Ford MSG425 Manual

MSG-425
2.5 LITER
INDUSTRIAL ENGINE SERVICE MANUAL
Powertrain Assemblies
& Components Provided
By Ford Component Sales
EDI 1020050
Revision 3
October 2017
Section 01 GENERAL INFO
Section 02 ENGINE
Section 03 IGNITION
Section
Section 04 FUEL
Index
Reproduction in any manner, in whole or in Section 05 COOLING
part, is prohibited without the express
permission in writing from:
Engine Distributors Inc (EDI)
EDI policy is one of continuous improvement

Section 06 CHARGING
and while every effort is made to ensure that this
publication is up to date and correct in all
respects, the right to change prices,
specifications and equipment at any time without
notice is reserved. Accordingly this publication is
Section 07 STARTER
not to be regarded as a final description of any
individual engine.
Section 08 ENG. CONTROLS
Section 09 METRICS
Section 10 DISTRIBUTORS
HEALTH & SAFETY
WARNING: THE FOLLOWING HEALTH AND SAFETY RECOMMENDATIONS SHOULD BE CAREFULLY

OBSERVED
WARNING: CARRYING OUT CERTAIN OPERATIONS AND HANDLING SOME

SUBSTANCES CAN BE DANGEROUS OR HARMFUL TO THE OPERATOR IF THE
CORRECT SAFETY PRECAUTIONS ARE NOT OBSERVED. SUCH PRECAUTIONS ARE RECOMMENDED
AT THE APPROPRIATE POINTS IN THIS BOOK. WARNING: WHILE IT IS IMPORTANT THAT THESE
RECOMMENDED SAFETY PRECAUTIONS ARE OBSERVED, CARE NEAR MACHINERY IS ALWAYS
NECESSARY, AND NO LIST CAN BE EXHAUSTIVE. ALWAYS BE CAUTIOUS TO AVIOD POTENTIAL
SAFETY RISKS.
The following recommendations are for general guidance:
1. Always wear correctly fitting protective clothing which should be laundered regularly. Loose or baggy clothing can be
extremely dangerous when working on running engines or machinery. Clothing which becomes impregnated with oil or
other substances can constitute a health hazard due to prolonged contact with the skin even through underclothing.
2. So far as practicable, work on or close to engines or machinery only when they are stopped. If this is not practicable,
remember to keep tools, test equipment and all parts of the body well away from the moving parts of the engine or
equipment—fans, drive belts and pulleys are particularly dangerous. The electric cooling fan used on some installations is
actuated automatically when the coolant reaches a specified temperature. For this reason, care should be taken to ensure
that the ignition/isolating switch is OFF when working in the vicinity of the fan as an increase in coolant temperature may
cause the fan suddenly to operate.
3. Avoid contact with exhaust pipes, exhaust manifolds and silencers when an engine is, or has recently been running;
these can be very hot and can cause severe burns.
4. Many liquids used in engines or vehicles are harmful if taken internally or splashed into the eyes. In the event of
accidentally swallowing gasoline (petrol), oil, diesel fuel, antifreeze, battery acid etc, do NOT encourage vomiting and
OBTAIN QUALIFIED MEDICAL ASSISTANCE IMMEDIATELY.
Wear protective goggles when handling liquids which are harmful to the eyes; these include ammonia and battery acid. If
any of these substances are splashed in the eyes, wash out thoroughly with clean water and OBTAIN QUALIFIED
MEDICAL ASSISTANCE IMMEDIATELY.
IMPORTANT SAFETY NOTICE
Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all industrial
engines as well as the personal safety of the individual doing the work. This Service Manual provides general directions
for accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability.
MSG-425 GENERAL INFORMATION
INDEX
Subject
General Information Page
Introduction……………………………………………………………………………………………………………… 01 – 3
Safety Notice…………………………………………………………………………….……………………………… 01 – 3
Notes, Cautions, and Warnings………………………………………………………………………………… 01 – 3
Battery Handling and Charging……………………………………………….………………………………… 01 – 4
Forward…………………………………….……………………………………………………………………………… 01 – 5
Engine Identification………..………….…………………………………………………………………………… 01 – 5
Parts and Service………………………………………….…………………………………………………………… 01 – 5
Description and Operation……………………………………………………..………………………………… 01 – 5
Diagnosis and Testing

Special Tools…………….………………………………………………………………………………………………… 01 – 6
Inspection and Verification………………………………………………………………………………………… 01 – 7
Symptom Chart………………………………………………………………………………………………………….. 01 – 7
PCV System Malfunction……………………………………………………………………………………………. 01 – 10
Engine Oil Leaks…………………………………………………………………………………………………………. 01 – 10
Compression Tests…………………………………………………………………………………………………….. 01 – 12
Cylinder Leakage Detection……………………………………………………………………………………….. 01 – 13
Intake Manifold Vacuum Test……………………………………………………………………………………. 01 – 13
Excessive Engine Oil Consumption…………………………………………………………………………….. 01 – 15
Oil Pressure Test………………………………………………………………………………………………………… 01 – 16
Valve Train Analysis – Static……………………………………………………………………………………….. 01 – 17
Valve Train Analysis – Dynamic………………………………………………………………………………….. 01 – 17
Camshaft Love Lift………………………………………………………………………………………………………. 01 – 18
Hydraulic Valve Lash Adjuster……………………………………………………………………………………. 01 – 19
General Service Procedures

Camshaft Journal Diameter……………………………………………………………………………………….. 01 – 20
Camshaft Journal Clearance………………………………………………………………………………………. 01 – 20
Camshaft Lobe Surface…..…………………………………………………………………………………………. 01 – 20
Camshaft Lobe Lift……………………………………………………………………………………………………… 01 – 21
Camshaft Runout………………………………………………………………………………………………………. 01 – 21
Camshaft End Play…………………………………………………………………………………………………….. 01 – 21
Crankshaft Main Bearing Journal Diameter………………………………………………………………. 01 – 22
Crankshaft Main Bearing Journal Taper……………………………………………………………………. 01 – 22
Crankshaft Main Bearing Journal Clearance……………………………………………………………… 01 – 23
Bearing Inspection……………………………………………………………………………………………………. 01 – 23
Crankshaft End Play…………………………………………………………………………………………………... 01 – 24
Crankshaft Runout…………………………………………………………………………………………………….. 01 – 24
Cylinder Bore Taper…………………………………………………………………………………………………… 01 – 24
Cylinder Bore Out-of-Round……………………………………………………………………………………... 01 – 25
Piston Inspection………………………………………………………………………………………………………. 01 – 25
Piston Diameter………………………………………………………………………………………………………… 01 – 25
Piston to Cylinder Bore Clearance…………………………………………………………………………….. 01 – 25
01-1
INDEX (CONT.)
Subject
General Service Procedures Page
Piston Selection…………………………………………………………………………………………………………. 01 – 26
Piston Ring End Gap………………………………………………………………………………………………….. 01 – 26
Piston Ring-to-Groove Clearance………………………………………………………………………………. 01 – 27
Crankshaft Connecting Rod Journal Diameter…………………………………………………………… 01 – 27
Crankshaft Connection Rod Journal Taper………………………………………………………………... 01 – 27
Connecting Rod Cleaning…………………………………………………………………………………………… 01 – 27
Connecting Rod Larger End Bore………………………………………………………………………………. 01 – 28
Piston Pin Diameter………………………………………………………………………………………………….. 01 – 28
Connecting Rod Bushing Diameter…………………………………………………………………………... 01 – 28
Connecting Rod Bend……………………………………………………………………………………………….. 01 – 28
Connecting Rod Twist……………………………………………………………………………………………….. 01 – 28
Connecting Rod Piston Pin Side Clearance……………………………………………………………….. 01 – 29
Connecting Rod Journal Clearance……………………………………………………………………………. 01 – 29
Bearing Inspection……………………………………………………………………………………………………. 01 – 30
Roller Follower Inspection………………………………………………………………………………………... 01 – 30
Hydraulic Lash Adjuster Inspection…………………………………………………………………………… 01 – 30
Valve Stem Diameter………………………………………………………………………………………………… 01 – 31
Valve Stem-to-Valve Guide Clearance……………………………………………………………………… 01 – 31
Valve Inspection………………………………………………………………………………………………………. 01 – 31
Valve Guide Inner Diameter…………………………………………………………………………………….. 01 – 32
Valve Guide Reaming……………………………………………………………………………………………….. 01 – 32
Valve Spring Installed Length……………………………………………………………………………………. 01 – 32
Valve Spring Free Length………………………………………………………………………………………….. 01 – 32
Valve Spring Out-of-Square………………………………………………………………………………………. 01 – 32
Valve Spring Compression Pressure…………………………………………………………………………. 01 – 33
Valve and Seat Refacing Measurements………………………………………………………………….. 01 – 33
Valve Seat Width……………………………………………………………………………………………………… 01 – 33
Valve Seat Runout…………………………………………………………………………………………………… 01 – 33
Flywheel Inspection……………………………………………………………………………………………….. 01 – 34
Oil Pump Gear Radial Clearance……………………………………………………………………………… 01 – 34
Oil Pump Rotor Inspection……………………………………………………………………………………… 01 – 34
Oil Pump Side Clearance…………………………………………………………………………………………. 01 – 34
Cylinder Bore Honing………………………………………………………………………………………………. 01 – 35
Cylinder Bore Cleaning……………………………………………………………………………………………. 01 – 35
Cylinder Bore Core Plug Replacement……………………………………………………………………. 01 – 36
Cylinder Bore Repair – Cast Iron Porosity Defects……………………………………………….... 01 – 36
Cylinder Block – Distortion……………………………………………………………………………………… 01 – 36
Spark Plug Thread Repair……………………………………………………………………………………….. 01 – 38
Exhaust Manifold Straightness……………………………………………………………………………….. 01 – 39
SPECIFICATIONS…………………………………………………………………………………………………………….………... 01 – 40
01-2
GENERAL INFORMATION
Notes, Cautions, and Warnings
Introduction As you read through the procedures, you will come
This section covers various engine tests, adjustments, across NOTES, CAUTIONS, and WARNINGS. Each one
service procedures and cleaning/inspection procedures. is there for a specific purpose. NOTES gives you added
Engine assembly and service specifications appear at information that will help you to complete a particular
the end of the Section 02. procedure. CAUTIONS are given to prevent you from
making an error that could damage the equipment.
For engine disassembly, assembly, installation, WARNINGS remind you to be especially careful in those
adjustment procedures and specifications, refer to areas where carelessness can cause personal injury.
Section 02. The following list contains some general WARNINGS
that you should follow when you work on the equipment.
This engine incorporates a closed-type crankcase
ventilation system.
To maintain the required performance level, the fuel GENERAL WARNINGS:

system, ignition system and engine must be kept in good TO HELP AVOID INJURY:
operating condition and meet recommended adjustment  ALWAYS WEAR SAFETY GLASSES FOR EYE
specifications. PROTECTION.
 USE SAFETY STANDS WHENEVER A
Before replacing damaged or worn engine components PROCEDURE REQUIRES YOU TO BE UNDER THE
such as the crankshaft, cylinder head, valve guide, EQUIPMENT.
valves, camshaft or cylinder block, make sure part(s) is  BE SURE THAT THE IGNITION SWITCH IS
not serviceable. ALWAYS IN THE OFF POSITION, UNLESS
OTHERWISE REQUIRED BY THE PROCEDURE.
 SET THE PARKING BRAKE (IF EQUIPPED) WHEN
WORKING ON THE EQUIPMENT. IF YOU HAVE AN
WARNING: TO AVOID THE POSSIBILITY OF AUTOMATIC TRANSMISSION, SET IT IN PARK
PERSONAL INJURY OR DAMAGE, DO NOT (ENGINE OFF) OR NEUTRAL (ENGINE ON)
OPERATE THE ENGINE UNTIL THE FAN BLADE HAS UNLESS INSTRUCTED OTHERWISE FOR A
FIRST BEEN EXAMINED FOR POSSIBLE CRACKS SPECIFIC OPERATION. PLACE WOOD BLOCKS
(4”X 4” OR LARGER) TO THE FRONT AND REAR
OR SEPARATION.
SURFACES OF THE TIRES TO PROVIDE
FURTHER RESTRAINT FROM INADVERTENT
CAUTION: Use of abrasive grinding discs to remove EQUIPMENT MOVEMENT.
gasket material from the engine sealing surfaces  OPERATE THE ENGINE ONLY IN A WELL
during repair procedures can contribute to engine VENTILATED AREA TO AVOID THE DANGER OF
damage and wear. Airborne debris and abrasive grit CARBON MONOXIDE.
from the grinding disc may enter the engine through  KEEP YOURSELF AND YOUR CLOTHING AWAY
exposed cavities causing premature wear FROM MOVING PARTS WHEN THE ENGINE IS
and eventual engine damage. RUNNING, ESPECIALLY THE FAN BELTS.
 TO PREVENT SERIOUS BURNS, AVOID CONTACT
Engine Distributors Inc. (EDI) does not recommend WITH HOT METAL PARTS SUCH AS THE
RADIATOR, EXHAUST MANIFOLD, TAIL PIPE,
using abrasive grinding discs to remove engine gasket
CATALYTIC CONVERTER AND MUFFLER.
material. Use manual gasket scrapers for removing  DO NOT SMOKE WHILE WORKING ON THE
gasket material from the engine sealing surfaces. EQUIPMENT.
Take added care to prevent scratching or gouging  ALWAYS REMOVE RINGS, WATCHES, LOOSE
aluminum sealing surfaces. HANGING JEWELRY, AND LOOSE CLOTHING
BEFORE BEGINNING TO WORK ON THE
EQUIPMENT. TIE LONG HAIR SECURELY BEHIND
Safety Notice THE HEAD.
There are numerous variations in procedures,  KEEP HANDS AND OTHER OBJECTS CLEAR OF
techniques, tools and parts for servicing equipment, as THE RADIATOR FAN BLADES. ELECTRIC
well as in the skill of the individual doing the work. This COOLING FANS CAN START TO OPERATE AT
manual cannot possibly anticipate all such variations and ANY TIME BY AN INCREASE IN UNDERHOOD
provide advice or cautions as to each. Accordingly, TEMPERATURES, EVEN THOUGH THE IGNITION
anyone who departs from the instructions provided in IS IN THE OFF POSITION. THEREFORE, CARE
this Manual must first establish that neither personal SHOULD BE TAKEN TO ENSURE THAT THE
safety nor equipment integrity are compromised by the ELECTRIC COOLING FAN IS COMPLETELY
DISCONNECTED WHEN WORKING UNDER THE
choice of methods, tools or parts.
HOOD.
01-3
Battery Handling and Charging

The handling and correct use of lead acid batteries is not It is important that all labeling on the battery is carefully
as hazardous provided that sensible precautions are read, understood and complied with. The format of the
observed and that operatives have been trained in their following symbols and labels is common to most brands
use and are adequately supervised. of lead acid battery.
NOTE: Observe all manufacturers’ instructions when

using charging equipment.
CAUTION: Batteries should not be charged in the

vehicle or equipment. May damage electrical
components.
01-4
Forward Parts and Service

This book contains service information for the engine(s)
listed on the title page. Replacement parts can be obtained through your local
EDI Distributor listed in the back portion of this manual.
The life of your engine unit and the delivery of the high They also may be found in the yellow pages under
performance built into it will depend on the care it “Engines” or contact EDI directly at 1 800 220 2700.
receives throughout its life. It is the operator’s
responsibility to ensure that the engine is correctly EDI Distributors are equipped to perform major and
operated. We consider it to be in your interests to enlist minor repairs. They are anxious to see that all of your
the aid of an authorized EDI Distributor, not only when maintenance and service needs are quickly and
repairs are required but also for regular maintenance. courteously completed.
Distributors are listed at the back of this manual.
Description and Operation
Engines manufactured by Ford Motor Company are Section 01 of this manual covers general procedures
available through EDI Distributors. When in need of and diagnosis of the engine system, including base
parts or service, contact your local Authorized engine repair procedures that would be common to most
Distributor. In overseas territories, in the event of engines. Refer to Section 02 for more specific service
difficulties, communicate directly with the supervising information on the MSG-425 engine.
EDI affiliated Company in your area whose address
appears at the end of this book. The MSG-425 engine incorporates a closed positive
crankcase ventilation system and an exhaust emission
Where the terms “Right” or “Left” occur in this control system.
publication, they refer to the respective sides of the
engine when viewed from the rear or flywheel end.
Pistons and valves are numbered from the front or timing

cover end of the engine commencing at No. 1.
You may find that your engine assembly includes

optional equipment not specifically covered in the
following text. Nevertheless, the service procedures
outlined in this book still apply to your engine.
Engine Identification
Because Ford Power Products markets such a wide
range of industrial gasoline and diesel engines -
manufactured both in the U.S. and overseas - it is
important that you have as complete identification of the
engine as possible in order to provide the correct
replacement parts. Review the list in the back of this
The engine’s, fuel, ignition, emissions system and
book, for an EDI distributor in your area. You can obtain
exhaust system all affect exhaust emission levels and
a standard parts listing describing the parts. It remains a
must be maintained according to the maintenance
distributor function to identify the part number.
schedule. Refer to the Maintenance and Operator’s
Handbook or contact your nearest EDI distributor listed
in the back of this manual.
An identification Decal is affixed to the valve cover of the

engine. The decal contains the engine serial number
which identifies this unit from all others. Use all numbers
when seeking information or ordering replacement parts
for this engine.
01-5
DIAGNOSIS AND TESTING
Special Tools
Special Service Tools called by the procedures can be

obtained by calling:
1-800-ROTUNDA (1-800-768-8632)
01-6
Inspection and Verification

1. Verify the customer concern by operating the 3. If the inspection reveals obvious concerns that
engine to duplicate the condition. can be readily identified, repair as required.
2. Visually inspect for obvious signs of mechanical 4. If the concerns remain after the inspection,
and electrical damage: determine the symptoms and go to the symptom
 Engine coolant leaks. chart.
 Engine oil leaks.
 Fuel leaks.
 Damaged or severely worn pads.
 Loose mounting bolts, studs, and nuts.
Symptom Chart
01-7
01-8
01-9
PCV System Malfunction

A malfunctioning Positive Crankcase Ventilation 3. Run the engine for 15 minutes. Stop the engine
System (closed type) may be indicated by loping or and inspect all seal and gasket areas for leaks
rough engine idle. Do not attempt to compensate for this using the 12 Volt Master UV diagnostic
idle condition by disconnecting the PCV system and Inspection Kit. A clear bright yellow or orange
making an air bypass or idle speed adjustment. area will identify the leak. For extremely small
leaks, several hours may be required for the
CAUTION: The removal of the PCV system from the leak to appear.
engine will adversely affect fuel economy and 4. If necessary, pressurize the main oil gallery
engine crankcase ventilation with resultant system to locate leaks due to improperly sealed,
shortening of engine life. loose or cocked plugs.
5. Repair all leaks as required.
Engine Oil Leaks Pressure Method
NOTE: When diagnosing engine oil leaks, the source The crankcase can be pressurized to locate oil leaks.
and location of the leak must be positively identified prior The following materials are required to fabricate the tool
to service. to be used:
 air supply and air hose
Prior to performing this procedure, clean the cylinder
 air pressure gauge that registers pressure in 4
block, cylinder heads, valve covers, oil pan and flywheel
kPa (1 psi) increments
with a suitable solvent to remove all traces of oil.
 airline shutoff valve
 appropriate fittings to attach the above parts to
oil fill, PCV grommet hole and crankcase
ventilation tube
 appropriate plugs to seal any openings leading
to the crankcase
 a solution of liquid detergent and water to be
applied with a suitable applicator such as a
squirt bottle or brush
Fabricate the air supply hose to include the airline

shutoff valve and the appropriate adapter to permit the
air to enter the engine through the crankcase ventilation
tube. Fabricate the air pressure gauge to a suitable
Fluorescent Oil Additive Method adapter for installation on the engine at the oil filler
opening.
Use a 12 Volt Master UV Diagnostic Inspection Kit, such
as the Rotunda Oil Leak Detector Y112-R0021 or CAUTION: Use extreme caution when pressurizing
equivalent, to perform the following procedure for oil leak crankcase. Applying air pressure above specified
diagnosis. pressure risks damage to seals, gaskets and core
plugs. Under no circumstances should pressure be
1. Clean the engine with a suitable solvent to allowed to exceed 27 kPa (4 psi)
remove all traces of oil.
2. Drain engine oil crankcase and refill with
recommended oil, premixed with Diesel Engine
Oil Dye 164-R3705 meeting Ford specification
ESEM9C103- B1 or equivalent. Use a minimum
14.8 ml (0.5 ounce) to a maximum 29.6 ml (1
ounce) of fluorescent additive to all engines. If
the oil is not premixed, fluorescent additive must
first be added to crankcase.
01-10
Testing Procedure
 Open the air supply valve until the pressure
gauge maintains 20 kPa (3 psi).
 Inspect sealed or gasketed areas for leaks by
applying a solution of liquid detergent and water
over areas for formation of bubbles which
indicates leakage.
Leakage Points - Above Engine
Examine the following areas for oil leakage.

 valve cover gaskets
 intake manifold gaskets
 cylinder head gaskets
 oil filter
 oil pump (if external)
 oil level indicator tube connection
 oil pressure sensor
Leakage Points - Under Engine

 oil pan gaskets
 oil pan sealer
 oil pan rear seal
 engine front cover gasket
 crankshaft front seal

 crankshaft rear oil seal
Leakage Points - with Flywheel Removed
NOTE: Air leakage in the area around a crankshaft rear

oil seal does not necessarily indicate a crankshaft rear
oil seal leak. However, if no other cause can be found for
oil leakage, assume that the crankshaft rear oil seal
is the cause of the oil leak.
NOTE: Light foaming equally around valve cover bolts

and crankshaft seals is not detrimental; no repairs are
required.
 rear main bearing cap and seals

 flywheel mounting bolt holes (with flywheel
installed)
 camshaft rear bearing covers or pipe plugs at
the end of oil passages (except for overhead
cam)
Oil leaks at crimped seams in sheet metal parts and

cracks in cast or stamped parts can be detected when
pressurizing the crankcase.
01-11
Compression Tests Compression Pressure Limit Chart
Compression Gauge Check

1. Make sure the oil in the crankcase is of the
correct viscosity and at the proper level and that
the battery is properly charged. Operate until the
engine is at normal operating temperature. Turn
the ignition switch to the OFF position, then
remove all the spark plugs.
2. Set the throttle plates in the wide-open position.
3. Install a Compression Tester such as Rotunda
Compression Tester 059-R0009, or equivalent,
in the No. 1 cylinder.
4. Install an auxiliary starter switch in the starting
circuit. With the ignition switch in the OFF
position, and using the auxiliary starter switch,
crank the engine a minimum of five compression
strokes and record the highest reading. Note the
approximate number of compression strokes
required to obtain the highest reading.
5. Repeat the test on each cylinder, cranking the
engine approximately the same number of
compression strokes.
Test Results
The indicated compression pressures are considered

within specification if the lowest reading cylinder is within
75 percent of the highest reading. Refer to the
Compression Pressure Limit Chart.
If one or more cylinders reads low, squirt approximately

one tablespoon of clean engine oil meeting Ford
specification ESE-M2C153-E on top of the pistons in the
low-reading cylinders. Repeat the compression pressure
check on these cylinders.
Example Readings
If, after checking the compression pressures in all

cylinders, it was found that the highest reading obtained Interpreting Compression Readings
was 1351 kPa (196 psi), and the lowest pressure
reading was 1069 kPa (155 psi), the engine is within 1. If compression improves considerably, with the
specification and the compression is considered addition of oil, piston rings are faulty.
satisfactory. 2. If compression does not improve with oil, valves
are sticking or seating improperly.
3. If two adjacent cylinders indicate low
compression pressures and squirting oil on each
piston does not increase compression, the head
gasket may be leaking between cylinders.
Engine oil or coolant in cylinders could result
from this condition.
Use the Compression Pressure Limit Chart when

checking cylinder compression so that the lowest
reading is within 75 percent of the highest reading.
01-12
Cylinder Leakage Detection Intake Manifold Vacuum Test
Bring the engine to normal operating temperature.
When a cylinder produces a low reading, use of the Connect a Vacuum/Pressure Tester, such as Rotunda
Engine Cylinder Leak Detection/Air Pressurization Kit, Vacuum/Pressure Tester 059-00008 or equivalent, to the
such as the Rotunda Pressurization Kit 014-00705, or intake manifold. Run the engine at the specified idle
equivalent, will be helpful in pinpointing the exact cause. speed.
The leakage detector is inserted in the spark plug hole,

the piston is brought up to dead center on the
compression stroke, and compressed air is admitted.
Once the combustion chamber is pressurized, a special The vacuum gauge should read between 51-74 kPa
gauge included in the kit will read the percentage of (15-22 in-Hg) depending upon the engine condition and
leakage. Leakage exceeding 20 percent is excessive. the altitude at which the test is performed. Subtract 5.5
kPa (1 in-Hg) from the specified reading for every 500
While the air pressure is retained in the cylinder, listen meters (1,000 feet) of elevation above sea level.
for the hiss of escaping air. A leak at the intake valve will
be heard in the throttle body. A leak at the exhaust valve The reading should be quite steady. If necessary, adjust
can be heard at the tail pipe. Leakage past the piston the gauge damper control (where used) if the needle is
rings will be audible at the positive crankcase ventilation fluttering rapidly. Adjust the damper until the needle
(PCV) connection. If air is passing through a blown moves easily without excessive flutter.
head gasket to an adjacent cylinder, the noise will be
evident at the spark plug hole of the cylinder into which
the air is leaking. Cracks in the cylinder blocks or gasket
leakage into the cooling system may be detected by a
stream of bubbles in the radiator.
Oil Leak and Valve Stem Seal Test
The cylinder leakage detector tests for engine oil leaks

and checks the valve stem seals for leakage.
1. Plug all crankcase openings except the one
used for connecting the leakage detector.
2. Connect the Engine Cylinder Leak Detection/Air
Pressurization Kit to a crankcase opening (an oil
level indicator tube is convenient). Adjust the air
pressure to approximately 34 kPa (5 psi).
3. Using a solution of liquid soap and water, brush
the solution along the gasket sealing surfaces
and bearing seals. Look for bubbles or foam.
4. Remove the spark plugs and rotate the
crankshaft slowly with a wrench. Check for large
amounts of air escaping into the cylinders as
each intake valve and exhaust valve opens.
5. The spark plugs on the leaking cylinders will
probably show deposits of burned oil.
01-13
Interpreting Vacuum Gauge Readings 5. STICKING VALVES: When the needle (dotted)
A careful study of the vacuum gauge reading while the remains steady at a normal vacuum but
engine is idling will help pinpoint trouble areas. Always occasionally flicks (sharp, fast movement) down
conduct other appropriate tests before arriving at a final and back about 13 kPa (4 in-Hg), one or more
diagnostic decision. Vacuum gauge readings, although valves may be sticking.
helpful, must be interpreted carefully. 6. BURNED OR WARPED VALVES: A regular,
evenly spaced, downscale flicking of the needle
Most vacuum gauges have a normal band indicated on indicates one or more burned or warped valves.
the gauge face. Insufficient hydraulic lash adjuster or hydraulic
lash adjuster (HLA) clearance will also cause
The following are potential gauge readings. Some are this reaction.
normal; others should be investigated further. 7. POOR VALVE SEATING: A small but regular
downscale flicking can mean one or more valves
are not seating.
8. WORN VALVE GUIDES: When the needle
oscillates (swings back and forth) over about a
13 kPa (4 in- Hg) range at idle speed, the valve
guides could be worn. As engine speed
increases, the needle will become steady if
guides are responsible.
9. WEAK VALVE SPRINGS: When the needle
oscillation becomes more violent as engine rpm
is increased, weak valve springs are indicated.
The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading
could be caused by late valve timing.
11. IGNITION TIMING RETARDING: Retarded
ignition timing will produce a steady but
somewhat low reading.
12. INSUFFICIENT SPARK PLUG GAP: When
spark plugs are gapped too close, a regular,
small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be
caused by an intake manifold or throttle body
gasket leak.
14. BLOWN HEAD GASKET: A regular drop of
approx. 33-50 kPa (10-15 in-Hg) can be caused
by a blown head gasket or warped cylinder
head-to-cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the
engine is first started and is idled, the reading
1. NORMAL READING: Needle between 51-74 may be normal, but as the engine rpm is
kPa (15-22 in-Hg) and holding steady. increased, the back pressure caused by a
2. NORMAL READING DURING RAPID clogged muffler, kinked tail pipe or other
ACCELERATION AND DEACCELERATION: concerns will cause the needle to slowly drop to
When the engine is rapidly accelerated (dotted 0 kPa (0 in-Hg). The needle then may slowly
needle), the needle will drop to a low reading rise. Excessive exhaust clogging will cause the
(not to zero). When the throttle is suddenly needle to drop to a low point even if the engine
released, the needle will snap back up to a is only idling.
higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH When vacuum leaks are indicated, search out and
LARGE OVERLAP: The needle will register as correct the cause. Excess air leaking into the system will
low as 51 kPa (15 in-Hg) but will be relatively upset the fuel mixture and cause concerns such as
steady. Some oscillation is normal. rough idle, missing on acceleration or burned valves. If
4. WORN RINGS OR DILUTED OIL: When the the leak exists in an accessory unit such as the power
engine is accelerated (dotted needle), the brake booster, the unit will not function correctly. Always
needle drops to 0 kPa (0 in-Hg). Upon fix vacuum leaks.
deceleration, the needle runs slightly above 74
kPa (22 in-Hg).
01-14
Excessive Engine Oil Consumption Oil Consumption Test
The amount of oil an engine uses will vary with the way The following diagnostic procedure is used to determine
the equipment is driven in addition to normal engine to the source of excessive internal oil consumption.
engine variation. This is especially true during the first
340 hours or 16,100 km (10,000 miles) when a new NOTE: Oil use is normally greater during the first 300
engine is being broken in or until certain internal engine hours of service. As hours increase, oil use generally
components become conditioned. Engines used in decreases. Engines in normal service should get at least
heavy-duty operation may use more oil. The following 31.7 hours per quart (900 miles per quart) after
are examples of heavy-duty operation: 300 hours of service. High speeds, heavy loads, high
ambient temperature and other factors may result in
 severe loading applications
greater oil use.
 sustained high speed operation
Engines need oil to lubricate the following internal
1. Determine customer’s engine load habits, such
components:
as sustained high speed operation, extended
 cylinder block, cylinder walls idle, heavy work loads and other considerations.
 pistons, piston pins and rings 2. Verify that the engine has no external oil leak as
 intake and exhaust valve stems described under Engine Oil Leaks in the
 intake and exhaust valve guides Diagnosis and Testing portion of this section.
 all internal engine components 3. Verify that the engine has the correct oil level
dipstick.
When the pistons move downward, a thin film of oil is left 4. Verify that the engine is not being run in an
on the cylinder walls. As the engine is operated, some oil overfilled condition. Check the oil level at least
is also drawn into the combustion chambers past the five minutes after a hot shutdown with the
intake and exhaust valve stem seals and burned. engine/vehicle parked on a level surface. In no
case should the level be above the top of the
The following is a partial list of conditions that can affect cross-hatched area and the letter F in FULL. If
oil consumption rates: significantly overfilled, perform= steps 5 through
 engine size 9. If not proceed to step 10.
 operator driving habits 5. Drain the engine oil, remove and replace the oil
 ambient temperature filter and refill with one quart less than the
 quality and viscosity of the oil recommended amount.
6. Run the engine for three minutes (10 minutes if
Operating under varying conditions can frequently be cold), and allow the oil to drain back for at least
misleading. An engine that has been run for short hours five minutes with the engine/vehicle on a level
or in below-freezing ambient temperatures may have surface.
consumed a “normal” amount of oil. 7. Remove oil level dipstick and wipe clean.
However, when checking engine oil level, it may CAUTION: Do not wipe with anything contaminated
measure up to the full mark on the oil level dipstick due with silicone compounds.
to dilution (condensation and fuel) in the engine
crankcase. The engine might then be run at high speeds 8. Reinstall the oil level dipstick, being sure to seat
where the condensation and fuel boil off. The next time it firmly in the oil level indicator tube. Remove
the engine oil is checked, it may appear that a liter the oil level dipstick and draw a mark on the
(quart) of oil was used in about 3 to 3-1/2 hours. back (unmarked) surface at the indicated oil
level. This level should be about the same as
This perceived 3 to 3-1/2 hours per liter (quart) oil the ADD mark on the face of the oil level
consumption rate causes customer concern even though dipstick.
the actual overall oil consumption rate is about 9. Add one quart of oil. Restart the engine and
50 hours per liter (quart). allow to idle for at least two minutes. Shut off the
engine and allow the oil to drain back for at least
Make sure the selected engine oil meets Ford five minutes. Mark the oil level dipstick, using
specification WSS-M2C153-F and the recommended the procedure above. This level may range from
API performance category “SJ” or higher and SAE slightly below the top of the cross-hatched area
viscosity grade as shown in the equipment Owner’s or to slightly below the letter F in FULL.
Operators Engine handbook. It is also important that the
engine oil is changed at the intervals specified. Refer to
the Engine Operator’s handbook.
01-15
10. Record the vehicle mileage or hours. 19. Worn or damaged internal engine components
can cause excessive oil consumption. Small
11. Instruct the customer to run engine as usual and deposits of oil on the tips of spark plugs can be
perform the following: a clue to internal oil consumption. If internal oil
 Check the oil level regularly at intervals consumption still persists, proceed as follows:
of 3 to 3-1/2 hours.  Remove the engine from the vehicle and
 Return to the service point when the oil place it on an engine work stand.
level drops below the lower (ADD) mark Remove the intake manifolds, cylinder
on the oil level dipstick. heads, oil pan and oil pump.
 Add only full quarts of the same oil in an  Check piston ring clearance, ring gap
emergency. Note the mileage at which and ring orientation. Repair as required.
the oil is added.  Check for excessive bearing clearance.
12. Check the oil level under the same conditions Repair as required.
and at the same location as in Steps 7-9 20. Perform the oil consumption test to confirm the
 Measure the distance from the oil level oil consumption concern has been resolved.
to the UPPER mark on the oil level
dipstick and record. Oil Pressure Test
 Measure the distance between the two
scribe marks and record.
1. Disconnect and remove the oil pressure sensor
 Divide the first measurement by the from the engine.
second. 2. Connect the Engine Oil Pressure Gauge and
 Divide the hours run during the oil test Transmission Test Adapter to the oil pressure
by the result. This quantity is the sender oil gallery port.
approximate oil consumption rate in 3. Run the engine until normal operating
hours per quart. temperature is reached.
13. If the oil consumption rate is unacceptable, 4. Run the engine at 3000 rpm and record the
proceed to next step. gauge reading.
14. Check the positive crankcase ventilation (PCV) 5. The oil pressure should be within specifications.
system. Make sure the system is not plugged. 6. If the pressure is not within specification, check
15. Check for plugged oil drain-back holes in the the following possible sources:
cylinder heads and cylinder blocks.  insufficient oil
16. If the condition still exists after performing the
 oil leakage
above steps, proceed to next step.
 worn or damaged oil pump
17. Perform a cylinder compression test – Refer to
“Compression Tests” on page 12 or perform a  oil pump screen cover and tube
cylinder leak detection test with Engine Cylinder  excessive main bearing clearance
Leak Detection/Air Pressurization Kit – Refer to  excessive connecting rod bearing clearance
“Cylinder Leakage Detection” on page 13. This
can help determine the source of oil
consumption such as valves, piston rings or
other areas.
NOTE: After determining if worn parts should be

replaced, make sure correct replacement parts are used.
18. Check valve guides for excessive guide

clearances. REPLACE all valve stem seals after
verifying valve guide clearance.
01-16
Valve Train Analysis – Static Valve Train Analysis – Dynamic
With engine off and valve cover removed, check for Start the engine and, while idling, check for proper
damaged or severely worn parts and correct assembly. operation of all parts. Check the following:
Make sure correct parts are used with the static engine
analysis as follows. Rocker Arm
 Check for plugged oil in the rocker arms or
Rocker Arm cylinder head.
 Check for loose mounting bolts, studs and nuts.  Check for proper overhead valve train
 Check for plugged oil feed in the rocker arms or lubrication.
cylinder head.
If insufficient oiling is suspected, accelerate the engine
Camshaft Roller Followers and Hydraulic Lash to 1200 rpm ± 100 rpm with the PTO in NEUTRAL or
Adjusters load removed and the engine at normal operating
 Check for loose mounting bolts on camshaft temperature. Oil should spurt from the rocker arm oil
carriers. holes such that valve tips and rocker arms are well oiled
 Check for plugged oil feed in the camshaft roller or, with the valve covers off, oil splash may overshoot
followers, hydraulic lash adjusters (HLA) or the rocker arms. If oiling is insufficient for this to occur,
cylinder heads. check oil passages for blockage.
Camshaft Push Rods (if equipped)

