If you own a 6.0 Powerstroke then you’ve probably had the water-in-fuel light come on and many people have learned to live with the light being on all the time. The problem with this is obviously you won’t know when you actually HAVE water in your fuel. Fuel injectors for the 6.0 are around $265 ea. so allowing water to damage them can cost you more than the fix we’re gonna go over today. The water-in-fuel (WIF) sensor on the 6.0 is located in the fuel pump on the driver’s side frame rail. The fuel filter separates the water and channels it down to the drain plug where it can be drained periodically. Unfortunately most people do not drain the water frequently enough so the water coagulates and creates a mucus-like substance that sticks to the sensor. The sensor can be seen in the pic in the lower left corner.
Most of the time when customers bring this issue to us it is already beyond the point of just draining the housing. We repair this issue by removing the fuel pump from the vehicle. We then remove the filter and this cover that houses the sensor and fuel lines. The pan below is a good example of the amount of crud that normally comes out of a filter housing when the WIF light has been on for an extended amount of time.
The pic below is the filter housing with the filter removed. After removing the fuel pump cover (manifold) you can flush these contaminants out with some cleaner and maintain a clean housing.
After removing these components we flush the housing out with cleaner and install a new manifold gasket, fuel filter, and WIF sensor. This ensures a long-lasting repair that will allow you to keep an eye on your fuel quality and make sure to keep your injectors healthy. Thanks guys.
The 6.0 Powerstroke has a tendency to develop electrical issues as it gets more miles on it. The engine wiring harness on the 6.0 has many push-type retainers that keep the wiring harness routed in a specific fit unlike the Duramax which has bolt on clips on the harness. The problem with the 6.0 harness is that many technicians do not bother to connect the wiring harness retainers so the harness sits on top of the intake manifold and can potentially rub through on an intake manifold bolt or stud.
This particular 6.0 Powerstroke experienced just that. It was towed in as a no-start and the customer told me he had parked the truck and went back to crank it and it just turned over but would not start. The most cause of this issue in a 2005-2007 is a possible high pressure oil leak. After connecting the scanner we verified that the high pressure oil pump was putting out correct pressure (550 psi+) to crank but we noticed that there were 2 codes stored in memory. P2614 and P2617 are camshaft and crankshaft position sensor circuit codes. To an inexperienced technician, the repair would possibly involve replacing the cam or crank sensors but in my experiences I’ve only changed 1 cam sensor and 0 crank sensors. They just never go bad. I have however had several trucks with damaged wiring harnesses that would cause a loss of cam and crank signals. The easiest way to test for a wiring harness short is to take a piece of wood and push on the harness on top of the engine near the turbo and near the FICM (fuel injector control module). We wiggled the wires around near the FICM and the truck started right up. As I would massage the harness the truck would randomly stall and surge. I decided to get a better look at the harness and after unplugging it from the FICM we found this. You can see the red and yellow wires rubbed through to the metal wiring. This was intermittently shorting to the intake manifold bolt and causing a stall.
Got an intermittent no start hot or cold?? Check your injector and engine wiring harnesses. Thanks. AJ
Powerstroke 7.3l and 6.0l engines use a high pressure oil system to fire the fuel injectors. This system uses engine oil under high pressure combined with voltage from the injector module in order to push the fuel (45-65 psi) out the tip of the injector. This system works great when it has no leaks and allowed for the earlier Powerstrokes to achieve higher injection pressures to atomize the fuel and burn cleaner. The problem with the high pressure oil system stems from it’s tendency to develop leaks and also the fact that the engine can not run without base oil pressure (which can be a benefit being you can never run the engine with no oil). The truck I’m gonna talk about today is a 1997 F-250 that was towed to our shop after a previous shop had built the engine but could not get it running.
When we first started looking at this truck we connected the scanner so we could verify how much injection pressure the ECM was seeing. One thing we noticed immediately was that we had 0 psi of injection control pressure. This is important to note because most systems even with a major leak or failed IPR valve with build SOME injection pressure. Normally if you don’t see any ICP (Injection control pressure) there is a low pressure oil problem. We verified this by checking for oil in the high pressure oil pump reservoir. In the picture before I got off a Ford forum you can see the allen-head plug that you remove and then stick a screwdriver in the hole and oil should be filling it up to around 1/2 inch from the top. On this truck it was completely empty.
After seeing the reservoir empty, we cranked on the engine for a few minutes and no oil ever came into the reservoir. This indicated that the low pressure oil pump was not functioning. We decided we needed to tear down the front of the engine to check out the pump.
The LPOP (low pressure oil pump) on a 7.3l Powerstroke sits on the crankshaft behind the harmonic balancer. As the crankshaft turns, the gears turn within themselves and this motion creates a film of oil that then picks up from the oil pump and is distributed throughout the engine. This film of oil that creates suction and pressure is very crucial to the operation of the oil pump.
On the 7.3 Powerstroke this oil pump CAN be installed incorrectly which is what I was thinking when they had just rebuilt the engine and installed a new pump. After removing the oil pump we did in fact verify that it was installed backwards. In the picture above you will note the word damper. This word should face toward the damper or the harmonic balancer and they had installed it facing toward the engine.
When the pump is installed backwards on this engine it “eats” a groove in the timing cover that makes it impossible to build up oil pressure again. In the below picture you will see a sizeable groove worn in the front cover. This kind of damage is irreparable.
To fix this costly mistake we had to replace the front timing cover and oil pump.
If you have a Powerstroke that is having trouble building oil pressure the LPOP is a good place to start and if you have any questions call me at 706-677-0060. Thanks, AJ
Isuzu trucks are some of the most versatile diesels on the road. They are used commonly in landscaping companies, tow companies, and aftermarket parts suppliers. When running correctly, the Isuzu truck can carry a large load and gets much better fuel economy than the bigger diesels out there. 441 Diesel has recently invested in the IDSS diagnostic software from Isuzu. This allows us to have the capability to program ECMs, perform diagnostics tests, and adjust vehicle top speed without having to send trucks out to Isuzu dealers. If you have any questions for us about our Isuzu capabilities call us at 706-677-0060.