Engine Short Block l Lesson 2: Diesel Engine Low and High-Pressure Oil Systems l Lesson 3: Cylinder Head and Related Components l Lesson 4: Diagnosis

7.3L Diesel Engine Design and Repair March 9, 2000 Intro-5 INTRODUCTION

NOTES

Intro-6 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

OBJECTIVES l Identify design changes to the diesel engine short block. l Describe repair procedures critical to the diesel engine short block.

7.3L Diesel Engine Design and Repair March 9, 2000 1-1 LESSON 1: DIESEL ENGINE SHORT BLOCK

SHORT BLOCK

Cylinder Bores

DER23-A

Cylinder Bores l When overhauling an engine crankcase, cylinder bores should be inspected for glazing, dusting, or abnormal wear. l Normal cylinder bores have a crosshatch design (A) the length of the bore. l Glazed cylinder bores will have a mirror finish and no visible crosshatch. l Glazing is correctable by honing with a suitable hone tool and a variable speed drill. l To de-glaze cylinder walls: – Remove piston-cooling jets. – Insert a 120 grit flex hone and begin honing at 100 rpm for three seconds at a cycle of two strokes per second (do not exceed 25 strokes) continuously spraying cylinder bore with rust penetrate (F2AZ-19A501-A or equivalent). – After honing, wash cylinder walls with warm soapy water, dry, and lubricate with clean engine oil. NOTE: Always remove the hone while rotating to eliminate the possibility of creating an inconsistent pattern. l Dusted cylinder bores have a metal ridge at the top ring turnaround area (B). – The metal ridge means that the taper measurements are beyond specifications.

– The metal ridge is generated by dirt entering the cylinder bore that was missed by either a neglected or poor fitting air filter. – Dusted cylinder bores will cause crankcase pressure to be high.

– A turbo inspection will show that the compressor wheel will have a sandblasted appearance. l The cylinder bores cannot be sleeved, but they can be bored and an oversized piston installed.

1-2 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

Piston Cooling Jets

DER24-A

Piston Cooling Jets l The piston cooling jets are small tubes that spray oil to the bottom of the piston. – They are fed directly off of the oil galley that feeds the valve lifters. – The piston cooling jet discharge nozzle is metered to a fine spray to maintain engine oil pressure. l If abnormal wear is noted on the cylinder walls, the piston cooling jet (A) should be inspected for obstruction. – The piston cooling jets can be cleaned if necessary.

7.3L Diesel Engine Design and Repair March 9, 2000 1-3 LESSON 1: DIESEL ENGINE SHORT BLOCK

CRANKSHAFT

1 1

Old Style Crankshaft New Style Crankshaft

Item Description Item Description 1 Engine Serial Number 576009 1 Engine Serial Number 576010 and Under and Above 2 Lightening Hole 2 Larger Counterweight – No Lightening Holes l The crankshaft lightening holes, drilled into the connecting rod pins, have been eliminated to ease in machining and add to the strength of the crankshaft. l The crankshaft counterweights have been enlarged to counteract the extra weight in the rod pin. l The crankshaft and camshaft are induction hardened and as a result a blue tint is visible in the journal area. NOTE: This blue tint is a normal condition and should not be confused with an overheat condition.

1-4 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

Crankcase Clearance

DER28-C

Crankcase Clearance l The lower section of the crankcase (A) had to be modified to allow the larger counterweights on the crankshaft to clear the lower crankcase starting with serial number 571930. l Take note when replacing crankshafts: Cannot use new crankshaft with old style crankcase.

7.3L Diesel Engine Design and Repair March 9, 2000 1-5 LESSON 1: DIESEL ENGINE SHORT BLOCK

Crankshaft Endplay

DER30-B

Crankshaft Endplay l Crankshaft endplay is controlled by the thrust bearing located at No. 5 main bearing journal (A). l The main bearing cap is not doweled to the crankcase, so when the cap is being tightened to the crankcase, the crankshaft should be moved back and forth to center the cap to the crankcase.

– If this is not done you will get uneven wear on the thrust bearing and less then normal crankshaft endplay. l Inspect for crankshaft endplay as follows: – Mount a dial indicator on the front of the engine.

– Push the crankshaft to rear of engine. – Zero the indicator on front end of crankshaft. – Push the crankshaft forward and note reading.

– If reading exceeds 0.063-0.216 mm (0.0025-0.0085 in) the crankshaft or No. 5 main bearing should be replaced.

