6.

7 POWER STROKE DIESEL

DIAGNOSTICS MANUAL

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6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL

 PREFACE

Technicians can use this manual for a stand-alone training program or accompaniment to an
instructor-led video. Check out the video and other training resources available from us at
AVIonDemand, or The Group Training Academy.

This program is a must for anyone servicing the Ford 6.7 liter diesel engine. A condition that
is commonly overlooked is the quality and condition of the diesel fuel itself. Is a diesel fuel
concern causing repeat comebacks to your shop?

This program is broken down into seven chapters that cover everything from proper diesel
fuel testing and diagnostics, to the exhaust after-treatment and it’s components, to base
engine diagnostics, engine disassembly pertinent scan tool data, and even intermittent
failures and their fixes.

The class will educate you on validating fuel conditions, before checking on all aspects of the
fuel delivery system, reviewing concerns on lift pumps, gear pumps, and high-pressure
pumps.

Your shop can perform these tests and procedures at a very reasonable cost. Save yourself a
lot of time, and your customers a lot of money by accurately diagnosing and fixing it right the
first and every time.
 6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
TABLE OF CONTENTS
CHAPTER 1
CHAPTER ONE OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . .1-2
DAMAGED FUEL SYSTEM COMPONENTS . . . . . . . . . . . . . .1-3
FUEL TESTING STEPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-4
DIESEL FUEL TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5
CETANE VALUES, BIODIESEL & DEF . . . . . . . . . . . . . . . . . .1-10
FUEL CONTAMINATION TIP CHART . . . . . . . . . . . . . . . . . . .1-15
CHAPTER 2
CHAPTER TWO OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . .2-1
6.7L POWERSTROKE FUEL SYSTEM . . . . . . . . . . . . . . . . . . .2-1
6.7L POWERSTROKE FUEL FILTER ASSEMBLY . . . . . . . . . .2.4
6.7L POWERSTROKE NEW STYLE FUEL FILTER . . . . . . . . .2-5
6.7L IN-TANK FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.6
RETURN LINE COLLAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.7
6.7L POWERSTROKE FUEL RAIL - TECH TIP . . . . . . . . . . . .2.8
2020 NEW DESIGN 6.7L POWERSTROKE - MITYVAC
FUEL TESTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.9
ASPHALTENES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-11
TEST FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-12
FUEL LINE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-13
CHAPTER 3
CHAPTER THREE OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . .3-1
PASSIVE ANTI-THEFT SYSTEM (PATS) . . . . . . . . . . . . . . . . .3-1
LOW PRESSURE SIDE PRESSURE SWITCH . . . . . . . . . . . . .3-2
CAUSES OF AN ENGINE CRANKING BUT
NO-START CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3
LOW PRESSURE SIDE FUEL PRESSURE TESTING . . . . . . .3-6
LOW PRESSURE SIDE FUEL INJECTOR
RETURN QUANTITY TEST . . . . . . . . . . . . . . . . . . . . . . . . . .3-7
LOW PRESSURE SIDE FUEL PRESSURE
TO FUEL FILTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-9
FORD 6.7L POWERSTROKE FUEL SYSTEM BASICS . . . . .3-10
2011 6.7L POWERSTROKE HANDS ON ELECTRONICS . . .3-11
2011 6.7L POWERSTROKE SCAN TOOL
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-13
BONUS - FORD POWERSTROKE 6.7L TIPS:
OIL TYPES AND FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . .3-14
CHAPTER 4
CHAPTER FOUR OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . .4-1
THE SCR AND DPF SYSTEMS
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . .4-1
EXHAUST GAS TEMPERATURE (EGT) SENSORS . . . . . . . .4-3
DIESEL OXIDATION CATALYST (DOC) . . . . . . . . . . . . . . . . . .4-4
CHASSIS CAB SCR AND DPF SYSTEM . . . . . . . . . . . . . . . . .4-4
DPF CORE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-5
USING A BORESCOPE TO DIAGNOSE
DPF FACE PLUGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-6
UREA AS DIESEL EXHAUST FLUID (DEF) . . . . . . . . . . . . . . .4-7
DEF INJECTOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . .4-10
1-1
Chapter 1
DEF INJECTOR DIAGNOSTICS - HERITAGE PINPOINT
TEST SAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10
DEF LEVEL AND HEATER ASSEMBLY . . . . . . . . . . . . . . . . .4-15
DEF PUMP ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-16
DEF HEATERS A & B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-18
NEW STYLE REDUCTANT SYSTEM . . . . . . . . . . . . . . . . . . . .4-19
DTC P207F - REDUCTANT QUALITY . . . . . . . . . . . . . . . . . . .4-21
NITROGEN OXIDES (NOX) SENSORS . . . . . . . . . . . . . . . . . .4-22
REDUCTANT TEMPERATURE SENSOR . . . . . . . . . . . . . . . .4-23
CHAPTER 5
CHAPTER FIVE OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . .5-1
INTERMITTENT FAILURES - BEST AND WORST FIX . . . . . .5-1
INJECTOR LEARNED OFFSET . . . . . . . . . . . . . . . . . . . . . . . .5-3
INJECTOR IQA CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4
MODE 06 MISFIRE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-5
USE OF A BORESCOPE FOR
BASE ENGINE DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . .5-6
THE UPPER OIL PAN AND WINDAGE TRAY . . . . . . . . . . . . .5-7
THE LOWER OIL PAN AND SCREEN ASSEMBLY . . . . . . . . .5-8