 Check for broken or damaged parts.  Check for bent push rods and restriction in oil
 Check the bolts on the intake manifold. passage.
Push Rods (if equipped) Positive Rotator and Valve Spring Retainer Keys
 Check for bent push rods and restricted oil  Check for proper operation of positive rotator.
passage.
Valves and Cylinder Head
Valve Springs  Check for plugged oil drain back holes.
 Check for broken or damaged parts.  Check for missing or damaged valve stem seals
or guide mounted valve stem seals.
Valve Spring Retainer and Valve Spring Retainer
Keys If insufficient oiling is suspected, check oil passages for
 Check for proper seating of the valve spring blockage, then accelerate the engine to 1200 rpm with
retainer key on the valve stem and in valve the PTO in NEUTRAL or load removed and the engine
spring retainer. at normal operating temperature. Oil should spurt from
the rocker arm oil holes such that valve tips and
Valve Spring Retainer Keys camshaft roller followers are well oiled. With the valve
 Check for proper seating on the valve stem. covers off, some oil splash may overshoot camshaft
roller followers.
Valves and Cylinder Head
 Check the head gasket for proper installation.
 Check for plugged oil drain back holes.
 Check for worn or damaged valve tips.
 Check for missing or damaged guide-mounted
valve stem seal.
 Check collapsed lash adjuster gap.
 Check installed valve spring height.
 Check for missing or worn valve spring seats.
 Check for plugged oil metering orifice in cylinder
head oil reservoir (if equipped).
Static checks (engine off) are to be made on the engine

prior to the dynamic procedure.
01-17
Camshaft Lobe Lift

Check the lift of each lobe in consecutive order and
make a note of the readings.
1. Remove the valve covers.
2. Remove the rocker arm seat bolts, rocker arm

seat and rocker arms (if equipped).
5. Remove the spark plugs.
6. Connect an auxiliary starter switch in the starting

circuit. Crank the engine with the ignition switch
in the OFF position. Bump the crankshaft over
until the indicator is measuring on the base
circle of the camshaft lobe (in its lowest
3. Make sure the lash adjuster is seated against position). If checking during engine assembly,
camshaft. Install the dial Indicator with Bracketry turn the crankshaft using socket or ratchet.
so the ball socket adapter of the indicator is on
top of the hydraulic lash adjuster or the Cup
Shaped Adapter is on top of the push rod and in 7. Zero the dial indicator. Continue to rotate the
the same plane as the lash adjuster push rod crankshaft slowly until the camshaft lobe is in
movement. the fully-raised position (highest indicator
reading).
4. On engines with overhead cam, install the dial
Indicator with Bracketry so the plunger is on top NOTE: If the lift on any lobe is below specified service
of the camshaft lobe and in the same plane as limits, the camshaft and any component operating on
the camshaft lobe movement. worn lobes must be replaced.
8. Compare the total lift recorded on the dial

indicator with specifications.
9. To check the accuracy of the original dial

indicator reading, continue to rotate the
crankshaft until the indicator reads zero.
10. Remove the dial indicator, adapter and auxiliary

starter switch.
11. Reinstall components as necessary.
CAUTION: Do not rotate the crankshaft until lash

adjusters have had sufficient time to bleed down. To
do otherwise may cause serious valve damage.
Manually bleeding-down lash adjusters will reduce
waiting time.
01-18
Hydraulic Valve Lash Adjuster NOTE: Lash adjusters cannot be checked with engine oil
Hydraulic lash adjuster noise can be caused by any of in them. Use only testing fluid. New hydraulic lash
the following: adjusters are already filled with testing fluid.
 excessively collapsed lash adjuster gap
 sticking lash adjuster plunger 2. Place the lash adjuster in the tester with the
 lash adjuster check valve not functioning plunger facing upward. Position the steel ball
properly provided in the plunger cap. Add testing fluid to
cover the hydraulic lash adjuster and compress
 air in lubrication system
Leak down Tester until the hydraulic lash
 leak down rate too rapid
adjuster is filled with testing fluid and all traces
 excessive valve guide wear
of air bubbles have disappeared. The fluid can
be purchased from the tester’s manufacturer.
Excessive collapsed lash adjuster gap can be caused by
Using kerosene or any other fluid will not provide
loose rocker arm seat bolts/nuts, incorrect initial
an accurate test.
adjustment or wear of lash adjuster face, or worn roller
lash adjusters, push rod, rocker arm, rocker arm seat or
valve tip. With lash adjuster collapsed, check gap
between the valve tip and the rocker arm to determine if
any other valve train parts are damaged, worn or out of
adjustment.
A sticking lash adjuster plunger can be caused by dirt,

chips or varnish inside the lash adjuster.
A lash adjuster check valve that is not functioning can be

caused by an obstruction such as dirt or chips that
prevent it from closing when the camshaft lobe is lifting
the lash adjuster. It may also be caused by a broken 3. Adjust the length of the ram so the pointer is just
check valve spring. below the start timing mark when the ram
contacts the hydraulic lash adjuster. Start Timing
Air bubbles in the lubrication system will prevent the lash as the pointer passes the start timing mark and
adjuster from supporting the valve spring load. This can end timing as the pointer reaches the center
be caused by too high or too low an oil level in the oil mark.
pan or by air being drawn into the system through a
hole, crack or leaking gasket on the oil pump screen
cover and tube.
If the leak down time is below the specified time for used
lash adjusters, noisy operation can result. If no other
cause for noisy lash adjusters can be found, the leak
down rate should be checked and any lash adjusters
outside the specification should be replaced.
Assembled lash adjusters can be tested with Hydraulic

lash adjuster Leak down Tester to check the leak down
rate. The leak down rate specification is the time in
seconds for the plunger to move a specified distance 4. A satisfactory lash adjuster must have a leak
while under a 22.7 kg (50 lb.) load. Test the lash down rate (time in seconds) within specified
adjusters as follows: minimum and maximum limits.
5. If the lash adjuster is not within specification,
Leak down Testing replace it with a new lash adjuster. Do not
NOTE: Do not mix parts from different hydraulic lash disassemble and clean new lash adjusters
adjusters. Parts are select-fit and are not before testing because oil contained in the new
interchangeable. lash adjuster is test fluid.
1. Clean the lash adjuster to remove all traces of 6. Remove the fluid from the cup and bleed the
engine oil. fluid from the lash adjuster by working the
plunger up and down. This step will aid in
depressing the lash adjuster plungers when
checking valve clearance.
01-19
GENERAL SERVICE PROCEDURES

WARNING: TO AVOID THE POSSIBILITY OF
PERSONAL INJURY OR DAMAGE TO THE
EQUIPMENT, DO NOT OPERATE THE ENGINE UNTIL
THE FAN BLADE HAS BEEN EXAMINED FOR
POSSIBLE CRACKS AND SEPARATION.
NOTE: Illustrations are typical and may not reflect your

particular engine. Specifications show the expected
minimum or maximum condition.
NOTE: If a component fails to meet the specifications, it

is necessary to replace or refinish. If the component can
be refinished, wear limits are provided as an aid to
making a decision. Any component that fails to meet
specifications and cannot be refinished must be
replaced.
Camshaft Journal Diameter

 Measure each camshaft journal diameter in two
directions.
 If it is out of specification, replace as necessary.
Camshaft Lobe Surface

 Inspect camshaft lobes for pitting or damage in
the active area. Minor pitting is acceptable
outside the active area
Camshaft Journal Clearance

NOTE: The camshaft journals must meet specifications
before checking camshaft journal clearance.
 Measure each camshaft bearing in two
directions.
 Subtract the camshaft journal diameter from the
camshaft bearing diameter
01-20
Camshaft Lobe Lift Camshaft Runout
1. Use the Dial Indicator with Bracketry to measure

NOTE: Camshaft journals must be within specifications
camshaft intake lobe lift.
before checking runout.
 Use the Dial Indicator with Bracketry to measure
the camshaft runout.
 Rotate the camshaft and subtract the lowest dial
indicator reading from the highest dial indicator
reading.
2. Rotate the camshaft and subtract the lowest dial

indicator reading from the highest dial indicator
reading to figure the camshaft lobe lift.
3. Use the Dial Indicator with Bracketry to measure
camshaft exhaust lobe lift.
4. Rotate the camshaft and subtract the lowest dial Camshaft End Play
indicator reading from the highest dial indicator  Move camshaft to the rear.
reading to figure the camshaft lobe lift.
 Zero dial indicator.
 Move camshaft to the front.
 Compare end play with specifications

.
01-21
Crankshaft Main Bearing Journal Diameter Crankshaft Main Bearing Journal Taper
 Measure each of the crankshaft main bearing  Measure each of the crankshaft main bearing
journal diameters in at least two directions. journal diameters in at least two directions at
 If it is out of specification, replace as necessary. each end of the main bearing journal.
 If it is out of specifications, replace as
necessary.
01-22
Crankshaft Main Bearing Journal

4. Verify the crankshaft journal clearance.
Clearance  If it is out of specification, replace as
necessary
NOTE: Crankshaft main bearing journals must be within

specifications before checking journal clearance.
1. Remove the crankshaft main bearing caps and Bearing Inspection
bearings. Inspect bearings for the following defects. Possible
2. Lay a piece of Plastigage® across the face of causes are shown:
each crankshaft main surface.
 Cratering – fatigue failure (A)
 Spot polishing – improper seating (B)
NOTE: Do not turn the crankshaft while doing this  Scratching – dirty (C)
procedure.  Base exposed – poor lubrication (D)
 Both edges worn – journal damaged (E)
 One edge worn – journal tapered or bearing not
seated (F)
3. Install and remove the crankshaft main bearing

cap.
01-23
Crankshaft End Play Use the Dial Indicator with Bracketry to measure the
crankshaft runout.
 Rotate the crankshaft and subtract the lowest
dial indicator reading from the highest dial
indicator reading to figure the crankshaft runout.
If it is out of specification, replace as necessary.
1. Measure the crankshaft end play. Use the Dial

Indicator with Bracketry to measure crankshaft
end play.
2. Position the crankshaft to the rear of the cylinder
block.
3. Zero the Dial Indicator with Bracketry.
Cylinder Bore Taper

Measure the cylinder bore at the top and bottom. Verify
the cylinder bore is within the wear limit. The difference
indicates the cylinder bore taper. Bore the cylinder to the
next oversize.
4. Move the crankshaft to the front of the cylinder

block. Note and record the camshaft end play.
 If camshaft end play exceeds
specifications, replace the crankshaft
thrust washers or thrust bearing.
‘’Crankshaft Runout
NOTE: Crankshaft main bearing journals must be within

specifications before checking runout.
01-24
Cylinder Bore Out-of-Round

Measure the cylinder bore in two directions. The  Make sure the oil ring holes are clean.
difference is the out-of-round. Verify the out-of-round I
within the wear limit and bore the cylinder to the next
oversize limit.
Piston Inspection Piston Diameter

 Measure the piston skirt diameter.
CAUTION: Do not use a caustic cleaning solution or

a wire brush to clean the pistons or possible
damage can occur.
1. Clean and inspect the ring lands, skirts, pin

bosses, and the tops of the pistons. If wear Piston to Cylinder Bore Clearance
marks or polishing is found on the piston skirt, Subtract the piston diameter from the cylinder bore
check for a bent or twisted connecting rod. diameter to find the piston-to-cylinder bore clearance.
2. Use the Piston Ring Groove Cleaner to clean

the piston ring grooves.
01-25
Piston Selection CAUTION: Use care when fitting piston rings to
avoid possible damage to the piston ring or the
NOTE: The cylinder bore must be within the cylinder bore.
specifications for taper and out-of-round before fitting a
piston. CAUTION: Piston rings should not be transferred
1. Select a piston size based on the cylinder bore. from one piston to another to prevent damage to
cylinder worn or piston.
NOTE: Cylinder bore must be within specification for

taper and out-of-round to fit piston rings.
1. Use a piston without rings to push a piston ring

in a cylinder to the bottom of ring travel.
NOTE: For precision fit, new pistons are divided into

three categories within each size range based on their
relative position within the range. A paint spot on the
new pistons indicates the position within the size range.
2. Use a feeler gauge to measure the top piston

ring end gap and the second piston ring end
gap.
2. Choose the piston with the proper paint color.

 Red – in the lower third of the size
range.
 Blue – in the middle third of the size
range.
 Yellow – in the upper third of the size
range.
Piston Ring End Gap
01-26
Piston Ring-to-Groove Clearance Crankshaft Connecting Rod Journal Taper

 Measure the crankshaft rod journal diameters in
two directions perpendicular to one another at
each end of the connecting rod journal. The
difference in the measurements from one end to
the other is the taper. Verify measurement is
within the wear limit.
1. Inspect for a stop in the grooves.

2. Measure the piston-to-groove clearance.
Connecting Rod Cleaning

CAUTION: Do not use a caustic cleaning solution or
damage to connecting rods can occur.
NOTE: The connecting rod large end is mechanically

Crankshaft Connecting Rod Journal split or cracked to produce a unique parting face. This
produces a locking joint. Parts are not interchangeable.
Diameter
 Measure the crankshaft connecting rod journal  Mark and separate the parts and clean with
diameters in at least two directions solvent. Clean the oil passages
perpendicular to one another. The difference
between the measurements is the out-of-round.
Verify the journal is within the wear limit
specification.
01-27
Connecting Rod Larger End Bore Connecting Rod Bushing Diameter

 Measure the inner diameter of the connecting
CAUTION: The connecting rod bolts are torque to rod bushing. Verify the diameter is within
yield and must be discarded and replaced after this specification.
diagnostic test.
 Measure the bore in two directions. The

difference is the connecting rod bore out-of-
round. Verify the out of- round is within
specification.
Connecting Rod Bend

 Measure the connecting rod bend on a suitable
alignment fixture. Follow the instructions of the
fixture manufacturer. Verify the bend
measurement is within specification.
Piston Pin Diameter

 Measure the piston pin diameter in two
directions at the points shown. Verify the
diameter is within specifications.
Connecting Rod Twist

 Measure the connecting rod twist on a suitable
alignment fixture. Follow the instructions of the
fixture manufacturer. Verify the measurement is
within specification.
01-28
Connecting Rod Piston Pin Side Clearance

4. Install and torque to specifications, then remove
 Measure the clearance between the connecting the connecting rod bearing cap.
rod and the piston. Verify the measurement is
within specification. 5. Measure the Plastigage® to get the connecting
rod bearing journal clearance. The Plastigage®
should be smooth and flat. A change width
indicates a tapered or damaged connecting rod
bearing or connecting rod.
Connecting Rod Journal Clearance
NOTE: The crankshaft connecting rod journals must be

within specifications to check the connecting rod bearing
journal clearances.
CAUTION: The connecting rod bolts are torque to

yield and must be discarded and replaced after this
diagnostic test.
1. Remove the connecting rod bearing cap.
2. Position a piece of Plastigage® across the
3. bearing surface.
NOTE: Do not turn the crankshaft during this step.
01-29
Bearing Inspection Roller Follower Inspection
Inspect bearings for the following defects. Possible  Inspect the roller for flat spots or scoring. If any
causes are shown: damage is found, inspect the camshaft lobes
 Cratering – fatigue failure (A) and hydraulic lash adjusters for damage.
 Spot polishing – improper seating (B)
 Scratching – dirty (C)
 Base exposed – poor lubrication (D)
 Both edges worn – journal damaged (E)
 One edge worn – journal tapered or bearing not
seated (F)
Hydraulic Lash Adjuster Inspection
 Inspect the hydraulic lash adjuster and roller for
damage. If any damage is found, inspect the
camshaft lobes and valves for damage.
01-30
Valve Stem Diameter

2. Move the Valve Stem Clearance Tool toward the
 Measure the diameter of each intake and Dial Indicator and zero the Dial Indicator. Move
exhaust valve stem at the points shown. Verify the Valve Stem Clearance Tool away from the
the diameter is within specification. Dial Indicator and note the reading. The reading
will be double the valve stem-to-valve guide
clearance. Valves with oversize stems will need
to be installed if out of specification.
Valve Stem-to-Valve Guide Clearance
Valve Inspection
Inspect the following valve areas:
 The end of the stem for grooves or scoring.
 The valve face and the edge for pits, grooves or
scores.
 The valve head for signs of burning, erosion,
warpage and cracking. Minor pits, grooves and
other abrasions may be removed.
 The valve head thickness for wear.
NOTE: Valve stem diameter must be within

specifications before checking valve stem to valve guide
clearance.
NOTE: If necessary, use a magnetic base.

1. Install the Valve Stem Clearance Tool on the
valve stem and install the Dial Indicator with
Bracketry. Lower the valve until the Valve Stem
Clearance Tool contacts the upper surface of
the valve guide.
01-31
Valve Guide Inner Diameter Valve Spring Installed Length

1. Measure the inner diameter of the valve guides  Measure the installed length of each valve
in two directions where indicated. spring.
2. If the valve guide is not within specifications,
ream the valve guide and install a valve with an
oversize stem or remove the valve guide and
install a new valve guide.
Valve Spring Free Length

 Measure the free length of each valve spring.
Valve Guide Reaming
1. Use a hand-reaming kit to ream the valve guide.
Valve Spring Out-of-Square

Measure the out-of-square on each valve spring.
 Turn the valve spring and observe the space
between the top of the valve spring and the
square. Replace the valve spring if it is out of
specification.
2. Reface the valve seat.
3. Clean the sharp edges left by reaming.
01-32
Valve Spring Compression Pressure Valve Seat Width
 Measure the valve seat width. If necessary,
grind the valve seat to specification.
 Use the Valve/Clutch Spring Tester to check the

valve springs for proper strength at the specified
valve spring length.
Valve Seat Runout

 Use the Valve Seat Runout Gauge to check
valve seat runout.
Valve and Seat Refacing Measurements

NOTE: After grinding valves or valve seats, check valve
clearance.
 Check the valve seat and valve angles.
01-33
Flywheel Inspection Oil Pump Rotor Inspection

 Inspect the oil pump rotor tips for damage or
wear.
1. Inspect the flywheel for:

 Cracks (A).
 Worn ring gear teeth (B). Oil Pump Side Clearance
 Chipped or cracked ring gear teeth (C).
2. Inspect the flywheel ring gear runout.
Oil Pump Gear Radial Clearance  Place the Straight Edge across the top of the oil
pump and rotors and use the Feeler Gauge to
 Measure the clearance between the rotor and
measure the clearance between the rotors and
the pump housing.
the Straight Edge.

01-34
Cylinder Bore Honing
NOTE: Before any cylinder bore is honed, all main

bearing caps must be installed so the crankshaft bearing
bores will not become distorted.
NOTE: To correct taper or out-of-round, bore the

cylinder block.
NOTE: Honing should be done when fitting new piston

rings or to remove minor surface.
 Hone with the Engine Cylinder Hone Set, at a

speed of 300-500 rpm and a hone grit of 180-
220 to provide the desired cylinder bore surface
finish.
Cylinder Bore Cleaning

CAUTION: If these procedures are not followed,
rusting of the cylinder bores may occur.
1. Clean the cylinder bores with soap or detergent

and water.
2. Thoroughly rinse with clean water and wipe dry
with a clean, lint-free cloth.
3. Use a clean, lint-free cloth and lubricate the
cylinder bores.
 Use Engine Oil XO-10W30-QSP or -
DSP or equivalent meeting Ford
specification ESEM2C153-E.
01-35
Cylinder Block Repair - Cast Iron Porosity

Defects
CAUTION: Do not attempt to repair cracks, areas
where temperature will exceed 260°C (500°F) or
areas exposed to engine coolant or oil. These areas
will not repair and could cause future failure.
2. Inspect the cylinder block plug bore for any

damage that would interfered with the proper
sealing of the plug. If the cylinder block plug
bore is damaged, bore for the next oversize
plug.
NOTE: Oversize plugs are identified by the OS stamped

in the flat located on the cup side of the plug.
Repair porosity defects with an epoxy sealer meeting 3. Coat the cylinder block core plug and bore lightly
Ford specification M3D35-A (E). with Threadlock® 262 E2FZ-19554-B or
1. Clean the surface to be repaired to a bright, oil- equivalent meeting Ford specification WSK-
free metal surface. M2G351-A6 and install the cylinder block core
2. Chamfer or undercut the repair area to a greater plug.
depth than the rest of the cleaned surface. Solid
metal must surround the area to be repaired. Cylinder Head – Distortion
3. Apply the epoxy sealer and heat-cure with a
250- watt lamp placed 254 mm (10 inches) from
the repaired surface, or air dry for 10-12 hours at
a temperature above 10°C (50°F).
4. Sand or grind the repaired area to blend with the
general contour of the surface.
5. Paint the surface to match the rest of the
cylinder block.
Cylinder Block Core Plug Replacement  Use a straight edge and a feeler gauge to
inspect the cylinder head for flatness. Compare
with specifications. If the cylinder head is
distorted, install a new cylinder head.
1. Use a slide hammer or tools suitable to remove

the cylinder block core plug.
01-36
Cylinder Block Core Plug – Cup-Type
CAUTION: Do not contact the flange when installing

a cup type cylinder block core plug as this could
damage the sealing edge and result in leakage.
NOTE: When installed, the flanged edge must be below

the chamfered edge of the bore to effectively seal the
bore.
 Use a fabricated tool to seat the cup type

cylinder block core plug.
Cylinder Block Core Plug – Expansion-Type

CAUTION: Do not contact the crown when installing
an expansion type cylinder block core plug. This
could expand the plug before seating and result in
leakage.
 Use a fabricated tool to seat the expansion type

cylinder block core plug.
01-37
Spark Plug Thread Repair

2. Start the tap into the spark plug hole, being
careful to keep it properly aligned. As the tap
begins to cut new threads, apply aluminum
cutting oil
CAUTION: The cylinder head must be removed from 3. Continue cutting the threads and applying oil
the engine before installing a tapersert. If this until the stop ring bottoms against the spark plug
procedure is done with the cylinder head on the seat.
engine, the cylinder walls can be damaged by metal 4. Remove the tap and metal chips.
chips produced by the thread cutting process. 5. Coat the threads of the mandrel with cutting oil.
Thread the tapersert onto the mandrel until one
CAUTION: Do not use power or air-driven tools for thread of the mandrel extends beyond the
finishing taperserts. tapersert.
NOTE: This repair is permanent and will have no effect

on cylinder head or spark plug life.
1. Clean the spark plug seat and threads.
NOTE: A properly installed tapersert will be either flush

with or 1.0 mm (0.039 inch) below the spark plug gasket
seat.
01-38
6. Tighten the tapersert into the spark plug hole.

Exhaust Manifold Straightness
 Place the Straightedge across the exhaust

manifold flanges and check for warping with a
feeler gauge.
NOTE: The exhaust manifold shown is a typical

exhaust manifold.
7. Turn the mandrel body approximately one-half
turn counterclockwise and remove.
01-39
SPECIFICATIONS
NOTE: Ford engines are designed to perform with

engine oils that are licensed by the American Petroleum
Institute (API), and oils carrying the most current API
Classification SJ or greater must be used.
01-40
MSG-425 ENGINE
INDEX
Subject
Engine……….……………………………………………………………………………………………………………… 02 – 3
Positive Crankcase Ventilation System……….…………………………….……………………………… 02 – 3
Engine Cooling System……………………………………………………………………………………………… 02 – 3
Lubrication System………………..……………………………………………….………………………………… 02 – 4
Drive Belt System…………….……….……………………………………………………………………………… 02 – 4
Ignition System……..………..………….…………………………………………………………………………… 02 – 4
Fuel System……..………………………………………….…………………………………………………………… 02 – 4
Removal and Installation

Intake Manifold – Removal ……………………………………………………………………………………… 02 – 5
Intake Manifold – Installation…………………………………………………………………………………… 02 – 6
Camshaft Cover – Removal ………………………………………………………………………………………. 02 – 5
Camshaft Cover – Installation…………………………………………………………………………………… 02 – 6
Crankshaft Pulley – Removal…….……………………………………………………………………………… 02 – 7
Crankshaft Pulley – Installation...……………………………………………………………………………… 02 – 8
Crankshaft Front Seal – Removal……………………………………………………………………………… 02 – 9
Crankshaft Front Seal – Installation…………………………………………………………………………. 02 – 9
Engine Front Cover – Removal………………………………………………………………………………… 02 – 9
Engine Front Cover – Installation…………………….………………………………………………………. 02 – 11
Fan Drive – Disassembly………………………………………………………………………………………….. 02 – 13
Fan Drive – Assembly………………………………………………………………………………………………. 02 - 13
Timing Drive Components – Removal ......……….………….…..……………………………………… 02 – 15
Timing Drive Components – Installation………….………………………………………………………. 02 – 16
Valve Spring – Removal………………………………….……………………………………………………….. 02 – 17
Valve Spring Installation……….…………………………………………………………………………………. 02 – 17
Valve Seal – Removal ………….………………………………………………………………………………….. 02 – 17
Valve Seal – Installation………….………………………………………………………………………………. 02 – 18
Valve Tappet – Replacement…….…………………………………………………………………………… 02 – 18
Camshafts – Removal………………….…………………………………………………………………………. 02 – 19
Camshafts – Installation……………….………………………………………………………………………… 02 – 19
Exhaust Manifold – Removal …………….…………………………………………………………………… 02 – 19
Exhaust Manifold – Installation……………….…………………………………………………………….. 02 – 20
Cylinder Head Removal………………………….……………………………………………………………... 02 – 20
Cylinder Head Installation…………………….……………………………………………………………….. 02 – 21
Oil Filter Adapter – Removal…………………….…………………………………………………………... 02 – 22
Oil Filter Adapter – Installation……………………….…………………………………………………….. 02 – 22
Oil Pressure Sender – Replacement………………….…………………………………………………… 02 – 23
Oil Level Indicator & Tube – Replacement…………….………………………………………………. 02 – 23
Oil Pan – Removal…………………………………………….……………………………………………………. 02 – 23
Oil Pan – Installation………………………………………….………………………………………………….. 02 – 24
Oil Pump - Removal……………………………………………………………………………………………….. 02 – 25
Oil Pump – Installation……………………………………………………………………………………………. 02 – 25
Flywheel – Replacement……………………………….………………………………………………………. 02 – 26
02-1
MSG-425 ENGINE
INDEX (CONT.)
Subject
Removal and Installation Page
Oil Pickup Tube – Replacement………………………………………………………..………………………. 02 – 24
Oil Pump Removal…………….………………………………………………………………………………………. 02 – 25
Oil Pump Installation…………………………………………………………………………………………………. 02 – 25
Flywheel/Flexplate……………………………………………………………………………………………………. 02 – 26
Crankshaft Rear Seal/Retainer – Removal…………………………………………………………………. 02 – 27
Crankshaft Rear Seal/Retainer – Installation…………………………………………………………….. 02 – 27
Disassembly & Assembly

Engine Disassembly……………………..……………………………………………………………………………. 02 – 27
Cylinder Head Disassembly……………………………………………………………………………………….. 02 – 33
Engine Cleaning…………………………………………………………………………………………………………. 02 – 33
Cylinder Head Assembly……………………………….…………………………………………………………… 02 – 34
Engine Assembly…………………………………….………………………………………………………………... 02 – 35
Adjustments
Valve Clearance Check.…………………………………………………………………………………………….. 02 – 43
SPECIFICATIONS…………………………………………………………………………………………………………….………... 02 – 44
02-2
MSG-425 ENGINE
GENERAL INFORMATION All fuels are controlled in closed loop. Gasoline is

delivered by sequential port fuel injection. The electronic
engine management system has built in engine
protection against:
 Detonation
 High coolant temperature
 Low oil pressure
 Engine over speed
 Starter engagement while engine is running.
NOTE: A set of metric wrenches are required to

service the MSG425 engine.
WARNING: TO AVOID THE POSSIBILITY OF

PERSONAL INJURY OR DAMAGE, DO NOT
OPERATE THE ENGINE UNTIL THE FAN BLADE
HAS BEEN FIRST EXAMINED FOR POSSIBLE
Engine CRACKS OR SEPARATION.
The MSG425 is a 4 valve per cylinder, dual overhead
cam engine. The engine block is cast aluminum with iron
cylinder liners. Connecting rods are made of sintered Positive Crankcase Ventilation
metal; the crankshaft is nodular iron with five main System
bearings. The cam cover, oil pan and front cover are This engine is equipped with a positive, closed-type
also made of aluminum. crankcase ventilation system, which recycles crankcase
vapors to the intake manifold.
Engine Cooling System

The 2.5L engine is liquid cooled, using an engine
mounted coolant pump and external radiator. This is a
full flow system regulated by a thermostat, located
behind the water outlet connection. The thermostat
controls and maintains engine temperature.
Refer to Section 05 of this manual for more information

on the cooling system.
Valves and Seats

The engines for petrol operation and LPG/CNG
operation are basically identical. Because LPG/CNG is a
dry fuel and combusts at a higher temperature, the valve
The dual camshafts are chain driven with an automatic train is under higher stress. The adaptations described
tensioning system. The valve train components are below are therefore necessary. Because of the higher
alternate fuel ready. Spark is delivered by an individual stress involved in LPG/CNG operation:
coil on plug ignition system. A broadband knock sensor
is calibrated for individual cylinder use.  The inlet valves are made of a harder material.
 The inlet and exhaust valve seats are made of a
harder material.
02-3
MSG-425 ENGINE
Lubrication System Drive Belt System

The engine lubrication system consists of: Engine accessories, such as the generator and water
 Oil pan. pump, are driven by a single serpentine belt. Tension is
 Oil pump screen cover and tube. automatically adjusted by a tensioner.
 Oil pump.
 Oil filter.
 Passageways in the cylinder block, crankshaft,
camshaft and cylinder head.
The oil pan is pressure-cast aluminum and serves as

both an oil reservoir and engine bottom cover. The oil
pan has reinforcing ribs which strengthen the pan,
reduce engine noise transmission, and aid in oil cooling.
The oil pump is mounted to the engine block and is

driven by chain from the crankshaft. Oil cooling jets
spray to the underside of the piston skirt.
The fan is remotely mounted in front of the primary

FEAD and is driven by a crank pulley extension with a
separate belt.
Ignition System
The ignition used on the 2.5L engine is an Electronic
Distributorless Ignition System (EDIS). Individual ignition
coils are located directly above each spark plug and are
used to ignite the fuel in the cylinders.
Refer to Section 03 of this manual for more information

on the ignition system.
Fuel System
The fuel system includes a remote mounted electric fuel
Variable camshaft timing (VCT) pump. The pump regulates and maintains fuel flow,
This system is an electronically controlled camshaft through an in-line fuel filter to the electronic actuator
adjuster that allows variable timing for the inlet camshaft. mounted on the intake manifold.
The engine can be adapted for dry fuel use. Refer to

Section 04 of this manual for more information on the
fuel system.
The valves are driven by a timing chain which drives the

inlet camshaft timing control unit. This unit drives the
associated camshafts. The timing chain is tensioned
using a conventional timing chain tensioner.
Advantages of variable camshaft timing (VCT).

 Lower fuel consumption due to improved
volumetric efficiency
 Enhanced engine power and torque
02-4
MSG-425 ENGINE
REMOVAL & INSTALLATION Intake Manifold - Installation

Intake Manifold - Removal 1. Install new intake gaskets.
1. Drain the engine cooling system -- Refer to 2. Position intake manifold and install 5 bolts.
Section 5.  Tighten to 18 Nm (13 lb-ft).
2. Remove and/or disconnect components to allow 3. Reconnect fuel supply connections -- refer to
access and removal of the intake manifold. Section 4.
Label if necessary to allow for correct 4. Reinstall or connect any components that were
reinstallation. removed or disconnected.
5. Fill and bleed the engine cooling system -- refer
to Section 5.
CAUTION: Relieve fuel system pressure before
disconnecting fuel supply lines -- refer to Section 4.
3. Remove fuel supply connections -- refer to Camshaft Cover - Removal
Section 4. 1. Disconnect negative battery cable -- refer to
Section 6.
2. Remove intake manifold -- Refer to “Intake
Manifold - Removal” on page 6 of this section.
3. Remove and/or disconnect components to allow
access and removal of the camshaft cover.
Label if necessary to allow for correct
reinstallation.
4. Remove 5 bolts and the intake manifold.
CAUTION: Do not use metal scrapers, wire brushes,

power abrasive discs or other abrasive means to clean
the sealing surfaces. These tools cause scratches and
gouges which make leak paths. Use a plastic scraping
tool to remove all traces of old sealant.
5. Clean the sealing surface of the cylinder head

with silicone gasket remover and metal surface 4. Disconnect VVT connector
prep.
5. Disconnect ignition coil connectors.
WARNING: OBSERVE ALL WARNINGS AND
CAUTIONS AND FOLLOW ALL APPLICATION 6. Disconnect Camshaft Position (CMP) Sensor
connector.
DIRECTIONS CONTAINED ON THE PACKAGING OF
7. Remove CMP Sensor.
THE SILICONE GASKET REMOVER AND META SURFACE
PREP. 8. Disconnect crankcase ventilation tube quick
connect coupling.
6. Remove and discard intake manifold gaskets.
02-5
MSG-425 ENGINE
9. Remove bolts and camshaft cover.