1-6 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

CAMSHAFT

DER19-B

Camshaft l The camshaft is secured to the front of the crankcase with a thrust plate, but has no rear stop. – The camshaft gear is pressed on, so the camshaft must be removed from the engine if replacement is necessary. l Vehicles with a mechanical fuel pump will have a fuel pump eccentric lobe on the camshaft to drive the fuel pump. l The 1998-1/2 E-Series and 1999 F-Series vehicles use a frame-mounted electric fuel pump so the fuel pump eccentric lobe (A) has been eliminated from the camshaft. l The F-650/750 2000 model year vehicle uses a mechanical pump bolted to the crankcase, so the camshaft will have the fuel pump eccentric lobe. l The camshaft for the F-650/750 has unique valve timing and is not interchangeable with the F-250–550 models.

7.3L Diesel Engine Design and Repair March 9, 2000 1-7 LESSON 1: DIESEL ENGINE SHORT BLOCK

Crankcase

1 1

2 2

Old Style Crankcase New Style Crankcase

Item Description Item Description 1 Pre-1997 Model Year 1 1997 Model Year Serial Number 2 Old Style Lifter Guide Retainer 375549 and Above 2 New Style Lifter Guide Retainer l The crankcase was redesigned for the 1997 model year, starting with engine serial number 375549. l The crankcase has thicker valley walls and ribbings to increase stiffness, which reduces radiated engine combustion noise. l The tappet shelf area now uses lifter guides that bolt individually to the crankcase, thus eliminating the lifter guide retainer.

– The lifter guides retain and position the roller lifters in the crankcase.

1-8 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

PISTON AND CONNECTING ROD

Piston

DER31-A Piston l The swirl needed for combustion is created by the Mexican hat design on the top of the piston. l This area on the top of the piston is offset towards the camshaft, so proper orientation is necessary when reassembling engine. l If the piston is installed 180 degrees off, the fuel will not swirl properly and performance will suffer. l A strut, molded into the underhead of the piston, controlled piston expansion for the 1996 model year only. l The term “pressure balance piston” has to do with the piston design as well as ring design. – The area between the top and the second ring of the piston is scalloped and the second ring end gap is larger then the top ring end gap. – This allows compression to be reduced under the top ring, allowing the top ring to seal against the cylinder bore and the lower section of the top ring to seal in the groove of the piston.

7.3L Diesel Engine Design and Repair March 9, 2000 1-9 LESSON 1: DIESEL ENGINE SHORT BLOCK

Piston Rings

DER33-C Piston Rings

Item Description 1 Top Ring (Keystone) 2 Second Piston Ring Width l The top piston ring is a keystone design. – Keystone piston rings are tapered inward towards the piston, on the top and bottom of the ring, creating a wedge effect in the ring groove for sealing and to prevent sticking. l The second piston ring is flat. l The end gap for the second piston ring 1.57-1.83 mm (0.062-0.072 in) is larger than the top piston ring end gap 0.35-0.61 mm (0.014-0.024 in) to aid in the balancing of the pressure on the piston rings. l As of January 1998 the width and chamfer of the second piston ring has increased.

1-10 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

Piston Groove

DER34-C

Second Piston Ring Groove l The piston’s second ring groove (A) has been made deeper to accommodate the wider piston ring. l The pre- and post-January 1998 design changes cannot be interchanged. – The second groove rings could mistakenly be installed on either piston, but compression and fit concerns will develop.

Piston Service l The piston ring grooves can be cleaned with a broken piece of the piston ring removed from that groove. – Ring groove cleaners cannot be used on the top groove because of the keystone design. l The top piston ring groove wear is measured using tool T94T-6002-AH and a micrometer. l The pistons should be cleaned with liquid soap and water. l The piston skirt diameter should be measured 90 degrees to the piston pin, and 42.77 mm (1.684 in) below the oil ring grove.

7.3L Diesel Engine Design and Repair March 9, 2000 1-11 LESSON 1: DIESEL ENGINE SHORT BLOCK

Piston to Connecting Rod Orientation

DER29-A

Piston to Connecting Rod Orientation l The piston pin and connecting rod are free-floating and will not require a press to separate. – To separate the piston from the connecting rod, remove the piston pin retainers and slide the pin out of the piston. l The piston should be assembled to the connecting rod with the word camshaft (A) stamped in the top of the piston, opposite the connecting rod bearing notch (B).