ENGINE FRONT COVER AND ENGINE TIMING . . . . . . . . . .5-9
HIGH PRESSURE INJECTION PUMP AND
FUEL VOLUME CONTROL VALVE . . . . . . . . . . . . . . . . . . .5-10
WHAT HAPPENED TO THIS ENGINE . . . . . . . . . . . . . . . . . . .5-11
CYLINDER HEAD REMOVAL, INSPECTION
AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-13
EXHAUST MANIFOLD REMOVAL
AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-16
TURBOCHARGER INSTALLATION . . . . . . . . . . . . . . . . . . . . .5-17
VALVE COVER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .5-18
LOWER INTAKE INSTALLATION . . . . . . . . . . . . . . . . . . . . . .5-18
UPPER INTAKE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . .5-19
SCAN TOOL RELEARN PROCEDURES . . . . . . . . . . . . . . . . .5-20
CHAPTER 6
CHAPTER SIX CONTAINS TSBS RELATED TO THE FUEL
SYSTEM AND DRIVEABILITY ISSUES. SEE CHAPTER FOR
INDEX OF TSBS
CHAPTER 7
REFERENCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
PATS TIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
VIN INFORMATION AND FIRING ORDER . . . . . . . . . . . . . . . .7-1
BASIC FUEL PRESSURES AND INFORMATION . . . . . . . . . .7-2
TYPICAL OIL LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
COOLANT SYSTEM ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
NO START CONDITION TIPS . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
NO START CONDITION TIPS . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
OTHER STUFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1
CHAPTER ONE OBJECTIVES
This class, “What You Need to Know About Diesel
Fuels,” is a must-attend for anyone servicing diesel
fuel systems. Is a diesel fuel concern causing repeat
comebacks to your shop?
This course will cover proper diesel fuel testing and
diagnostics your shop can perform at a very
reasonable cost. Presented by ASE Master Technician
Tom Rayk, the class will educate on validating fuel
conditions before checking all aspects of the fuel
delivery system, reviewing concerns on lift pumps,
gear pumps, and high-pressure pumps.
We will cover and show examples of medium-duty
through class 8 trucks. Diesel up and join us for this
first in a series of heavy-duty diesel driveability
classes.
Objectives;
* Discuss performing a proper specific gravity fuel
test.
* Practice a water in fuel test.
* Summarize specific gravity charts.
* Explain Cetane values.
* Describe effective DEF testing.
Ask yourself these questions; Have you ever heard of
a technician or repair shop replacing diesel injectors
every month? Have you heard of any customers
returning to shops repeatedly for misfires, MIL, or
driveability problems where the diesel injectors have
repeatedly been replaced?
The most common answer to all of these conditions is
the quality of the fuel in the vehicle. This is why it is
recommended that the fuel quality be inspected every
time you have a diesel truck or car that enters your
shop with the MIL illuminated and/or a driveability
problem.
In short, any diesel vehicle that has a problem or
concern that involves the fuel or any component of the
fuel system should be tested for the correct fuel and
quality. Why? Testing the fuel will ensure that once the
vehicle has been diagnosed, repaired and the repair
verified, the vehicle will not COME BACK.
In this course we will be focusing on the following
objectives;
1-2
Techniques to reduce comebacks.
Just like catalytic converters, injectors do not commit
suicide, they are murdered. If the fuel is killing the fuel
injectors, pump or any other fuel related component,
you may have a serial killer on your hands.
The fuel injector that is supplying fuel to the misfiring
cylinder may not be the problem. It may be the fuel
and we need a clear diagnostic path when testing the
fuel.
Specific gravity fuel testing.
How do we know the customer has put the correct fuel
in the tank? Maybe someone mistakenly added
gasoline to the tank.
Water in fuel testing.
There could be water in the fuel. Diesel fuel is not only
a fuel that will ignite in a combustion chamber but it is
also a great lubricant. How well do you think diesel
fuel contaminated with water will lubricate the engine?
Not too well that is for sure.
What causes Asphaltenes.
Asphaltenes are formed when diesel fuel is heated
under high pressure as it passes through today’s high
pressure fuel injection systems. These systems
operate at about 30,000 PSI which is approximately
six times the pressure of the previous conventional
fuel injection systems.
The drastic increase in pressure combined with
temperatures that can easily exceed 200 degrees act
to actually cook the fuel and can create asphaltenes –
small pieces of tar about 2 microns in size.
These asphaltenes turn the fuel a dark brown color
and can congregate and clog your fuel filters. They
also can make up a significant part of the dark sludge
that you see in many fuel storage tanks. The solids
form a layer of tacky, gummy slime that grows over
time and eventually must be removed.
It is worth noting that many of us can initially mistake
asphaltenes for “algae” or microbial growth that can
also clog our fuel filters. Not until we have already
treated the fuel with an EPA registered biocide
unsuccessfully is it apparent that the problem is not
what we thought but is instead asphaltenes.
 6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1

