Hypertech Power Programmer 2. It can also customize a variety of engine computer settings ranging from automatic gear shifting to cooling fan temperature triggers. Hardware The Power Programmer 2. It uses a monochrome LCD screen to display information and five menu selection buttons to navigate the software.

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This is accomplished using more sophisticated electronics, cooled exhaust gas recirculation, catalytic converter, four valves per cylinder and an elecrtonic variable geometery turbocharger. Maximum engine speed is RPM.

The 6. The main part of the block contains the cylinders and upper main bearings. The lower part, called the bedplate, is one piece that contains all of the lower main bearings. Below the bedplate is the aluminum upper oil pan assembly, which acts as a windage tray baffle and contains a passage to supply oil from the pickup tube to the lube oil pump--no more long pickup tube to leak and suck in air.

The lower oil pan is the sump and bolts to the upper oil pan. The engine oil cooler is intergrated with the oil filter base and is now in the valley of the block instead of being bolted to the side.

In order to have four valves per cylinder in the heads with an in-block camshaft, it was necessary to have one rocker arm actuate two valves. To do this, a bridge is installed between each set of two companion valves.

This reduces the available room under the valve cover, and required having a rocker carrier bolted on top of the head. The rocker carrier is aluminum, and has passages drilled through from the outside to for the glow plug and injector harnesses.

The valve cover gaskets no longer contain circuits for the injectors and glow plugs. Like the 7. But on the 6. This positions the high pressure oil pump for the injectors at the rear of the engine, under the turbocharger. What would normally be a timing cover on the front of the engine only houses the water and lube oil pumps.

On the 7. On the 6. This reduces the noise of the injectors actuating. The PCM computer would then send commands to the Injector Driver Module for which injector to actuate and for how long.

The high pressure oil system on the 6. The HP oil pump reservoir in built into the block and the HP oil lines route inside the valley under the pump cover to the heads. The injectors are no longer supplied oil through passages inside the heads. They now have a rail on top of the injectors under the valve cover. These two designs prevent both external HP oil leaks and leakage between the HP oil and fuel passages.

Unfortunately, it also means the turbocharger and intake manifold need to be removed to access the HP oil pump. Due to the limited space under the valve covers, the glow plugs needed to be moved outboard of the valve sets.

This arrangement allows the glow plugs to be removed through the holes through which the the harness connectors pass without having to remove the valve cover. It also means the glow plugs have to pass through the water jacket, so they now have sleeves similar to those on the injectors. The glow plugs are actuated by the same Glow Plug Control Module found on the and up California 7.

The most significant change to the PowerStroke in terms of performance is the variable geometry turbocharger VGT. A valve on the turbo directs oil flow to vanes inside the turbine housing. The vanes adjust the width of the passages through which the exhaust gases pass into the turbine housing.

By changing the passage widths the velocity of the gases increase or decrease. The smaller the passage, the higher the velocity and backpressure. On cold engine start-up the computer closes the vanes to increase backpressure and help the engine warm up, like the EBP valve was used on the 7. At low engine speeds the vanes are narrow to allow for better acceleration and less lag. As engine speed increases under acceleration the vanes are opened to reduce backpressure while maintaining sufficient boost--up to 25 PSI--to meet the load demand on the engine.

This is similar to the function of a wategate. The computer monitors the volume of air entering the turbo through a mass air flow sensor, boost pressure in the manifold with a manifold absolute pressure sensor, as well as intake air and manifold air temperatures and exhaust backpressure to determine how to adjust the turbine vanes.

The EGR valve introduces exhaust gases into the intake manifold at cruising speeds to lower the combustion temperatures, which reduces oxides of nitrogen NOx emisions. Exhaust gases pass through a cooler to reduce their temperature before reaching the EGR valve. The only way the exhaust gases can flow into the intake is if the exhaust backpressure is higher than intake manifold pressure, so the computer adjusts the VGT to provide the necessary backpressure when EGR flow is needed.

The The fan has a viscus clutch similar to older models, but instead of being locked up by a thermostatic spiring, it has an electronic actuator controlled by the PCM based on ambient air, coolant and ATF temperature and fan speed. Engine Service: The 6.

Loosening the oil filter lid opens a valve that allows the oil to drain from the filter housing back into the pan. The oil filter replacement procedure is similar to replacing a cartidge fuel filter.

The oil filter lid is loosened a couple of turns use a 36mm socket or 3. Remove the oil drain plug and let the crankcase drain. Once the oil draining from the pan slows down, fully unscrew the oil filter lid and remove the filter with the lid.