1-12 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

Oil Pick-up Tube Mounting

DER11-A

Oil Pick-up Tube Mounting l The oil pick-up tube is bolted to the front cover and is sealed with an O-ring. l The oil pick-up tube is also secured to the No. 4 main bearing cap for support. – When installing the oil pick-up tube, the two bolts that secure the pick-up tube to the front cover should be tightened first. If the bolt at the main bearing cap is tightened first the tube may stress, crack, or not lay flat on the front cover, and this would create an oil aeration concern.

7.3L Diesel Engine Design and Repair March 9, 2000 1-13 LESSON 1: DIESEL ENGINE SHORT BLOCK

Oil Pan

DER03-A

Oil Pan l Sealer F5TZ-19G204-AB is specified for the 7.3L DIT engine. l This sealer does not attack the anti-foaming agents in the oil like other sealers do. l The sealer should be applied to the oil pan with a continuous small bead, going to the inside of the bolt holes. – Excessive amounts of sealant could fall into the oil pan, harden, and become lodged in the oil pick-up tube screen restricting oil flow.

1-14 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

Rear Crankshaft Seal

DER25-A

Rear Crankshaft Seal l The rear crankshaft seal is installed in a seal retainer bolted to the rear engine cover. l Seal wear sleeves are on all engines built until engine serial number 201680. l A wear sleeve is included with the replacement rear seal for all engines. l To remove the rear seal: – Cut the rear seal retainer from the rear cover using an appropriate cutting tool. l If the crankshaft has a wear sleeve, it must be removed using tools numbered, T94T-6701-AH2, T94T-6701-AH1, T84T-7025-B, and T77T-7025-B

7.3L Diesel Engine Design and Repair March 9, 2000 1-15 LESSON 1: DIESEL ENGINE SHORT BLOCK

Rear Crankshaft Seal Installation

DER26-B

Rear Crankshaft Seal Installation l To install a new seal and sleeve: – Apply silicone sealant number F5TZ-19G204-AB on the backside of the seal retainer and all of the bolt threads.

– Apply loctite E2FZ-19554-B or equivalent to crankshaft flange. This will seal between the crankshaft and wear sleeve. – Install guide pins (A).

– Install the wear sleeve and the rear crankshaft oil seal onto the crankshaft using tool T94T-6701-AH as an assembly only, do not separate.

1-16 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 1: DIESEL ENGINE SHORT BLOCK

Crankcase Valley Drain

DER49-A

Crankcase Valley Drain l It is very important when trying to locate a fluid leak, that the valley be inspected for oil, fuel, or coolant. l A drain located in the rear of the crankcase valley directs any fluid down the back of the crankcase. l The fluid runs off at the rear seal area and it looks as though the rear seal is leaking.

7.3L Diesel Engine Design and Repair March 9, 2000 1-17 LESSON 1: DIESEL ENGINE SHORT BLOCK

NOTES

1-18 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

OBJECTIVES l Describe design changes for the high and low oil pressure system. l Describe repair procedures for the low pressure oil pump.

7.3L Diesel Engine Design and Repair March 9, 2000 2-1 LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

LOW AND HIGH-PRESSURE OIL, RELATED COMPONENTS

Engine Oil Pump

DER13-A

Engine Oil Pump l The engine oil pump is aligned with two pins and bolted to the front cover with four bolts. l The engine oil pump is sealed to the front cover with an O-ring seal. l The nose of the crankshaft has two flat lands that drive the oil pump inner gear. l The inner and outer oil pump gears are machined as a set. l Originally the inner and outer gears could be installed either way as a set. l The new engine oil pump has the word “out” or “damper” stamped on its face (A) to insure proper installation. – The new inner oil pump drive gear is recessed only on the front of the gear, to except the hub of the harmonic balancer. – Prior models were recessed on both front and back.

– If installed wrong, the front engine cover will be damaged.

2-2 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

Engine Oil Pump Checks

DER14-A

Engine Oil Pump Checks l Visually inspect the oil pump gears and the oil pump housing for deep scratches or excessive wear. l Check the outer gerotor with a feeler gauge inserted between the gerotor and the housing. If the measurement exceeds 0.71-0.81 mm (0.028-0.032 in) the oil pump needs replacing. l Check the inner and outer gerotor to oil pump housing height using a straightedge and a feeler gauge. – Place the straightedge across the oil pump housing and with the feeler gauge check the clearance of the gerotors to the bottom of the straightedge. If clearance exceeds 0.02-0.08 mm (0.001-0.003 in) replace the oil pump. l Low-pressure oil pump gears are not serviceable individually, they must be replaced as a set.