CHAPTER ONE OBJECTIVES

DEF testing.
Testing the Diesel Exhaust Fluid (DEF), is critical
especially if you have an SCR problem. Usually stored
near the fuel tank, it only takes a few extra minutes to
make sure you are not chasing your tail.
These components can fail due to poor fuel quality
and/or contamination, and all of them are very
expensive to repair or replace. For this reason, we test
the fuel and get it out of the system if it fails the
diagnostic process.

What type of problems will we see caused by poor fuel Symptoms of fuel contamination;
quality or fuel contamination? The answer is many. * The engine will crank but will not start.
Components that could be damaged by poor quality or * The engine will not crank.
contaminated fuel include; * The engine will start, but the cranking duration is
* Low-pressure fuel pump. long.
* Fuel filters and strainers. * Engine misfires.
* High-pressure fuel pump. * Knocking from the engine.
* Fuel rails. * Excessive smoke from the exhaust system.
* Injectors. * Multiple assorted DTCs.
* Pressure control valves. * Multiple failures of injection components.
* Fuel coolers.
* Fuel pressure sensors or switches.
* Lines including return lines.

DAMAGED FUEL SYSTEM COMPONENTS

When discussing damage to diesel fuel components, and keep in mind the system has to be replaced or
we could be discussing everything from Powerstroke cleaned to like-new standards. Or it will be a
diesel engines, Cummins, Duramax, Medium/Heavy comeback.
duty applications, boats, forklifts, tractors, etc. The list
is almost endless. One of the things all of these share
in common is the damage that can happen to fuel
system components caused by bad fuel.

Ford Powerstroke High pressure fuel pump

rollers. Courtesy Ford Motor Company.
Pictured above are high pressure fuel pump rollers
Ford Powerstroke PCV. Courtesy Ford Motor damaged due to poor fuel lubrication. What other parts
Company. could be damaged?
If you suspect water is the cause, inspect a
component in the fuel system that restricts the flow of
fuel. Water will cause damage to these parts first.
Water ruins many fuel system parts. Keep in mind this
is not the manufacturer’s fault. This PCV, pictured
above, needs to be replaced with a new OEM unit,