Camshaft Cover - Installation
1. Install new gaskets.
2. Position camshaft cover and install bolts in

sequence shown
 Tighten to 10 Nm (89 lb-in)
3. Reconnect crankcase ventilation tube.
NOTE: Apply clean engine oil to CMP sensor o-ring seal

prior to installation.
10. Remove and discard gaskets.
4. Install CMP sensor and bolt.
CAUTION: Do not use metal scrapers, wire brushes,  Tighten to 7 Nm (62 lb-in)
the sealing surfaces. These tools cause scratches and 5. Reconnect CMP sensor, ignition coil and CHT
gouges which make leak paths. Use a plastic scraping Sensor connectors.
tool to remove all traces of old sealant.
6. Reinstall or connect any other components that
were removed or disconnected
11. Clean the sealing surface of the cylinder head
with silicone gasket remover and metal surface
prep.
7. Install intake manifold -- Refer to“Intake Manifold
WARNING: OBSERVE ALL WARNINGS AND -Installation” on page 6 of this section.
CAUTIONS AND FOLLOW ALL APPLICATION 8. Reconnect negative battery cable -- refer to
DIRECTIONS CONTAINED ON THE PACKAGING OF THE Section 6.
SILICONE GASKET REMOVER AND METAL SURFACE
PREP.
02-6
MSG-425 ENGINE
Crankshaft Pulley - Removal

CAUTION: The crankshaft, the crankshaft sprocket and NOTE: Camshaft timing slots are offset. If special
the pulley are fitted together by friction, with diamond tool cannot be installed, rotate crankshaft one
washers between the flange faces on each part. For that complete revolution clockwise to correctly position
reason, the crankshaft sprocket is also unfastened if you camshafts.
loosen the pulley. Therefore, the engine must be
retimed each time the damper is removed. Otherwise 6. Remove plug bolt.
severe damage can occur.

access and removal of the crankshaft pulley.
reinstallation.
2. Remove the drive belt -- refer to Section 6.
3. Remove the camshaft cover – Refer to
“Camshaft Cover - Removal” on page 6 of this
section.
CAUTION: Failure to position the No.1 piston at top CAUTION: Installing special tool in this next step will
dead center (TDC) can result in damage to the engine. prevent engine from being rotated in the clockwise
Turn the engine in the normal direction of rotation direction. However, the engine can still be rotated in
only. the counterclockwise direction. Only turn the engine
in the normal direction of rotation.
4. Using the crankshaft pulley bolt, turn the
crankshaft clockwise to position the No. 1 piston
7. Install special tool 303-507.
at TDC.
8. Install special tools 205-126 and 205-072-02

CAUTION: The special tool 303-465 is for camshaft
alignment only. Using this tool to prevent engine CAUTION: Failure to hold the crankshaft pulley in place
rotation can result in engine damage. during bolt loosening can cause damage to the engine.
5. Install special tool 303-465 in the slots on the 9. Remove bolt, washer and pulleys. Discard
rear of both camshafts. crankshaft pulley bolt.
02-7
MSG-425 ENGINE
Crankshaft Pulley - Installation CAUTION: Only hand tighten the bolt in the next step or
damage to the front cover can occur.
CAUTION: Do not reuse the crankshaft pulley bolt.
6. Using the 6mm x 70 mm bolt, check the position
1. Apply clean engine oil on the crankshaft front
of the crankshaft pulley. If it is not possible to
seal and install crankshaft pulley, washer and
install this bolt, correct the engine timing.
hand tighten new bolt.
CAUTION: Only hand-tighten the bolt or damage to the

front cover can occur.
NOTE: This next step will correctly align the

crankshaft pulleys to the crankshaft.
2. Install a standard 6mm x 70mm bolt as shown

and thread it into the front cover.
NOTE: Rotate the crankshaft pulley as necessary to

align the bolt hole then align the fan drive pulleys
bolt hole. 7. Using special tool 303-465, check the position of
the camshaft. If it is not possible to install the
CAUTION: Failure to hold the crankshaft pulley in place special tool, correct the engine timing.
during bolt tightening can cause damage to the engine
front cover.
8. Torque Crankshaft bolt 100Nm (74ft-lbs) then

rotate additional 90 degrees.
9. Remove all special tools and 6mm bolt.
10. Install the plug bolt.
 Tighten to 20 Nm (15 lb-ft).
3. Remove all special tools and 6 mm bolt. 11. Install camshaft cover -- Refer to “Camshaft
Cover - Installation” on page 7 of this section.
CAUTION: Only turn the engine in the normal direction
of rotation.
4. Turn the engine 2 complete revolutions, and
then continue to turn until piston is at TDC.
12. Install accessory drive belt -- refer to Section 6.

13. Install or reconnect any other components that
were removed or disconnected.
02-8
MSG-425 ENGINE
Crankshaft Front Seal - Removal 4. Install or reconnect any other components that
were removed or disconnected.
CAUTION: The crankshaft, the crankshaft sprocket and
the pulley are fitted together by friction, with diamond Engine Front Cover - Removal
washers between the flange faces on each part. For that 1. Disconnect the negative battery cable -- refer to
reason, the crankshaft sprocket is also unfastened if you Section 6.
retimed each time the damper is removed. Otherwise CAUTION: The crankshaft, the crankshaft sprocket and
severe damage can occur. the pulley are fitted together by friction, with diamond
1. Remove and/or disconnect components to allow washers between the flange faces on each part. For that
access and removal of the crankshaft front seal. reason, the crankshaft sprocket is also unfastened if you
Label if necessary to allow for correct loosen the pulley. Therefore, the engine must be
reinstallation.
2. Remove crankshaft pulley -- Refer to“Crankshaft
retimed each time the damper is removed. Otherwise
Pulley - Removal” on page 8 of this section. severe damage can occur.
CAUTION: Use care not to damage the engine front 2. Remove and/or disconnect components to allow
cover or the crankshaft when removing the seal. access and removal of the engine front cover.
3. Using special tool 303-409, remove the reinstallation.
crankshaft front seal.
3. Remove the crankshaft pulley -- Refer to
“Crankshaft Pulley - Removal” on page 8 of this
section.
4. Disconnect Crankshaft Position (CKP) Sensor

connector.
Crankshaft Front Seal - Installation

1. Lubricate the new crankshaft front seal with
clean engine oil prior to installation.
2. Using special tool 303-096, install the crankshaft

front seal.
CAUTION: A new CKP Sensor must be installed

whenever the old sensor is removed.
5. Remove the CKP Sensor and discard.
6. Remove bolt and accessory drive tensioner.
3. Install the crankshaft pulley -- Refer to

“Crankshaft Front Seal - Installation” on page 10
of this section.
02-9
MSG-425 ENGINE
9. Using a 3 jaw puller, remove the fan drive pulley.
10. Remove bolts and engine front cover.
7. Remove the three bolts and the coolant pump

pulley.
8. Remove three bolts and power steering

pump/upper idler pulley and set aside.

CAUTION: There is one bolt behind the cooling fan drive the sealing surfaces. These tools cause scratches and
pulley. This bolt can be accessed by lining up one of the gouges which make leak paths. Use a plastic scraping
holes in the pulley with the bolt. tool to remove all traces of old sealant.
NOTE: The next step is only necessary if a new front 11. Clean the sealing surface with silicone gasket
cover is being installed. remover and metal surface prep.
WARNING: OBSERVE ALL WARNINGS AND CAUTIONS

AND FOLLOW ALL APPLICATION DIRECTIONS
CONTAINED ON THE PACKAGING OF THE SILICONE
GASKET REMOVER AND METAL SURFACE PREP.
02-10
MSG-425 ENGINE
Engine Front Cover - Installation
2. Install the front cover and tighten the bolts in the
sequence shown to the following specifications:
.NOTE: If not secured within 4 minutes, the sealant  Tighten 8 mm bolts to 10 Nm (89 lb-in)
must be removed and the sealing area re-cleaned as  Tighten 10 mm bolts to 25 Nm (18 lb-ft)
before. Refer to previous CAUTION & WARNING.  Tighten 13 mm bolts to 48 Nm (35 lb-ft).
1. Apply a 3 mm (0.1 in) bead of silicone gasket

and sealant to the cylinder head and oil pan joint
areas and also to front cover as shown below.
3. Position the power steering pump or upper idler

pulley and install the bolts:
02-11
MSG-425 ENGINE
4. Position the coolant pump pulley and install the 8. Adjust the CKP with the alignment tool supplied
3 bolts: with the new sensor; 303-1417. The tool must
 Tighten to 25 Nm (18 lb-ft). engage a tooth of the vibration damper. Tighten
2 bolts:
 Tighten to 7 Nm (62 lb-in).
9. Connect CKP Sensor connector.

10. Connect battery negative cable -- refer to
Section 6.
11. Install or reconnect any other component
removed or disconnected.
5. Install the accessory drive belt tensioner and the

bolt:

the pulley are fitted together by friction, with diamond
washers between the flange faces on each part. For that
reason, the crankshaft sprocket is also unfastened if you
6. Install the crankshaft pulley -- Refer to

“Crankshaft Pulley - Installation” on page 8 of
this section.
7. Position a new CKP Sensor and loosely install
the 2 bolts.
02-12
MSG-425 ENGINE
Fan Drive Disassembly Fan Drive Assembly
1. Loosen bolts of fan bearing bracket so the

bracket can slide down and the fan belt can be Note: These instructions assume all components of the
removed. fan drive assembly are not assembled.
Note: Some of the following steps may have to be done

in an alternate order depending on the configuration of
the cooling system.
1. Bolt the bracket to the front cover of the

engine.
 Torque bolts: 42 lb-ft (58Nm)
2. Remove bracket to front cover bolts.
2. Put the bearing bracket in place and thread in

the M8x1.5 bolts. Do not tighten.
3. The fan and brackets can then be removed from

the engine and placed to the side.
Note: To remove the bracket from the engine the

fan may need to be taken off.
02-13
MSG-425 ENGINE
3. Line up the fan pulley and fan spacer with the
four mounting points of the bearing bracket.
Insert the M6x1.0 bolts.
4. Install fan onto the end of the fan spacer.

5. Place fan belt around fan pulley and crank

extension pulley (fan drive pulley)
6. Evenly slide the bearing bracket up to tension

the fan belt. With the belt tensioned tighten
the bearing bracket bolts 20 lb-ft (28Nm).
Note: The fan belt should have some deflection in it

when pressure is applied from the side. Using a belt
tensioner gauge a reading of 50 – 60 lbs is
recommended.
02-14
MSG-425 ENGINE
Timing Drive Components - Removal 6. Remove the 2 bolts and left timing chain guide.
the pulley are fitted together by friction, with diamond
washers between the flange faces on each part. For that
reason, the crankshaft sprocket is also unfastened if you

access and removal of the timing drive
components. Label if necessary to allow for CAUTION: Do not rely on the Camshaft Alignment Plate
correct reinstallation. to prevent camshaft rotation. Damage to the tool or the
2. Remove the engine front cover -- Refer to camshaft can occur.
“Engine Front Cover - Removal” on page 11 of
this section.
7. If necessary, remove the bolts and the camshaft
3. Compress the timing chain tensioner, and insert sprockets.
a paper clip into the hole. Remove the 2 bolts
and the timing chain tensioner.
NOTE: Use the flats on the camshaft to prevent

camshaft rotation.
4. Remove the right timing chain guide.
5. Remove the timing chain.
02-15
MSG-425 ENGINE
4. Install the right timing chain guide.
Timing Drive Components -
Installation
CAUTION: Do not rotate the camshafts. Damage to the
valves and pistons can occur.
CAUTION: Do not rely on the Camshaft Alignment

Plate to prevent camshaft rotation. Damage to the tool
or the camshaft can occur.
5. Position the timing chain tensioner and install
NOTE: If the camshaft sprockets were not removed, the 2 bolts:
use the flats on the camshafts to prevent camshaft  Tighten to 10 Nm (89 lb-in).
rotation and loosen the sprocket bolts.  Remove the paper clip to release the
piston.
1. If removed, install the camshaft sprockets and

the bolts finger tight. 6. Install special tool 303-465.
2. Install the left timing chain guide and 2 bolts:
CAUTION: Do not rely on the Camshaft Alignment

 Tighten to 10 Nm (89 lb-in). Plate to prevent camshaft rotation. Damage to the
tool or the camshaft can occur.
3. Install the timing chain. 7. Using the flats on the camshaft to prevent
camshaft rotation, tighten the sprocket bolts:
02-16
MSG-425 ENGINE
8. Install the front cover -- Refer to “Engine Front

Cover - Installation” on page 12 of this section. Valve Spring - Installation
9. Install or reconnect any other component
removed or disconnected. CAUTION: Check that there is no dirt or particles
within the valve stem grooves. Check the seating of
Valve Spring - Removal the valve collets.
CAUTION: The crankshaft, the crankshaft sprocket
and the pulley are fitted together by friction, with 1. Install the valve spring and retainer.
diamond washers between the flange faces on each 2. Using special tools, compress valve spring and
part. For that reason, the crankshaft sprocket is also install the valve retainer keys.
unfastened if you loosen the pulley. Therefore, the 3. Release spring and check that keys are seated
engine must be retimed each time the damper is properly.
removed. Otherwise severe damage can occur. 4. Remove air supply and all special tools.
5. Install the valve tappets -- Refer to “Valve
1. Remove the valve tappets -- Refer to “Valve Tappet - Replacement” on page 18 of this
Tappet - Replacement” on page 18 of this section
section. 6. Install spark plug:
WARNING: ALWAYS WEAR PROTECTIVE GOGGLES
WHEN WORKING WITH COMPRESSED AIR. THIS Valve Seal - Removal
CAN PREVENT INJURY. FAILURE TO
FOLLOW THESE INSTRUCTIONS CAN RESULT IN CAUTION: During engine repair procedures,
PERSONAL INJURY. cleanliness is extremely important. Any foreign
material, including any material created while
CAUTION: Use compressed air at 7-10 bars (100-150 cleaning a gasket surface that enters the oil
psi). Do not disconnect the compressed air from the passages, coolant passages or the oil pan can cause
cylinder until the valve spring, valve retainer and engine failure.
valve spring retainer keys are installed.
1. Remove camshafts -- Refer to “Camshafts -
1. Remove spark plug of the cylinder being Removal” on page 18 of this section.
serviced.
2. Using special tools, apply compressed air to the CAUTION: If the camshafts and valve tappets are to
cylinder of the valve spring being removed. be reused, mark the location of the valve tappets to
3. Using special tools 303-350, 303-300 and 303- make sure they are assembled in their original
472, compress valve spring and remove the positions.
retainer keys using some grease and a small
screwdriver. NOTE: The number on the valve tappets only reflects
the digits that follow the decimal. For example, a tappet
with the number 0.650 has the thickness of 3.650 mm.
2. Remove the valve tappets -- Refer to “Valve

Tappet - Replacement” on page 18 of this
section.
3. Remove valve spring assembly -- Refer to
“Valve Spring - Removal” on page 16 of this
section.
4. Using special tools 307-005 and 303-468,
remove and discard the valve seal.
4. Remove the valve spring retainer and valve
spring.
NOTE: Place all parts in order to one side.
CAUTION: Keep air pressure in cylinder until valve

spring is reinstalled.
02-17
MSG-425 ENGINE
Valve Seal - Installation Valve Tappet - Replacement

1. Install the valve stem seal installation sleeve.
CAUTION: During engine repair procedures,
cleanliness is extremely important. Any foreign
cleaning a gasket surface that enters the oil
passages, coolant passages or the oil pan can cause
engine failure.
NOTE: Valve tappets are select fit and the valve

clearance must be checked before removing the tappets
-- Refer to “Valve Clearance Check” on page 45 of this
section.
1. Remove camshafts -- Refer to “Camshafts -

2. Using special tool 303-470, install a new valve Removal” on page 18 of this section.
seal.
CAUTION: If the camshafts and valve tappets are to
be reused, mark the location of the valve tappets to
make sure they are assembled in their original
positions.
NOTE: The number on the valve tappets only reflects

the digits that follow the decimal. For example, a tappet
with the number 0.650 has the thickness of 3.650 mm.
2. Remove and inspect valve tappets.

3. Reverse procedure to install.
3. Install valve spring -- Refer to “Valve Spring -

Installation” on page 16 of this section.
4. Install tappets -- Refer to “Valve Tappet -
Replacement” on page 18 of this section.
CAUTION: If reusing tappets, install in original

locations.
5. Install camshafts -- Refer to “Camshafts -

Installation” on page 18 of this section. NOTE: Coat valve tappets with clean engine oil prior to
6. Repeat for each cylinder being serviced. installation.
Camshafts – Removal
and the pulley are fitted together by friction, with
diamond washers between the flange faces on each
part. For that reason, the crankshaft sprocket is also
unfastened if you loosen the pulley. Therefore, the
engine must be retimed each time the damper is
removed. Otherwise severe damage can occur.

access and removal of the timing drive
components. Label if necessary to allow for
correct reinstallation.
2. Remove timing chain and sprockets – Refer to
“Timing Drive Components - Removal” on page
14 of this section.
02-18
MSG-425 ENGINE
CAUTION: Failure to follow the camshaft loosening
procedure can result in damage to the camshafts. 2. Install timing chain and sprockets -- Refer to
“Timing Drive Components - Installation” on
NOTE: Note the position of the lobes on the No. 1 page 15 of this section.
cylinder before removing the camshafts for assembly 3. Install or reconnect any other components
reference. removed or disconnected.
3. Loosen the camshaft bearing cap bolts, in
sequence shown, one turn at a time.
Exhaust Manifold - Removal
1. Disconnect negative battery cable -- refer to
Section 6.
access and removal of the exhaust manifold.
reinstallation.
3. Remove accessory drive belt -- refer to Section
6.
4. Drain the engine cooling system -- refer to
Section 5.
5. Disconnect exhaust pipe from manifold.
4. Repeat until all tension is released from the
camshaft bearing caps.
5. Remove bearing caps and camshafts.
Camshafts – Installation
CAUTION: Install the camshafts with the alignment
slots in the camshafts lined up so the camshaft
alignment plate can be installed without rotating the
camshafts. Make sure the lobes on the No. 1 6. Remove oil level indicator -- Refer to “Oil Level
cylinder are in the same position as noted in the Indicator & Tube - Replacement” on page 24 of
removal procedure. Rotating the camshafts when this section.
the timing chain is removed, or installing the
7. Remove generator support bracket -- refer to
camshafts 180 degrees out of position, can cause
Section 6
severe damage to the valves and pistons.
8. Remove nuts, exhaust manifold and gasket
NOTE: Lubricate the camshaft journals and bearing (discard nuts and gasket)
caps with clean engine oil prior to installation.
1. Install the camshafts and bearing caps. Tighten

bolts in the sequence shown in 3 stages:
 Stage 1: Tighten one turn at a time until
tight
 Stage 2: Tighten bolts to 7 Nm (62 lb-in)
 Stage 3: Tighten bolts to 16 Nm (12 lb-
ft).
9. Remove and discard exhaust manifold studs.

10. Inspect manifold for flatness -- refer to Section 1.
02-19
MSG-425 ENGINE
6. Install exhaust pipe to manifold.
power abrasive discs or other abrasive means to
clean the sealing surfaces. These tools cause
scratches and gouges which make leak paths. Use a
plastic scraping tool to remove all traces of old
sealant.
11. Clean the sealing surface with silicone gasket

remover and metal surface prep.
7. Install accessory drive belt -- refer to Section 6.

8. Connect battery negative cable -- refer to
WARNING: OBSERVE ALL WARNINGS AND Section 6.
CAUTIONS AND FOLLOW ALL APPLICATION 9. Install or reconnect any other components
DIRECTIONS CONTAINED ON THE PACKAGING OF removed or disconnected.
THE SILICONE GASKET REMOVER AND METAL
SURFACE PREP.
Cylinder Head - Removal
Exhaust Manifold - Installation CAUTION: The crankshaft, the crankshaft sprocket
1. Install new studs: and the pulley are fitted together by friction, with
 Tighten to 17 Nm (13 lb-ft). diamond washers between the flange faces on each
2. Install new gasket. part. For that reason, the crankshaft sprocket is also
3. Position exhaust manifold and install nuts: unfastened if you loosen the pulley. Therefore, the
 Tighten to 54 Nm (40 lb-ft) engine must be retimed each time the damper is

Section 6.

access and removal of the cylinder head. Label
if necessary to allow for correct reinstallation.
3. Remove camshaft cover -- Refer to “Camshaft

Cove - Removal” on page 6 of this section.
4. Remove the camshafts -- Refer to “Camshafts -

Removal” on page 18 of this section.
5. Remove exhaust manifold -- Refer to “Exhaust

4. Install generator support bracket -- refer to Manifold - Removal” on page 19 of this section.
Section 6.
5. Install oil level indicator -- Refer to“Oil Level 6. Remove fuel rail -- refer to Section 4.
Indicator & Tube - Replacement” on page 24 of
this section.
02-20
MSG-425 ENGINE
7. Remove and discard cylinder head bolts. 2. Apply silicone gasket and sealant to the
locations shown.
NOTE: If not secured within 4 minutes, the sealant must

be removed and the sealing area recleaned as before.
Refer to previous CAUTION & WARNING.
3. Install a new cylinder head gasket.
4. Lubricate new cylinder head bolts with clean

8. Remove and discard gasket.
engine oil.
9. Inspect mating surfaces -- refer to Section 1. CAUTION: Cylinder head bolts are torque-to-yield
and must not be reused. New bolts must be
Cylinder Head - Installation installed.
CAUTION: Do not use metal scrapers, wire brushes, 5. Install cylinder head carefully.
plastic scraping tool to remove all traces of old head
gasket.
1. Clean the mating surface of cylinder head and
block, with silicone gasket remover and metal
surface prep. Remove all traces of gasket,
sealant, oil and coolant.

CAUTIONS AND FOLLOW ALL APPLICATION
SURFACE PREP.
CAUTION: Failure to follow this procedure can cause

future oil leakage.
NOTE: Do not attempt to make the metal shiny. Some

staining of the metal surfaces is normal.
02-21
MSG-425 ENGINE
6. Tighten bolts in sequence shown in 5 stages:

 Stage 1: Tighten to 5 Nm (44 lb-in)
 Stage 2: Tighten to 15 Nm (11 lb-ft) Oil Filter Adapter - Removal
 Stage 3: Tighten to 45 Nm (33 lb-ft) 1. Disconnect negative battery cable -- refer to
Section 6.
 Stage 4: Tighten an additional 90
degrees
access and removal of the oil filter adapter.
degrees.
reinstallation.
3. Drain the engine oil.
4. Disconnect the oil pressure sender connector.
5. Remove the oil pressure sender -- Refer to “Oil
Pressure Sender - Replacement” on page 23 of
this section.
7. Install fuel rail -- refer to Section 4.

8. Install exhaust manifold -- Refer to “Exhaust
Manifold - Installation” on page 19 of this
section.
9. Install camshafts -- Refer to “Camshafts -
Installation” on page 18 of this section.
10. Install camshaft cover -- Refer to “Camshaft 6. Remove and discard the oil filter.
Cover - Installation” on page 7 of this section. 7. Remove 4 bolts and oil filter adapter.
11. Install or reconnect any other component that 8. Remove and discard the gasket.
was removed or disconnected.
12. Reconnect negative battery cable -- refer to Oil Filter Adapter - Installation
Section 6.
CAUTION: Do not use metal scrapers, wire brushes
sealant.
1. Clean the mating surface of adapter and block,

with silicone gasket remover and metal surface
prep.

DIRECTIONS CONTAINED ON THE PACKAGING
OFTHE SILICONE GASKET REMOVER AND METAL
SURFACE PREP.
2. Using a new gasket, install the oil filter adapter

and 4 bolts:
3. Install a new oil filter.
4. Apply thread sealant with PTFE to the oil

pressure sender threads and install the sender:
02-22
MSG-425 ENGINE
5. Tighten to 15 Nm (11 lb-ft). Oil Level Indicator & Tube -
6. Connect oil pressure sender connector. Replacement
access and removal of the oil level indicator &
7. Fill the engine with clean engine oil. tube. Label if necessary to allow for correct
reinstallation.
8. Run the engine and check for leaks. 2. Remove the oil level indicator.
9. Install or reconnect any other component that

Oil Pressure Sender – Replacement

Section 6.

access and removal of the oil pressure sender.
Label if necessary to allow for correct 3. Remove the 2 bolts and tube.
reinstallation.
4. Remove and discard the o-ring.
3. Disconnect the oil pressure sender connector.
5. Reverse procedure to install:
4. Remove the oil pressure sender.  Install a new o-ring
 Apply clean engine oil to o-ring
 Tighten bolts to 10 Nm (89 lb-in).
Oil Pan - Removal

CAUTION: Failure to follow this procedure can cause
future oil leakage.
access and removal of the oil pan. Label if
necessary to allow for correct reinstallation.
5. Apply thread sealant with PTFE to the oil 2. Drain the engine oil.
pressure sender threads and install the sender:
3. Remove oil level indicator & tube -- Refer to “Oil
6. Tighten to 15 Nm (11 lb-ft). Level Indicator & Tube - Replacement” on page
24 of this section.
7. Connect oil pressure sender connector.
02-23
MSG-425 ENGINE
4. Remove oil pan and bolts.
Oil Pan - Installation
NOTE: If not secured within 4 minutes, the sealant must
be removed and the sealing area re-cleaned as before.
Refer to previous CAUTION & WARNING.
1. Apply a 2.5 mm (0.1 in) bead of silicone gasket
and sealant to the oil pan. Install the oil pan and
bolts in sequence shown:

sealant. 2. Install oil level indicator and tube -- Refer to “Oil
Level Indicator & Tube - Replacement” on page
5. Clean the mating surface of oil pan and block, 24 of this section.
with silicone gasket remover and metal surface 3. Install drain plug:
prep.  Tighten to 28 Nm (21 lb-ft).
4. Fill engine with clean engine oil.
CAUTIONS AND FOLLOW ALL APPLICATION Oil Pickup Tube – Replacement
1. Remove the oil pan -- Refer to “Oil Pan -
SURFACE PREP.
Removal” on page 24 of this section.
2. Remove bolts and oil pickup tube.
02-24
MSG-425 ENGINE
3. Remove gasket and discard. Oil Pump - Removal

4. Clean the sealing surface with metal surface access and removal of the oil pump. Label if
prep. necessary to allow for correct reinstallation.
2. Remove engine front cover -- Refer to “Engine

Front Cover - Removal” on page 11 of this
section.
3. Remove oil pan -- Refer to “Oil Pan - Removal”
on page 24 of this section.
SURFACE PREP.
4. Remove oil pickup tube -- Refer to “Oil Pickup
Tube - Replacement” on page 25 of this section.
 Use a new gasket 5. Release the tension on the tensioner spring and
 Tighten bolts to 10 Nm (89 lb-in). remove the bolt and tensioner
6. Remove 2 bolts and oil pump chain guide.
7. Remove oil pump chain.
8. Remove bolt and oil pump sprocket.
9. Remove 4 bolts and oil pump.
Oil Pump - Installation

1. Clean the oil pump and block mating surface
with metal surface prep.

SURFACE PREP.
02-25
MSG-425 ENGINE
2. Install oil pump and 4 bolts in sequence shown Flywheel/Flexplate – Replacement

in 2 stages:
 Stage 1: Tighten to 10 Nm (89 lb-in) 1. Remove any components necessary to gain
 Stage 2: Tighten to 20 Nm (15 lb-ft). access to the flywheel/flexplate.
2. Remove the transmission or PTO.
3. Remove the pressure plate and clutch if

equipped.
4. Remove bolts using tool 303-103.
3. Install sprocket and bolt:

4. Install the chain onto the sprockets.
5. Install guide and 2 bolts:

 Tighten to 10 Nm (89 lb-in) 5. Remove flywheel/Flexplate.
6. Install tensioner and bolt:

 Hook tensioner spring around the
shoulder bolt.
CAUTION: Special bolts are used for installation. Do

not use standard bolts.
6. Reverse procedure to install. Tighten bolts in

sequence shown in three stages:
7. Install pickup tube -- Refer to “Oil Pickup Tube -
 Stage 1: Tighten to 50 Nm (37 lb-ft)
8. Install oil pan -- Refer to“Oil Pan - Installation”  Stage 3: Tighten to 112 Nm (83 lb-ft).
9. Install engine front cover -- Refer to “Engine

Front Cover - Installation” on page 12 of this
section.

02-26
MSG-425 ENGINE
Crankshaft Rear Seal/Retainer – 3. Install oil pan -- Refer to “Oil Pan - Installation”
Removal on page 25 of this section.
1. Remove and/or disconnect components to allow 4. Install flywheel or flexplate -- Refer to “Flywheel/
access and removal of the rear seal. Label if Flexplate - Replacement” on page 27 of this
necessary to allow for correct reinstallation. section.
2. Remove flywheel or flexplate -- Refer to 5. Install or connect any other component removed
“Flywheel/ Flexplate - Replacement” on page 27 or disconnected.
of this section.
DISASSEMBLY & ASSEMBLY
3. Remove oil pan -- Refer to“Oil Pan - Removal”
Engine Disassembly
4. Remove bolts and retainer plate.
CAUTION: During engine repair procedures,
cleanliness is extremely important. Any foreign
cleaning gasket surfaces can enter the oil passages,
coolant passages or the oil pan, and cause engine
failure.
CAUTION: Due to the precision fit and timing of the

balancer shaft assembly, it cannot be removed from
the engine block.
Crankshaft Rear Seal/Retainer – 1. Remove engine from equipment and mount on
Installation an engine stand -- Refer to “Flywheel/Flexplate -
1. Using special tool 303-328, position rear oil seal
with retainer plate onto crankshaft. 2. Remove the drive belt.
3. Remove bolts and oil level indicator.
2. Install 6 bolts in the sequence shown:

4. Remove all coolant pipes and hoses.
5. Remove A/C compressor (if equipped).
02-27
MSG-425 ENGINE
6. Remove generator and bracket assembly. 10. Remove 4 bolts and power steering pump or
upper idler pulley.
7. Remove nuts and exhaust manifold. Discard

nuts.
11. Remove 5 bolts and intake manifold.
8. Remove and discard exhaust manifold gasket

and studs
9. Inspect exhaust manifold for flatness -- refer to

Section 1.
12. Remove ignition coils.
13. Remove 3 bolts and thermostat housing.
02-28
MSG-425 ENGINE
14. Remove knock sensor. 18. Remove 3 bolts and coolant pump. Discard the
O-ring.
19. Remove camshaft cover.

15. Remove engine vent cover.
16. Remove fuel rail and injectors. Discard o-rings.
20. Remove 2 bolts and CKP sensor. Discard

sensor.
17. Remove 3 bolts and water pump pulley.
02-29
MSG-425 ENGINE
CAUTION: Failure to position the No. 1 piston at top CAUTION: Failure to hold the crankshaft pulley in
dead center (TDC) can result in damage to the place during bolt loosening can cause damage to
engine. Turn the engine in the normal direction of the engine.
rotation only.
23. Using the special tools, remove bolt, washer and
CAUTION: The crankshaft, the crankshaft sprocket crankshaft pulley. Discard the bolt.
diamond washers between the flange faces on each CAUTION: There is one front cover bolt behind the
part. For that reason, the crankshaft sprocket is also cooling fan drive pulley.
engine must be retimed each time the damper is 24. Remove bolt behind cooling fan drive pulley
removed. Otherwise severe damage can occur. through one of access holes.
21. Using the crankshaft pulley bolt, turn the 25. Remove all front cover bolts and front cover.
at TDC.

alignment only. Using this tool to prevent engine
rotation can result in engine damage.
NOTE: The camshaft timing slots are offset. If the

special tool cannot be installed, rotate the crankshaft
one complete revolution clockwise to correctly position
the camshafts.
22. Install special tool 303-465 in the slots on the

rear of both camshafts.
02-30
MSG-425 ENGINE
31. Remove the bolt and the VCT solenoid.

26. Compress the timing chain tensioner and insert
a paper clip into the hole.
32. Remove the plug and the VCT system oil filter
from the intake camshaft thrust cap.
27. Remove 2 bolts and tensioner.
28. Remove right timing chain guide.
CAUTION: Do not rely on camshaft alignment plate

29. Remove timing chain. to prevent camshaft rotation. Damage to the tool or
the camshaft can occur.
33. Using a wrench on the camshaft flats, remove

bolts, washers and sprockets.
30. Remove 2 bolts and left timing chain guide.
34. Release tension on oil pump chain tensioner.
02-31
MSG-425 ENGINE
35. Remove the bolt and tensioner. CAUTION: The cylinder head bolts must be
discarded and new bolts must be installed. They are
tighten-to-yield designed and cannot be reused.
41. Remove and discard cylinder head bolts.
42. Remove cylinder head.

36. Remove bolts and guide.
43. Remove and discard the gasket.
37. Holding oil pump sprocket in place, remove bolt,
chain, sprockets and diamond washers.
44. Remove the cylinder head alignment dowels.
38. Remove special tool 303-465.
CAUTION: Failure to follow the camshaft loosening

procedure can result in damage to the camshafts.
NOTE: Note the position of the lobes on the number one

cylinder before removing the camshafts for assembly
reference.
39. Remove the camshaft bearing caps as follows: 45. Remove bolts and oil pan.
a. Loosen the camshaft bearing cap bolts
in the sequence shown one turn at a
time
b. Repeat until all the tension is released
from the camshaft bearing caps.
c. Remove the bearing caps.
40. Remove the camshafts.
46. Remove bolts and rear seal retainer plate.
CAUTION: The cylinder head must be cool before

removing it from the engine. Cylinder head warpage
can result if a warm or hot cylinder head is removed.
02-32
MSG-425 ENGINE
47. Remove bolts, oil pump pickup tube and discard
gasket.
6. Remove all special tools.
48. Remove 4 bolts and oil pump. CAUTION: Note location of valves if they are to be
reused.
7. Remove valves.
8. Using special tools 303-005 and 303-468,

remove and discard valve stem seals.
9. Inspect valve, valve springs, retainers and keys -

- refer to Section 1.
49. Remove and discard oil pump gasket. Engine Cleaning

During engine repair procedures, cleanliness is
Cylinder Head Disassembly extremely important. Any foreign material, including any
material created while cleaning gasket surfaces can
1. Remove rear lifting eye and front bracket. enter the oil passages, coolant passages or the oil pan,
and cause engine failure.
Place clean shop towels over exposed engine cavities.

Carefully remove the towels so foreign material is not
dropped into the engine.

scratches and gouges that make leak paths. Use a
plastic scraping tool to remove all traces of the
gasket material and sealant.
CAUTION: Aluminum surfaces are soft and can be

scratched easily. Never place the cylinder head
2. Remove coolant outlet pipe. gasket surface, unprotected, on a bench surface.
3. Remove spark plugs and discard. To clean residual sealant, oil, coolant and gasket
material from sealing area, use silicone gasket remover
CAUTION: Note location of the tappets prior to and metal surface prep. A second application may be
removal. required if traces of silicone or gasket material remain.
Allow to dry until there is no sign of wetness, or 4
4. Remove 16 valve tappets. minutes, whichever is longer. Failure to follow this
procedure can cause future oil leakage.
5. Using special tools 303-350, 303-300 & 303-
472, compress valve spring and remove valve
spring retainer keys, retainers and springs.
02-33
MSG-425 ENGINE

CAUTIONS AND FOLLOW ALL APPLICATION 7. Using a new gasket, install coolant outlet pipe
DIRECTIONS CONTAINED ON THE PACKAGING OF and 4 bolts:
THE SILICONE GASKET REMOVER AND METAL  Tighten to 10 Nm (89 lb-in).
SURFACE PREP.
NOTE: Do not attempt to make metal shiny. Some

staining of metal surfaces is normal.
Cylinder Head Assembly

CAUTION: If installing original valves, make sure
they are installed in the same position as removed.
1. Coat valve stems and guides with clean engine

oil and install into cylinder head. 8. Install rear lifting eye and front lifting eye
CAUTION: Use protector provided with replacement bracket:
kit to prevent damage to the valve seals.  Tighten to 45 Nm (33 lb-ft).
2. Using special tool 303-470, install valve seals

onto the guides.
3. Position valve springs and retainers.
4. Using special tools 303-350, 303-300 and 303-

472, compress valve spring and install retainer
keys.
NOTE: Make sure keys are seated properly.
CAUTION: Be sure to install tappets in the same

location as removed.
5. Install 16 valve tappets.
6. Install 4 new spark plugs (properly gapped):

02-34
MSG-425 ENGINE
Engine Assembly
4. Position the oil pump assembly and tighten the
CAUTION: The crankshaft, the crankshaft sprocket bolts in the sequence shown in 2 stages:
and the pulley are fitted together by friction, with  Stage 1: Tighten to 10 Nm (89 lb-in)
diamond washers between the flange faces on each  Stage 2: Tighten to 20 Nm (15 lb-ft)
part. For that reason, the crankshaft sprocket is also
engine must be retimed each time the damper is
CAUTION: Failure to position the No. 1 piston at top

dead center (TDC) can result in damage to the
engine. Turn the engine in the normal direction of
rotation only.
1. Using the crankshaft pulley bolt, turn the

5. Position a new oil pump pickup tube gasket and
on TDC>
the pickup tube, and tighten 4 bolts in the
sequence shown:
2. Remove plug bolt.
6. Using special tool 303-328, install a new

crankshaft rear seal and retainer plate
assembly. Tighten bolts in the sequence shown:
CAUTION: Only turn the engine in the normal

direction of rotation. Installing the special tool in this
next step will prevent the engine from being rotated
in the clockwise direction. However, the engine can
still be rotated in the counterclockwise direction.