7.3L Diesel Engine Design and Repair March 9, 2000 2-3 LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

Engine Oil Cooler

DER12-A Engine Oil Cooler

Item Description 1 Oil Pressure Regulator Valve 2 Oil Filter Bypass Valve

l As of engine serial number 286299 the oil pressure regulator and oil filter bypass valves are held in place with a C-clip, as opposed to the staking method used previously. – Both valves can be removed for inspection and cleaned, but never operate the engine with the valve removed.

2-4 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

De-Aeration Valve

DER50-A

De-aeration Valve l A de-aeration valve (A) was installed in the oil passage of the front engine cover starting with engine serial number 201681 through 375549.

– The de-aeration valve is used to eliminate air from the base engine oil system quickly. If the gerotor oil pump losses its prime, this valve allows the air to get out of the oil system quickly. l As of engine serial number 375549, the complete front cover was redesigned to keep the oil pump primed during initial start-up and the de-aeration valve was eliminated.

7.3L Diesel Engine Design and Repair March 9, 2000 2-5 LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

Oil Pick-up

1 1

Old Oil Pickup New Oil Pickup

Item Description Item Description 1 Inlet Port Pre-1997 Model Year 1 Inlet Port 1997 (Serial Number 375549 and Above)

l The engine oil pump inlet port has been rotated 90 degrees. – This keeps more oil in the pump while the engine is off, eliminating initial start-up concerns. l The oil pick-up tube has been moved to the opposite side of the front cover to accommodate the inlet port change. l The engine oil pan baffle and sump have been moved to the opposite side of the oil pan to accommodate the new style front engine cover.

2-6 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

Edge Filter

DER43-B

Edge Filter l Fluid passing through tight tolerances, such as an Injection Pressure Regulator (IPR) and its housing, is referred to as an edge filter.

1 l On the 1994 /2 to 1995 model year IPR’s a cylindrical disc (A) attached to the end of the IPR forced the incoming oil to the outer edges, filtering it as it passes through the very slight tolerance. l 1995 and above the cap was removed from the IPR and an edge filter is installed in the oil passage to the IPR inlet.

7.3L Diesel Engine Design and Repair March 9, 2000 2-7 LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

High-Pressure Return Oil Control

3 3

1 1

2 2 4 4

7 6 6 5

DER42-A

High-Pressure Return Oil Control

Item Description Item Description 1 Oil Level in Reservoir 5 Check Ball 2 Pump 6 To Sump 3 Pump Outlet to Cylinder Heads 7 Standpipe 4 Injection Control Pressure Regulator (IPR) l The control of the high pressure return oil was made to improve retension of oil in the high-pressure pump reservoir, while the engine is off. l Prior to 1996, a check valve located in the high-pressure pump held back the oil that may drain through the pump and IPR. l As of engine serial number 201681 the control of the return high-pressure oil flow has been changed. l The check valve, located on the injector pump until the 1996 model year, has been eliminated and a standpipe, 1996 model year and above, has been incorporated in the front engine cover and the high-pressure pump reservoir. l Both versions allow the oil to remain in the high-pressure pump reservoir with the engine off.

2-8 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

High-Pressure Pump Mounting Gasket

A A

Old Style Gasket New Style Gasket l The mounting gasket from the high-pressure pump to the front engine cover has changed to seal the standpipe passage at position (A). – An incorrect gasket could cause internal or external oil leakage.

7.3L Diesel Engine Design and Repair March 9, 2000 2-9 LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

High-Pressure Oil Pump

Item Description Item Description 1 Check Valve 3 No Edge Filter or Plug 2 No Check Valve 4 Edge Filter and Plug l Four variations of high-pressure oil pumps exist.

1 – 1994 /2 to serial number 187099 have a check valve but do not have an edge filter.

n The edge filter was part of the injection pressure regulator. – 1995 with serial numbers 187100-201680 have a check valve and the edge filter went integral.

– 1996 starting with serial number 201681 the check valve was eliminated but continued to have an integral edge filter.