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6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1
DAMAGED FUEL SYSTEM COMPONENTS
Damaged piston from a diesel engine. Bad fuel
caused a no start problem.
Diesel fuel is responsible for three things in a diesel-
powered engine. First, it is responsible for running the
engine. The engine needs enough clean, high-quality
fuel to ignite in the combustion chamber, creating
enough power for the engine to run. Secondly, diesel
fuel is responsible for lubricating all parts and
components in the vehicle's fuel system. The last thing
diesel fuel does is remove heat from these
components.
Pictured above, you can see two images. The image
on the left is a piston removed from a diesel engine on
an airport tug. As you can see, the rings are gone, and
the piston is destroyed. Pictured right is the same
piston viewed from the top. The missing rings are now
embedded into the top of the piston. How did this
happen? The root cause is poor fuel. Poor fuel caused
a no-start condition. A technician decided to use a
FUEL TESTING STEPS
2017 6.7 Primary fuel filter water drain.
1-4
Piston rings embedded into top of piston.
large amount of starting fluid sprayed into the intake to
try and get the engine to start. The result was what
you see here.
Was the damage due to a faulty piston? No. The root
cause was poor fuel and the technician not checking
the status of the fuel before checking anything else.
Hopefully, this demonstrates how important it is to
check the fuel quality of the engine you are working
on. If you plug a scan tool in, check the fuel quality. If
you check for a driveability problem, check the fuel
quality. Also, remember this service is not free. Do not
be embarrassed to charge for checking the fuel quality.
If you went to the doctor because you “thought” you
had broken your arm, but the x-ray showed your arm
was fine, would the hospital give you the x-ray for
free? Of course not.
The best place is to get the fuel sample at the truck's
water drain. A high-quality primary fuel filter should
stop most water and contamination. This should be a
place to get a critical sample. Even a high-quality filter,
if exposed to various contaminants and compounds
and service intervals, may allow some damaging
system items to pass like DEF fluid.
Pictured left is the primary fuel filter water drain on a
2017 Ford Truck equipped with a Powerstroke engine.
Sample fuel here. Clean this area avoid dirt in your
sample.
 6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
FUEL TESTING STEPS
Pictured right is a test kit from Fuel Pro. This kit
checks diesel fuel, gas, and DEF fluid. It comes in a
nice kit format that is easy to grab and do a fuel test.
DIESEL FUEL TESTING
Once you have taken a sample, you are ready to test
the fuel for API/Specific Gravity and contamination.
First, we can test for the specific gravity of the fuel.
Keep in mind that there is not one diesel fuel that will
work year-round for all climates. As you can see in the
illustration above, there are three types of diesel fuel
noted along with their estimated API and specific
gravities.
If the temperature is really cold in your area, you will
want to use a type 1 diesel fuel. Use of type 1 diesel
fuels will avoid gelling and aid in easier starting in cold
weather. Fuel economy and power will suffer, but the
vehicle will start reliably.
In most areas, during the winter, you will find the
winter blend diesel fuel. The winter blend will give not
only good starting capability but also decent fuel
mileage and power.
1-5
Chapter 1
Fuel Pro Test Kit.
Type 2 diesel fuel should not be used in colder
climates as gelling is quite common. In warmer
climates, this diesel fuel will give a great performance
as well as fuel mileage.
As you can see in the chart, there are two standards
of gravity. There is the American Petroleum Industry
(API) and the specific gravity. Both can be measured
with a hydrometer. Just make sure the hydrometer you
buy or use is calibrated for the purpose you are using
it for.
The lower the number, the better the fuel economy
and power. If the fuel does not test in this range, it is
not diesel fuel. Real-life great numbers in summer
would be 32 to 35. Winter blend 35 to 38. Type 1
diesel no higher than 42.
6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1

DIESEL FUEL TESTING

Pictured above, you can see we have a sample of When we compare this reading to the chart on the
diesel fuel in a graduated cylinder. When we place the previous page, we can see that the diesel fuel we
hydrometer in the cylinder, we get a reading of tested falls in the middle of the Winter Blend range.
approximately 36.

Now that we have a good specific gravity, we need to
test for contamination. To test for contamination, we
will use Diesel Fuel Test Fluid. If the diesel fuel is not
contaminated, this fluid will stay separated in small
drops as added to the sample.
It will sink to the bottom of the cylinder and stay
separated from the fluid. As you can see in the
illustration above, the drops stay separated, indicating
the diesel fuel is not contaminated.