The filter element snaps onto the lid, and the lid is reusable. Remove the old element from the lid, install the new element and o-ring, lube the o-ring and reinstall the assembly into the housing. Reinstall the drain plug and refill the engine with 15 quarts of oil.

Due to the cooler EGR system, a new oil requirement has been developed. SAE 10W is the preferred weight between to 30 degrees. All temperatures are in Fahrenheit To provide better air volume into the engine, the 6.

This is a new filter design comprised of parallel rows of triangular cells. Alternating rows are sealed at the fresh air or the engine end of the cell. Air enters an open cell at the fresh air side, but has to pass through the media to an adjacent cell to go on to the engine. The air cleaner housing and element are one piece. To remove the air filter from the vehicle, I have found it is easiest to remove the two screws securing the coolant expansion bottle to the cowl so there is enough room to disconnect the mass air flow sensor assembly from the air cleaner.

There are two spring latches at the top and two tabs at the bottom. Once the MAF sensor is out of the way, disconnect the air inlet from the air filter--again, two latches and two tabs; and remove the air filter from the engine compartment. Info on the PowerCore air filter can be viewed at Donaldson. The fuel pump on the 6. The water separator is drained by loosening a plug on the side of the assembly with a 6mm allen wrench.

The secondary fuel filter is on the pressure regulator next to the oil filter housing. The primary filter traps particulates down to 10 microns; the secondary down to 4 microns. Both filter elements are replaced at the same time. Trucks with the 6. Do not use "universal" products that claim to be replacement for any color antifreeze. The service life on the Premium Gold coolant is five years or , miles on the initial factory fill. To maintain the , service life, only use distilled or demineralized water to dilute the Gold coolant.

The cooling system must be completely full and purge of air to prevent EGR cooler damage. Ford does not recommend using propylene glycol-based coolants in any of their vehicles. Basically, the gear ratio for first gear was lowered from 2. To get second gear the overdrive clutch is engaged to give a ratio of 2.

Third gear is now the same ratio as the old second gear, 1. The TorqShift is advertised as being a 5 speed automatic, when actually it has six forward speeds. On cold engine operation below 0 degrees the overdrive clutch is engaged in third gear for a ratio of 1. The transmission will shift directly to sixth from fourth and fifth is skipped. On a warm engine the shift pattern would be 1st, 2nd, 3rd, 5th direct drive , 6th.

Shift performance has been improved through completely redesigning the control valve bodies. This would give you soft, slipping shifts on light acceleration and harsh shifts on hard acceleration. There were two shift solenoids that would divert fluid flow to various shuttle valves to engage the clutches and band for each gear.

There were also solenoids to control torque converter clutch and coast clutch operation. The problem with this design was having to time the disengagement and application of each apply component so as to not have too long of a lag between gears, or even worse, two gears applied at one time. There was also limited feedback to the computer as far as whether the components were operating as commanded, other than electrical faults.

The computer could see if there was no RPM change at the shift points and set a code, but it could not determine if the problem was hydraulic or mechanical in nature.

On the TorqShift there are pressure control solenoids that directly control each hydraulic apply component with no shuttle valves. There is also pressure sensors to provide feedback so the computer knows whether it needs to increase current to a specifc solenoid to get the necessary hydraulic pressure, making each solenoid its own EPC. Since the computer is directly controlling and monitoring the hydraulic flow and pressure to each component, there are no lags between shifts and each shift is very positive without feeling harsh.

Unlike previous transmission models, this does not deactivate overdrive and immediately turn on the coast clutch. You still have all five active gears. When activated, upshifts will occure at a higher road speed for a given accelerator position for better acceleration. Also, when releasing the accelerator on an upgrade, upshifting is delayed to prevent shift hunting. The torque converter clutch will lock up at a lower vehicle speed for a given accelerator pedal position to provide improved transmission cooling.


6.0L Power Stroke Problems

Shashicage Enter the e-mail address of powerstrike recipient Add your own personal message: I would also appreciate notification if any unauthorized use is discovered. PowerStroke Page has service infomation for the 7. I would, however, appreciate acknowledgment for my work if it is posted to a forum or reproduced on bkble website or powwerstroke print. What do you think of my site? With these pages I hope to be able to provide help and service tips for diesel owners as well as other technicians.


6.0 PowerStroke Page

Voodoomi The posting of advertisements, profanity, or personal attacks is prohibited. This app shares vital technical information for the International 6. PowerStroke Page has service infomation for the 7. I would, however, appreciate acknowledgment for my work if it is posted to a forum or reproduced on any website or in print. Login or create an account to post a review. Sexually explicit or offensive language. PowerStroke Horsepower and Torque graphs.

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