– For 19991/2 model year, serial number 869812 and above, the flow rate has increased from 6.8 cc (0.41 cubic inch) per revolution to 7.2 cc (0.44 cubic inch).

1 n The new 1999 /2 model injectors and pumps are not to be used on previous models, and previous model injectors and pumps are not to be used on 19991/2 and later models. l Pumps are not to be serviced, but rebuilt pumps are available as replacement units.

2-10 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

High-Pressure Pump Reservoir

DER16-A Reservoir l The reservoir is now a two-piece design with a removable top cover. – This permits cleaning of the reservoir if necessary during an overhaul procedure. l The fuel filter assembly is removable without the removal of the reservoir. – The two bolts that attach the fuel filter assembly to the reservoir are not open to high-pressure oil.

7.3L Diesel Engine Design and Repair March 9, 2000 2-11 LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

Reservoir Gasket

DER48-A

Reservoir Gasket l A screen cup has been added to the high-pressure oil pump reservoir gasket. – The screen was added May 19th of 1999 (serial number 1039780) to prevent impurities from entering the high-pressure oil pump. l The screen cup is recessed into the high-pressure oil pump supply passage in the front engine cover, so at the same serial number the front cover was redesigned. – The gasket cannot be used on previous model year front engine covers.

2-12 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

MODEL YEAR AND ENGINE SERIAL NUMBER REFERENCE

1999 F-Series Job 1 1 1 1994 /2 Job 1 1996 Job 1 1998 /2 E-Series Engine serial number Engine serial number Engine serial number 0000501 0201608 0661496

1 1995 Job 1 1997 Job 1 1999 /2 F-Series Job 1 Engine serial number Engine serial number Engine serial number 0035651 0375549 0896812

7.3L Diesel Engine Design and Repair March 9, 2000 2-13 LESSON 2: DIESEL ENGINE LOW AND HIGH-PRESSURE OIL SYSTEMS

NOTES

2-14 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

OBJECTIVES l Describe design changes to the cylinder head and related components. l Describe repair procedures for the cylinder head and related components. l Describe design changes to the cooling system.

7.3L Diesel Engine Design and Repair March 9, 2000 3-1 LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

CYLINDER HEAD AND RELATED COMPONENTS

Cylinder Head

DER05-B

Cylinder Head

Measurement Specification Deck to Deck Dimension 129.41-129.67 mm (5.095-5.105 in) Gasket Surface Flatness 0.025 mm (0.001 in) in 2 inches or 0.10 mm (0.004 in) overall l Injectors and glow plugs protrude from the cylinder head surface. l Cylinder head thickness and mating surface flatness is critical on diesel engines due to high heat and high compression. l Measure cylinder head thickness (deck to deck) at four different areas and check flatness using a straightedge and a feeler gauge. – If either measurement is out of specification the cylinder head has to be replaced.

NOTE: Cylinder heads cannot be resurfaced. l The final cylinder head bolt torque specification has been reduced to 142 Nm (95 lb/ft) which allows the bolts to be reused. l Always remove any substance from bolt holes, and do not apply excessive amounts of oil to the threads before installation. – The fluid inside the holes can compress and destroy the threads and or the block.

3-2 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Cylinder Head Gaskets

UP 2

UP 3

DER02-B

Cylinder Head Gaskets

Item Description Item Description 1 Pre-1997 Model Year F-250–450 3 2000 Model Year F-650/750 2 1997 Model Year F-250–450 l The cylinder head gaskets, from the model year 1997 and forward, have individual push rod holes that guide the push rod to the center of the lifter. l The new cylinder head gaskets have the word UP painted on them. l The new cylinder head gaskets may be used on all previous engines, but the pre-1997 gaskets cannot be used on the newly designed engines. l The new cylinder head gaskets having the word UP on them as well as blue stripes running diagonally across the top, are used only on the F-650/750 models.

– This thinner gasket can be used due to the lower rpm operating range of the F-650/750. – The outer corner of the gasket is visible while the engine is assembled.