1-6
 6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1

DIESEL FUEL TESTING

To illustrate what contaminated diesel fuel looks like
when tested in the graduated cylinder, the instructor
has added Urea to the fuel.
As you can see in the illustration above, the diesel test
fluid has now gone into the solution at the bottom of
the cylinder. When the fluid goes into the solution, this
is an indication the fuel is contaminated.
Here is what we found out with these two very quick
tests. We found out the diesel fuel we were testing had
a specific gravity of 36, which falls in the middle of the
winter blend scale. The fuel appearance is clear and
not cloudy. We tested the fuel using an eyedropper
filled with diesel fuel test fluid. As the fluid was added
to the fuel, it remained separated, indicating no
contamination with the sample tested. In short, the fuel
is in good condition and can be used in a diesel
engine without too much worry of a driveability
problem or damage to fuel system components.

Our next sample is actually from a truck with a
driveability problem and had several fuel system-
related parts replaced. At first glance, we can see the
fluid is cloudy.
Cloudy fuel could indicate contamination. When we
add the diesel fuel testing fluid, you can see in the
illustration above the fluid remains separated and does
not go into solution, indicating the fuel sample is not
contaminated.

1-7
6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1

DIESEL FUEL TESTING

We test the specific gravity in the same way as we
tested the earlier sample. We can see in the
illustration above the specific gravity is at 38,
indicating the fuel is at the upper end of the winter
blend scale.
So far, both tests have indicated that even though the
fuel is cloudy, there is no problem with contamination
or specific gravity.
However, as the sample sits for a while, the diesel test
fluid begins to mix and go into solution with the diesel
fuel. This does indicate a problem with contamination.
The true problem with this vehicle stemmed from a
domestic dispute where one individual poured solvent
into the fuel tank of another individual's vehicle. The
result was several replaced injectors and a replaced
high-pressure pump.

1-8
 6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1

DIESEL FUEL TESTING

Our final sample for this chapter is an actual sample
from a truck with a no-start condition. When we drop
the hydrometer into the sample, you can see the
hydrometer drops to the bottom. The closest we can
tell, the reading is around 60. This reading falls outside
of the diesel fuel range and into the gasoline range.
This sample is gasoline taken from the vehicle.
The thing you want to think about and discuss with the
customer is that even though you will be draining the
entire fuel system and replacing it with diesel fuel,
there still may be damage either now or later on. As
we discussed earlier, one of the responsibilities of
diesel fuel is to lubricate the fuel system components.
Gasoline does not have the same lubricating
properties; therefore, the longer anyone has cranked
the vehicle with the no-start condition, the greater the
chance of damage to the fuel system components.

1-9
6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1
CETANE VALUES, BIODIESEL & DEF
Cetane number (cetane rating) indicates the
combustion speed of diesel fuel and compression
needed for ignition. It plays a similar role for diesel as
octane rating does for gasoline. The CN is usually
displayed on the pump and is an essential factor in
determining the quality of diesel fuel, but not the only
one; other measurements of diesel fuel's quality
include (but are not limited to) energy content, density,
lubricity, cold-flow properties, and sulfur content.
Cetane number displayed on pump.
Cetane Value
• Norm 48 to 50.
• Lower slower burn.
• Higher, faster burn.
• Engine system built to norm cetane.
• Cetane check is a lab test.
• Too little cetane will hurt.
• Too much does not help a lot.
Generally, diesel engines operate well with a CN from
48 to 50. Fuels with lower cetane numbers have
longer ignition delays, requiring more time to complete
the fuel combustion process. Hence, higher-speed
diesel engines operate more effectively with a higher
cetane number of fuels.
In North America, most states adopt ASTM D975 as
their diesel fuel standard, and the minimum cetane
number is set at 40, with typical values in the 42-45
range.
1-10
Premium diesel fuel may or may not have a higher
cetane number depending on the supplier. Premium
diesel often uses additives to improve CN and lubricity,
Cetane Booster
detergents to clean the fuel injectors, and minimize
carbon deposits, water dispersants, and other
additives depending on geographical and seasonal
needs.
The most common cetane improvement chemicals are
all extremely combustible at the high temperatures
found in the combustion chamber. If they're present in
the fuel, they start burning more quickly than the rest
of the fuel. And if one part of the fuel starts burning, it
causes the rest of it to join in. Thus, a diesel cetane
improver makes the overall fuel blend burn more
quickly, and that is why the fuel rates higher on the
cetane index with treatment.
Asphaltines
Asphaltenes are formed when diesel fuel is heated
under high pressure as it passes through today’s high-
pressure fuel injection systems. These systems
operate at about 30,000 PSI (pounds per square inch)
which is about six times the pressure of the previous
conventional fuel injection systems.
The drastic increase in pressure combined with
temperatures that can easily exceed 200 degrees act
to cook the fuel and create asphaltenes – small tar
about 2 microns in size.
 6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
Chapter 1