NOTE: If oil pan is not secured within 4 minutes, the
sealant must be removed and the sealing area re-
cleaned -- Refer to “Engine Cleaning” on page 34 of this
section.
02-35
MSG-425 ENGINE
7. Apply a 2.5 mm (0.1 in) bead of silicone gasket 11. Lubricate new bolts and install in the sequence
and sealant to the oil pan. Install the oil pan and shown in 5 stages:
bolts. Tighten in the sequence shown:  Stage 1: Tighten to 5 Nm (44 lb-in)
 Tighten to 25 Nm (18 lb-ft).  Stage 2: Tighten to 15 Nm (11 lb-ft)
degrees (1/4 turn)
degrees (1/4 turn)
8. Install cylinder head alignment dowels until fully

seated in block.
CAUTION: Install the camshafts with alignment slots

in the camshaft lined up so the camshaft alignment
plate can be installed without rotating the
camshafts. Make sure the lobes on the No.1 cylinder
are in the same position as noted in the disassembly
procedure. Rotating the camshafts or installing the
camshafts 180 degrees out of position can cause
NOTE: If cylinder head is not secured within 4 minutes, severe damage to the valves and pistons.
the sealant must be removed and the sealing area
recleaned -- Refer to “Engine Cleaning” on page 34 of NOTE: Lubricate camshaft journals and bearing caps
this section. with clean engine oil.
9. Apply silicone gasket and sealant to the 12. Install the camshafts and bearing caps. Tighten
locations shown. bolts in sequence shown in three stages:
 Stage 1: Tighten finger tight
 Stage 2: Tighten to 7 Nm (62 lb-in)
 Stage 3: Tighten to 16 Nm (12 lb-ft).
10. Install a new gasket and position cylinder head.
CAUTION: Do not reuse cylinder head bolts.

diamond washers between the flange faces on each
part. The diamond washers must be installed
correctly or severe engine damage can result.
02-36
MSG-425 ENGINE
13. Install the variable camshaft timing (VCT)

system oil filter and the plug in the intake
camshaft thrust cap
 Torque: 12.5 lb-ft (17Nm)
16. Holding the oil pump chain sprocket in place,

tighten oil pump sprocket bolt:
17. Install oil pump chain guide and shoulder bolt:

14. Install the VCT solenoid and the bolt.
 Torque: 7.3 lb-ft (10Nm) 18. Install oil pump chain tensioner. Hook spring
around shoulder bolt and tighten:
15. Install washers and oil pump chain and NOTE: Sprockets must turn freely on the camshafts.
sprockets.
19. Position camshaft sprockets and loosely install
bolts.
CAUTION: Do not compress the ratchet assembly.

NOTE: The crankshaft sprocket flange must be facing This will damage the ratchet assembly.
away from the engine block.
20. Using the edge of a vise, compress the timing
chain tensioner plunger.
02-37
MSG-425 ENGINE
21. Using a small pick, push back and hold the

ratchet mechanism.
26. Install timing chain tensioner and 2 bolts.
Remove the paper clip to apply tension to chain:
22. While holding the ratchet mechanism, push the

ratchet arm back into the tensioner housing.

alignment only. Using this tool to prevent engine
rotation can result in engine damage.
27. Install special tool 303-465 in the timing slots on

rear of both camshafts. Timing slots are offset
from the centerline of the camshaft.
23. Install a paper clip into the hole in the tensioner

housing to hold the ratchet assembly and the
NOTE: Use a wrench on the flats between cylinders
plunger in during installation.
No.1 and No. 2 to hold the camshafts in place.
24. Install the timing chain.
28. Tighten camshaft sprocket bolts:

25. Position timing chain guides and install guide
bolts:
02-38
MSG-425 ENGINE
NOTE: If front cover is not secured within 4 minutes, the
sealant must be removed and the sealing area re- CAUTION: Do not reuse crankshaft pulley bolt.
cleaned -- Refer to “Engine Cleaning” on page 34 of this
section. NOTE: Apply clean engine oil to crankshaft front seal
area prior to installing.
29. Apply a 2.5 mm (0.1 in) bead of silicone gasket
and sealant to the front cover, and to block as 31. Install crankshaft pulley and hand-tighten bolt.
shown.
CAUTION: Only hand tighten crankshaft pulley bolt

or damage to front cover can occur.
NOTE: This next step will correctly align crankshaft

pulley to crankshaft.
32. Install a standard 6 mm x 18 mm bolt through

30. Install the front cover and bolts. Tighten in the the crankshaft pulley and thread it into the front
sequence shown in 3 stages: cover.
 Stage 1: Tighten 8mm bolts to 10 nm
(89 lb-in)
 Stage 2: Tighten 10 mm bolts to 25 Nm
(18 lb-ft)
 Stage 3: Tighten 13 mm bolts to 48 Nm
(35 lb-ft).
33. Rotate the crankshaft pulley as necessary to

align the bolt holes.
CAUTION: Failure to hold the crankshaft pulley in

place during bolt tightening can cause damage to
the engine front cover.
34. Remove all special tools and 6mm bolt.
CAUTION: Only turn engine in the normal direction

of rotation.
35. Turn the engine 2 complete revolutions, then

continue turning in same direction until the No. 1
piston is at top dead center (TDC).
02-39
MSG-425 ENGINE
41. Position a new crankshaft position (CKP) sensor
and loosely install 2 bolts.
CAUTION: Only hand tighten the bolt in this next

step or damage to the front cover can occur.
37. Using a 6mm x 18 mm bolt, check the position of

the crankshaft pulley. If it is not possible to 42. Using alignment tool that came with new sensor,
install the bolt, correct the engine timing. adjust CKP alignment. The tool must engage a
tooth of the damper, then tighten bolts:
38. Using special tool 303-465, check the position of

the camshafts. If it is not possible to install the
special tool, correct the engine timing.
NOTE: If camshaft cover is not secured within 4

minutes, the sealant must be removed and the sealing
area re-cleaned -- Refer to “Engine Cleaning” on page
33 of this section.
43. Apply silicone gasket and sealant to the

locations shown.
39. Remove all special tools (303-507, 303-465) and

6mm bolt.
40. Install the plug bolt:

44. Install camshaft cover and tighten bolts in

sequence show:
02-40
MSG-425 ENGINE
CAUTION: The knock sensor (KS) must not touch

45. Install camshaft position (CMP) sensor and bolt: the engine vent cover.
50. Install knock sensor:
46. Install spark plugs:  Tighten to 20 Nm (15 lb-ft).
47. Lubricate a new coolant pump o-ring seal with

clean engine coolant and install coolant pump
and 3 bolts:
51. Install engine vent cover and bolts:

 Tighten to 10 Nm (89 lb-in)
48. Install coolant pump pulley and 3 bolts:

52. Using a new gasket, install thermostat, housing

and 3 bolts:
NOTE: Lubricate new fuel injector o-ring seals with clean

engine oil prior to installation.
49. Using new o-ring seals, install fuel rail assembly

and bolts:
 Tighten to 25 Nm (18 lb-ft). NOTE: Apply silicone dielectric compound to inside of
spark plug boot area prior to installation of coils.
02-41
MSG-425 ENGINE
53. Install coils over spark plugs and tighten bolts: 60. Install generator and support bracket.
 Tighten to 10 (89 lb-in).
54. Make any connections that will not be accessible

after intake manifold is installed.
55. Inspect and install new intake manifold gaskets

if necessary.
56. Install intake manifold and bolts:

61. Tighten bolts in the sequence shown in 2

stages:
 Stage 1: Tighten finger tight
57. Install power steering pump and bolts:

 Tighten to 25 Nm (18 lb-ft). 62. Install A/C compressor (if equipped) and bolts:
58. Install 7 new exhaust manifold studs:
63. Install oil level indicator tube:
59. Position a new gasket and install exhaust

manifold and 7 new nuts:
02-42
MSG-425 ENGINE
64. Install accessory drive belt.
NOTE: Measure each valve’s clearance at base circle

with lobe pointed away from the tappet, before removing
camshafts. Failure to measure all clearances prior to
removing camshafts will necessitate repeated removal
and installation and wasted labor time.
65. Install any tubes, hoses or components removed 3. Select tappets and mark location using the
or disconnected. following formula:
 Tappet thickness = measured
66. Remove engine from engine stand and install clearance, plus base tappet thickness,
flywheel or flexplate. minus most desirable thickness.
67. Using special tool, tighten bolts in the sequence NOTE: If any tappets do not measure within
shown in 3 stages: specifications, install new tappets in those locations --
 Stage 1: Tighten to 50 Nm (37 lb-ft) Refer to “Valve Tappet - Replacement” on page 18 of
 Stage 2: Tighten to 80 Nm (59 lb-ft) this section.
68. Lubricate transmission input shaft pilot bearing

with grease.
ADJUSTMENTS
Valve Clearance Check
1. Remove camshaft cover -- Refer to “Camshaft

Cover - Removal” on page 6 of this section.
CAUTION: Turn the engine clockwise only, and use

the crankshaft bolt only.
2. Use a feeler gauge to measure each valve’s

clearance and record its location. A mid-range
clearance is most desirable:
 Intake: 0.22-0.28 mm (0.008-0.011 inch)
 Exhaust: 0.27-0.33 mm (0.010-0.013
inch)
02-43
MSG-425 ENGINE
General Specifications Valve
Item Specification Valve head diameter – intake 34.85 – 35.15 mm
Motorcraft Metal Surface Prep --- Valve head diameter – exhaust 29.85 – 30.15 mm
ZC-31 Valve stem diameter – intake 5.470 – 5.485 mm
Silicone Gasket Remover ZC-30 --- Valve stem diameter – exhaust 5.465 – 5.480 mm
Silicone Gasket and Sealant TA- WSE-M4G323-A4 Valve stem-to-guide clearance – 0.0027 mm
30 Intake
Motorcraft SAE 5W-20 Premium WSS-M2C930-A Valve stem-to-guide clearance – 0.0029 mm
Synthetic Blend Motor Oil XO- Exhaust
5W-20-QSP (in Canada Valve face runout 0.05 mm
Motorcraft SAE 5W-20 Super Valve face angle 45 degrees
Premium Motor Oil CXO-5W20-
LSP12) or equivalent Valve Spring – Compression Pressure
Motorcraft Premium Gold Engine WSS-M97B51-A1 Intake and exhaust (installed) 17.5kg
Coolant VC-7-A (in California, Intake (valve open) 8.9 mm of lift 44kg
Oregon and New Mexico VC-7-B,
Exhaust (valve open) 7.4 mm of 42kg
in Canada CVC-7-A) or
lift
equivalent (yellow color)
Free Length 44.92 mm
Multi-Purpose Grease XG-4 ESB-M1C93-B
Assembled height 37.9mm
and/or XL-5
Thread Sealant with PTFE TA-24 WSK-M2G350-A2
Displacement 2.5L Cylinder Head
Cylinder head flatness 0.08 maximum overall,
No. of cylinders 4
a maximum of 0.05
Bore/Stroke 89/100 mm with 150 mm
Firing Order 1-3-4-2 Valve lift @ zero lash (exhaust) 7.7 mm
Oil Pressure (hot @ 2000rpm) 29-39psi Valve lift @ zero lash (intake) 8.8 mm
Oil Capacity 7 quarts including Valve guide diameter 5.509 – 5.539 mm
filter Valve seat width – 0.99 – 1.84 mm
intake/exhaust
Cylinder Block Valve seat angle 45 degrees
Cylinder bore diameter 89.0 – 89.03 mm Valve seat runout 0.075 mm
Cylinder bore max out-of-round 0.008 mm Valve lash adjuster bore 31.00 – 31.03 mm
Main bearing bore diameter 57.018 – 57.040 mm diameter
Head gasket surface flatness 0.1 mm/general and Cam bore diameter 25.015 – 25.040 mm
0.05 mm/200x200
Crankshaft
Piston Main bearing journal diameter 51.978 – 52.002 mm
Diameter (1) 88.965 – 88.975 mm Production Repair 51.730 – 51.750 mm
Diameter (2) 88.975 – 88.985 mm Main bearing clearance 0.016 – 0.047 mm
Diameter (3) 88.985 – 88.995 mm Connecting rod journal diameter 51.978 – 52.002 mm
Piston-to-bore clearance 0.025 – 0.045 Production repair 51.730 – 51.750 mm
Ring groove width – top 1.203 – 1.205 mm End play 0.220 – 0.450 mm
nd
Ring groove width – 2 1.202 – 1.204 mm
Ring groove width – oil 2.501 – 2.503 mm Rings
Piston skirt coating thickness 0.008 – 0.016 mm Width – Top 1.17 – 1.185 mm
nd
Width – 2 1.197 – 1.199 mm
Piston Pin Width – Oil 2.38 – 2.45 mm
Diameter 19.995 – 20.0 mm Ring gap (in bore) – top 0.19 – 0.26 mm
nd
Length 54.7 – 55.0 mm Ring gap (in bore) – 2 0.31 – 0.46 mm
Ring gap (in bore) – oil 0.15 – 0.40 mm
02-44
MSG-425 ENGINE
Valve Tappet Torque Specifications (continued)
Diameter 30.97 – 30.98 mm Description Nm Lb-ft Lb-in
Tappet-to-valve clearance – 0.22 – 0.28 mm Oil level indicator tube bolt 10 - 89
intake Oil pump sprocket bolt 25 18 -
Tappet-to-valve clearance- 0.27 – 0.33 mm Oil pump pickup tube and 10 - 89
exhaust screen bolts
Tappet-to-bore clearance 0.02 – 0.06 mm Oil drain plug 28 21 -
Oil filter adapter bolts 25 18 -
Camshaft Oil pan bolts (a) - - -
Intake camshaft lobe lift 8.24999 mm Oil pump-to-cylinder block 20 15 -
Exhaust camshaft lobe lift 7.80007 mm bolts
Runout (1)a 0.03 mm Oil pump chain tensioner 10 - 89
Thrust clearance 0.09 – 0.24 mm bolts
Journal diameter 24.96 – 24.96 mm Oil pump chain guide bolts 10 - 89
Journal-to-bore clearance 0.035 – 0.080 mm Power steering pump bolts 25 18 -
A – No. 3 journal supported by No. 1 and No. 5 journals Power steering pressure tube 20 15 -
nut
Connecting Rod Starter motor bolts 25 18 -
Bearing clearance 0.027 – 0.052 mm Timing peg plug 20 15 -
Bearing thickness 1.496 – 1.520 mm Transmission access cover 10 - 89
Crank bore diameter 55.025 – 55.045 mm bolt
Pin bore diameter (with bushing 20.010 – 20.021 mm Torque converter to flywheel 35 26 -
inserted) nuts
Length (center-to-center) 151.8 mm Transmission lines bracket 28 21 -
Side clearance 1.95 – 3.05 mm bolt
Axial clearance 0.14 – 0.36 mm Timing chain guide bolts 10 - 89
Timing chain tensioner bolts 10 - 89
Valve cover bolts 10 - 89
Torque Specifications
Fan Bracket to Front Cover 58 42.5 -
Description Nm Lb-ft Lb-in Fran drive bracket with -
Camshaft sprocket bolt 65 48 - 28.5 21
bearing to bracket
Coolant outlet pipe bolts 10 - 89 Fan Spacer to bearing bracket 12 9 -
Coolant pump pulley bolts 25 18 - Fan to fan spacer 28.5 21 -
Coolant thermostat bolts 10 - 89 (a)– Refer to the procedure in this section
Coolant pump bolts 10 - 89
Coolant outlet (front) connector bolts 25 18 -
Crankcase ventilation cover bolts 10 - 89
Cylinder head bolts (a) - - -
Crankshaft pulley bolts (a) - - -
Camshaft bearing caps (a) - - -
Crankshaft position sensor 7 - 62
Crankshaft oil seal retainer (a) - - -
Engine ground cable-to-cylinder 10 - 89
head stud bolt
Exhaust manifold-to-exhaust 40 30 -
inlet pipe nuts
Engine-to-trans bolts 48 35 -
Engine front cover bolts (a) - - -
Engine lifting eye bolts 45 33 -
Exhaust manifold-to-cylinder head studs 17 13 -
Exhaust manifold-to-cylinder head nuts 54 40 -
Flywheel bolts (a) - - -
Generator bolts 25 18 -
Generator/AC Compressor support 48 35 -
brackets
Intake manifold bolts 18 13 -
Knock sensor 20 15 -
Oil pressure switch 15 11 -
02-45
MSG-425 IGNITION SYSTEM
INDEX
Subject Page
General Information…………………………………………………………………………………………………………. 03 - 2
Description……………………………………………………………………………………………………………….. 03 – 3
Operation…………………………………………………………………………………………………………………. 03 – 3
Wiring Diagram…………………………………………………………………………………………………….…… 03 – 4

Spark Plug Inspection..…………………………………………………………………………….………………… 03 – 5

Ignition Coil – Replacement……….…….………………………………………………………………………. 03 – 6
Spark Plug – Removal……………………..……………….……………………………………………………….. 03 – 6
Spark Plug – Installation…………………………………………………………………..……………………….. 03 – 6
Specifications……………………..………………………………………………………………………………………………..... 03 – 7
03 - 1
GENERAL INFORMATION
Description  Ignition Coils

The MSG-425 engine is equipped with an  Spark Plugs.
individual coil on plug electronic ignition system.
The brain of this system is the Electronic Engine
Control (GCP) Module which receives inputs WARNING: HIGH TENSION VOLTAGE PRODUCED
from the following: BY A DISTRIBUTORLESS IGNITION SYSTEM IS
 Crankshaft Position (CKP) Sensor HIGHER THAN FOR A CONVENTIONAL IGNITION
SYSTEM. WHEN CARRYING OUT SERVICE
 Camshaft Position (CMP) Sensor OPERATIONS ON AN ENGINE EQUIPPED WITH
 Engine Temperature Sensor DISTRIBUTORLESS IGNITION, IT IS IMPORTANT
From these inputs, the GCP module computes TO BE AWARE OF THE ABOVE POINT AS WELL
spark strategy (spark advance) to obtain AS ALL THE USUAL SAFETY MEASURES TO
optimum engine performance for correct input PREVENT THE POSSIBILITY OF ELECTRIC
conditions, through the following outputs: SHOCKS.
03 - 2
Operation Engine Temperature

With this system, the GCP monitors the engine The Engine Coolant Temperature (ECT) Sensor
speed and operating temperature and decides sends engine temperature information to the
what degree of spark advance is correct for all of GCP. It is located in the rear coolant outlet pipe.
the operating conditions. Because timing is set
for life inherently in the design of the engine, and Fuel Octane Level Adjustment
there are no moving parts in the ignition system In the event that the engine is operated on dry
itself, no maintenance is required except for fuels such as natural gas, compressed natural
periodic spark plug checks. The system provides gas (CNG), or liquefied petroleum gas (LGP),
for fixed spark advance at start-up, for cold timing can be modified by GCP “Fuel Type”.
weather starting, and for “average value” default
attention has been given to spark optimization Ignition Coil Driver
for excellent fuel economy in the warm-up mode. The GCP switches 4 individual ignition coils on
and off at the correct times to give the desired
The spark plugs are paired so that one plug fires spark advance. Ignition timing is adjusted
during the compression stroke and its constantly by the GCP. Many factors including
companion plug fires during the exhaust stroke. all the sensor inputs, affect the final ignition
The next time that coil is fired, the plug that was setting.
on exhaust will be on compression, and the one
that was on compression will be on exhaust. The Run Mode
spark in the exhaust cylinder is wasted (referred The GCP interprets engine speed above 200
to as the “waste spark”) but little of the coil rpm as Run Mode. The Base Spark advance
energy is lost. (BSA) is calculated by the GCP processing the
engine speed input.
Engine Speed and Crankshaft Position
Transient Mode
The crankshaft position and speed information This function is to provide detonation protection
comes to the GCP from the Crankshaft Position when the engine load is increased rapidly by fast
(CKP) Sensor, mounted near the crankshaft opening of the throttle plate.
pulley. The CKP Sensor is triggered by teeth on
a trigger wheel located on the crankshaft pulley.
The pulse frequency indicates crankshaft speed
and a missing tooth indicates crankshaft
position.
03 - 3
Wiring Diagram
03 - 4
Spark Plug Inspection

Inspect the spark plug tip as in the chart below:
03 - 5
REMOVAL AND INSTALLATION
Ignition Coil - Replacement Spark Plug – Removal
1. Remove ignition coil -- Refer to “Ignition

1. Remove and/or disconnect components Coil - Replacement” on page 6 of this
to allow access and removal of the section.
ignition coil. Label if necessary to allow
for correct reinstallation. 2. Loosen spark plugs and remove any dirt
or foreign material from spark plug
2. Disconnect electrical connector. areas of cylinder head with compressed
air.
3. Remove bolt.
3. Remove spark plugs and mark location
4. Remove ignition coil. using a piece of masking tape.
5. Reverse procedure to install: 4. Inspect condition of spark plug -- Refer
 Inspect for cracks, carbon to “Spark Plug Inspection” on page 7 of
tracking or dirt this section.
 Apply silicone dielectric
compound to the inside of coil.
Spark Plug - Installation
1. Apply a few drops of engine oil to spark
plug threads near tip.
2. Adjust spark plug gap to: 1.25 - 1.35

mm (0.049 - 0.053 in.).
3. Install spark plugs (to original locations)

and tighten to 11 lb-ft. (15 Nm).
4. Install coil -- Refer to “Ignition Coil -

03 - 6
SPECIFICATIONS
GENERAL SPECIFICATIONS
Firing Order 1–3–4-2

Spark Plug Type: AYFS-32Y-R
Gap: 1.25 – 1.35 mm
(0.049 – 0.053 in.)
TORQUE SPECIFICATIONS
Description Nm Lb-ft Lb-in

Spark Plugs 15 11 132
Coil bolts 8 6 71
03 - 7
MSG-425 FUEL SYSTEM
INDEX
Subject Page
Cautions & Warnings…………………………………………………………………………………………………………. 04 – 2

General Information – Gasoline………………………..………………………………………………………………. 04 – 3
Description……………………………………………………………………………………………………………….. 04 – 3
Operation…………………………………………………………………………………………………………………. 04 – 4
Fuel System Requirements………………………………………………………………………………………. 04 – 4
Wiring Diagram…………………………………………………………………………………………………….…… 04 – 5
General Information – Dry Fuel…………………………..………………………………………………………………. 04 – 7

Description……………………………………………………………………………………………………………….. 04 – 7
Operation…………………………………………………………………………………………………………………. 04 – 7
Fuel System Requirements………………………………………………………………………………………. 04 – 8
Wiring Diagram…………………………………………………………………………………………………….…… 04 – 9
Diagnosis and Testing – LPG……………………………………………………………………………………………….. 04 – 10

Symptom Chart…………………………………………………………………………………………………………. 04 – 10
Preliminary Tests………………………………………………………………………………………………………. 04 – 11
Diagnostic Charts…………………..………………………………………………………..……………………….. 04 – 12
Diagnosis and Testing – GASOLINE……………………………………………………………………………………… 04 – 21

Visual Inspection………………………………………………………………………………………………………. 04 – 21
Symptom Chart…………………………………………………………………………………………………………. 04 – 21
Fuel Pressure Check…….………..………………………………………………………..……………………….. 04 – 21
Fuel Pump Check……………………………………………………………………………………………………… 04 – 21
Fuel Block Check………………………………………………………………………………………………………. 04 – 22
General Service Procedures………………………………………………………………………………………………… 04 – 23

Spring Lock Coupling – Type I – Disconnect…..……………….…………………………………………. 04 – 23
Spring Lock Coupling – Type I – Connect….…..……………….…………………………………………. 04 – 23
Spring Lock Coupling – Type II – Disconnect...……………….…………………………………………. 04 – 23
Spring Lock Coupling – Type II – Connect….….……………….…………………………………………. 04 – 23
Quick Connect Coupling – Type I – Disconnect…………………………………………………………. 04 – 23
Quick Connect Coupling – Type I – Connect………………………………………….…………………. 04 – 23
Quick Connect Coupling – Type II – Disconnect……….………………………………………………. 04 – 23
Quick Connect Coupling – Type II – Connect…………………..…………………….…………………. 04 – 24

Fuel Rail & Injectors – Replacement…………………………………………………………………………. 04 – 25
Actuator – Removal………………………..……………….……………………………………………………….. 04 – 26
Actuator – Installation……………………………………………………………………..……………………….. 04 – 26
Mixer – Removal……………………………………………………………………………………………………….. 04 – 26
Mixer – Installation…………………………………………………………………………………………….……… 04 – 27
Specifications……………………………………………………………………………………………………………………..... 04 – 27
04 - 1
MSG-425 FUEL SYSTEM
CAUTIONS & WARNINGS
WARNING: DO NOT SMOKE OR CARRY LIGHTED TOBACCO OR OPEN FLAME OF ANY TYPE
WHEN WORKING ON OR NEAR ANY FUEL-RELATED COMPONENT. HIGHLY FLAMMABLE
MIXTURES ARE
ALWAYS PRESENT AND MAY BE IGNITED. FAILURE TO FOLLOW THESE INSTRUCTIONS MAY
RESULT IN PERSONAL INJURY.
WARNING: FUEL IN THE FUEL SYSTEM REMAINS UNDER HIGH PRESSURE EVEN WHEN THE
ENGINE IS NOT RUNNING. BEFORE REPAIRING OR DISCONNECTING ANY OF THE FUEL LINES
OR FUEL SYSTEM COMPONENTS, THE FUEL SYSTEM PRESSURE MUST BE RELIEVED TO
PREVENT ACCIDENTAL SPRAYING OF FUEL, CAUSING A FIRE HAZARD. FAILURE TO FOLLOW
THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY.
WARNING: DO NOT CARRY PERSONAL ELECTRONIC DEVICES SUCH AS CELL PHONES,

PAGERS OR AUDIO EQUIPMENT OF ANY TYPE WHEN WORKING ON OR NEAR ANY FUEL-
RELATED COMPONENTS. HIGHLY FLAMMABLE MIXTURES ARE ALWAYS PRESENT AND CAN
BE IGNITED. FAILURE TO FOLLOW THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY.
WARNING: THESE PROCEDURES INVOLVE FUEL HANDLING. BE PREPARED FOR FUEL

SPILLAGE AT ALL TIMES AND ALWAYS OBSERVE FUEL HANDLING PRECAUTIONS. FAILURE
TO FOLLOW THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY.
CAUTION: If the liquid or vapor tube is damaged (torn, holes or delaminated), a new tube
assembly must be installed. Do not use aftermarket sleeving. Do not re-adhere loose sleeving
material.
CAUTION: Fuel injection equipment is manufactured to very precise tolerances and fine
clearances. It is therefore essential that absolute cleanliness is observed when working with these
components. Always cap off any open orifices or tubes.
CAUTION: When reusing liquid or vapor tube connectors, make sure to use compressed air to
remove any foreign material from the connector retaining clip area before separating from the
tube. Apply clean engine oil to the end of the tube before inserting the tube into the connector.
CAUTION: To ensure absolute cleanliness is observed when working with fuel system
components, always cap off any open orifices or tubes.
04 - 2
MSG-425 FUEL SYSTEM
GENERAL INFORMATION - GASOLINE
Description Camshaft Position (CMP) Sensor

The fuel system delivers fuel by an electronic The Camshaft Position (CMP) Sensor is
fuel pump. A fuel pressure regulator controls fuel mounted in the camshaft cover. This signal is
pressure and also contains a fuel filter. The sent to the GCP which uses it to indicate the
Electronic Control Module (GCP) uses position of the #1 piston during its power stroke.
information from various sensors and controls The GCP uses the CMP signal as a “sync pulse”
fuel delivery to the cylinders by individual fuel to trigger the injectors in the proper sequence.
injectors mounted in the cylinder head near each This allows the GCP to calculate true sequential
intake valve. Air delivery is controlled by an fuel injection (SFI) mode of operation.
actuator.
Engine Coolant Temperature (ECT) Sensor
Fuel Rail The Engine Coolant Temperature (ECT) Sensor
The fuel rail is mounted to the top of the engine is a thermistor mounted in the engine coolant
and distributes fuel to the individual injectors. stream in the rear coolant outlet pipe. The GCP
Fuel is delivered to the fuel inlet tube of the fuel uses this information to calculate the correct
rail by the fuel lines and hoses. air/fuel mixture which varies with engine
temperature.
Fuel Injector
The fuel injector is a solenoid operated device Actuator
mounted to the cylinder head. The GCP The actuator controls air delivery into the
energizes the solenoid, which opens a valve to cylinders. An integral Throttle Position (TP)
allow fuel delivery into the cylinder. Sensor sends a signal to the GCP indicating
throttle position. The GCP calculates fuel
delivery based on throttle valve angle (operator
demand).
04 - 3
MSG-425 FUEL SYSTEM
The GCP controls the amount of fuel/air delivery

Operation – refer to the Electronic Engine Control section
The fuel delivery system starts with the fuel in for further information.
the tank. Fuel is drawn up to the fuel pump
through a pre-filter. The electric fuel pump then
delivers the fuel to the fuel rail and injectors. The Fuel System Requirements
GCP controls the fuel pump to deliver fuel Fuel Tanks
pressure required by the injectors. The GCP The DOEM or OEM supplies the tanks. There
monitors system pressure through a fuel must be a fuel outlet and a fuel inlet. The gas
pressure sensor. cap must also be vented per the emission
installation instructions.
Fuel is injected under pressure in a conical
spray pattern at the opening of the intake valve. Wet Fuels
There is a return line to the tank with a small The following fuels must all be unleaded and
orifice to prevent vapor lock in the pump clean:
 Gasoline/petrol: This engine is designed to
An actuator controls air supply to the intake operate on unleaded 87 or 89 octane
gasolines.
manifold. Governor settings are not adjustable.
 Gasohol/Ethanol: A mixture of gasoline and
They can only be programmed by authorized ethanol (grain alcohol) containing up to 10%
personnel only. Contact your local EDI ethanol by volume with properly formulated
Distributor listed in the back of this manual for cosolvents and other necessary additives.
further information. Blends index of 87 or 89.
 Gasohol/Methanol: A mixture of gasoline and
CAUTION: Do not force the throttle plate alcohol (wood alcohol, etc.) containing up to
open. This may cause permanent damage to 5% methanol by volume with properly
the actuator. formulated cosolvents and other necessary
additives. Blends index of 87 or 89.
A pressure relief valve is located on the fuel rail.
This is used to read fuel pressure and also to Fuel Pump
relieve fuel pressure prior to component The fuel pump must be mounted on the frame
replacement. rail, not on the engine. It must also be mounted
in packed foam.
CAUTION: The electric fuel pump MUST NOT

be mounted directly on the engine assembly,
as engine vibration will shorten the life of the
pump.
04 - 4
MSG-425 FUEL SYSTEM
Wiring Diagrams
Revision Level
The following wiring schematics are taken from
the wiring diagram listed below.
Fuel Injectors
04 - 5
MSG-425 FUEL SYSTEM
Actuator / Data Link Connector (DLC)
04 - 6
MSG-425 FUEL SYSTEM
GENERAL INFORMATION –
DRY FUEL
Description
This engine with the proper fuel equipment can
also operate on dry fuel such as LPG Grade
HD5 and natural gas (1050 BTU/ft3). Natural
Gas fuel specification must meet or exceed 38.7
MJ/m3 (UK) 39.0 MJ/m3 (USA). Vaporized
propane is introduced into the engine with a
Vapor Carburetor. Pressure is regulated by an

Direct Electronic Pressure Regulator (DEPR)
which is controlled by the GCP. Coolant is
circulated through the DEPR.
Operation
The dry fuel vapor carburetor is a device by The variable venturi carburetor controls fuel flow
which fuel can be added to passing air flow. The based on a differential pressure across the
amount of fuel added is related to the amount of diaphragm. The more air the engine demands,
air passing through the carburetor. the lower the pressure in the throat and hence
on the top of the diaphragm. When the pressure
on the top of the diaphragm is low enough, the
Mixer diaphragm overcomes the spring force holding it
down and lifts and allows fuel to be drawn from
Assembly the fuel port into the air flow into the engine.
04 - 7
MSG-425 FUEL SYSTEM
The DEPR serves to control the vapor pressure

to the mixer. After the propane is vaporized
(vapor regulator), the DEPR monitors and
controls the vapor pressure to the mixer in
reference to the inlet air pressure to the
carburetor (mixer).
The greater the airflow into the engine, the

greater the pressure drop across the diaphragm
and the more lift occurs on the fuel valve. This Vapor
allows more fuel to be drawn into the engine.
Regulator
The DEPR receives a pressure command from

the GCP called “Delta P” which is the difference
between fuel vapor pressure and the air inlet
pressure. This has been calibrated for all speeds
and loads. There is a sensor internal to the
DEPR that measures the actual “Delta P” of the
delivered fuel.
The actuator of the DEPR will then adjust the

fuel pressure to the carburetor so that the actual
“Delta P” matches the Delta P command from
While the carburetor is designed to mix the fuel the GCP.
and air and adjust fuel to match the speed and
load of the engine, it has only “ballpark” This provides an extremely accurate open loop
accuracy. This accuracy is not fine enough to type of fuel control. After a preset time has
achieve emissions targets. To achieve accurate passed, the engine will go into closed loop
fueling, the air inlet pressure to the carburetor is control, using information from the pre and post
controlled by a Direct Electronic Pressure oxygen sensors to allow further adjustment to
Regulator (DEPR). meet emissions regulations.
DEPR
04 - 8
MSG-425 FUEL SYSTEM
Wiring Diagrams
Revision Level
The following wiring schematics are taken
from the wiring diagram labeled below.
Engine Controls – Dry Fuel DEPR
04 - 9
MSG-425 FUEL SYSTEM
DIAGNOSIS AND TESTING - LPG

Symptom Chart
Symptom Go to
Engine cranking but will not start Page 12
Engine starts but has rough idle Page 14
Engine idles with rough acceleration at load Page 14
Engine is unable to reach full power Page 14
Overall power loss Page 12
Engines misses Page 14
Backfire Page 16
Emissions failure (Rich Mixture) Page 17
Emissions failure (Lean Mixture) Page 18
Engine overheats Page 19
Engine stops running (Dies) Page 20
04 - 10
MSG-425 FUEL SYSTEM
Preliminary Test
This pinpoint test checklist is your guide to the most probably causes of an engine performance
complaint when the malfunction is due to the fuel system.
Test Step Result Action to Take
1 Inspect Installation.
Yes Go to Step 2..
 Check fuel hose for kinks
 Check fuel hose lengths, orientation and presence of
parts
No Repair as necessary
Is Everything OK?
2 Inspect Fuel system for supply leaks.
Yes Repair the leak
 Key OFF
 Check for leaks or damaged supply lines from the
fuel tank to the fuel lock off valve
No Go to Step 3…
Are there any leaks present?
Inspect the Fuel system for any loose wires or
3
hoses.
 Key OFF Repair or replace as
Yes
 Check the fuel lockoff connection and fuel check necessary
valve connection
No
 Check the vacuum hoses for any damage or leakage Go to step 4
Is there any damaged or loose wires and hoses?

4 Check for fuel system leaks
 Key ON Yes Repair the leak
 Check the fuel system for leaks
 Key OFF No Go to step 5.
Are there any leaks present?