7.3L Diesel Engine Design and Repair March 9, 2000 3-3 LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Injector Sleeves

DER06-B

Injector Sleeves l The injector sleeves are installed in the lower portion of the injector bore through the coolant jacket. l The injector is then installed into the injector sleeve. l The coolant flowing around the injector sleeve keeps the injector cool. l Compression in the cooling system, or fuel in the coolant are two conditions that may warrant injector sleeve inspection. l If it becomes necessary to replace the injector sleeve, the coolant must be drained first to prevent the coolant from entering the crankcase cylinders. – Diesel fuel and engine oil would have been drained prior to the removal of the injector. – Any excess liquid (fuel, oil, coolant, or water) in the cylinders will cause the engine to hydro-lock when the starter is engaged, and severe engine damage will occur. NOTE: Injector sleeves come installed in service replacement cylinder heads.

3-4 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Injector Sleeve Removal

DER37-C

Injector Sleeve Removal l To remove the injector sleeves: – If removal is being performed with the engine in the vehicle, plug the bottom of the injector sleeve using plug 014-00934-3, to prevent debris from entering the cylinders.

– Thread the sleeve using the tap tool number 014-00934-1 and tap pilot number 014-00934-2. – Install the slide hammer into the tap tool, (still threaded into the injector sleeve), and remove the sleeve from the cylinder head.

7.3L Diesel Engine Design and Repair March 9, 2000 3-5 LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Injector Sleeve Installation

DER38-B Injector Sleeve Installation l To install a new sleeve: – Install the injector sleeve onto the tool number 014-00934-4. – Apply an even amount of Loctite® sealer number, E2F2-19554-B or equivalent, on the upper and the lower surfaces of the sleeve. – Drive the injector sleeve into the injector bore until it bottoms out in the cylinder head.

3-6 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Valves

1 2

DER04-A

Valves

Item Description 1 Intake Valve 2 Exhaust Valve l Intake and exhaust valves have the same diameter heads but different valve seat angles. – The intake valve seat angle is 30 degrees. – The exhaust valve seat angle is 37.5 degrees. l The intake valve can be identified by a dimple in the center of the valve head or the part number stamped on it.

7.3L Diesel Engine Design and Repair March 9, 2000 3-7 LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Valve Recession

0 1 2 3 3 5 4

DER08-C

Valve Recession

Valve Specification Exhaust 1.32-1.63 mm (0.052-0.064 in) Intake 1.17-1.47 mm (0.046-0.058 in) l After all of the valves have been properly installed in the cylinder head, using a depth micrometer, measure valve head recession relative to deck surface. l Valve recession is controlled by grinding the valves, grinding the seats, or replacing the valves. l Valve recession affects the compression ratio by increasing or decreasing the volume at top dead center. l After the cylinder head is reassembled and checked, install the cylinder head on the crankcase, tighten to factory specification, and then install glow plugs and injectors.

3-8 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Rocker Arms

DER01-A

Rocker Arms l All of the rocker arms (intake and exhaust) are the same until unique wear patterns develop during normal engine operation. l Polishing is normal, but excessive visual wear requires replacement. l It is a good practice to keep all of the engine parts in order during disassembly, so that when the engine is reassembled, wear patterns match and parts fit as they did before being disassembled. l Rocker arms are attached to their respective pedestals by means of a spring steel retaining clip (A). – The clips are removed by prying them off the bottom of the pedestals with either your finger or a flat-blade screwdriver.

7.3L Diesel Engine Design and Repair March 9, 2000 3-9 LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Exhaust Manifold Flatness

DER07-A

Exhaust Manifold Flatness l The exhaust manifold should be checked for flatness and leakage. l The exhaust manifold can be machined 0.254 mm (0.010 in) if necessary. l Exhaust heat and flow spin the turbocharger wheels, increasing air intake pressure and volume. Any loss of exhaust decreases the effectiveness of the system.

3-10 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

Coolant Flow

DER22-A

Coolant Flow l With the thermostat closed, coolant is continually circulated through the crankcase, bypassing the radiator. l When the thermostat is opened, coolant enters the water pump through the lower radiator hose, circulates through the crankcase and returns to the radiator through the upper radiator hose. l The 1996 and later thermostats are longer and open at 89°C (192°F) as opposed to 96°C (205°F) in the past. l The 1997 model year, starting with serial number 463072 water pump has a reservoir at the seep hole to collect the seepage that accumulates during cranking, and allows it to evaporate.

NOTE: If a water pump does not drip it is OK. l Post-January 1998 water pump pulleys are smaller in diameter to adjust the speed of the water pump.

7.3L Diesel Engine Design and Repair March 9, 2000 3-11 LESSON 3: CYLINDER HEAD AND RELATED COMPONENTS

NOTES

3-12 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 4: DIAGNOSIS

OBJECTIVES l Describe turbocharger diagnosis. l Describe camshaft endplay procedure. l Describe engine damage as a result of water ingestion.