CETANE VALUES, BIODIESEL & DEF

Diesel Exhaust Fluid (DEF) combines deionized water

and urea that transform harmful nitrous oxide
emissions into harmless water and gas. These
systems exist on most modern diesel pickups, diesel
cars, semi-trucks, and farm equipment. Appropriately
used, DEF is a good thing—but misused, it can cause
serious (and costly) problems.

Every day, technicians and service advisers at

dealerships and independent shops get customer calls
regarding fuel contamination on diesel-powered
vehicles. One of the most common is the use, or
misuse, of DEF. The most common issues seen are;

• Mistakenly adding DEF directly into the diesel fuel

Asphaltine particles
These asphaltenes turn the fuel a dark brown color
and can congregate and clog your fuel filters. They
can also make up a significant part of the dark sludge
you see in many fuel storage tanks. The solids form a
layer of sticky, gummy slime that grows over time and
eventually must be removed.
It is worth noting that many of us can initially mistake
asphaltenes for “algae” or microbial growth that can
also clog our fuel filters. Not until we have already
treated the fuel with an EPA-registered biocide
unsuccessfully is it apparent that the problem is not
what we thought but is instead asphaltenes.
tank.
• DEF contamination.
• Improperly handling DEF.
Any one of the three can be a potential issue that can
cause damage to the engine. With some training and
caution, you and the customer can limit the vehicle's
exposure and damage.
Realization of two different tanks for two different
fluids.
DEF should never be mixed with the diesel fuel in the
diesel fuel tank. DEF has its own tank and its own
filling port. The DEF tank and the diesel tank are close
on some vehicles and can be confused with one
another.

Fuel that looks perfect going into a clean tank can

develop tiny asphaltene droplets in a matter of hours
when recirculation temperatures exceed 140°F (note:
some newer engine fuel temperature as it exits the
head exceeds 210°F). These pin-prick-sized droplets
can plug a 10-micron fuel filter in 3000 to 4000 miles
or less than 50 hours of operation.

How does one identify if the equipment has

asphaltene contamination? Some of the symptoms are
as follows;
• Filter plugging.
• Reduced fuel economy.
• Loss of power.
• More frequent injector replacements.
• More frequent filter changes.