5 Check carburetor air inlet for obstructions Remove the
Yes obstruction, re-install
the air cleaner and
 Remove the air cleaner
attempt to start
Are there any obstructions in the air inlet of the
No Proceed to appropriate
carburetor?
troubleshooting section
04 - 11
MSG-425 FUEL SYSTEM
Diagnostic Charts
Perform the preliminary test before proceeding.
Engine Cranking but Will Not Start
1 Check fuel tank Yes Fill or replace the fuel
tank. (Do not exceed
80% of liquid
Is fuel tank empty? capacity)
No Go to Step 2.
2 Check fuel valve Yes Slowly open the fuel
valve
Is liquid fuel valve closed?
No Go to step 3.
3 Check the excess flow valve Reset excess flow
Yes safety valve
 Close the main fuel valve
 Wait for a clicking sound from
the excess flow valve
indicating the valve has reset
 Slowly open the main fuel
Is excess fuel valve tripped and closed? valve
Perform prelim. Test

No before proceeding to
step 4
4 Check lockoff valve supply voltage 12 volts to lockoff
Yes
 Key OFF activation circuit is
 Disconnect lock off valve connector from open, shorted to gnd or
harness the GCP module is
 Key ON faulty. Check wiring,
 Using a high impedance DVOM, check for 12 connectors and fused
for possible cause.
volt supply at the harness connector
No Go to step 5.
Is the voltage less than 11.5 volts?
5 Check primary fuel pressure to regulator Yes Fuel filter element may be
 Verfiy that 120-180 psi is going to the regulator clogged, inspect and/or
replace the fuel filter. Lockoff
 Check downstream of the lock off valve valve may be faulty, replace
 Key ON the lockoff valve.
Is the pressure not in the above range? No Go to Step 6

6 Check for icing or freezing of the regulator. The presence of ice on the
converter without the engine
 Key ON Yes cranking indicated the possibility
 Check for ice or frost build up on the converter of a fuel leak past the primary
sea of the converter.
casing and outlet port May be electronic, check that the
 Key OFF CAM and crank sensor are not
damaged and as well as all wiring.
 No Check if faults are present with the
GCP diagnostic software. Refer to
Is ice present? section 8, engine controls.
04 - 12
MSG-425 FUEL SYSTEM
Diagnostic Aids
Fuel Lock Solenoid: The fuel lock is an

electronic solenoid that is opened to allow fuel
flow when the key is turned ON. High
temperatures may cause the solenoid to
become intermittent, not opening to supply
sufficient fuel pressure.
Fuel Filter: There may be a filter element

located in the inlet of the fuel lockoff valve which
may become clogged and limit fuel flow,
especially at low tank pressures. Check the filter
and replace or clean as necessary.
Fuel Line Restrictions: The vehicle

specifications table specifies the fuel line to be a
certain size. If the fuel line from the tank to the
fuel lock is not the proper size, or any valves or
fittings with flow restrictive characteristics are
used, the fuel flow will not be sufficient to the
converter with low tank pressure. Correct any
fuel line or fitting restrictions.
Mixer Assembly (Carburetor): It is possible

that a backfire may have caused the fuel valve
to partially come off of its retainer and restrict
fuel, check the mixer fuel valves.
Regulator Assembly (Converter): If no other

problems have been identified, replace the fuel
management assembly with a known good part
of the same pressure range. Retest.
04 - 13
MSG-425 FUEL SYSTEM
The pinpoint tests below should be performed after the preliminary tests and “Engine Cranks but Will Not
Start” chart Steps 1-3. Any electrical diagnostics should have been performed to eliminate any sensor,
GCP or solenoid valve problems before proceeding.
Engine Idles With Rough Acceleration At Load, Not Able to Reach Full Power or Misses
1 Check for icing or freezing of the regulator. Yes The presence of ice on the
converter with the engine
 With the engine at idle running, indicates the possibility
 Check for ice or frost build up on the converter casing of a coolant supply problem.
Check coolant level and the
and outlet port. coolant system for leaks. Check
for proper coolant type.
Is ice present?
No Go to Step 2.
2 Check DEPR operation. Possible wiring issue,
 With the engine at idle Yes faulty ECU, or faulty
 Disconnect the electrical connector DEPR, view page 9 of
this section for wiring.
Is there a change in engine running with this No
unplugged? Go to Step 3.
3 Check DEPR supply voltage 12 volt DEPR circuit is
Yes
 Key OFF open, shorted to gnd or
 Disconnect DEPR electrical connector the GCP module is
 Key ON faulty. Check wiring,
 Check pins 3 and 6 for 12 volt supply in the harness connectors and fuses
for possible causes.
Is the voltage less than 11.5 volts? View page 9 of this
section for wiring
No
Go to step 4.
4 Check the vapor regulator operation Regulator is
Yes
 Engine OFF malfunctioning, replace
 Install a pressure gauge on the “Primary Pressure the regulator.
Test” port
 Start and idle the engine
No
Did you NOT measure 3.5psi? Go to step 5.
5 Check fuel lock supply voltage. 12 volt fuelock activation
Yes circuit is open, shorted to
 Key Off ground or the GCP module is
 Disconnect fuellock connector from harness faulty. Check wiring,
 Key On connectors and fuses for
possible cause.
 Using a high impedance DVOM, check for 12 volt
supply at the harness connector
Is the voltage less than 11.5 volts? No
Go to step 6.
6 Check the carburetor air valve for binding Replace the mixer.
Yes
 With the air cleaner removed, pull the air valve piston
May be electronic, check that the
upwards to ensure free movement of the carburetor CAM and crank sensor are not
air valve. Pressing on the diaphragm will move the valve. damaged and as well as all wiring.
Ensure all coils are firing. Check if
faults are present with the GCP
Is the air valve binding? No diagnostic software. Refer to section
8, engine controls.
04 - 14
MSG-425 FUEL SYSTEM
Diagnostic Aids
Fuel Lock Solenoid: The fuel lock is an Mixer Assembly (Carburetor): It is possible that a
electronic solenoid that is opened to allow fuel backfire may have caused the fuel valve to partially
come off of its retainer and restrict fuel, check the
flow when the key is turned ON. High mixer fuel valves, see section 475-1 for disassembly.
temperatures may cause the solenoid to
become intermittent, not opening to supply Fuel Line Restrictions: The vehicle specifications
sufficient fuel pressure. table specifies the fuel line to be a certain size. If the
fuel line from the tank to the fuel lock is not the proper
Fuel Filter: There is a filter element located in the inlet size, or any valves or fittings with flow restrictive
of the fuel lock which may become clogged and limit characteristics are used, the fuel flow will not be
fuel flow, especially at low tank pressures. Check the sufficient to the converter with low tank pressure.
filter and replace as necessary. Correct any fuel line or fitting restrictions.
Regulator Assembly: If no other problems have been

identified, replace the fuel management assembly
with a known good part of the same pressure range.
Retest.
04 - 15
MSG-425 FUEL SYSTEM
The pinpoint tests below should be performed after the preliminary tests and “Engine Backfires” chart
Steps 1-3. Any electrical diagnostics should have been performed to eliminate any sensor, GCP or
solenoid valve problems before proceeding
Engine Backfires
converter with the engine
 With the engine at idle running, indicates the possibility
 Check for ice or frost build up on the converter of a coolant supply problem.
Check coolant level and the
casing and outlet port. coolant system for leaks. Check
for proper coolant type.
Is ice present?
No Go to Step 2.
2 Check DEPR operation. Possible wiring issue,
 With the engine at idle Yes faulty ECU, or faulty
 Disconnect the electrical connector DEPR. View page 9 of
this section for wiring
Is there a change in engine running with this No
unplugged? Go to Step 3.
3 Check DEPR supply voltage Yes 12 volt DEPR circuit is open,
shorted to gnd or the GCP
 Key OFF module is faulty. Check
 Disconnect DEPR electrical connector wiring, connectors and fuses
 Key ON for possible causes. View
 Check pins 3 and 6 for 12 volt supply in the harness page 9 of this section for
wiring
Is the voltage less than 11.5 volts?

No Go to step 4.
4 Check the vapor regulator operation
Yes Regulator is
 Engine OFF
malfunctioning, replace
 Install a pressure gauge on the “Primary Pressure
the regulator.
Test” port
No Go to Step 5.
Did you NOT measure 3.5psi?
During startup, check for fuel lock leakage (not This would indicate the
5
closing). fuel lock is not closing
 Close the tanks main fuel valve Yes and allowing fuel to
 Install a pressure gauge on the primary test port of pass in the OFF
the vapor regulator position. Replace the
 Key Off fuel lock.
 Slowly open the main fuel valve May be electronic, check that the
CAM and crank sensor are not
No damaged and as well as all wiring.
Do you measure any fuel pressure? Ensure all coils are firing. Check if
diagnostic software. Refer to section
8, engine controls.
04 - 16
MSG-425 FUEL SYSTEM
The pinpoint tests below should be performed after the preliminary tests and “Emission failure – Rick
Mixture” chart Steps 1-3. Any electrical diagnostics should have been performed to eliminate any sensor,
Emission Failure - Rich Mixture

1 Check for clogged or restricted air filter. Yes This would indicate a
 Remove air filter clogged air cleaner as
 Start the engine and re-check emission levels. the cause. Replace as
No necessary.
Has the (rich) emission failure been eliminated?
Go to step 2.
2 Check the carburetor air valve for binding Yes Replace the mixer.
upwards to ensure free movement of the carburetor
air valve.
No Go to Step 3
Is the air valve binding?
3 Check DEPR operation Yes DEPR is likely not
 With the engine at idle malfunctioning.
 Disconnect the electrical connector
Possible wiring issue,

faulty ECU, or faulty
No DEPR. Check if faults
are present with the
Is there a change in engine running with this GCP diagnostic
unplugged? software. Refer to
section 8, engine
controls.
04 - 17
MSG-425 FUEL SYSTEM
The pinpoint tests below should be performed after the preliminary tests and “Emission failure – Lean
Mixture” chart Steps 1-3. Any electrical diagnostics should have been performed to eliminate any sensor,
Emission Failure - Lean Mixture

1 Check regulator fuel supply Yes The fuel filter may be
 Install pressure gauge on the primary test port of the restricting flow or the
fuel lock may be
vapor regulator
intermittent. Go to step
 Start the engine to induce the failure 2.
Is the primary pressure less than 3.5psi or fluctuating? No Go to step 3.

2 Check fuel lock supply voltage. Yes 12 volt fuelock activation
circuit is open, shorted to
 Key Off ground or the GCP
 Disconnect fuellock connector from harness module is faulty. Check
 Key On wiring, connectors and
fuses for possible cause.
Is the voltage less than 11.5 volts? No Go to step 3.

3 Check DEPR operation Yes Go to Step 4
 With the engine at idle
 Disconnect the electrical connector
Possible wiring issue,
Is there a change in engine running with this No faulty ECU, or faulty
unplugged? DEPR
May be electronic, check that the
air valve. CAM and crank sensor are not
Ensure all coils are firing. Check if
Is the air valve binding? No faults are present with the GCP
diagnostic software. Refer to
section 8, engine controls.
04 - 18
MSG-425 FUEL SYSTEM
The pinpoint tests below should be performed after the preliminary tests and “Engine Overheats” chart
Steps 1-3. Any electrical diagnostics should have been performed to eliminate any sensor, GCP or
solenoid valve problems before proceeding.
Engine Overheats
converter, with the engine
 With the engine at idle running, indicates the
 Check for ice or frost build up on the converter possibility of a coolant supply
problem. Check Coolant level
casing and outlet port. and the coolant system for
leaks. Check for proper
coolant type.
Is ice present?
No Go to step 2.
2 Check the vapor regulator operation Yes Regulator is functioning
properly
 Engine OFF
 Install a pressure gauge on the “Primary Pressure
Test” port
Did you measure 3.5psi? Go to step 3

No
air valve. Refer to section 5 for
No cooling system
Is the air valve binding? troubleshooting.
Diagnostic Aids
Regulator Assembly (Converter & FCV): Overheating is typically related to a cooling or coolant problem.
There is a possibility of a gasket leak inside the regulator, which would allow coolant to pass through to
the fuel supply. This may affect the emissions if large enough. In this situation the coolant level should
consistently drop, as coolant is lost through the fuel path. If no other problems have been identified,
replace the fuel management assembly with a known good part of the same pressure range. Retest.
04 - 19
MSG-425 FUEL SYSTEM
The pinpoint tests below should be performed after the preliminary tests and “Engine stops running and
dies” chart Steps 1-3. Any electrical diagnostics should have been performed to eliminate any sensor,
Engine Stops Running (Dies)
converter, with the engine
 With the engine at idle running, indicates the
 Check for ice or frost build up on the converter possibility of a coolant supply
problem. Check Coolant level
casing and outlet port. and the coolant system for
leaks. Check for proper
coolant type.
Is ice present? No Go to step 2.

2 Check regulator fuel supply Yes The fuel filter may be
 Install pressure gauge on primary test port of vapor clogged or the fuel lock
regulator. may be intermittent. Go
 Start the engine to induce the failure to step 3.
Is the primary pressure less than 3.5 psi or fluctuating?

No Go to step 4
3 Check fuel lock supply voltage. Yes 12 volt fuelock activation
circuit is open, shorted to
 Key Off ground or the GCP
 Disconnect fuellock connector from harness module is faulty. Check
 Key On wiring, connectors and
fuses for possible cause.
Is the voltage less than 11.5 volts? No Go to step 4.
 With the air cleaner removed, pull the air valve piston May be electronic, check that the
upwards to ensure free movement of the carburetor CAM and crank sensor are not
air valve. Ensure all coils are firing. Check if
No diagnostic software. Refer to
Is the air valve binding? section 8, engine controls.
Diagnostic Aids
Fuel Lock Solenoid : The fuel lock is an electronic solenoid that is opened to allow fuel flow when the key is turned
ON. High temperatures may cause the solenoid to become intermittent, not opening to supply sufficient fuel pressure.
Fuel Filter: There is a filter element located in the inlet of the fuel lock which may become clogged and limit fuel flow,
especially at low tank pressures. Check the filter and replace as necessary.
Fuel Line Restrictions: The vehicle specifications table specifies the fuel line to be a certain size. If the fuel line from
the tank to the fuel lock is not the proper size, or any valves or fittings with flow restrictive characteristics are used,
the fuel flow will not be sufficient to the converter with low tank pressure. Correct any fuel line or fitting restrictions.
Mixer Assembly (Carburetor): It is possible that a backfire may have caused the fuel valve to partially come off of it's
retainer and restrict fuel, check the mixer fuel valves.. Also check the mixer adapter plates for leakage past the
carburetor.
Regulator Assembly (Converter & FCV): If no other problems have been identified, replace the fuel management
assembly with a known good part of the same pressure range. Retest.
04 - 20
MSG-425 FUEL SYSTEM
DIAGNOSIS AND TESTING – two most likely fuel pump troubles that will affect
GASOLINE engine performance. Low pressure will cause a
lean mixture and fuel starvation at high speeds,
and excessive pressure will cause high fuel
NOTE: For diagnosis of Electronic Engine consumption and possible flooding.
Control - refer to Section 08.
Fuel Pressure Check

Visual Inspection
Check for dirt or water in the fuel tank. Water
and dirt that accumulate in the fuel tank can WARNING: REFER TO WARNINGS AT THE
cause a restricted fuel line, filter or a malfunction BEGINNING OF THIS SECTION.
of the fuel pump.
1. Connect to the GCP display
Condensation, which is the greatest source of 2. Put the key in the on position.
water entering the fuel tank, is formed by 3. On the faults page check the fuel
moisture in the air when it strikes the cold pressure by cycling the keyswitch.
interior walls of the fuel tank. 4. Fuel pressure should be as follows:
a. Key on, Engine off (first 50
seconds): 60psia
b. Engine running:60psia
Note: Refer to the engine controls section for

GCP display setup and installation.
To check the actual fuel pressure, a gauge will

have to be installed in-line of the fuel system
close the fuel rail.
 Fuel pressure should be as follows:
o Key on, Engine off (first 50
seconds): 45psig
o Engine running: 45psig
If fuel pressure is insufficient, check for a

clogged pump filter, screen or fuel filter. Also
check for a break or restriction in the fuel lines. If
fuel pump is inoperative, check for damaged or
loose ground or improper wiring. Make sure fuel
lines connections area tight and not leaking.
Note: The GCP is reading fuel pressure at the

fuel block located after the fuel pump.
Check the fuel filter. If the accumulation of dirt
and water in the filter is excessive, the fuel tank Fuel Pump Check
should be removed and flushed, and the line
from the fuel pump to the tank should be blown The fuel pump is modulated with a PWM signal
out. from the GCP to precisely control the fuel
pressure to the injectors. The positive side of the
Check fuel lines for damage. Air leakage in the fuel pump will always have 12 volts with the
fuel inlet line can cause low fuel pump pressure engine running which is supplied from the fuel
and volume. pump relay.
 PWM signal from the GCP is Pin 90
Check fuel tank vent. A restricted fuel tank vent
 If 12 volts is present ensure the wirings
can cause low fuel pump pressure and volume
to the GCP for the PWM signal. If wiring
and can result in collapsed inlet hoses or a
is ok, possible faulty GCP.
collapsed fuel tank. High or low pressure are the
04 - 21
MSG-425 FUEL SYSTEM
Fuel Block Check

The fuel block monitors the fuel pressure and
fuel temperature, which is what the GCP display
is reading.
 Check wiring from the fuel block to the
main engine harness
 If damaged replace the fuel block
jumper harness
 Bad or diesel fuel can damage this
component. Replace if known fuel
contamination.
 Grounding out the fuel pump can cause
the fuel pump to output ~120psia. If this
is done and the GCP display does not
read the higher pressure then the
sensor is possibly bad. Check the wiring
and if that is ok, replace the fuel block.
 If a gauge is installed in-line of the fuel
rail, this reading can be checked against
the fuel pressure read in the GCP
display. If these do not match then a
possible faulty fuel block sensor.
04 - 22
MSG-425 FUEL SYSTEM
Quick Connect Coupling - Type I - Quick Connect Coupling - Type II -

Disconnect Disconnect
WARNING: REFER TO WARNINGS AT THE WARNING: REFER TO WARNINGS AT THE

BEGINNING OF THIS SECTION. BEGINNING OF THIS SECTION.
CAUTION: Do not use any tools. Use of tools CAUTION: Do not use any tools. Use of tools
may cause a deformity in the coupling may cause a deformity in the coupling
components which can cause fuel leaks. components which can cause fuel leaks.
1. Relieve the fuel system pressure -- 1. Relieve the fuel system pressure --
Refer to “Fuel Pressure Relief” on page Refer to “Fuel Pressure Relief” on page
31 of this section. 31 of this section.
2. Press the fuel tube quick connect 2. Release the locking tab on the quick
coupling button and pull fuel tube to connect coupling.
disconnect.
3. Separate the quick connect coupling

Quick Connect Coupling - Type I - from the fitting
Connect
1. Inspect for damage and clean fittings.
CAUTION: Make sure the fuel tube clicks into

place when installing the tube. To make sure
that the fuel tube is fully seated, pull on the
tube.
2. Lubricate the o-ring seals with clean

engine oil.
3. Install the quick connect coupling onto

the tube until it is fully seated.
4. Pull on the fitting to make sure it is fully

engaged.
04 - 23
MSG-425 FUEL SYSTEM
Quick Connect Coupling - Type II –

Connect
1. Inspect for damage and clean fittings.
CAUTION: Make sure the fuel tube clicks into

place when installing the tube. To make sure
that the fuel tube is fully seated, pull on the
tube.
2. Lubricate the o-ring seals with clean

engine oil.
3. Release the locking tab and install the
quick connect coupling onto the fitting.
4. Position the locking tab into the latched

position.
5. Pull on the fitting to make sure it is fully

engaged.
04 - 24
MSG-425 FUEL SYSTEM
REMOVAL AND INSTALLATION CAUTION: After disconnecting fuel lines,

plug the ends to prevent fuel leakage.
Fuel Rail & Injectors - Replacement 3. Disconnect fuel lines -- Refer to
“General Service Procedures” on page
31of this section.
WARNING: DO NOT SMOKE OR CARRY LIGHTED 4. Disconnect injector electrical
TOBACCO OR OPEN FLAME OF ANY TYPE WHEN connectors.
WORKING ON OR NEAR ANY FUEL-RELATED 5. Remove bolts.
COMPONENT. HIGHLY FLAMMABLE MIXTURES
6. Carefully remove the fuel rail and
ARE ALWAYS PRESENT AND MAY BE IGNITED,
RESULTING IN POSSIBLE PERSONAL INJURY. injector assembly
7. If necessary, remove the retaining clips
and separate the fuel injectors from the
WARNING: FUEL IN THE FUEL SYSTEM REMAINS fuel rail – discard the o-rings.
UNDER HIGH PRESSURE EVEN WHEN THE
ENGINE IS NOT RUNNING. BEFORE WORKING CAUTION: Use o-ring seals that are made of
ON OR DISCONNECTING ANY OF THE FUEL special fuel-resistance material. The use of
LINES OR FUEL SYSTEM COMPONENTS, THE ordinary o-rintg seals can cause the fuel
FUEL SYSTEM PRESSURE MUST BE RELIEVED. system to leak. Do not reuse the o-ring seals
FAILURE TO FOLLOW THESE INSTRUCTIONS
MAY RESULT IN PERSONAL INJURY.
1. Disconnect the battery ground cable.
2. Remove and/or disconnect components  Lubricate new o-rings with clean
to allow access and removal of the fuel engine oil
rail & injectors. Label if necessary to  Tighten fuel rail bolts to 25 Nm
allow for correct reinstallation. (18 lb-ft).
04 - 25
MSG-425 FUEL SYSTEM
Actuator - Removal Mixer - Removal

1. Remove and/or disconnect components 1. Remove top four bolts that hold the
to allow access and removal of the mixer to the mixer adapter
actuator. Label if necessary to allow for
correct reinstallation.
2. Disconnect air cleaner components from
actuator.
3. Disconnect accelerator cable.
4. Disconnect electrical connectors.
5. Remove nuts.
6. Remove actuator and gasket.
Actuator - Installation
1. Inspect gasket and install a new one if
necessary.
2. Position actuator onto studs.
3. Install nuts
 Tighten to 8 ft-lb 2. To Remove the Mixer adapter, unscrew
4. Reconnect electrical connectors. the four bolts. This will also unmount the
5. Reconnect accelerator cable. actuator
6. Reconnect air cleaner components to
actuator.
7. Install or connect any other component
removed or disconnected.
3. The DEPR can also be disconnected

from the mixer via the four mounting
bolts.
04 - 26
MSG-425 FUEL SYSTEM
Mixer - Installation 4. Mount the DEPR to the mixer (if

1. Reverse the removal procedure. Ensure uninstalled). Ensure the rubber gasket
to install the two gaskets on the actuator on the DEPR is not damaged.
before installing the mixer adapter.  Tighten to 35 lb-in (4Nm)
2. Mount the actuator with the mixer

adapter using the four 85mm long
M6x1.0 bolts. Ensure the gasket for
the actuator is not damaged.
 Tighten to 6.6lb-ft
Specifications
Fuel Pressure 414-448kPA (60-65psi)
Motorcraft SAE 5W20 WSS-M2C930-A
Super Premium
Torque Specifications
Description Nm Lb.ft. Lb.in
Fuel Rail 25 18
Bolts
3. Mount the mixer to the mixer adapter

using the four short M6x1.0 bolts.
Ensure the gasket on the mixer is
not damaged.
 Tighten to 6.6 lb-ft
04 - 27
MSG-425 COOLING SYSTEM
INDEX
Subject
Description……………………………………………………………………………………………………………….. 05 – 3

Visual Inspection………………………………………………………………………………………………………… 05 – 4
Coolant Inspection…………………………………………………………………………………………………….. 05 – 4
Coolant Range Check…………………………………………………………………………………………………. 05 – 4
Drive Belt Inspection…………………………………………………………………………………………………. 05 – 5
Symptom Chart…………………………….……………………………………………………………………………. 05 – 6
Cooling System Pressure Test……………………….…………………………………………………………… 05 – 7
Radiator Cap Pressure Test…………….…………………………………………………………………………. 05 – 7
Thermostat Operational Check…………….……………………………………………………………..……. 05 – 7

Draining the Cooling System……………………………………………………………………………………… 05 – 8
Flushing the Cooling System……………………………………………………………………………………… 05 – 8
Filling the Cooling System…………………………………………………………………………………………. 05 – 8

Drive Belt – Removal…………………………………………………………………………………………………. 05 – 9
Drive Belt – Installation……………………………………………………………………………………………… 05 – 9
Belt Tensioner – Replacement………………………………………….………………………………………. 05 – 9
Idler Pulley – Replacement……………………………………………………………………………………….. 05 – 9
Radiator Hose – Removal………………………………………………………………………………………….. 05 – 10
Radiator Hose – Installation………………………………………………………………………………………. 05 – 10
Thermostat & Housing – Replacement……………………………………………………………………… 05 – 11
Coolant Pump – Replacement………………………………………………………………………………….. 05 – 12
Outlet Pipe – Replacement………………………………………………………………………………………. 05 – 13
Coolant Bypass – Replacement…………………………………………………………………………………. 05 – 14
Specifications……………………………………………………………………………………………………………………..... 05 - 15
05-1
CAUTION: Under no circumstances should the
CAUTIONS & WARNINGS engine be started without liquid in the cooling
system. This may cause permanent damage to the
engine.
WARNING: THE RADIATOR OR DEGAS TANK IS
EQUIPPED WITH A PRESSURE CAP. IT IS
CAUTION: The use of straight water as a coolant will
DANGEROUS TO REMOVE THIS WHEN THE
cause permanent damage to the engine.
SYSTEM IS VERY HOT.
CAUTION: Never use a cold coolant mixture to topup
WARNING: NEVER REMOVE THE PRESSURE the radiator or degas tank of a hot engine if the
RELIEF CAP WHILE THE ENGINE IS OPERATING OR coolant level is very low; this could cause serious
WHEN THE COOLING SYSTEM IS HOT. MAY engine damage.
CAUSE PERSONAL INJURY OR DAMAGE TO
COOLING SYSTEM OR ENGINE. TO REDUCE THE CAUTION: In territories where freezing conditions
RISK OF HAVING SCALDING HOT COOLANT OR may occur, the coolant should consist of a mixture
STEAM BLOW OUT OF THE DEGAS BOTTLE WHEN of 50% plain water and 50% Motorcraft Premium
REMOVING THE PRESSURE RELIEF CAP, WAIT Gold coolant, or equivalent. This antifreeze contains
UNTIL THE ENGINE HAS COOLED DOWN TO AT additional corrosion inhibitors designed to provide
LEAST 40°C (110°F). lasting protection for the engine.
1. Wrap a thick cloth around the pressure relief cap CAUTION: Only this antifreeze, or proprietary
and turn it slowly one-half turn counterclockwise. antifreeze meeting Ford specification WSS-M97B51-
Stepping back while the pressure is released A1 should be used when topping-up or re-filling the
from the cooling system. cooling system. Do not mix coolant types.
2. When you are sure all the pressure has been
released, (still with a cloth) turn CAUTION: Do not add or mix an orange-colored
counterclockwise and remove the pressure relief extended life coolant, such as Motorcraft Specialty
cap. Orange engine coolant with factory filled coolant
WSS-M97B44-D. Mixing Motorcraft Specialty Orange
engine coolant or any orange colored extended life
WARNING: ANTIFREEZE CONTAINS MONO product, with factory filled coolant, can result in
ETHYLENE GLYCOL AND OTHER CONSTITUENTS degraded corrosion protection.
WHICH ARE TOXIC IF TAKEN INTERNALLY AND
CAN BE ABSORBED IN TOXIC AMOUNTS ON CAUTION: If there is engine coolant in the engine oil
REPEATED OR PROLONGED SKIN CONTACT. or transmission fluid, the cause must be corrected
PERSONS USING ANTIFREEZE ARE and oil/fluid changed or major component damage
RECOMMENDED TO ADHERE TO THE FOLLOWING can occur.
PRECAUTIONS:
 ANTIFREEZE MUST NEVER BE TAKEN CAUTION: When removing coolant, the coolant
INTERNALLY. IF ANTIFREEZE IS must be recovered in a suitable, clean container for
SWALLOWED ACCIDENTALLY, MEDICAL reuse. If the coolant is contaminated, it must be
ADVICE SHOULD BE SOUGHT recycled
IMMEDIATELY or disposed of correctly.
 PRECAUTIONS SHOULD BE TAKEN TO
AVOID SKIN CONTACT WITH ANTIFREEZE.
IN THE EVENT OF ACCIDENTAL SPILLAGE
ONTO THE SKIN, ANTIFREEZE SHOULD BE WARNING: DO NOT STAND INLINE WITH OR NEAR
WASHED OFF AS SOON AS PRACTICABLE. THE ENGINE COOLING FAN BLADE WHEN
IF CLOTHING IS SPLASHED WITH REVVING THE ENGINE. FAILURE TO FOLLOW
ANTIFREEZE, IT SHOULD BE REMOVED THESE INSTRUCTIONS MAY RESULT IN PERSONAL
AND WASHED BEFORE BEING WORN INJURY.
AGAIN, TO AVOID PROLONGED SKIN
CONTACT. CAUTION: Under no circumstances should the drive
 FOR REGULAR AND FREQUENT HANDLING belt, tensioner or pulleys be lubricated as potential
OF ANTIFREEZE, PROTECTIVE CLOTHING damage to the belt material and tensioner
(PLASTIC OR RUBBER GLOVES, BOOTS dampening mechanism will occur. Do not apply any
AND IMPERVIOUS OVERALLS OR APRONS) fluids or belt dressing to the drive belt or pulleys.
MUST BE USED TO MINIMIZE SKIN
CONTACT.
05-2
GENERAL INFORMATION
Description The coolant pump circulates the coolant through the

The cooling system consists of the following: engine block and cylinder heads to the thermostat. If th
 Engine Coolant Temperature (ECT) Sensor thermostat is closed, the coolant returns to the coolant
 Fan Assembly pump through a bypass hose. Once the coolant reaches
 Radiator and Cap a specified temperature, the thermostat will open,
 Thermostat and Housing allowing the coolant to flow to the radiator for heat
 Degas Bottle transfer and back to the coolant pump inlet.
 Engine Block Heater
 Coolant pump Engine coolant provides freeze and boil protection to the
 Coolant engine and cooling components. In order to obtain these
protections, the engine coolant must be maintained at
Walter C. Avrea, the owner of patents 3,601,181 and the correct concentration and fluid level in the degas
RE27,965, has granted Ford Motor Company rights with bottle or coolant expansion tank.
respect to cooling systems covered by these patents.
Coolant is made up of a 50/50 mix of ethylene glycol
The ECT Sensor is used by the GCP to obtain coolant permanent antifreeze and water. This mixture is to be
temperature information. Refer to Section 8 for further used year-round with temperatures above -34.4°C (-
information on this sensor. 30°F). If recycled coolant is used, it must meet Ford
specification ESE-M97B44-A or WSSM97B44-
The coolant fan blade can either draw or push air D.
through the radiator to help cool the system coolant.
CAUTION: Not all coolant recycling processes
The radiator allows excess heat to be transferred to the produce coolant which meets Ford specification
air. The radiator tanks cannot be repaired. The radiator ESEM97B44- A or WSS-M97B44-D. Use of coolant
cap maintains system pressure. This pressure raises the that does not meet specifications may harm engine
boiling point of the coolant and helps prevent vapor locks and cooling system components.
in the engine block and cooling system.
CAUTION: Do not use alcohol type antifreeze,
The thermostat prevents coolant flow until it reaches a alkaline brine solutions, or 100,000 mile, red in color
specified temperature. At this temperature, it will open antifreeze. This may cause serious engine cooling
and allow coolant flow through the engine and radiator. system damage.
The thermostat and housing are serviced as a unit.

The radiator degas bottle holds a surplus coolant when
the engine is hot. It also replenishes coolant back to the
system as it cools. The degas bottle allows air
separation during operation which reduces engine hot
spots.
05-3
DIAGNOSIS AND TESTING Coolant Inspection
WARNING: REFER TO CAUTIONS AND WARNINGS WARNING: REFER TO CAUTIONS AND WARNINGS
AT THE BEGINNING OF THIS SECTION. AT THE BEGINNING OF THIS SECTION.
Check level and condition of coolant:
Begin diagnosis by verifying the customer’s concern by  A dark brown color could indicate a stop leak
operating the engine to duplicate the condition. The most was used.
frequent cooling system complaints are leakage and  A light or reddish brown color indicates that rust
overheating. Either of these problems will soon render may be present in the cooling system. Flush the
the engine inoperable. system and refill with the correct mixture of
distilled water and premium engine coolant.
Perform a visual inspection. If the inspection reveals an  An iridescent sheen on top of the coolant could
obvious concern that can be readily identified, repair as indicate a trace of oil is entering the system.
necessary. If the concern remains after the inspection,  A milky brown color may indicate that either
determine the symptom(s) and go to the Symptom engine oil or transmission fluid is entering the
Chart. The Symptom Chart lists cooling system cooling system. If transmission fluid is
problems, their possible cause and recommended suspected, it may be entering through the
correction. transmission cooler in the radiator. If engine oil
is suspected, the cause may an internal leak in
Visual Inspection the engine.
Check for leaks or damage at:
 all hoses, connections and hose clamps Coolant Range Check
 radiator seams, core and drain petcock
 all block core plugs and drain plugs
 edges of all cooling system gaskets
 transmission oil cooler (if equipped)
 coolant pump shaft and bushing
 thermostat, head and intake manifold gaskets
 coolant pump If the engine coolant appearance is acceptable, test the
 degas bottle engine coolant freezing point and concentration level.
 heater core (if equipped)
 fan and fan clutch The antifreeze concentration in a cooling system can be
 engine coolant temperature sensor and wiring determined by using a suitable hydrometer or a battery/
 drive belt. antifreeze tester.
NOTE: A small amount of antifreeze coming out the The freezing point should be in the range -45°C to -23°C
coolant pump weep hole may be considered normal. (-50°F to -10°F). If the equipment is run in cold climates
colder than -36°C (-34°F), it may be necessary to
Examine oil dipstick for evidence of coolant increase the coolant concentration to get adequate
contaminated engine oil (white milky appearance). freeze protection.
Check radiator for evidences of oil in coolant (leakage at
transmission oil cooler if equipped). Maximum coolant concentration is 60% coolant to 40%
distilled water. If coolant tests too strong, remove some
Some engines use an ethylene glycol base antifreeze of the coolant and ad distilled water until the readings
solution to which the manufacturers have added a dye are acceptable.
color. The dye color makes the antifreeze solution an
excellent leak detector. If this type of solution is not Minimum coolant concentration is 40% coolant to 60%
being used in the cooling system, a vegetable dye may distilled water. If coolant tests too weak, drain some
be added to aid in locating external leakage. coolant out and add straight coolant until readings are
acceptable.
05-4
Drive Belt Inspection  Longer deposits building up to 50% of the rib
height is also not a concern, except it can result
in excessive noise.
WARNING: REFER TO CAUTIONS AND WARNINGS
AT THE BEGINNING OF THIS SECTION.
With engine running, observe the belt movement. It

should respond when engine is accelerated rapidly. If
tensioner moves excessively without rapid acceleration,
install a new belt. If excessive movement still exists,
install a new tensioner.
Visually inspect the belt for obvious signs of damage.
 Up to 15 cracks in a rib over a distance of 100  If heavy deposits are apparent, resulting in noise
mm (4.0 in) can be considered acceptable. and belt instability, install a new belt.
 Drive belt squeal that is short and intermittent is

 If cracks are beyond acceptable or, any chunks expected and considered normal. Constant or
are found to be missing from the ribs, a new belt reoccurring drive belt squeal can occur with a
must be installed. damaged pulley bearing, fluid contamination, or
a loose belt.
 Also check for belt misalignment which can

cause a chirping noise. If misalignment is found,
check the tensioner for damage, especially the
mounting pad surface. Check for a damaged
pulley that wobbles. Check mounting brackets
for tightness and for any interference.
 Small scatted deposits of rubber material
(known as piling) are not a concern.
 Check tensioner with a suitable release tool that

it moves without sticking or binding.
 With belt off, check that all pulleys rotate freely

without binding.
CAUTION: Incorrect drive belt installation will cause

excessive drive belt wear and can cause the belt to
come off the pulleys.
05-5
Symptom Chart
Refer to the following Diagnosis chart for cooling system
problems, their possible cause and recommend
correction.
CONDITION POSSIBLE SOURCE ACTION

Loss of coolant  Pressure cap and  Inspect, wash gasket and test.
gasket Replace only if cap will not hold
 Leakage pressure to specification.
 External leakage  Pressure test system.
 Internal leakage  Inspect hose, hose connection,
radiator, edges of cooling system
gaskets, core plugs and drain plugs,
transmission oil cooler lines, water
pump, heater system components.
Repair or replace as required.
 Disassembly engine as necessary –
check for: cracked intake manifold,
blown head gaskets, warped head or
block gasket surfaces, cracked
cylinder head or engine block.
Engine Overheats  Low coolant level  Fill as required. Check for coolant
 Loose fan belt loss.
 Pressure cap  Adjust.
 Radiator  Test. Replace if necessary.
obstruction  Remove bugs, leaves, etc.
 Closed thermostat  Test, Replace if necessary.
 Fan drive clutch  Test, replace if necessary.
 Check timing and advance. Adjust as
 Ignition
required.
 Temp gauge or
 Check electrical circuits and repair as
cold light
required.
 Engine  Check water pump, block for
 Coolant mixture blockage.
 1/2 water and 1/2 permanent anti-
freeze mixture.
Engine fails to reach  Open thermostat  Test, replace if necessary.
normal operating  Temperature  Check electrical circuits and repair as
temperature gauge or cold light required.
05-6
Cooling System Pressure Test
NOTE: If the plunger of the pressure tester is depressed

too fast, an incorrect pressure reading will result.
3. Slowly pump the pressure tester until the gauge

stops increasing and note the highest pressure
reading.
4. Release the pressure and repeat the test.
WARNING: REFER TO CAUTIONS AND WARNINGS 5. Install a new radiator cap if the pressure is not
AT THE BEGINNING OF THIS SECTION. 124 kPa (18 psi).
1. Remove the radiator cap from the radiator filler
neck. Thermostat Operational Check
CAUTION: Do not pressurize the cooling system
beyond 138 kPa (20 psi).
2. Fill the radiator as needed.