7.3L Diesel Engine Design and Repair March 9, 2000 4-1 LESSON 4: DIAGNOSIS

DIAGNOSIS

Turbocharger

DER40-C

Inspections l Before disassembly you should always have a plan. l It is always best to start any diagnostic procedure with a visual scan of the area in question. – Verify the intake system is not restricted and has no leaks. – Verify that the green waste gate hose is not restricted. – Verify that the manifold absolute pressure hose is not open, plugged or pinched.

NOTE: There is a .032 in orifice (A) in the nipple (attached to the charge air cooler) that the wastegate control actuator pressure-supply hose connects to. Early designs were glued into the nipple and have been found to be restricted by the glue, or missing.

4-2 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 4: DIAGNOSIS

l Perform a turbocharger boost test whenever performance concerns exists. – With a proper scan tool, monitor manifold gauge pressure while driving under a full load condition at 2,500-3,000 rpm.

– Reading should be above minimum specification. l Turbocharger wheels must be able to spin freely, and not make contact with the turbocharger housing. l If turbocharger concerns exist or dusted cylinders have been discovered during disassembly, air filtration system inspections should be conducted. l Airborne particles ingested by the engine are another big concern for the diesel engine. l Dirt particles slipping past the air filter can cause severe damage to high-speed turbocharger compressor wheel as well as wearing (dusting) the cylinder walls. – Filters, clamps, and seals that direct incoming air to the engine must be inspected regularly to prevent engine damage.

– A slight amount of oil in the intake passage is normal due to the closed crankcase design.

7.3L Diesel Engine Design and Repair March 9, 2000 4-3 LESSON 4: DIAGNOSIS

Camshaft Endplay Check

DER052-A

Endplay Setup l Camshaft endplay and cam gear run-out are both critical because excessive endplay or run-out could result in camshaft sensor failure. l To measure camshaft endplay without removing the front engine cover: – Remove the glow plugs from all of the cylinders. – Rotate the engine in reverse engine rotation at least 10 complete crankshaft revolutions.

n By turning the engine in reverse engine rotation, the helical gears for the crankshaft and camshaft will force the camshaft forward to the front of the engine. – Using a depth micrometer, take a measurement to the cam gear through the camshaft position sensor hole. – After making this measurement, the engine should be turned in forward engine rotation for 10 complete turns; this will push the camshaft to the rear of the engine.

4-4 March 9, 2000 7.3L Diesel Engine Design and Repair LESSON 4: DIAGNOSIS

– Take the measurement again through the camshaft position sensor hole in the front cover.

n Due to the possibility of cam gear run-out, both readings should be taken with the cam gear in the same position.

– Subtract the second measurement from the first measurement and we now have the camshaft endplay for that engine. NOTE: The engine must be turned in reverse engine rotation at least 10 complete crankshaft revolutions to get the camshaft to go forward. If this is not done the reading will not be accurate and the test will not be conclusive. l If the measurement is above specification 0.05-0.20 mm (0.002-0.008 in) the camshaft, gear, or the thrust plate will need replacement. l With the same setup described above, measure the camshaft gear run out through the camshaft position sensor hole.

7.3L Diesel Engine Design and Repair March 9, 2000 4-5 LESSON 4: DIAGNOSIS

Water Damage

DER41-B

Water Damage l Looking for loose or broken parts, water saturated filters, or signs of tampering can sometimes lead a technician in the right direction. l Water ingestion, even if minimal, can cause major engine damage. – On 7.3L DIT engines with a factory installed Charged Air Cooler (CAC) the No. 4 connecting rod typically bends.

– On 7.3L DIT engines without a factory installed CAC the No. 5 connecting rod typically bends. l With compression ratings at 17.5:1 for the F-250–550 models and 17.7:1 for the F-650/750 models there is no room for foreign materials entering the cylinders. l The piston height above the crankcase deck should be between 0.610-0.889 mm (0.024-0.035 in) at Top Dead Center (TDC). – Measure over the wrist pin to eliminate piston rock in the bore. – This measurement is used to find bent connecting rods.

4-6 March 9, 2000 7.3L Diesel Engine Design and Repair FCSDFCSD Technical Training Questions/Comments/Suggestions FAX Form

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