DEF and Diesel Filler Ports

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6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
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CETANE VALUES, BIODIESEL & DEF
DEF Contamination
The DEF filling port can be found on the opposite side
of the vehicle from the diesel fuel filler port on other
vehicles. The DEF filling port can also be found on the
vehicle's inside on some early VW diesel-equipped
vehicles.
The DEF filling ports all have in common a blue-
colored cap covering the filling port. The color of the
cap is not the only way to tell the filling ports apart.
The DEF port will be much smaller than the diesel filler
port. If you have a concern where you believe DEF
has been added to the diesel fuel tank, drain the tank
and purge the fuel system immediately. DEF added
directly in the diesel fuel tank can cause tens of
thousands of dollars of damage if left un-repaired.
DEF Contamination.
Unfortunately, DEF is highly susceptible to
contamination. For DEF to work correctly, its purity is
critical. Inspect the DEF filler cap for dirt, dust,
crystallization, and any other forms of contaminant. It
is very easy for these particles to enter the filler port
and contaminate the entire system.
Ensure the customer and your technicians know to
clean around the cap and filler port BEFORE removing
the cap and adding DEF.
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Refractometer
The best way to monitor and test the concentration of
DEF is with the use of a digital refractometer similar to
the ones used for testing engine coolant. The ideal
concentration of DEF is between 32.5% - 37.0% urea.
A telltale sign this ratio is off and/or DEF is
contaminated is excessive DEF consumption,
malfunctions with the Selective Catalytic Reduction
(SCR) system, or even engine shutdown.
Avoiding these problems with DEF contamination can
be as simple as talking to the customer and your
technicians and explaining the importance of cleaning
around the DEF filler cap and port. Also, explain to
them the importance of storing DEF in its own
container or in a container that has never been used
to store any other liquids, materials, or additives.
Proper Handling and Storage of DEF.
DEF should be stored in its own container out of direct
sunlight and in plastic totes or stainless steel lockers.
Ensure the storage area is a cool, dry area indoors.
Follow the DEF manufacturer's instructions for
storage.
DEF will degrade over time but can last up to one year
if stored correctly. DEF will freeze at temperatures
below 12 degrees Fahrenheit and will turn into a
slushy fluid. However, this slushy mix can still be used
if it is tested and found to meet the manufacturer's
specifications.
 6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
CETANE VALUES, BIODIESEL & DEF
If DEF is stored somewhere cold, ensure you have a
container that will allow the DEF to expand. Once the
temperature gets into the freezing range, DEF will
expand by at least 7%.
Other tips.
• Change DEF filters regularly following the vehicle
manufacturer's service interval.
• If the DEF tank runs empty, the DEF needed lamp
on the instrument cluster will illuminate. If left
unattended, the engine performance will degrade, go
into limp-in-mode or even shut off altogether. Do not
ignore the lamp!
• It is always good practice to keep the DEF tank
topped off. DEF tanks that run low can build up
condensation. This condensation can lead to
contamination of the fuel system, causing severe
damage over time.
Biodiesel Basics – Portions courtesy Office of
Energy Efficiency & Renewable Energy Gov.
Biodiesel is a domestically produced, renewable fuel
that can be manufactured from new and used
vegetable oils, animal fats, and recycled restaurant
grease. Biodiesel’s physical properties are similar to
those of petroleum diesel, but it is a cleaner-burning
renewable alternative. Using biodiesel in place of
petroleum diesel significantly reduces lifecycle carbon
emissions. Research shows that it also reduces
emissions of toxic air pollutants in older on-road
vehicles and in many off-road applications.
Biodiesel blends
Biodiesel can be blended and used in many different
concentrations, including B100 (pure biodiesel), B20
(20% biodiesel, 80% petroleum diesel), B5 (5%
biodiesel, 95% petroleum diesel), and B2 (2%
biodiesel, 98% petroleum diesel). B20 is a common
biodiesel blend in the United States.
Using biodiesel in diesel engines.
For vehicles manufactured after 1994, biodiesel blends
meeting ASTM standards can be used with minimal
impact on operating performance. Diesel vehicles
manufactured before 1994 may include elastomers
(hoses and gaskets) that could break down with
repetitive use of blends above B20.
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Chapter 1
Higher blends should be avoided in these older
vehicles, or their elastomers should be upgraded to a
compatible material. Currently, every original
equipment manufacturer (OEM) of diesel vehicles
approves blends of up to B5 in their vehicles.
Nearly 80% of OEMs already approve blends up to
B20 in some or all of their diesel vehicles, and some
even approve the use of B100 in certain types of farm
equipment. Ongoing research aims to gain approval
for the use of B20 blends in all on-road diesel
vehicles.
Check your OEM’s website or speak with a dealer to
determine which biodiesel blend is right for your
vehicle. You can also find general and manufacturer-
specific information on the National Biodiesel Board
website (www.biodiesel.org). It is up to you to
determine the right blend ratio for your vehicle and
application.
How well does biodiesel perform?
Engines operating on B20 exhibit similar fuel
consumption, horsepower, and torque to engines
running on conventional diesel. Biodiesel also has a
higher cetane number (a measure of the ignition value
of diesel fuel) and higher lubricity (the ability to
lubricate fuel pumps and fuel injectors) than
conventional diesel fuel, so it combusts easier and
lubricates the fuel system better.
Generally, a blend of diesel fuel and biodiesel, such as
B20, will have a slightly lower energy content than
petroleum diesel, although the impact on fuel economy
is insignificant.
Will biodiesel perform well in cold weather?
The cold-flow properties of biodiesel blends vary
depending on the amount of biodiesel in the blend and
the types of fuel used in the blend. This issue is not
limited to biodiesel, as diesel fuel exhibits the same
behavior.
All diesel and biodiesel blends can have compounds
that crystallize in very cold temperatures, causing
operability issues if not properly monitored. However,
fuel blenders have a number of options available to
improve the cold-flow properties of biodiesel blends,
including adding flow improvers, blending in more No.
1 diesel, or blending in less biodiesel.
6.7 POWER STROKE DIESEL DIAGNOSTICS MANUAL
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CETANE VALUES, BIODIESEL & DEF