3. Fit the pressure tester to the radiator neck.
4. Pump the cooling system to a maximum of 138
kPa (20 psi) and hold for 2 minutes.
5. If the pressure drops within this time, inspect for
leaks and repair as necessary.
1. Hold thermostat up to the light.
Radiator Cap Pressure Test
2. Visually check the valve to be sure it is air tight.
 Leakage of light all around the valve (at
WARNING: REFER TO CAUTIONS AND WARNINGS room temperature) indicates a bad
AT THE BEGINNING OF THIS SECTION. thermostat.
 A slight leakage of light at one or two
1. Inspect radiator cap and seals for damage or locations on the perimeter of the valve is
deterioration - replace as necessary. normal.
3. Place the thermostat and a thermometer in

water.
4. Gradually increase the water temperature
5. Replace thermostat if it does not open at the

specified temperatures:
 Starts to open: 82°C (180°F)
 Fully open: 97°C (206.6°F)
2. Fit the radiator cap to the pressure tester using

an adapter.
05-7
GENERAL SERVICE PROCEDURES Flushing the Cooling System

To remove rust, sludge and other foreign material from
Draining the Cooling System the cooling system, use Rotunda Cooling System
Cleanser. Removal of such material restores cooling
efficiency and avoids overheating.
AT THE BEGINNING OF THIS SECTION. Always remove the thermostat prior to pressure flushing.
A pulsating or reversed direction of flushing water flow
1. Remove radiator cap. will loosen sediment more quickly than a steady flow in
the normal direction of coolant flow.
CAUTION: The coolant must be recovered in a
suitable, clean container for reuse. If the coolant is In severe cases where cleaning solvents will not properly
contaminated, it must be recycled or disposed of clean the cooling system for efficient operation, it will be
correctly. necessary to use the pressure flushing method.
Various types of flushing equipment are available.
2. Open drain cock at radiator and drain old Follow manufacturer’s operating instructions.
coolant from engine into a suitable container.
Close the drain cock when finished Filling the Cooling System

Coolant is made up of a 50/50 mix of ethylene glycol

permanent antifreeze and distilled water. This mixture is
to be used year-round with temperatures above -34.4°C
(-30°F). If recycled coolant is used, it must meet Ford
3. If necessary, remove the lower radiator hose to specification ESE-M97B44-A or WSS-M97B44-D.
completely drain the system. Reinstall when
finished. CAUTION: Not all coolant recycling processes
produce coolant which meets Ford specification
4. If rust, sludge or other foreign material are ESEM97B44- A or WSS-M97B44-D. Use of coolant
present in the old coolant, system should be that does not meet specifications may harm engine
flushed – Refer to “Flushing the Cooling System” and cooling system components.
instructions in this section.
The engine cooling system is filled with Motorcraft
Premium Gold Engine Coolant. Always refill the cooling
system with the same coolant that was drained from the
system, Do not mix coolant types.
CAUTION: Do not use alcohol type antifreeze,

alkaline brine solutions, or 100,000 mile - red in color
antifreeze. This may cause serious engine cooling
system damage.
NOTE: The use of stop leak may change the color of the
coolant.
1. Make sure the radiator drain cock is completely
closed.
2. Fill the system with the proper coolant mix.
3. Start engine and hold at high idle engine speed
for approximately 8 minutes until thermostat
opens.
4. Maintain high idle for an additional 3 minutes.
Add coolant as necessary.
5. Stop the engine and check for leaks.
6. Verify correct fluid level after engine cools for 20
minutes. Top off the degas bottle to “max” line.
05-8
Fan Bearing Bracket
Tensioner
REMOVAL AND INSTALLATION Fan Belt – Installation

1. Place belt around extended crank pulley and fan
NOTE: If a major component of the cooling system is pulley
renewed such as the radiator, water pump etc., the 2. Slide bearing bracket up to tension the belt while
system should be flushed and re-filled with a 50% ensuring the bearing bracket is level.
solution of Motorcraft Premium Gold engine coolant, or 3. Tighten bearing bracket bolts.
equivalent, and clean water -- Refer to “Flushing the  16Nm (12 lb-ft)
Cooling System” on the previous page.
Belt Tensioner – Replacement
Fan Belt – Removal 1. Remove drive belt -- Refer to “Drive Belt -
1. Loosen two bolts holding fan bearing bracket in Removal” above
place. 2. Remove bolt.
2. Slide the bearing bracket down to loosen belt. 3. Remove belt tensioner.
3. Remove belt 4. Reverse procedure to install:
 Tighten bolt to 47 Nm (35 lb-ft).
Drive Belt - Removal
NOTE: Note belt routing for installation purposes. Idler Pulley - Replacement
1. Rotate tensioner counterclockwise to relieve belt 1. Remove drive belt -- Refer to “Drive Belt -
tension. Removal” of this section.
2. Remove belt. 2. Remove belt idler pulley assembly.
3. Inspect belt and pulleys -- Refer to “Visual 3. Reverse procedure to install:
Inspection” of this section.  Tighten to 47 Nm (35 lb-ft).
Drive Belt - Installation

1. Rotate tensioner counterclockwise to relieve
tension.
2. Route belt correctly and release tensioner onto
belt.
3. Run engine for a minute and then turn off.
4. Recheck belt routing and groove alignment.
05-9
Radiator Hose - Removal Radiator Hose - Installation
1. Position the clamps at least 1/8 inch from each
end of the hose.
2. Coat the connection areas with an approved
WARNING: REFER TO CAUTIONS AND WARNINGS water resistant sealer and slide the hose on the
AT THE BEGINNING OF THIS SECTION. connection.
1. Drain the cooling system -- Refer to “Draining NOTE: Make sure the clamps are beyond the bead and
the Cooling System” of this section. placed in the center of the clamping surface of the
2. Loosen the clamps at each end of the hose to connections.
be removed. 3. Tighten the clamps.
3. Slide the hose off the radiator connection and 4. Fill the system with coolant -- Refer to “Filling
the engine water outlet connection. the Cooling System” of this section.
5. Operate the engine for several minutes, then
check the hoses and connections for leaks
05-10
Thermostat & Housing – Replacement

NOTE: The thermostat and housing are serviced as an

assembly.
1. Allow the engine to cool down until the coolant 3. Remove or disconnect components as
has lowered in temperature to below 110°F. necessary to gain access to the thermostat
2. Drain the radiator so coolant level is below the housing.
thermostat -- Refer to “Draining the Cooling 4. Disconnect the lower radiator hose.
System” of this section. 5. Remove bolts and thermostat housing.
6. Reverse procedure to install
 Clean and inspect gasket, install a new
gasket if necessary.
05-11
Coolant Pump - Replacement

1. Drain the cooling system -- Refer to “Draining

the Cooling System” of this section.
2. Remove or disconnect components as

necessary to gain access to the coolant pump.
3. Remove the drive belt -- Refer to “Drive Belt -

Installation” of this section.
4. Remove 3 bolts and coolant pump pulley.
5. Remove 3 bolts and coolant pump.

 Lubricate coolant pump o-ring with clean
coolant.
 Tighten coolant pump bolts to 10 Nm
(89 lb-in)
 Tighten pulley bolts to 25 Nm (18 lb-ft)
05-12
Outlet Pipe - Replacement



necessary to gain access to the outlet pipe.
3. Disconnect hoses from outlet pipe.
4. Disconnect electrical connector at ECT Sensor.
5. Remove bolts and outlet pipe.

 Clean gasket mating surfaces
 Install new gasket
05-13
Coolant Bypass – Replacement


necessary to gain access to the bypass hose
3. Detach coolant bypass hose from the routing

clip.
4. Disconnect the coolant bypass hose from the

tubes.
5. Reverse procedure to install.
05-14
SPECIFICATIONS
Coolant/Water Mixture 50/50

Pressure Relief Cap 89 – 124 kPa (13 – 18 psi)
Opening Pressure kPa
(psi)
Radiator Pressure Test 138 kPa (20 psi)
Thermostat start to open 82°C (180°F)
temperature
Thermostat full open 97°C (206°F)
temperature
Coolant Specification Motorcraft Premium Gold
WSS-M97B51-A1 Engine Coolant
Coolant 25 18
pump pulley
bolts
Coolant 10 --- 89
pump to
block bolts
Draincock 2 --- 18
Thermostat 10 --- 89
housing
bolts
05-15
MSG-425 CHARGING SYSTEM
INDEX
Subject
Description……………………………………………………………………………………………………………….. 06 – 3
Operation…………………………………………………………………………………………………………………. 06 - 3
Wiring Diagram…………………………………………………………………………………………………….…… 06 - 3

Preliminary Checks.………………………………………………………………………………….………………… 06 – 5
Warning indicator check…………………………………………………………………………………………….. 06 – 5
Symptom Chart………………………………………………………………………………………………………….. 06 – 6
Battery Drain Test………………………………………………………………………………………………………. 06 – 7
Battery Load Test……………………………………………………………………………………………………….. 06 – 7
Generator Output Test………………………………………………………………………………………………. 06 – 8
Generator Voltage Test……………………………………………………………………………………………… 06 – 8

Battery Cleaning and Inspection……………………………………………………………………………….. 06 – 9
Battery Tools……………………………………………………………………………………………………………… 06 – 9
Battery Charging……………………………………………………………………………………………………….. 06 – 10

Generator – Replacement…………………………………………………………………………………………. 06 – 11
Voltage Regulator – Replacement…………………………………………………………………………….. 06 – 11
Generator Pulley – Replacement………………………………………………………………………………. 06 – 12
Battery Removal……………………………………………………………………………………………………….. 06 – 13
Battery Installation……………………………………………………………………………………………………. 06 – 13
Specifications……………………………………………………………………………………………………………………..... 06 - 14
06 -1
Cautions & Warnings
The handling and correct use of lead acid batteries is not as hazardous provided that sensible
precautions are observed and that operatives have been trained in their use and are adequately
supervised. It is important that all labeling on the battery is carefully read, understood and complied with.
The format of the following symbols and labels is common to most brands of lead acid battery.
RESULT IN DAMAGE TO THE REGULATOR

CAUTION: Observe all manufacturers’ OR PERSONAL INJURY.
instructions when using charging
equipment.
WARNING: KEEP BATTERIES OUT OF THE
WARNING: BATTERIES NORMALLY REACH OF CHILDREN. BATTERIES
PRODUCE EXPLOSIVE GASES WHICH CAN CONTAIN SULFURIC ACID. AVOID CONTACT
CAUSE PERSONAL INJURY. THEREFORE, WITH SKIN, EYES OR CLOTHING. ALSO,
DO NOT ALLOW FLAMES, SPARKS OR ANY SHIELD YOUR EYES WHEN WORKING NEAR
IGNITED OBJECT TO COME NEAR THE THE BATTERY TO PROTECT AGAINST
BATTERY. WHEN CHARGING OR WORKING POSSIBLE SPLASHING OF THE ACID
NEAR A BATTERY, ALWAYS SHIELDYOUR SOLUTION. IN CASE OF ACID CONTACT
EYES. ALWAYS PROVIDE VENTILATION. WITH THE SKIN OR EYES, FLUSH
IMMEDIATELY WITH WATER FOR A
MINIMUM OF 15 MINUTES AND GET
WARNING: WHEN LIFTING A BATTERY, PROMPT MEDICAL ATTENTION. IF ACID IS
ALWAYS LIFT WITH A BATTERY CARRIER SWALLOWED, CALL A PHYSICIAN
OR WITH YOUR HANDS ON OPPOSITE IMMEDIATELY. FAILURE TO FOLLOW
CORNERS. EXCESSIVE PRESSURE ON THE THESE INSTRUCTIONS MAY RESULT IN
END WALLS COULD CAUSE ACID TO SPEW PERSONAL INJURY.
THROUGH THE VENT CAPS, RESULTING IN
PERSONAL INJURY. NOTE: Battery posts and cable clamps must be
clean and tight for accurate meter indications.
WARNING: IT IS ESSENTIAL THAT THE CAUTION: Always remove the negative cable
WIRING CONNECTIONS TO THE first to prevent possible arcing possibly
GENERATOR ARE NOT REMOVED WHILE damaging other electrical components.
THE ENGINE IS RUNNING, AS THIS WILL
06 -2
GENERAL INFORMATION Battery power
The battery is a 12 volt DC source connected in a

negative ground system. There are three main functions
of the battery:
 To supply power to the starter and ignition

system so the engine can be cranked and
started.
 To supply extra power required when the
equipment load requirements exceed the supply
from the charging system.
 To act as a voltage stabilizer by smoothing out
or reducing temporary high voltages within the
electrical system.
Operation
With the ignition on, voltage is applied to the voltage
regulator. This turns the regulator on, allowing current to
flow from the battery to the generator field coil.
Description
When the engine is started, the generator begins to
generate alternating current (AC) which is internally
WARNING: REFER TO CAUTIONS & WARNINGS AT converted to direct current (DC). This current is then
THE BEGINNING OF THIS SECTION. supplied to the equipment electrical system through the
B+ terminal of the generator.
The charging system consists of a generator, voltage
regulator and battery. A serpentine belt drives the Once the generator begins generating current, a voltage
generator from the crankshaft pulley -- refer to Section 5 signal is taken from the generator stator and fed back to
for information on the drive belt. the regulator. This voltage feedback signal (typically half
the battery voltage) is used to turn off the warning
The generator produces alternating current which is indicator.
subsequently converted to direct current
The charging rate is adjusted automatically by the built- With the system functioning normally, the generator
in regulator to provide sufficient electric current to keep output current is determined and compared to a set
the battery fully charged under normal operating voltage internal to the regulator, and the regulator
conditions. controls the generator field current to maintain the
correct generator output.
The set voltage varies with temperature and typically is

higher in cold temperatures and lower in warm
temperatures. This allows for better battery recharge in
the winter and reduces the chance of overcharging in the
summer.
06 -3
Wiring Diagram
Revision Level
The following wiring schematics are taken from the
wiring diagram labeled below:
Charging System
06 -4

Warning Indicator Check
Check the operation of the charging system warning
indicator as follows:
WARNING: REFER TO CAUTIONS & WARNINGS AT  Ignition OFF = Indicator should be OFF.
THE BEGINNING OF THIS SECTION.  Ignition ON, Engine OFF = Indicator should be
ON.
NOTE: When the battery is disconnected and
 Ignition ON, Engine ON = Indicator should be
connected, some abnormal symptoms may occur while
OFF.
the GCP relearns its adaptive strategy. The engine may
need to run to relearn its strategy.
Preliminary Checks
Before beginning test procedures, check battery cables
and generator wiring (especially grounds) for clean, tight
connections. Wires and connectors should not be
damaged or corroded.
Perform the following checks before any testing:

 Loose or corroded connections at battery,
grounded starter motor cutout relay or engine.
 Inspect all connectors for loose or damaged
pins, wires, etc.
 Make sure the batteries are at 75% state of
charge (SOC) or higher. This represents an
open circuit voltage (OCV) of 12.4 volts.
Batteries with an OCV of 12 volts or less are
either completely discharged or have a dead
cell.
 Check the generator drive belt tension. This will
cause low generator output.
 Check any light or indicator lamp filaments that
are suspected of being open (burned out). This
is done to avoid unnecessary extensive circuit
checks.
 If a fuse is blown, locate the cause of the
overload condition and repair it. The common
procedure is as follows: isolate sections of the
circuit, by disconnecting connectors, and
measure the resistance to ground to find the
circuit that is shorted to ground. Then locate the
damaged spot in the wire or connector and
repair.
 Excessive battery drain due to lamps left on,
damaged or misadjusted switch, accessories left
on, etc.
06 -5
Symptom Chart
Dead battery.  Key-off battery drain. Repair as necessary
Battery will not stay charged.  Open/voltage drop in B+ circuit.
 Open voltage drop in A circuit.

Slow crank.
 Open/high resistance in I circuit.
Low battery voltage.
 Voltage regulator.
No generator output.
 Generator.
Indicator lamp on with engine  Open "A" circuit. Repair as necessary
running.
 Shorted "I" circuit.
 Open/high resistance in "S" circuit.
 Generator.
Indicator lamp flickers or  Loose connection to generator, voltage Repair as necessary
intermittent. regulator or battery.
 Loose fuse or poor connection in "A" circuit.
 Loose brush holder screw.
 Generator.
Battery over charging (battery  Voltage drop in "A" circuit. Repair as necessary
voltage
greater than 15.5 volts).  Voltage drop in "I" circuit
 Poor ground.
 Generator.
Indicator lamp off, key on, engine  Open/high resistance in "I" circuit. Repair as necessary
not
running.  Burned out bulb
 Poor ground
 "S" circuit shorted to B+
 Generator.
Generator noisy.  Accessory drive belt. Repair as necessary
 Accessory brackets.
 Bent generator pulley
 Generator.
 Other components.
Indicator lamp on, key off.  Lamp circuit shorted to B+. Repair as necessary
 Improper lamp circuit wiring.
06 -6
Battery Drain Test 5. Remove the jumper wire and note the amperage
draw:
 There should not be any more than 50
WARNING: REFER TO CAUTIONS & WARNINGS AT
mA (0.050 amp) draw.
THE BEGINNING OF THIS SECTION.
 If excessive, remove fuses one at a time
A defective component or wiring defect may be causing until the circuit with the excessive draw
a small current drain that is less than the fuse rating for is located.
the circuit so the fuse does not open. Perform the  Use the wiring diagram to locate any
following to determine if an excessive drain is occurring: circuits that do not pass through the
fuse box.
NOTE: Batteries should be fully charged for the following  Disconnect the generator connections to
test. check for an internal short causing an
excessive draw.
WARNING: DO NOT ATTEMPT THIS TEST ON A

Battery Load Test
LEAD-ACID BATTERY THAT HAS RECENTLY BEEN
RECHARGED. EXPLOSIVE GASES MAY CAUSE
PERSONAL INJURY. FAILURE TO FOLLOW THESE
INSTRUCTIONS MAY RESULT IN PERSONAL WARNING: REFER TO CAUTIONS & WARNINGS AT
INJURY. THE BEGINNING OF THIS SECTION.
CAUTION: To prevent damage to the meter, do not 1. Disconnect both battery terminal cables. Check
crank engine or operate accessories that draw more the battery visually.
than 10A. 2. Examine the hydrometer eye (if no eye go to
next step).
1. Allow the engine to sit with the ignition off for at  Eye shows green - go to step 4.
least 40 minutes to allow the GCP to power
 Eye shows dark - recharge, then go to
down.
step 4.
2. Connect a fused (10A) jumper wire between the
 Eye shows yellow - replace battery.
negative battery cable and post to prevent the
3. Apply a 300 amp load for 15 seconds. Turn off
GCP from resetting and to catch capacitive
load and wait one minute.
drains.
 If 12.4 volts or more - go to step 4.
3. Disconnect the negative battery cable without
breaking the connection of the jumper wire.  If less than 12.4 volts - recharge, then
repeat step
NOTE: It is very important that continuity between the 4. Apply a test load equal to 50% of the battery
negative battery cable and post is not broken. If it is, the CCA rating at - 17.8° C (0°F). After 15 seconds,
entire procedure must be repeated so the GCP can with the load still applied, measure and record
power down again. terminal voltage ___________. Turn the load
OFF.
4. Connect an ammeter between the negative 5. Estimate the battery temperature. If measured
battery cable and post. The meter should have a voltage does not meet or exceed the value
10 amp capability. shown in the following table, replace the battery.
NOTE: If after this next step, the meter settings need to

be switched or the test leads need to be moved to
another jack, the jumper wire must be reinstalled to
avoid breaking continuity.
6. Clean all cable ends and terminals of the battery

with a wire brush.
06 -7
Generator Output Test

Generator Voltage Test

THE BEGINNING OF THIS SECTION. WARNING: REFER TO CAUTIONS & WARNINGS AT
CAUTION: To prevent damage to the generator, do 1. Switch the tester to the voltmeter function.
not make jumper wire connections except as 2. Connect the positive lead to the generator A
directed. terminal connector and the negative lead to
ground.
CAUTION: Do not allow any metal object to come in 3. Turn off all electrical accessories.
contact with the housing and the internal diode 4. With the engine running at 2000 rpm, check the
cooling fins with the ignition on or off. A short generator voltage.
circuit may result and burn out the diodes. 5. Voltage should be between 13.0-15.5 volts.
In order to check the generator, the use of rotunda

Starting and charging System Tester 078-00005 (VAT-
40) or equivalent, is recommended.
NOTE: Refer to the test equipment user’s manual for

complete directions on examining the charging system.
NOTE: Turn off all lamps and accessories.
1. Switch the tester to ammeter function.

2. Connect the positive and negative leads of the
tester to the battery.
3. Connect current probe to generator B+ terminal
to measure generator output.
4. With the engine running at 2000 rpm, adjust the
VAT-40 or equivalent load bank to determine the
output of the generator. Generator output should
be greater than values given in the graph below.
06 -8

WARNING: GRIPPING THE END WALLS ON THE
PLASTIC-CASED BATTERY COULD CAUSE
ELECTROLYTE TO SPEW FROM SOME OF THE
Battery Cleaning and Inspection CELLS, RESULTING IN PERSONAL INJURY AND
POSSIBLY CAUSE DAMAGE TO SOME OF THE
Keeping the battery top clean and dry reduces the need INTERNAL COMPONENTS.
for service and extends battery life. Also, make certain
the cable clamps are tightly fastened to the battery Use a suitable battery carrier for lifting and transporting
posts. If corrosion is found, disconnect the cables and the battery. The illustration shows a clamp-type carrier
clean clamps and posts with a wire brush. Neutralize the used to grip the sidewalls of the container just below the
corrosion with a solution of baking soda and water. lip of the cover. The carrier is used on the sidewalls,
After installing cables, apply a small quantity of rather than the end walls, since the sidewalls have
Premium Long-Life Grease XG-1-C or -K or equivalent additional strength from the inner cell partitions. This is
grease meeting Ford specification ESA-M1C75-B to particularly important with the plastic-cased battery
each battery post to help prevent corrosion. which has end walls that are flexible.
Battery Tools
Anyone working with a battery needs the proper tools.
Using the right tools will prevent damage to the battery,
battery cables and battery hold down clamp.
Tools and equipment manufactured for servicing
batteries have parts insulated to help prevent arcing
should the tool be dropped or placed accidentally
between a terminal and some other contact surface.
Clamp Puller
Use a clamp puller to remove a cable clamp from the

battery terminal. With the jaws gripping the underside of
the cable clamp, pull the clamp up by means of pressure
exerted against the top of the battery terminal. Proper
use of this tool avoids the damaging lateral or twisting
forces that result when using a pry bar or pliers.
Battery Clamp Spreader
The spreader is used to expand the cable clamp after it

has been removed from the terminal and the clamp bolt
has been loosened. The cable clamp can then be easily
placed in its correct position completely on the terminal.
Terminal Cleaning Brush
The terminal cleaning brush is designed with units to

clean both tapered battery terminal and the mating
surface of the cable clamp.
06 -9
Battery Charging
A rapid recharge procedure has been developed for
recharging batteries that only need a quick recharge.
WARNING: REFER TO CAUTIONS & WARNINGS AT This can be due to battery in-service no-start battery
THE BEGINNING OF THIS SECTION. failures (engine will not crank due to low battery state of
charge) or battery discharged due to key-off loads.
NOTE: If excessive gassing or electrolyte spewing
occurs during the charge, discontinue charging. The The battery can be rapidly recharged by using either of
battery has reached serviceable charge. If the battery the following methods.
will not accept at least 5A after 20 minutes of charging,  Perform a two-hour charge using 20A constant
replace the battery. current (manual setting on charger).
 Perform a two-hour charge using a constant
potential (automatic setting on charger).
WARNING: WEAR SAFETY GLASSES. BATTERY
CHARGING CAN BE DANGEROUS. WHILE BEING
CHARGED, THE BATTERY PRODUCES A
POTENTIALLY EXPLOSIVE MIXTURE OF
HYDROGEN AND OXYGEN GASSES. KEEP
SPARKS, FLAMES AND LIGHTED CIGARETTES
AWAY FROM BATTERIES. IN CASE OF ACID
CONTACT WITH SKIN, EYES OR CLOTHING,
FLUSH IMMEDIATELY WITH LARGE AMOUNTS OF
WATER. GET MEDICAL ATTENTION.
Inspect and service any of the following pre-existing

conditions before recharging a discharged battery --
Refer to “Preliminary Checks” on page 5 of this section.
Cold batteries will not readily accept a charge.

Therefore, batteries should be allowed to warm up to
approximately 5°C (41°F) before charging. This may
require four to eight hours at room temperature
depending on the initial temperature and battery size.
A battery which has been completely discharged may be

slow to accept a charge initially, and in some cases may
not accept charge at the normal charger setting. When
batteries are in this condition, charging can be started by
use of the dead battery switch on chargers so equipped.
To determine whether a battery is accepting a charge,

follow charger manufacturer’s instructions for use of
dead battery switch. If switch is the spring-loaded type, it
should be held in the ON position for up to three
minutes.
After releasing switch and with charger still on, measure

battery voltage. If it shows 12 volts or higher, the battery
is accepting a charge and is capable of being recharged.
However, it may require up to two hours of charging with
batteries colder than 5°C (41°F) before charging rate is
high enough to show on the charger ammeter. It has
been found that all non-damaged batteries can be
charged by this procedure. If a battery cannot be
charged by this procedure, it should be replaced.
06 -10
REMOVAL AND INSTALLATION Voltage Regulator – Replacement
Generator – Replacement
1. Remove the generator -- Refer to “Generator -
Replacement” in this section.
2. Remove 4 screws and voltage regulator
(includes brush and holder).

 Insert a wire into the insertion hole to
1. Disconnect battery negative cable -- Refer to hold the brushes during assembly.
“Battery Cleaning and Inspection” on page 9 of Remove wire when done.
this section.
 Tighten screws to 3 Nm (27 lb-in).
2. Remove or disconnect any component to allow
access and removal of generator.
3. Remove drive belt -- refer to cooling system
section.
4. Remove 2 bolts and position the generator
aside.
5. Disconnect electrical connector.
6. Remove generator.
 Tighten generator bolts to 25 Nm (18 lb-
ft).
 Tighten B+ terminal to 8 Nm (71 lb-in).
06 -11
Generator Pulley - Replacement
1. Remove generator assembly -- Refer to
“Generator - Replacement” of this section.
2. Remove nut.
3. Remove pulley.

 Tighten nut to 109 Nm (80 lb-ft).
06 -12
Battery - Removal Battery - Installation
1. Clean cable terminals and battery hold down
clamp with a wire brush. Replace all cables or
parts that are worn or frayed.
2. Clean battery tray with a wire brush and scraper.
3. Place battery in battery tray with positive and
negative cables in same position as when
removed.
4. Assemble and tighten battery hold down clamp
so battery is secure. Do not tighten excessively.
WARNING: WHEN LIFTING PLASTIC CASED 5. Secure cables to proper terminals. Tighten to 6
BATTERY, EXCESSIVE PRESSURE ON THE END Nm (53 lb-in). Apply petroleum jelly to terminals.
WALLS COULD CAUSE ACID TO SPEW THROUGH
THE VENT CAPS, RESULTING IN PERSONAL Ford Motor Company strongly recommends that lead
INJURY, DAMAGE TO THE EQUIPMENT OR acid batteries be returned to an authorized recycling
BATTERY. LIFT WITH A BATTERY CARRIER OR facility for disposal.
WITH YOUR HANDS ON OPPOSITE CORNERS.
WARNING: KEEP OUT OF REACH OF CHILDREN.

BATTERIES CONTAIN SULFURIC ACID. AVOID
CONTACT WITH SKIN, EYES, OR CLOTHING.
ALSO, SHIELD YOUR EYES WHEN WORKING NEAR
THE BATTERY TO PROTECT AGAINST POSSIBLE
SPLASHING OF THE ACID SOLUTION.
IN CASE OF ACID CONTACT WITH SKIN OR EYES,
FLUSH IMMEDIATELY WITH WATER FOR A
MINIMUM OF 15 MINUTES AND GET PROMPT
MEDICAL ATTENTION. IF ACID IS SWALLOWED,
DRINK LARGE QUANTITIES OF MILK OR WATER,
FOLLOWED BY MILK OF MAGNESIA, A BEATEN
EGG, OR VEGETABLE OIL. CALL A PHYSICIAN
IMMEDIATELY.
CAUTION: Care should be taken when removing or

replacing the cable clamp bolts so that the battery
terminal is not subjected to any excessive lateral or
twisting forces. Such forces could cause major
damage to the internal components of the battery,
and leakage at the terminals.
1. Remove battery cables from battery terminals

(battery ground cable first).
2. Remove battery hold down components.
CAUTION: When lifting a plastic-cased battery,

excessive pressure on the end walls could cause
acid to spew through the vent caps, resulting in
personal injury, damage to the equipment or battery.
Lift with a battery carrier or with your hands on
opposite corners.
3. Remove battery from equipment.
06 -13
SPECIFICATIONS
Generator Output 65/110 max. amps @ 1800
– 6000 generator rpm
(approx. 500 – 2000
engine rpm)
Battery Motorcraft 12 volt 750
CCA
Battery charging voltage 13 – 15.5 volts
Generator
Mounting 25 18 ---
bolts
Regulator
attachment 3 --- 27
screws
Battery
6 --- 53
cable nuts
Generator
109 80 ---
pulley nut
Generator
8 --- 71
wiring nuts
SPECIAL TOOLS
VAT-40 Starting/charging
078-00005
Tester
06 -14
MSG-425 STARTER SYSTEM
INDEX
Subject Page
Cautions & Warnings……………………………………………………………………………………………………….. 07 - 2
General Information
Description……………………………………………………………………………………………………………….. 07 – 3
Operation…………………………………………………………………………………………………………………. 07 – 3
Wiring Diagram…………………………………………………………………………………………………….…… 07 – 4

Visual Inspection……..……………………………………………………………………………….………………… 07 – 5
Symptom Chart………………………………………………………………………………………………………….. 07 – 6
Motor Feed Circuit – Voltage Drop Test…………………………………………………………………….. 07 – 7
Starter Motor – Ground Circuit Check……………………………………………………………………….. 07 – 7

Jump Starting…………………………………………..……………………………………………………………….. 07 – 8

Starter Relay – Replacement…………….………………………………………………………………………. 07 – 9
Starter Motor – Replacement………………………….……………………………………………………….. 07 – 9
Specifications……………………………………………………………………………………………………………………..... 07 - 10
07 - 1
CAUTIONS & WARNINGS

CAUTION: Be sure to disconnect the battery
ground cable before repairing the starter
motor.
WARNING: WHEN SERVICING STARTER OR
PERFORMING OTHER WORK IN THE
VICINITY OF THE STARTER, BE AWARE
THAT THE HEAVY GAUGE BATTERY INPUT WARNING: HYDROGEN AND OXYGEN
LEAD AT THE STARTER SOLENOID IS GASES ARE PRODUCED DURING NORMAL
“ELECTRICALLY HOT” AT ALL TIMES. BATTERY OPERATION. THIS GAS MIXTURE
FAILURE TO FOLLOW THESE CAN EXPLODE IF FLAMES, SPARKS OR
INSTRUCTIONS MAY RESULT IN PERSONAL LIGHTED TOBACCO ARE BROUGHT NEAR
INJURY. THE BATTERY. WHEN CHARGING OR USING
A BATTERY IN AN ENCLOSED SPACE,
ALWAYS PROVIDE VENTILATION AND
SHIELD YOUR EYES.
WARNING: WHEN WORKING IN THE AREA
OF THE STARTER MOTOR, BE CAREFUL TO
AVOID TOUCHING HOT EXHAUST
COMPONENTS. FAILURE TO FOLLOW
THESE INSTRUCTIONS MAY RESULT IN WARNING: KEEP OUT OF REACH OF
PERSONAL INJURY. CHILDREN. BATTERIES CONTAIN SULFURIC
ACID. AVOID CONTACT WITH SKIN, EYES
CAUTION: A protective cap or boot is OR CLOTHING. ALSO, SHIELD YOUR EYES
provided over the battery input terminal and WHEN WORKING NEAR THE BATTERY TO
must be reinstalled after removal. PROTECT AGAINST POSSIBLE SPLASHING
OF THE ACID SOLUTION. IN CASE OF ACID
CONTACT WITH SKIN, EYES OR CLOTHING,
FLUSH IMMEDIATELY WITH WATER FOR A
MINIMUM OF 15 MINUTES. IF ACID IS
SWALLOWED, DRINK LARGE QUANTITIES
OF MILK OR WATER, FOLLOWED BY MILK
OF MAGNESIA, A BEATEN EGG, OR
VEGETABLE OIL. CALL A PHYSICIAN
IMMEDIATELY.
WARNING: TO AVOID INJURY, USE

PARTICULAR CARE WHEN CONNECTING A
BOOSTER BATTERY TO A DISCHARGED
BATTERY.
07 - 2
GENERAL INFORMATION Operation
Description When the ignition is turned to the start position,