Users should consult with their fuel provider with The amount of the benefit will depend on the engine’s
questions about the cold weather performance of their emission control technology, the age of the engine, the
fuels. percent of biodiesel in the blend, and how the vehicle
is operated. As the figure below illustrates, the oldest
Will biodiesel plug my vehicle filters? engines and technologies will reap the greatest
Biodiesel has a solvent effect. It cleans your vehicle’s emissions benefits from the use of biodiesel.
fuel system and could release deposits accumulated
from previous diesel fuel use. The release of deposits
may initially clog filters, so you should be proactive in
checking for and replacing clogged fuel filters. Once
the build-up is eliminated, return to your regular
replacement schedule. This issue is less common with
B20 and lower-level blends.

Will long-term biodiesel use affect my engine?

Studies of B20 and lower-level blends in approved
engines have not demonstrated negative long-term
effects. Higherlevel blends (above B20) may impact
fuel system components in vehicles manufactured
before 1994. The effects are lessened as the biodiesel
blend level decreases. For more information, visit
www.biodiesel.org.

Are there standards for biodiesel?

BQ-9000 is the voluntary industry quality assurance
program, and information can be found at bq-9000.org.
Biodiesel blends should start with B100 biodiesel that
meets ASTM International Specification D6751.

When blended for B5 and lowerlevel blends, the

finished blend must meet ASTM D975, which requires
these blends to meet the same fuel-quality
specifications as conventional diesel fuel, so they have
the same physical properties. For blends containing
6%–20% biodiesel, the finished blend needs to meet
ASTM D7467.
Biodiesel also reduces greenhouse gas emissions on
a lifecycle basis. This is because the carbon dioxide
released during combustion is offset by the carbon
dioxide sequestered while growing the feedstocks that
are used to produce the fuel.

Does biodiesel burn cleaner than diesel?
Prior to the 2010 model year (MY), some studies
showed contradictory results for emissions of nitrogen
oxides with B20 compared to diesel fuel. With new
emission control technologies, this is no longer an
issue, because diesel fuel burns as cleanly as B20 in
MY 2010 and newer engines.
Greenhouse gas emission reductions are an important
component of being an advanced biofuel under the
Renewable Fuel Standard. The U.S. Environmental
Protection Agency does not differentiate among the
various biodiesel feedstocks—vegetable oils and
waste fats, greases, and oils—in defining biodiesel as
an advanced fuel.

In older engines, biodiesel blends may offer some
additional emissions reduction benefits, particularly for
particulate matter, carbon monoxide, and unburned
hydrocarbons.
Is biodiesel the same as renewable diesel?
No. Although most renewable diesel is produced from
vegetable oil, animal fat, and waste cooking oil,
biodiesel is a mono-alkyl ester and has different fuel
properties than diesel and hence, a different fuel
specification (ASTM D6751 for 100% biodiesel).

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Renewable diesel, on the other hand, behaves nearly Where can I read more? For more information on
identically to petroleum diesel and meets the same biodiesel, including production, distribution, and fueling
fuel quality specification ASTM D975. station locations, see the Biodiesel Handling and Use
Guide (Fifth Edition) (afdc.energy.gov/uploads/
Can I use straight vegetable oil in my diesel publication/biodiesel_handling_use_ guide.pdf) or visit
engine? the biodiesel section of the AFDC
No, straight vegetable oil is not biodiesel and is not a (afdc.energy.gov/afdc/fuels/ biodiesel.html).
legal motor fuel. It does not meet biodiesel fuel
specifications or quality standards. For more
information, see the fact sheet, Straight Vegetable Oil
as a Diesel Fuel? (www.nrel.gov/docs/
fy14osti/54762.pdf).

FUEL CONTAMINATION TIP CHART

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