The starter motor provides the rotation of the the starter relay switches power to the starter
engine crankshaft, through the flywheel, that is solenoid, causing the starter motor to engage
needed to start the engine. (transmission must be in PARK or NEUTRAL).
The starter system consists of: Battery power is always present at the starter
motor B+ terminal. The starter motor relay, when
 starter motor
energized, sends current to the starter motor “S”
 starter solenoid
terminal, which causes the motor’s shaft to
 starter relay rotate. When the starter switch is released, a
 battery. spring returns the solenoid to the released
position.
The starter motor is a permanent magnet, gear
reduction type. It runs on 12 volts DC current. The starter relay is grounded through the GCP
and the power to trigger the starter is from the
The starter solenoid is integral to the motor and OEMs keyswitch. When both conditions are
a relay is also used. Refer to the charging present the relay closes and engages the
section for information on the battery. starter.
07 - 3
Wiring Diagram
Revision Level
the wiring diagram labeled below:
Starting System
07 - 4
WARNING: REFER TO CAUTIONS &

WARNINGS AT THE BEGINNING OF THIS
SECTION.
NOTE: When testing with a meter, always make

connections with the component terminal rather
than at the wiring end connector. Making
connection with the wiring end connector can
result in a false reading, because the meter will
not pick up any high resistance between the
wiring connector and the component.
Visual Inspection
CAUTION: Be sure to disconnect battery
negative cable before servicing starter.
 Verify the concern by operating the

starting system to duplicate the
conditions.
 Inspect starting system for loose
connections.
 Check the wear patterns on the starter
drive and the flywheel ring gear. If the
starter drive gear and the flywheel ring
gear are not fully meshing or the gears
are milled or damaged, replace the
starter motor and if necessary, replace
flywheel ring gear.
If the inspection reveals an obvious concern that

can be readily identified, repair as necessary.
If the concern remains after the inspection, note

condition and continue diagnosis using the
symptom chart.
07 - 5
Symptom Chart
 Open fuse  Check fuse continually

Starter does not crank (audible click
may or may not be heard)  Low Battery  Refer to battery diagnosis in charging
 Defective remote relay section
 Open circuit or high  Check relay
resistance in external  Check starter wiring
feed circuit to starter
solenoid
 Defective starter  Rplace starter motor
 Defective neutral park  Replace switch
switch
 Starter note mounted  Realign starter or transmission bell
Unusual starter noise flush (cocked) housing or SAE housing
 Noise from other  Investigate other powertrain accessory
components noise
 Ring gear tooth damage  Replace flywheel ring gear
or excessive ring gear
runout  Replace Starter motor
 Defective starter
 Starter note mounted  Realign starter or transmission bell
Starter spins but the engine does not flush (cocked) housing or SAE housing
crank
 Ring gear tooth damage  Replace flywheel ring gear
 Problem in fuel system  Refer to fuel system section
Starter cranks but engine does not
start  Engine related problem  Refer to section 01, diagnosis and
testing
 Low Battery  Charge or replace battery
Starter cranks slowly
 High resistance or loose  Check that all connections are secure
connections in starter
solenoid battery feed or
ground circuit
 Ring gear runout  Replace ring gear
excessive
 Defective Starter  Replace starter motor
 Shorted ignition switch  Replace ignition switch
Starter remains engaged and runs
with engine  Battery cable touching  Replace or relocate cable
solenoid “S” terminal
 Defective starter  Replace starter motor
 Hydrolocked cylinder  Remove all plugs one at a time while
Starter clicks and engages but engine
will not crank  Seized main or rod checking for fluid in cylinders
bearing  Repair as needed – refer to sections 01
07 - 6
Motor Feed Circuit - Voltage Drop Starter Motor - Ground Circuit Check
Test
A slow cranking condition can be caused by
Slow cranking is often caused by high resistance resistance in the ground or return portion of the
in the battery cables or connections, especially cranking circuit. Check the voltage drop in the
in cold weather. After all batteries check good ground circuit as follows:
and terminals are clean and tight, check the
starter motor feed circuit: 1. Connect a remote starter switch
between the starter solenoid “S”
1. Connect a remote starter switch terminal and the battery positive (+)
between the starter “S” terminal and the post.
battery positive (+) terminal.
2. Connect a digital multimeter positive
lead to the battery positive (+) post.
Connect negative lead to the starter
solenoid “M” terminal.
2. Connect a digital multimeter positive (+)

lead to the starter motor housing (the
connection must be clean and free of
rust or grease).
3. Engage the remote starter switch. Read 3. Connect the negative (-) lead of the
and record the voltage. The voltage voltmeter to the negative (-) battery
reading should be 0.5 volt or less. terminal.
 If 0.5 volt or less -- refer to 4. Engage the remote starter switch and
starter motor ground circuit test. crank the engine. Read and record the
 If greater than 0.5 volt, voltage reading.
indicating excessive resistance, a. A reading of 0.2 volt or less
move the negative lead to the indicates a good ground
“B” terminal as shown and connection.
repeat the test. If voltage b. If reading is more than 0.2 volts,
reading at the “B” terminal is clean all ground connections
lower that 0.5 volt, the concern and retest. If still too high
is either in the connections at replace battery negative cable.
the starter solenoid or in the
solenoid contacts. By moving NOTE: If the voltage reading is less than 0.2 volt
the lead toward the battery and and the engine still cranks slowly, install a new
checking each mechanical starter motor.
connection point, the excessive
voltage drop can be located.
When the high reading
disappears, the last mechanical
point that was checked is the
concern. Clean or repair as
necessary.
07 - 7

WARNING: TO AVOID INJURY, USE PARTICULAR
CARE WHEN CONNECTING A BOOSTER
WARNING: REFER TO CAUTIONS & BATTERY TO A DISCHARGED BATTERY.
WARNINGS AT THE BEGINNING OF THIS 1. Position equipment so jumper cables
SECTION. will reach, being careful that equipment
does not touch each other.
Jump Starting
For cases of a starter that cranks the engine
very slowly, connect a 12 volt booster battery to
the system. To avoid damage to the equipment
and battery or the possibility of personal injury,
follow these instructions and precautions:
WARNING: HYDROGEN AND OXYGEN GASES

ARE PRODUCED DURING NORMAL BATTERY
OPERATION. THIS GAS MIXTURE CAN EXPLODE
IF FLAMES, SPARKS OR LIGHTED TOBACCO NOTE: Be sure to disconnect battery negative
ARE BROUGHT NEAR THE BATTERY. WHEN cable before servicing starter.
CHARGING OR USING A BATTERY IN AN
ENCLOSED SPACE, ALWAYS PROVIDE 2. Connect one end of positive red jumper
VENTILATION AND SHIELD YOUR EYES. cable (+) 1 to positive terminal of
discharged battery and other end to
positive terminal of booster battery.
WARNING: KEEP OUT OF REACH OF CHILDREN.
BATTERIES CONTAIN SULFURIC ACID. AVOID
3. Connect one end of negative black
CONTACT WITH SKIN, EYES OR CLOTHING.
ALSO, jumper cable (-) 3 to negative terminal of
SHIELD YOUR EYES WHEN WORKING NEAR THE booster battery. Connect other end to an
BATTERY TO PROTECT AGAINST POSSIBLE engine bolthead or good metallic contact
SPLASHING OF THE ACID SOLUTION. IN CASE spot on engine of equipment to be
OF ACID CONTACT WITH SKIN, EYES OR started. NOT TO NEGATIVE (-)
CLOTHING, FLUSH IMMEDIATELY WITH WATER BATTERY TERMINAL.
FOR A MINIMUM OF 15 MINUTES. IF ACID IS 4. Make sure jumper cables are not in way
SWALLOWED, DRINK LARGE QUANTITIES OF of moving engine parts.
MILK OR WATER, FOLLOWED BY MILK OF
5. Start engine with good battery. Run
MAGNESIA, A BEATEN EGG, OR VEGETABLE
OIL. CALL A PHYSICIAN IMMEDIATELY. engine at a moderate speed.
6. Start engine with discharged battery.
Follow starting instructions in the
CAUTION: Do not disconnect the battery of the Operator handbook.
engine to be started. Disconnecting the battery 7. Completely discharged batteries may
could damage the equipment’s electronic system. require an electrical load to initialize
charging.
WARNING: MAKING THE FINAL CABLE 8. Remove cables in exact REVERSE
CONNECTION COULD CAUSE AN ELECTRICAL sequence. Begin by removing negative
SPARK NEAR THE BATTERY AND COULD CAUSE cable from engine that had discharged
AN EXPLOSION. REFER TO WARNING AT THE battery.
BEGINNING OF THE JUMP STARTING
PROCEDURE. If the starter does not turn the engine over, even
with the booster battery attached, refer to
Diagnosis.
PERFORMING OTHER UNDERHOOD WORK IN
THE VICINITY OF THE STARTER, BE AWARE
THAT THE HEAVY GAUGE BATTERY INPUT LEAD
AT THE STARTER SOLENOID IS “ELECTRICALLY
HOT” AT ALL TIMES.
07 - 8
REMOVAL AND INSTALLATION

WARNING: REFER TO CAUTIONS &
WARNING: REFER TO CAUTIONS & WARNINGS AT THE BEGINNING OF THIS
WARNINGS AT THE BEGINNING OF THIS SECTION.
SECTION.
1. Disconnect negative battery cable.
2. Remove any component to allow access
Starter Motor – Replacement and removal of the starter motor.
3. Remove terminal cover and nuts.

4. Remove starter mount bolts.
 Tighten “B” and “M” nuts to 12
PERFORMING OTHER WORK IN THE
Nm (9 lb-ft)
VICINITY OF THE STARTER, BE AWARE
 Tighten “S” nut to 5 Nm (44 lb-
THAT THE HEAVY GAUGE BATTERY INPUT
in)
LEAD AT THE STARTER SOLENOID IS
“ELECTRICALLY HOT” AT ALL TIMES.  Tighten mount bolts to 25 Nm
(18 lb-ft).
07 - 9
SPECIFICATIONS
Current draw NO Load 60 – 80 Amps
Current Draw Max 800 Amps
Load
Minimum Stall torque 14.7Nm (16lb-ft)

(@5 volts)
Cranking Speed 140 – 220 RPM
Mounting 27 20 ---
bolts/nuts/studs
Battery Cable 6 -- 53
nuts
Solenoid 5 --- 44
Ternminal nut
Solenoid 12 9 ---
terminal B+ nut
SPECIAL TOOLS
VAT-40
Starting/Charging 078-00005
Tester
07 - 10
MSG-425 Engine Controls
INDEX
Subject Page
General Information 08 – 2
GCP and Sensors….…………….…………………………………………………………………………………….. 08 – 2
Fuel System Components…………………………………………………………………………………………. 08 – 8
Coil-on-plug ignition……….…………………………………………………………………………………….…… 08 – 10
Open Loop and Closed Loop Operation…………………………………………………………………….. 08 – 11
Adaptive Learn………………………………………………………………………………………………………….. 08 – 11
GCP Service Precautions……………………………………………………………………………………………. 08 – 11
Use of Circuit Testing Tools……………………………………………………………………………………….. 08 – 11
Electrostatic Discharge Damage………………………………………………………………………………… 08 – 11
Diagrams and schematics………………………………………………………………………………………….. 08 – 12
Engine component locator view………………………………………………………………………………… 08 – 24

Diagnostic approach…………………………………………………………………………………………………… 08 – 25
GCP diagnostic overview……………………………………………………………………………………………. 08 – 25
On-board diagnostics – GCP………………………………………………………………………………………. 08 – 25
Engine control module (GCP) Limp Home Mode Strategy…………………………………………. 08 – 25
Intermittent MIL……………..………………………………………………………………………………………... 08 – 26
Malfunction indicator light (MIL) DTC Retrieval procedure………………….…………………... 08 – 27
Diagnosis and using a personal computer…………………………………………………………………. 08 – 27
Visual Inspection……………………………………………………………………………………………………….. 08 – 36
Intermittent problems………………………………………………………………………………………………. 08 – 36
Symptom charts…………………………………………………………………………………………………………. 08 – 37
Engine Control Module (GCP) – Diagnostic Trouble Codes………………………………………… 08 – 40

Camshaft Position (CMP) Sensor – Replacement.…………………………………………………….. 08 – 41
Crankshaft Position (CKP) Sensor – Removal…………………………………………………………….. 08 – 41
Crankshaft Position (CKP) Sensor – Installation.……………………………………………………….. 08 – 42
Engine Coolant Temperature (ECT) Sensor – Replacement………………………………………. 08 – 43
Heat Oxygen Sensor (HO2S) – Replacement…………………………………………………………….. 08 – 43
Knock Sensor (KS) – Replacement…………………………………………………………………………….. 08 – 44
Temperature Manifold Absolute Pressure (TMAP) Sensor – Replacement………………. 08 – 44
Actuator/Throttle Position (TP) Sensor – Replacement……………………………………………. 08 – 45
08 - 1
GENERAL INFORMATION
GCP and Sensors
Engine Control Module (GCP)
The Engine Control Module (GCP) has the following

features:  Diagnostic software allows viewing of
 Programmable four speed electronic historical and active faults with on-demand
governing, throttle-by-wire or variable speed diagnostics to assist technicians and reduce
control governing. equipment downtime.
 Programmable emergency warning/shut-
down feature for high water temperature, low The Engine Control Module (GCP) engine control
oil pressure, etc. system is a complete engine control system for Ford
 Starter lockout. industrial engines running on gasoline, propane or
 Auto crank natural gas. Each module can be set up to run an
engine on any two of the three fuels in certified closed
 Programmable overspeed protection
loop control, with virtually transparent on-the-fly fuel
 Automatic altitude compensation.
switching.
 Sequential port fuel injection (gasoline) with
pressure regulator to precisely control fuel Each module can also be set up to run on a variety of
delivery. electronic governing:
 Dry fuel lockout controlled by the GCP  It can be programmed to provide up to four
produces a reliable transition when switching specific speeds with use of a matching
fuels. toggle switch
 Certified closed loop dry fuel control.  It can be programmed to provide an infinite
 Configurable inputs available based on variety of speeds (with customer-specified
customer requirements. minimum and maximum) based on a variable
 Configurable outputs available based on signal input.
ECT, RPM or MAP signals and customer
requirements.
08 - 2
 It can be an electronic replacement for a The GCP controls the following:

throttle cable with maximum speed  Fuel metering system
governing (throttle-bywire).  Ignition timing
 On-board diagnostics for engine
 Or it can switch between throttle-by-wire functions
and a second fixed or variable input The GCP constantly observes the information
based on a neutral/ parking brake from various sensors. The GCP controls the
signal. systems that affect engine performance. The
GCP performs the diagnostic function of the
With the GCP system, a laptop and a system. It can recognize operational problems,
communications cable, diagnosis becomes alert the operator through the Malfunction
simpler. The technician can either view engine Indicator Lamp (MIL), and store diagnostic
data with a real time graphing program, or store trouble codes (DTC’s). DTC’s identify the
that data into a numeric data file. problem areas to aid the technician in making
repairs.
Every time a fault is set, the laptop will give you
detailed information about the fault, including: The GCP supplies either 5 or 12 volts to power
 when it happened various sensors or switches. The power is
 if the fault still exists supplied through resistances in the GCP which
 a list of essential engine data from the are so high in value that a test light will not light
time of the fault. when connected to the circuit. In some cases,
even an ordinary shop voltmeter will not give an
It can also display a 10 second graph of critical accurate reading because its resistance is too
engine data, from 8 seconds before the fault low. Therefore, a digital voltmeter with at least
occurred to two seconds after. 10 megohms input impedance is required to
ensure accurate voltage readings. The GCP
With many OEMs using control modules to controls output circuits such as the fuel injectors,
control their machinery, the GCP has the ability electronic governor, etc., by controlling the
to communicate engine data to and receive ground or the power feed circuit through
commands from other control modules through a transistors or other solid state devices.
Controller Area Network (CAN) link, with
messages written in the J1939 protocol. The GCP is designed to maintain exhaust
emission levels to government mandated
This allows large amounts of data to move standards while providing excellent operation
throughout the machine through only two wires, and fuel efficiency. The GCP monitors numerous
and can be used to run some module based engine functions via electronic sensors such as
gauge packages. the throttle position (TP) sensor and the heated
oxygen sensor (HO2S).
The GCP also carries auxiliary features that can
be programmed to control OEM devices, GCP Inputs (operating conditions read)
allowing the OEM to eliminate components from  Engine Coolant Temperature
their machinery.  Crankshaft Position
 Exhaust Oxygen Content
The GCP is also equipped with multiple safety  Manifold Absolute Pressure
and protection devices that protect the user and  Battery Voltage
engine from hazards such as:
 Throttle Position / Electronic Actuator
 over speed
 Fuel Pump Voltage
 over temperature
 Intake Air Temperature
 over voltage
 Camshaft Position
 low oil pressure
 unauthorized tampering
 over cranking starter motor.
08 - 3
GCP Outputs (systems controlled) 342, CAM loss) is present, the engine can be
 Fuel control (Injectors/DEPR) restarted. It will run in the previously established
 Electronic Throttle Control injection sequence.
 Electric Fuel Pump (gasoline)
 Diagnostics - Malfunction Indicator
Lamp (check engine lamp)
 Diagnostics - Data Link Connector
(DLC)
 Variable valve timing (VVT)
Crankshaft Position (CKP) Sensor

The Crankshaft Position (CKP) Sensor provides
a signal used by the Engine Control Module
(GCP) to calculate the ignition sequence. The
sensor initiates the reference pulses which the
GCP uses to calculate RPM and crankshaft
position.
Camshaft Position (CMP) Sensor

The Camshaft Position (CMP) Sensor uses a
variable reluctor sensor to detect camshaft
position. The CMP signal is created as piston #1
is a pre-determined number of degrees after top
dead center on the power stroke.
The Camshaft Position (CMP) Sensor sends a

CMP signal to the GCP. The GCP uses this
signal as a “sync pulse” to trigger the injectors in
the proper sequence.
The GCP uses the CMP signal to indicate the
position of the #1 piston during its power stroke.
The CMP uses a Hall Effect sensor to measure
piston position. This allows the GCP to calculate
true sequential fuel injection (SFI) mode of
operation. If the GCP detects an incorrect CMP
signal while the engine is running, DTC 341 will
set (CAM sync noice).
If the CMP signal is lost while the engine is

running, the fuel injection system will shift to a
calculated sequential fuel injection mode based
on the last fuel injection pulse, and the engine
will continue to run. As long as the fault (DTC
08 - 4
Engine Coolant Temperature (ECT) Sensor
The Engine Coolant Temperature (ECT) Sensor

is a thermistor (a resistor which changes value
based on temperature) mounted in the engine
coolant stream. Low coolant temperature
produces a high resistance of 100,000 ohms at -
40°C (-40°F). High temperature causes a low
resistance of 70 ohms at 130°C (266°F).
The GCP supplies a 5 volt signal to the ECT
sensor through resistors in the GCP and
measures the voltage. The signal voltage will be
high when the engine is cold and low when the
engine is hot. By measuring the voltage, the
GCP calculates the engine coolant temperature.
Engine coolant temperature affects most of the
systems that the GCP controls.
After engine start-up, the temperature should

rise steadily to about 85°C (185°F). It then
stabilizes when the thermostat opens. If the
engine has not been run for several hours
(overnight), the engine coolant temperature and
intake air temperature displays should be close
to each other. A fault in the engine coolant
sensor circuit will set a DTC 117 or DTC 118
(Low/High Voltage.
08 - 5
Heated Oxygen Sensor (HO2S) Specifications

The Heated Oxygen Sensor (HO2S) is mounted  Accuracy of measurement: ±1.5%
in the exhaust stream where it can monitor the  Operating Temp. Range: 350°C to
oxygen content of the exhaust gas. The oxygen 850°C (sensor tip)
present in the exhaust gas reacts with the  Sensor Response Time: 300-1500
sensor to produce a voltage output. This voltage msec.
should constantly fluctuate from approximately  Heater Current Draw: 1 A steady state
100mV to 900 mV, when the engine is running in  Voltage Output:
closed loop fuel control. o 0 - 450 mV (lean exhaust gas)
o 450 - 1000 mV (rich exhaust
The Heated Oxygen Sensor (HO2S) voltage can gas)
be monitored on an IBM PC compatible
computer with diagnostic software. By
monitoring the voltage output of the oxygen
sensor, the GCP calculates the pulse width
command for the injectors to produce the proper
combustion chamber mixture.
The 4-wire HO2S indicates whether the air/fuel

ratio is rich or lean with respect to stoichiometry.
The signal from this sensor contains valid
air/fuel ratio information only when the sensor
element has reached its normal operating
temperature. The 4-wire HO2S also has an
isolated case ground which goes to Signal
Return (SIGRTN) either in the processor (as a
dedicated HO2S ground) or as a jumper to
SIGRTN in the wiring harness.
Low HO2S voltage indicates a lean mixture

which will result in a rich command to
compensate.
High HO2S voltage indicates a rich mixture

which will result in a lean command to
compensate.
08 - 6
Temperature Manifold Absolute Pressure Throttle Position (TP) Sensor / Electronic

(TMAP) Actuator
Sensor
The Throttle Position (TP) Sensor is a dual track
The Temperature Manifold Absolute Pressure rotary potentiometer that uses a variable
(TMAP) Sensor responds to changes in intake resistive element which is packaged inside a
manifold pressure (vacuum). The TMAP sensor plastic housing. The resistive element varies
signal voltage to the GCP varies from below 2 linearly and is directly proportional to the throttle
volts at idle (high vacuum) to above 4 volts with plate angle. The GCP applies reference voltage
the ignition ON, engine not running or at wide- and ground to the sensor and monitors the
open throttle (low vacuum). sensor’s ratio metric output voltage to determine
precise throttle position. The electronic actuator
The TMAP sensor consists of a pressure has two TP outputs that the GCP monitors.
sensing element (capacitor) and signal
conditioning electronics. The capacitor has a
vacuum/pressure reference which results in one
surface (diaphragm) of the capacitor being
partially deflected. Further changes in pressure
produce corresponding changes in the deflection
of the diaphragm and therefore a change in
capacitance. This capacitance change is
converted to a frequency by the conditioning
electronics.
The TMAP sensor is used to determine the The Electronic Actuator consists of a throttle
following: body, an electronically-actuated throttle plate,
 Engine vacuum level for engine control and a built-in throttle position (TP) Sensor.
purposes. The Electronic Actuator also acts as an idle air
 Barometric pressure (BARO). control (IAC) valve. Changes in engine load are
detected by the GCP by comparing manifold
absolute pressure (TMAP) with throttle position.
When the GCP detects a change in engine load,
it can adjust idle speed by changing the PWM
signal to the actuator.
As the throttle valve opens, the output increases

so that at wide open throttle (WOT), the output
voltage should be above 4 volts.
The GCP calculates fuel delivery based on

throttle valve angle (operator demand). A hard
Specifications: failure in the TP sensor 5 volt reference or signal
circuits for greater than 2 consecutive seconds
 Range of Measurement: 1.7 - 15.2 psi.
will set a DTC 123 or DTC 223. A hard failure
 Measurement Accuracy: ± 0.2 psi with the TP sensor ground circuit for more than
 Sensor Response Time: 3-15 msec. two consecutive seconds may set DTC 222. If
 Resolution: 0.02 psi any (TP) DTC is set the GCP will shut down the
engine immediately.
Present design: Silicon Capacitive Absolute
Pressure (SCAP) sensor with a maximum Specifications:
operating temperature of 100°C. The output is a  Range of Measurement: 0-85° (angular)
50% duty cycle wave form whose frequency is
 Measurement Accuracy: ±2% of VREF
proportional to the pressure input.
 Resolution: 0.5° max.
08 - 7
Fuel System Components - Gasoline engine. Fuel is delivered under one of several
conditions called “modes”. All modes are
The fuel metering system is made up of the controlled by the GCP. Refer to “Open Loop and
following parts: Closed Loop Operation” for more information.
 The fuel injectors (gasoline)
 The fuel rail (gasoline) Fuel Injector
 The fuel filter (gasoline) The Electronic Fuel Injection (EFI) fuel injector is
a solenoid operated device controlled by the
 The GCP
GCP. The GCP energizes the solenoid, which
 The Crankshaft Position (CKP) Sensor
opens a valve to allow fuel delivery.
 The Camshaft Position (CMP) Sensor
 The fuel pump (gasoline)
 The fuel pump relay (gasoline)
 The Direct Electronic Pressure
Regulator (Gaseous Fuels)
 The Fuel Lock Off Solenoid (Gaseous
Fuels) The fuel is injected under pressure in a conical
 The Mixer (Gaseous Fuels) spray pattern at the opening of the intake valve.
 The Vapor Regulator (LPG/CNG) Excess fuel not used by the injectors passes
 Heated Oxygen (HO2S) Sensor through the fuel pressure regulator before being
 Temp/Manifold Absolute Pressure returned to the fuel tank.
(TMAP) Sensor
A fuel injector which is stuck partly open will
The basic function of the air/fuel metering cause a loss of fuel pressure after the engine is
system is to control the air/fuel delivery to the shut down, causing long crank times.
engine. Fuel is delivered to the engine by
individual fuel injectors mounted in the intake Fuel Rail
manifold near each intake valve. The fuel rail is mounted to the top of the engine
and distributes fuel to the individual injectors.
The fuel metering system starts with the fuel in Fuel is delivered to the fuel inlet tube of the fuel
the fuel tank. The fuel is drawn up to the fuel rail by the fuel lines.
pump through a pre-filter. The electric fuel pump
then delivers the fuel to the fuel rail through an
in-line fuel filter. The pump is designed to
provide fuel at a pressure above the pressure
needed by the injectors. A fuel pressure
regulator in the fuel filter assembly keeps fuel
available to the fuel injectors at a constant
pressure of 45psig. A return line delivers unused
fuel back to the tank.
The main control sensor is the heated oxygen Fuel Filter

sensor (HO2S) located in the exhaust system. The fuel filter is an inline filter assembly. Refer to
The HO2S tells the GCP how much oxygen is in Section 4 for information on relieving fuel
the exhaust gas. The GCP changes the air/fuel pressure, disconnecting fuel lines and fuel filter
ratio to the engine by controlling the amount of replacement.
time that the fuel injector is “ON”. The best
mixture to minimize exhaust emissions is 14.7
parts of air to 1 part of gasoline by weight, which
provides the most efficient combustion. Because
of the constant measuring and adjusting of the
air/fuel ratio, the fuel injection system is called a
“closed loop” system.
The GCP monitors signals from several sensors

in order to determine the fuel needs of the
08 - 8
Fuel Pump Electrical Circuit Vapor Regulator

When the key is first turned “ON”, the GCP The vapor regulator is used with LPG and CNG
energizes the fuel pump relay for two seconds to fuels. It converts LPG from a liquid state to a
build up the fuel pressure quickly. If the engine gaseous state. Nominal pressure output is ~11”
is not started within two seconds, the GCP shuts of WC to the DEPR.
the fuel pump off and waits until the engine is
cranked. When the engine is cranked and
crankshaft position signal has been detected by
the GCP, the GCP supplies 12 volts to the fuel
pump relay to energize the electric fuel pump.
An inoperative fuel pump will cause a “no-start”

condition. A fuel pump which does not provide
enough pressure will result in poor performance.
Mixer (Gaseous Fuels)

Coolant is run through the DEPR to prevent
The Mixer allows air and fuel to mix together
freezing of the regulator which could result in a
before entering the engine. Based on pressure
lean fuel condition.
differentials the diaphragm in the mixer will
actuate allowing the proper amount of air and
fuel to mixer together. This pressure differential Fuel Lock Off Valve
is based on the vacuum in the intake manifold of The fuel lock off valve is located before the
the engine which is directly related to load. DEPR and/or the vapor regulator. It is only open
during cranking and running. This prevents the
intake manifold from filling with gaseous fuel
which could result in a backfire. The power is
constant and supplied by the power relay. The
ground of the solenoid is controlled by the GCP.
DEPR (Direct Electronic Pressure Regulator)

The DEPR controls the fuel trim to the engine on
dry fuels based on inputs to the GCP (HO2
sensor, MAP sensor, crank and cam sensors).
Nominal pressure input to the DEPR is ~ 11”
WC and outputs ~ 4 – 5” WC. It is mounted
directly to the mixer.
08 - 9
Coil-on-plug Ignition
The coil-on-plug ignition system controls fuel
combustion by providing a spark to ignite the
compressed air/fuel mixture at the correct time.
To provide optimum engine performance, fuel
economy, and control of exhaust emissions, the
GCP controls the spark advance of the ignition
system. Coil-on-plug ignition has the following
advantages over a mechanical distributor
system:
 No moving parts
 Less maintenance
 Remote mounting capability
 No mechanical load on the engine
 More coil cool down time between firing
events
 Elimination of mechanical timing
adjustments
 Increased available ignition coil
saturation time
 Elimination of high tension wires
The coil-on-plug design has individual coils

mounted directly over each spark plug. Each
cylinder is paired with its opposing cylinder in
the firing order, so that one cylinder on
compression fires simultaneously with the
opposing cylinder on exhaust. The spark that
occurs in the cylinder on the exhaust stroke is
referred to as a “waste spark”.
The primary coils in the coil pack are triggered

by the “ignition coil feed#1” and ignition coil feed
#2” signals from the GCP.
08 - 10
Open Loop and Closed Loop  When testing for opens and shorts, do not
ground or apply voltage to any of the GCP’s
Operation circuits unless instructed to do so.
 When measuring voltages, use only a digital
NOTE: No DTC will be set unless engine has voltmeter with an input impedance of at least
operated in closed loop status for more than 6 10 megohms.
seconds.  Do not employ any non-standard practices
such as charging the battery with an arc
The GCP will operate in the following two modes: welder.
 Open loop  Take proper precautions to avoid static
 Closed loop damage to the GCP. Refer to “electrostatic
Discharge Damage” for more information.
When the engine is first started, the system is in
“open loop” operation. In open loop, the GCP ignores Use of Circuit Testing Tools
the signal from the Heated Oxygen Sensor (HO2S). It Do not use a test light to diagnose the engine
uses a pre-programmed routine to calculate the electrical systems unless specifically instructed by the
air/fuel ratio based on inputs from the TP, ECT, TMAP diagnostic procedures. A test light can put an
& CKP sensors. excessive load on a GCP circuit and result in
component damage. For voltage measurements, use
The system remains in open loop until the following only a digital voltmeter with an input impedance of at
conditions are met: least 10 megohms.
 The ECT has reached 75°F (24°C).
 50 seconds has elapsed since starting the Electrostatic Discharge Damage
engine. Electronic components used in the GCP are often
designed to carry very low voltage. Electronic
After these conditions are met, the engine is said to components are susceptible to damage caused by
be operating in “closed loop”. In closed loop, the GCP electrostatic discharge. Less than 100 volts of static
continuously adjusts the air/fuel ratio by responding to electricity can cause damage to some electronic
signals from the HO2S (except at wide-open throttle). components. By comparison, it takes as much as
When the HO2S reports a lean condition (low sensor 4000 volts for a person to feel the spark of a static
signal voltage), the GCP responds by increasing the discharge.
“on” time of the fuel injectors, thus enriching the
mixture. When the HO2S reports a rich condition There are several ways for a person to become
(high sensor signal voltage), the GCP responds by statically charged. The most common methods of
reducing the “on” time of the fuel injectors, thus charging are by friction and induction.
leaning out the mixture.
An example of charging by friction is a person sliding
Adaptive Learn across a seat.
Adaptive Learn is a fuel correction coefficient that is
derived from the closed loop correction and is stored Charge by induction occurs when a person with well
in the GCP’s memory. insulated shoes stands near a highly charged object
and momentarily touches ground. Charges of the
The normal purpose of the Adaptive Learn is to same polarity are drained off, leaving the person
compensate fuel flow for the following: highly charged with the opposite polarity. Static
 Fuel composition variance charges can cause damage, therefore it is important
 Engine wear to use care when handling and testing electronic
 Component variation components.
 Component degradation
CAUTION: To prevent possible electrostatic
The GCP system will operate in closed loop plus discharge damage, follow these guidelines:
adaptive learn when the ECT reaches 165°F.  Do not touch the GCP connector pins or
soldered components on the GCP board.
NOTE: The adaptive learn coefficient will get erased if  Do not open the replacement part package
battery power falls below 9.5 volts. until the part is ready to be installed.
 Before removing the part from the package,
GCP Service Precautions ground the package to a known good ground
The GCP is designed to withstand normal current on the equipment.
draws associated with engine operation. When  If the part has been handled while sliding
servicing the GCP, observe the following guidelines: across a seat, while sitting down from a
 Do not overload any circuit. standing position, or while walking a
distance, touch a known good ground before
installing the part.
08 - 11
Diagrams and Schematics

Symbols
08 - 12
GCP - Power Distribution Box
Part of -5210120- Engine Wiring Harness
08 - 13
Wire Colors
Revision Level
the wiring diagram labeled below:
08 - 14
Power Distribution
08 - 15
Ignition System
08 - 16
Starting System
08 - 17
Charging System
08 - 18
Engine Controls - Sensors (1 of 2)
08 - 19
Engine Controls - Sensors (2 of 2)
08 - 20
Fuel Injectors
08 - 21
Engine Controls - Actuator / Data Link

Connector (DLC)
08 - 22
Engine Controls - Dry Fuel DEPR
08 - 23
Engine Component Locator View
08 - 24
DIAGNOSIS AND TESTING By repairing DTC 112 first, the problem causing the DTC
122 may also be corrected.
Diagnostic Approach On-Board Diagnostics - GCP
The diagnostic tests and circuit charts are designed to assist

Use the following step by step approach when diagnosing an
the technician to locate a faulty circuit or component through
engine performance problem:
a process of logical decisions. The tests and charts are
prepared with the requirement that the engine functioned
1. Verify the concern and determine if it is a deviation
correctly at the time of assembly and that there were not
from normal operation.
multiple faults present.
2. Once the concern has been verified, preliminary
checks can be done. Conduct a thorough visual
There is a continuous self-diagnosis on certain control
inspection, be alert for unusual sounds or odors,
functions. This diagnostic capability is complimented by the
and gather diagnostic trouble code (DTC)
diagnostic procedures contained in this section. The
information.
language for communicating the source of the malfunction is
3. If a diagnostic trouble code (DTC) is stored, follow
a system of diagnostic trouble codes.
the designated DTC chart exactly to make an
effective repair.
When a malfunction is detected by the Engine Control
4. If no DTC is stored, select the symptom from the
Module (GCP), a Diagnostic Trouble Code (DTC) is set and
symptom charts and follow the suggestions to
the Malfunction Indicator (MIL) lamp will be illuminated (refer
complete the repair.
to MIL DTC Retrieval Procedure for process description) --
5. If no matching symptom is available, analyze the
Refer to “Diagnosis Using a Personal Computer” on page 26
complaint and develop a plan for diagnostics
or Palm Pilot Diagnosis, for information regarding performing
utilizing the wiring diagrams, technical assistance
GCP and engine control system diagnosis.
and repair history.
6. Some diagnostic charts contain diagnostic aids
Engine Control Module (GCP) Limp Home Mode Strategy
which give additional information about a system.
Be sure to use all of the information that is
The GCP has four settings for limp home mode.
available to you.
Depending on what Diagnostic Trouble Code (DTC) is set,
one or more of the limp home modes will be in effect.
GCP Diagnostic Overview
The four limp home modes are as follows:
FORD Diagnostic Trouble Codes are set when the FORD
system GCP runs a diagnostic self-test and the test fails.
Power Derate 1
When a DTC is set, the FORD system GCP will illuminate
the Malfunction Indicator Lamp (MIL) on the instrument
The actuator is limited to a maximum opening of 50%. If
panel and save the code in memory.
“Power Derate 1” is active, it will remain active until the
active DTC goes away.
The FORD system GCP will continue to run the self-test
unless the DTC is an oxygen sensor lean, oxygen sensor
The following DTC’s will cause Power Derate 1 to take
rich, or a GCP related DTC. If the system continues to fail
affect:
the test, the lamp will stay illuminated and the DTC is current
(ACTIVE). All DTC’s are stored as historical faults until they  DTC 1521: CHT/ECT higher than expected 1.
(CHT/ ECT is greater than 240 °F).
are cleared. All DTC’s except the GCP related DTC’s will
automatically clear from memory if the DTC does not reset  DTC 111: IAT higher than expected 1. (IAT is
within 50 consecutive engine run cycles. greater than 200°F).
 DTC 327: Knock sensor open. (1.6L and 4.2L
While a Diagnostic Trouble Code is current for a sensor, the only)
FORD system GCP may assign a default limp home value  DTC 326: Excessive knock signal. (1.6L and 4.2L
and use that value in its control algorithms. All of the FORD only)
system diagnostic self-tests run continuously during normal  DTC 2122: FPP1 high voltage.
engine operation.  DTC 2123 FPP1 low voltage.
 DTC 2128: FPP2 high voltage.
The Diagnostic Trouble Codes can be read by using either  DTC 2127: FPP2 low voltage.
the Malfunction Indicator Lamp (MIL) or a Laptop computer.  DTC 1531: IVS/Brake interlock failure.
Refer to Using a Laptop Computer to Diagnose the FORD
System and Using a Diagnostic Jumper to Diagnose the
FORD System, located in this section. Diagnostic Trouble
Codes can be cleared from memory with a laptop computer
or by turning the ignition key to the OFF position and
removing the FORD system main power fuse (F3) for 15
seconds.
If more than one DTC is detected, begin with the lowest

number DTC and diagnose each problem to correction
unless directed to do otherwise by the fault tree. The DTC’s
are numbered in order of importance. Having DTC 112 and
DTC 122, both concerning the oxygen sensor, is possible.
08 - 25
Power Derate 2  DTC 2116: FPP2 higher than IVS limit.

 DTC 2140: FPP2 lower than IVS limit.
The actuator is limited to a maximum opening of  DTC 2126: FPP1 higher than FPP2.
20%. If “Power Derate 2” is active, it will remain  DTC 2121: FPP1 lower than FPP2.
active until the active DTC goes away and the  DTC 1531: IVS/Brake interlock failure.
ignition input to the GCP (usually the ignition
switch) is cycled. Force to Idle
The engine RPM will be limited to a maximum of
 DTC 2115: FPP1 higher than IVS limit. 800 RPM. If the “Force to Idle” is active, it will
 DTC 2139: FPP1 lower than IVS limit. remain active until the active DTC goes away.
 DTC 2116: FPP2 higher than IVS limit.  DTC 2122: FPP1 high voltage.
 DTC 2140: FPP2 lower than IVS limit.  DTC 2123: FPP1 low voltage.
 DTC 2126: FPP1 higher than FPP2.  DTC 2128: FPP2 high voltage.
 DTC 2121: FPP1 lower than FPP2.  DTC 2127: FPP2 low voltage.
 DTC 1171: MegaJector delivery  DTC 2115: FPP1 higher than IVS limit.
pressure higher than expected.  DTC 2139: FPP1 lower than IVS limit.
 DTC 1172: MegaJector delivery  DTC 2116: FPP2 higher than IVS limit.
pressure lower than expected.  DTC 2140: FPP2 lower than IVS limit.
 DTC 1173: MegaJector communication  DTC 2126: FPP1 higher than FPP2.
lost.  DTC 2121: FPP1 lower than FPP2.
 DTC 1176: MegaJector internal actuator
fault detection.
 DTC 1177: MegaJector internal circuitry Intermittent MIL
fault detection. Conditions that are only present from time to
 DTC 1178 MegaJector internal time are called intermittents. To resolve
communication fault detection. intermittents, perform the following steps:
 DTC 606: COP failure (Internal GCP
1. Evaluate the history of DTC’s observed
failure).
with this particular engine.
 DTC 1612: RTI 1 loss (internal GCP
2. Evaluate the symptoms and conditions
failure).
described by the customer.
 DTC 1613: RTI 2 loss (internal GCP 3. Use strategy-based diagnosis,
failure). especially where it relates to the
 DTC 1614: RTI 3 loss (internal GCP elimination of bad connectors and
failure). wiring.
 DTC 1615: A/D loss (internal GCP 4. When using a personal computer with
failure). Ford software, data-capturing
 DTC 1616: Invalid interrupt (internal capabilities are available that can assist
GCP failure). in detecting intermittents. Review the
 DTC 601: Flash checksum invalid user manual pdf document that is
(internal GCP failure). included on the software CD.
 DTC 604: RAM failure (internal GCP
failure).
Malfunction Indicator Lamp (MIL)
Fault Low Rev Limit DTC Retrieval Procedure
The engine RPM will be limited to a maximum of
1600 RPM. If the “Fault Low Rev Limit” is active, NOTE: DTC’s can be retrieved from the engine
it will remain active until the active DTC goes control module (GCP) by using either the MIL or
away and the ignition input to the GCP (usually an IBM compatible personal computer with a
the ignition switch) is cycled. USB port. Refer to Equipment Setup for
information about using a personal computer to
 DTC 2122: FPP1 high voltage. assist with unit diagnosis.
 DTC 2123: FPP1 low voltage.
 DTC 2115: FPP1 higher than IVS limit.
 DTC 2139: FPP1 lower than IVS limit.
08 - 26
 The MIL is off for 1.2 seconds between

digits of three digit DTCs.
 The MIL is off for 2.4 seconds between
DTCs.
 Each DTC repeats 3 times before the
next stored DTC begins flashing
 Up to 6 DTCs can be stored.
 Once all stored DTCs are flashed, the
process repeats with the first stored
DTC.
 DTCs are flashed in the order in which
they were set.
DTC’s can be retrieved by shorting the Self-Test
Input (STI) connector to ground. The STI circuit Once the DTC(s) is retrieved, refer to the
is a white/ purple wire exiting pin 3 of the 42 pin appropriate DTC chart for explanation of what
connector. If no DTC is stored with key caused the DTC to set. Perform component and
on/engine off (KOEO), a DTC 1654 is flashed, circuit test as required to conduct repair.
indicating that all systems are OK.
During key on/engine running (KOER) operation, Diagnosis Using a Personal

with no DTCs stored, the MIL is not illuminated. Computer
If during
Equipment Requirements
KOER operation a DTC is stored, the MIL will
illuminate and remain on steady if the code is You will need a laptop computer with a USB Port
active. and CD drive.
MIL Bulb Test  Kit for laptop part #: 5080050

o ECOM Cable
The MIL bulb test occurs KOEO with the STI o Software CD
connector not grounded. The MIL bulb will stay
on and remain on if no DTCs are present. If The required software is included with the kit via
DTCs are present (except DTC 1654), the MIL a CD.
bulb will blink. If the MIL bulb does not illuminate
when bulb test is performed, access diagnostic Laptop Requirements:
software and view the fault indicator on screen.
If the screen fault indicator is illuminated and the • USB port
MIL light is not, inspect the bulb and replace it if • 800 x 600 dpi screen
damaged. If bulb is OK or does not illuminate • Windows 95 or newer operating system
after replacement, refer to MIL circuit test • No speed minimum
procedure. Once MIL bulb illumination has been • 32 MB of RAM
verified or established, DTCs can be extracted
from the MIL as follows:
DTC Extraction
 KOEO, short the STI circuit to a known

good ground. There will be a 5 second
delay before DTCs begin flashing.
When extracting DTCs via the MIL the following

apply:
 The flashing MIL is on for 0.4 second
and off for 0.4 second.
08 - 27
Interface Hook-Up
For a connection to a laptop, use the below
ECOM cable (5080050).
ECOM Cable
Software CD
08 - 28
GCP Software Installation You will now see a welcome screen.
Insert CD into CD-ROM drive.
Double click “My Computer” Icon.
Double Click CD-ROM drive letter
This will display the contents of the CD as

shown.
Click next.
A screen will pop up telling you the name of the

destination folder.
Double click GCP_Display folder.
Double click the PC_Display folder.
Click next.
You will now see a screen telling you it is ready

to install the software.
Double click the GCP_Display icon.
Click next.
08 - 29
You will see an Installation Success” screen Follow those install instructions. Once
when the software is finished installing. successfully installed reboot your system.
The software is now installed on your system in

a folder called “GCP Display”. Refer now to
“Using Technicians GCP Software” in this
Section.
Using GCP Software - Menu Functions
You can begin using the technicians GCP

software after installation, by clicking Start -
Programs - GCP Display - GCP Display as
shown.
Click Finish.
A screen will pop up asking if it is ok to reboot

your system.
Type in the Password which can be found in the

text file on the CD in the GCP Display folder.
Click No.
Go back to the main CD folder.
Place the ignition key in the ON position.
The GCP system Gauge screen should now

appear and a green banner in the upper left
Double click the ECOM driver folder. hand corner will read “Connected”.
Double click the Driver Setup icon.
08 - 30
Diagnostic Trouble Codes

Below is an example of a DTC Dialogue Box.
The System Fault screen is used to view and
clear DTC’s, which have been set.
Checking Diagnostic Trouble Codes Snap Shot Data
The System Fault screen contains a listing of all The Snap Shot Data is a listing of specific
of the Historic and Active DTC’s set within the engine system variables. These variables are
GCP system. If a DTC is stored in memory, the recorded by the GCP at the instant the DTC
screen will display that fault in the Historic Faults sets. By clicking on the “View Snap Shot Data”
column. If the fault condition currently exists, the button, a new window will pop up and you will be
DTC will also show up in the Active Faults able to view these variables. Here is an example
column. of a Snap Shot Data window.
Opening Diagnostic Trouble Codes
To open a DTC, click on the DTC in the Historic

Faults column. A DTC Dialog Box will pop up on
the screen. The DTC Dialog Box contains the
following useful information:
 If the fault occurred during the current
key cycle.
 If the fault caused current engine
shutdown.
 How many key cycles since the fault
was active.
 Snapshot Data (explained later).
 Flight Data Recorder (explained later).
The DTC Dialogue Box also allows you to clear

a single fault by clicking on the “Clear This Fault”
button and it allows you to clear all faults by
clicking on the “Click All Faults” button.
NOTE: Record faults before clearing them. This

will aid in diagnosis.
08 - 31
Flight Data Recorder Data Stream - Reading Sensor & Actuator

The Flight Data Recorder is also a listing of Values
specific engine system variables. These
variables are recorded by the GCP for an
interval of 10 seconds. The 10 second interval
includes 8 seconds before the DTC sets and 2
seconds after the DTC sets. By clicking on the
“View Flight Data Recorder Data” button, a new
window will pop up and you will be able to view
these variables.
Below is an example of a flight Data Recorder

Data window.
Most applicable sensor and actuator values are

displayed on the Gauges Screen. The display
shows the voltage the FORD system GCP is
reading and, for sensors, the sensor value in
engineering units.
This is one of three main screens (GAUGES,

FAULTS AND RAW VOLTS).
The GAUGES screen shows the following:

 Manifold Absolute Pressure (MAP)
The FAULTS screen shows the following:
 Engine Coolant Temperature (ECT)
 Fault Access
 Intake Air Temperature (IAT)
 System States
 Throttle Position (TP)
 DBW Variables
 Foot Pedal Position (FPP)
 Closed Loop Control
 Battery Voltage
 Digital Input Voltages
 Engine speed (RPM)
 Diagnostic Modes
 Exhaust Gas Oxygen (HO2S)
 Historic Faults
 Hour meter
 Active Faults
 Number of continuous starts
 Run mode, power mode and fuel type
Use the keys at the upper left corner or
the “page” command to toggle the three main
screens (GAUGES, FAULTS AND RAW Use the keys at the upper left corner or
VOLTS). the “page” command to toggle the three main
screens (GAUGES, FAULTS AND RAW
NOTE: F9 key will toggle to the last screen you VOLTS).
were on.
NOTE: F9 key will toggle to the last screen you
were on.
NOTE: If a DTC for a sensor is current, the

engineering value for that sensor may be a
default, limp home value and the voltage value
will be the actual sensor voltage. Use the
voltage value when performing diagnostics
unless directed to do otherwise by the diagnostic
trouble tree.
08 - 32
Plotting and Data Logging Below is a sample of a plot.
Logging
Recording the values and voltages can be a Logging variables means the variables are
very useful tool while diagnosing engine stored to the PC. During logging, there is no plot
problems. The GCP diagnostic software shown on the screen. To log variables you must
includes real time plotting and real time first “TAG” the variables by right clicking them
logging capabilities. These features enhance (same as plotting). Next, click on Plot / Log and
the ability to diagnose and repair possible then Log Tags. An “Edis Log” window will pop
problems with the GCP system. Both plotting up. You can type in a custom log File name or
and logging allows the user to record, in real select a custom folder to save the log file to. The
time, any variable that can be seen in the default filename is “edis.log” and the default
GCP_Dis software. In order to record variables, folder is GCP_Dis. The sample interval and time
the GCP_Dis software must be “Connected” to interval can also be changed from the default.
the GCP. To start logging, click on the “START” button.
You will see the progress bar moving from 0 to
Plotting 100%. When the logging is complete, you can
To plot a variable, you must first “TAG” the close the Edis Log box or start another log file. If
variable. To do this, use the mouse to right click you start another log file, you must change the
on the variable. The variable will highlight in Log File name or the first log file will be
green to let you know it is “TAGGED”. overwritten. To view the contents of a saved log
Next, press the “P” key or click the Plot/Log file, you can use Notepad or Excel.
button and then click the Plot Tags button to
invoke the plotting feature. This begins the plot The following are examples showing the Edis
function and you can observe the plotted Log box before starting a log file, when running
variables. The plot sweeps from right to left. To the log file the progress bar will move.
stop the plotting feature, simply click the
“Freeze”. To restart the plotter, click on the
“Resume” button. The maximum number of
variables that can be plotted at one time is 10.
The range of the selected variables will be
shown on the Y-axis and the time will be shown
on the x-axis. You may change the desired time
interval and sample interval for the plot by
stopping the plot and typing in a new intervals.
The plot can be saved to the PC by stopping the

plot and clicking “File” then “SAVE”. When
saving a plot, you will have to type in a filename.
Plot files can later be viewed with the
edis_saplot software located in the Windows
Start Programs GCP_Dis folder, or the data can
be viewed in Notepad or Excel.
08 - 33
Ignition System Test Injector Test
The Spark Kill diagnostic mode allows the The Injector Kill mode is used to disable
technician to disable the ignition on individual individual fuel injectors. If the Injector Kill mode
cylinders. If the Spark Kill diagnostic mode is is selected with the engine running below 1000
selected with the engine running below 1000 RPM, the minimum throttle command will lock
RPM, the minimum throttle command will lock into the position it was in when the test mode
into the position it was in when the test mode was entered. If the Injector Kill mode is selected
was entered. If the Spark System Test mode is with the engine running above 1000 RPM, the
selected with the engine running above 1000 throttle will continue to operate normally.
RPM, the throttle will continue to operate
normally. Disabling Injectors
Spark kill is only available on gasoline, NOT on To disable an injector, use the mouse to select
gaseous fuels.These diagnostic modes are the desired injector. The word “Normal” will
found on the faults page. change to the Injector you have selected. The
injector driver can be re-enabled by selecting
Disabling Ignition Ouputs again. If the engine is running below 1000 RPM,
the injector driver will stay disabled for 15
To disable the ignition system for an individual seconds and then re-set. If the engine is running
cylinder, use the mouse to highlight the “Spark above 1000 RPM, the injector driver will stay
Kill” button and select the desired coil. The spark disabled for 5 seconds and then re-set. Record
output can be re-enabled by using the mouse to the change in rpm or closed loop multiplier while
highlight the “Spark Kill” button and selecting each driver is disabled.
“Normal”. If the engine is running below 1000
RPM, the spark output will stay disabled for 15
seconds and then re-set. If the engine is running
above 1000 RPM, the spark output will stay
disabled for 5 seconds and then reset.
This test mode has a timeout of 10 seconds.
Record the rpm drop related to each spark
output disabled.
The Spark outputs are arranged in the order

which the engine fires, not by cylinder number.
08 - 34
Throttle Test RAW VOLTS Screen
The RAW VOLTS screen shows actual voltage

readings from various circuits.
To select this test mode the engine must be off,

but the key must be in the ON position. Use the keys at the upper left corner or
the “page” command to toggle the three main
The DBW Test mode allows the technician to screens (GAUGES, FAULTS AND RAW
control the throttle directly (without the engine VOLTS).
running) with the foot pedal or entering a
number into the “TPS Command” box. It is used NOTE: F9 key will toggle to the last screen you
during the diagnostic routines specified for FPP were on.
(foot pedal position) and TPS (throttle position
sensor) related faults.
FP position displays the current position of the

foot pedal as a percentage. FPP volts display
the voltage that the GCP is reading from the
FPP sensor.
TPS Command displays the commanded throttle

position expressed as a percentage, which is
being sent to the throttle. TPS Position is the
actual percent of throttle opening being sent to
the GCP from the throttle. TPS volts display the
actual TPS signal voltage the GCP is receiving
from the throttle.
08 - 35
Visual Inspection Intermittent Problems

Perform a careful visual and physical engine
inspection before performing any diagnostic NOTE: An intermittent problem may or may not
procedure. Perform all necessary repairs before turn on the MIL or store a DTC. Do not use the
proceeding with additional diagnosis, this can DTC charts for intermittent problems. The fault
often lead to repairing a problem without must be present to locate the problem.
performing unnecessary steps. Use the following
guidelines when performing a visual/physical NOTE: Most intermittent problems are caused
inspection check: by faulty electrical connections or wiring.
Perform a careful visual inspection for the
 Inspect engine for modifications or following conditions:
aftermarket equipment that can
contribute to the symptom; verify that all  Poor mating of the connector halves or
electrical and mechanical loads or a terminal not fully seated in the
accessory equipment is “OFF” or connector (backed out).
disconnected before performing  Improperly formed or damaged
diagnosis. terminals
 Inspect engine fluids for correct levels  Improper contact tension. All connector
and evidence of leaks. terminals in the problem circuit should
 Inspect vacuum hoses for damage, be carefully checked.
leaks, cracks, kinks and improper  Poor terminal-to-wire connections. This
routing, inspect intake manifold sealing requires removing the terminal from the
surface for a possible vacuum leak. connector body to check.
 Inspect PCV valve for proper installation  Improperly installed aftermarket
and operation. equipment or accessories.
 Inspect all wires and harnesses for
proper connections and routing; bent or Operate the engine with accessories “OFF” and
broken connector pins; burned, chafed, a suitable multimeter connected to the
or pinched wires; and corrosion. Verify suspected circuit. An abnormal voltage when the
that harness grounds are clean and malfunction occurs is a good indication that
tight. there is a fault in the circuit being monitored.
 Inspect GCP, sensors and actuators for
physical damage. To check GCP for loss of diagnostic code
 Inspect GCP grounds for cleanliness, memory, disconnect the MAP sensor connector
tightness, and proper location. and idle the engine until the MIL illuminates.
 Inspect fuel system for adequate fuel Perform MIL DTC retrieval procedure. DTC
level, and fuel quality (concerns such as should be stored and kept in memory when the
proper octane, contamination, ignition is turned “OFF”. If not, the GCP is faulty.
winter/summer blend). When this test is completed, make sure that you
 Inspect intake air system and air filter for clear the DTC from memory. An intermittent
restrictions. MIL with no stored DTC may be caused by the
 Inspect battery condition and starter following:
current draw.
 Ignition coil shorted to ground and
If no evidence of a problem is found after visual arcing at plugs.
inspection has been performed, proceed to  MIL circuit to GCP shorted to ground.
“Diagnostic System Check”  Poor GCP grounds.
08 - 36
Symptom Charts NOTE: Items listed in the possible cause column

generally do not set a diagnostic trouble code
NOTE: If you have a symptom of the pedal not (DTC) or illuminate the MIL light.
working, and no DTC is set, go to the voltage
screen and check pedal voltage. If pedal voltage NOTE: EDI engines are used in many different
is.75-1.25 volts, and idle validation switch says applications and equipment. When performing
you're at idle - replace the pedal. any system diagnosis be aware of any OEM
inputs or equipment monitoring devices that may
have an effect on the engine’s performance or
Engine Performance - No Load any of the engine’s operating systems.
SYMPTOM POSSIBLE CAUSE
Engine Runs Briefly and  Loss of Spark

 Frozen Fuel Regulator (Dry Fuel)
Shuts Down
 Low Fuel Pressure
 Air Inlet Restriction
 Wiring Failure
 GCP Failure
Engine Cranks But No Start  Faulty OEM Drivers Safety Shut-Off Seat Switch
 Coil Power Loss
 GCP Ground Loss
 GCP Power Loss
 Severe Vacuum Leak (Dry Fuel)
 Air Inlet Restriction
 Air Inlet Leak (Dry Fuel)
 Fuel Lock-Off Inoperative (Dry Fuel)
 Wiring Failure
 Ancillary Components Binding
Engine Runs Poorly  High Fuel Pressure
 Contaminated Fuel
 Incorrect Fuel Select Table Selected
 Wrong GCP Installed
 Actuator Air Blockage
 Map Sensor Leak
 Fuel Contaminated
 Noise Suppression Capacitor Failure
 Improper PCV Routing
 Valve Timing
 Low Cylinder Compression
Engine Cranks Slowly  Excessive Engine Load (Hydraulic Pump Failing, Binding Ancillary
Drive Components)\
 Low Battery Voltage
 Incorrect Battery Specifications
 Incorrect Battery Cable Size
 Starter Relay
 Starter Failure (Excessive Drain)
Engine Does Not Crank  Dead Battery

 Ground Loss
 Ancillary Components Binding or Seized
 OEM Shutdown - Oil Level Safety
 Starter Lockout Relay Failure
 Ignition Switch Failure
 Bad Starter
 Crank Control Wire Failure
 Loose Connection or Corrosion
08 - 37
Engine Performance - While Under Load

Engine Stalls/Quits  Faulty OEM Drivers Safety Shut-off Seat Switch

 Low Battery Voltage
 OEM Safety Shutdowns
 Bad MAP Sensor
 Air Restriction
 Coil Failure
 Fuel Mixer Binding (Dry Fuel)
Runs Rough  Ground Loss
 Misrouted Spark Plug Wires
 Fuel System Failure
 Vacuum Leak
 Wiring Failure
 Spark Plugs Fouled
 Incorrect Valve Timing
Misses  Fuel System Failure
 Misrouted Spark Plug Wires
 Spark Plug Gap Too High
 Cracked Spark Plug Insulator
 Incorrect Valve Timing
 Compression Loss
Hesitation/Stumble  Low Fuel Pressure
 MAP Sensor Vacuum Signal Loss
Surge  Low Fuel Pressure
 Map Sensor Failure
 Application or Ancillary System Momentarily Binding During Load or
Unload
Backfires  Faulty OEM Drivers Safety Shut-off Seat Switch
 Fouled Spark Plugs
 Spark Plug Wire Broke
 GCP Momentary Ground Loss
 Excess Lean Condition
 Fuel Lock-Off Leaking (Dry Fuel)
 Intake Manifold Leak
 Bad Intake Valve
Lack of Power  Ancillary Components Binding
 Intake Air Restriction
 Crossed Spark Plug Wires
 Fuel System Failure
 Low Cylinder Compression
Spark Knock  Poor Quality or Contaminated Fuel
 Carbon Build-up
 Wrong Spark Plugs (Too High Heat Range)
 Fuel Delivery System
 PCV System
 Fuel Selection Timing
 Cylinder Hot Spots
08 - 38
Engine Concerns
Oil System Concerns
 Positive Crankcase Ventilation (PCV) System
- High Oil Consumption  Oil Viscosity
 External Leaks
 Improper Oil Dipstick
 Valve Seals
 Cylinder Wall Taper Excessive
 Worn Piston Rings
Cooling System Concerns  Trapped Air

 Worn Drive Belt
 Worn Water Pump
 Stuck Thermostat
 Plugged Radiator (Internal & External)
 Dry Fuel System Running Rich
Exhaust System Concerns

(visible smoke)
 Ignition System
- Black Smoke  Fuel Delivery System
 Sticking Fuel Injector
 High Fuel Pressure
- Blue Smoke
 PCV System
 Worn Piston Rings
 Worn valve guides
Fuel System Concerns

 Leaky Lines
 Contaminated Fuel
 Excessive Alcohol in Fuel
 Incorrect Octane Rating
Engine Noise
 Low Oil Pressure
 Oil Filter Restriction
08 - 39
Engine Control Module (GCP) –

Diagnostic Trouble Codes
CAUTION: When checking codes with the
diagnostic software, the DTC terminal can
NOT be grounded.
CAUTION: Removing battery power before

accessing diagnostic program will erase all
codes recorded.
This section contains circuit description

information and troubleshooting charts on all the
DTC’s obtained by diagnostic software or a
Malfunction Indicator Lamp (MIL). When
diagnostic trouble codes are obtained by a
Malfunction Indicator Lamp (MIL), the following
sequence will be flashed:
 1654 will flash 3 times to indicate the

beginning of the flash code display
sequence.
 Any active DTC’s will flash 3 times each.
 1654 will flash 3 times indicating the end

of the code display sequence.
If code 1654 is the only code present, the

system does not have any active codes - all
systems are working fine.
If an active DTC is present, refer to the GCP

diagnostic manual for code description and
troubleshooting.
NOTE: If you have a symptom of the pedal not

working, and no DTC is set, go to the voltage
screen and check pedal voltage. If pedal voltage
is .75 - 1.25 volts, and idle validation switch says
you’re at idle – replace the pedal.
08 - 40
REMOVAL AND INSTALLATION 5. Install special tool 303-507 and turn the
crankshaft pulley bolt to position the No.
1 cylinder at top dead center (TDC).
Camshaft Position (CMP) Sensor -
Replacement
6. Remove 2 bolts and CKP sensor.
1. Disconnect battery ground cable -- refer

to section 6.
2. Remove or disconnect any component
to allow access and removal of the CMP
Sensor.
3. Disconnect CMP electrical connector.
4. Remove bolt and CMP Sensor.
5. Reverse procedure to install: 7. Install an M6 bolt in the position shown.
 Use a new o-ring seal
 Lubricate o-ring with clean
engine oil prior to installation
 Tighten bolt to 7 Nm (62 lb-in).
Crankshaft Position (CKP) Sensor -

Removal
to section 6.
to allow access and removal of the CKP
Sensor.
3. Disconnect CKP electrical connector.
4. Remove plug.
08 - 41
Crankshaft Position (CKP) Sensor -

Installation
1. Position CKP sensor and loosely install 6. Install the plug:
the 2 bolts.  Tighten to 10 Nm (89 lb-in)
NOTE: The CKP sensor alignment tool is

supplied with the new sensor and is not
available separately.
7. Reconnect or install any other

component that was removed.
8. Reconnect battery cable -- refer to

2. Adjust the CKP sensor with the section 6.
alignment tool and tighten 2 bolts.
3. Connect CKP sensor electrical
connector
4. Remove the M6 bolt.
5. Remove special tool 303-507.
08 - 42
Engine Coolant Temperature (ECT) Heated Oxygen Sensor (HO2S) -

Sensor- Replacement Replacement
NOTE: Removal steps in this procedure

may contain installation details.
to section 6
NOTE: The sensor is located at the rear of

the cylinder head.
1. NOTE: Lubricate the O-ring seal

with clean engine oil.
 Torque: 30 Nm

to section 6
to allow access and removal of the
HO2S Sensor.
4. Disconnect HO2S electrical connector.
NOTE: Use penetrating oil to assist in removal.
5. Remove HO2S sensor.
Installation
1. To install, reverse the removal procedure.

 Apply a light coat of anti-seize
lubricant to the threads of the
sensor.
 Tighten sensor to 40 Nm (30 lb-
ft).
08 - 43
Knock Sensor (KS) – Replacement Temperature Manifold Absolute

Pressure (TMAP) Sensor -
Replacement

to section 6.
2. Remove or disconnect any component 1. Disconnect battery ground cable -- refer
to allow access and removal of the to section 6.
knock sensor. 2. Remove or disconnect any component
3. Disconnect KS sensor electrical to allow access and removal of the
connector. TMAP sensor.
3. Disconnect TMAP electrical connector.
NOTE: The KS sensor is a one-time use item 4. Remove bolt and TMAP Sensor.
and a new KS sensor must be installed. 5. Reverse procedure to install:
4. Remove bolt and KS sensor and discard a. Use a new o-ring seal
sensor. b. Tighten bolt to 3 Nm (2.2 lb-ft).
 Install a new KS sensor
 Tighten bolt to 20 Nm (15 lb-ft).
08 - 44
Actuator/Throttle Position (TP) 2. Disconnect the connector from the

Sensor - Replacement throttle
3. Remove the bolts from the throttle to the
Throttle plate to manifold plate
4. Remove the bolts from the plate to the
intake manifold
5. NOTE: The gasket is to be reused
Throttle to plate unless damaged.
Installation
1. To install, reverse the removal

procedure.
 Torque bolts to 10 Nm
2. The gasket between the throttle and

plate is to be reused unless
damaged.
Removal
NOTE: Removal steps in this procedure
may contain installation details.
to section 6
08 - 45
MSG-425 METRICS
INDEX
Subject Page
Introduction………………………………………………….………………………………………………………………… 09 - 2
Nomenclature for Bolts……………….…………….…………………………………………………………………………. 09 – 2
Bolt Strength Identification ……………..…………………………………………………………………………………. 09 – 3
Hex Nut Strength Identification …………………………………………………………………………………….…… 09 – 3
Other Types of Parts……..……………………………………………………………………………. 09 – 4
English/Metric conversion ……………………………………..……………………………………. 09 – 5
Decimal and Metric Equivalents………………………………………………………………………………………. 09 – 6
Torque Conversion………………………………………………………………………………………………………….. 09 – 6
J1930 Terminology List……………………………………………………………………………………………………. 09 - 7
09 - 1
MSG-425 METRICS
INTRODUCTION
Most threaded fasteners are covered by specifications that define required mechanical properties, such
as tensile strength, yield strength, proof load and hardness. These specifications are carefully considered
in initial selection of fasteners for a given application. To ensure continued satisfactory vehicle
performance, replacement fasteners used should be of the correct strength, as well as the correct
nominal diameter, thread pitch, length, and finish.
Most original equipment fasteners (English or Metric system) are identified with markings or numbers
indicating the strength of the fastener. These markings are described in the pages that follow. Attention to
these markings is important to ensure that the proper replacement fasteners are used.
Further, some metric fasteners, especially nuts, are colored blue. This metric blue identification is in most
cases a temporary aid for production start-up, and color will generally revert to normal black or bright after
start-up.
English or Metric system fasteners are available through your Ford Parts and Service operation.
NOMENCLATURE FOR BOLTS
* The Property class is an Arabic numeral distinguishable from the slash SAE English grade system.
** The length of all bolts is measured from the underside of the head to the end.
09 - 2
MSG-425 METRICS
BOLT STRENGTH IDENTIFICATION
English System
English (inch) bolts: Identification marks correspond to bolt strength, increasing number of slashes
represent increasing strength.
Metric System
Metric (mm) bolts: Identification class numbers correspond to bolt strength, increasing numbers
represent increasing strength. Common metric fastener bolt strength properties are 9.8 and 10.9 with the
class identification embossed on the bolt head.
HEX NUT STRENGTH IDENTIFICATION
09 - 3
MSG-425 METRICS
OTHER TYPES OF PARTS

Metric identification schemes vary by type of part, most often a variation of that used of bolts and nuts.
Note that many types of English and Metric fasteners carry no special identification if they are otherwise
unique.
09 - 4
MSG-425 METRICS
ENGLISH/METRIC CONVERSION
09 - 5
MSG-425 METRICS
DECIMAL AND METRIC

EQUIVALENTS TORQUE CONVERSION
09 - 6
MSG-425 METRICS
J1930 TERMINOLOGY LIST

Certain Ford Component names have been changed in this Service Manual to conform to Society of
Automotive Engineers (SAE) directive J1930.
SAE J1930 standardizes automotive component names for all vehicle manufacturers.
09 - 7
MSG-425 METRICS
09 - 8
MSG-425 METRICS
09 - 9
MSG-425 METRICS
09 - 10
MSG-425 METRICS
09 - 11
MSG-425 METRICS
09 - 12
MSG-425 METRICS
09 - 13
MSG-425 METRICS
09 - 14
EDI Ford Industrial Engine Distributor List 3/13/2017
AUSTRALIA
Deutz Australia +61 (0)3 9549 8400
EUROPE
Sauer & Sohn Sauer Gross Zimmerner Strasse 51 D- 49-6071-206-330
GERMANY
Motive Systems 64807 Dieburg Germany 49-6071-206-219
School Lane Chandlers Ford

Industrial Estate, 44-2380-579-800
GREAT BRITAIN Hendy Power
Eastleigh, Hampshire SO53 4DG 44-2380-271-471
England
Power Torque Herald Way, Binly, Conventry 44-2476-635-757

GREAT BRITAIN
Engineering Warwichshire CV3 2RQ England 44-2476-635-878
Compagnia
Via Magellano 1, I-20090 Cesano 39-02-450-581 39-
ITALY Technica Motori
Boscone, (Milano) Italy 02-450-582(60/62)
S.p.A.
Houtzaagmolen 41 MIJDRECHT
NETHERLANDS My Power Products 03-129-758-1555
Netherlands NL 364
MEXICO
Equipos y Motores Ave. Cuitlahuac No. 700 Col.
52-55-5341-9066
Ind. Popotla 11400 Mexico, D.F.
NORTH AMERICA - UNITED STATES
5400 C.W. Post Road

ALABAMA Engines, Inc. 1-800-562-8049
Jonesboro, AR 72401
Smith Power 3065 W. California Ave. P: 800-658-5352
ALASKA
Products Inc. Salt Lake City, UT 84104 F: 801-415-5700
ARIZONA
5400 C.W. Post Road
ARKANSAS Engines, Inc. 1-800-562-8049
Jonesboro, AR 72401
Smith Power 8 Glendale Avenue P: 775-359-1713
CALIFORNIA
Products Inc. Sparks, NV 89431 F: 775-359-6579
Anderson Industrial 5532 Center Street
COLORADA 402-558-8700
Engines Co. Omaha, NE 68106
Engine Distributors 41 Pope Road
CONNECTICUT 1-800-220-2700
Inc. Holliston, MA 01746
Engine Distributors 400 University Court
DELAWARE 1-800-220-2700
Inc. Blackwood, NJ 08012
Engine Distributors 259 Ellis Rd. South
FLORIDA 1-800-220-2700
Inc. Jacksonville, FL 32254
Engine Distributors 2917 S. W. Second Ave.
1-800-220-2700
Inc. Fort Lauderdale, FL 33315
GEORGIA 1-800-220-2700
HAWAII 1-800-220-2700
Smith Power 4045 Transport Street P: 208-345-1500
IDAHO
Products Inc. Boise, ID 83705 F: 208-345-1619
3621 West Morris St. 1-800-426-7693;
ILLINOIS Crosspoint
Indianapolis, IN 46241 317-240-1965
3621 West Morris St. 1-800-426-7693;

INDIANA Crosspoint
Indianapolis, IN 46241 317-240-1965

IOWA 402-558-8700
Engines Co. Ohmaha, NE 68106
5400 C.W. Post Road

KENTUCKY Engines, Inc. 1-800-562-8049
Jonesboro, AR 72401

KANSAS 402-558-8700
5400 C.W. Post Road
LOUISIANA Engines , Inc. 1-800-562-8049
Jonesboro, AR 72401
MAINE 1-800-220-2700
MARYLAND 1-800-220-2700
MASSACHUSETTS 1-800-220-2701
1217 East Grand River
MICHIGAN McDonald Equip. 1-800-445-5273
Portland, MI 48875
MINNESOTA
5400 C.W. Post Road
MISSISSIPPI Engines, Inc. 1-800-562-8049
Jonesboro, AR 72401

MISSOURI 402-558-8700
Smith Power 4045 Transport Street P: 208-345-1500
MONTANA
Products Inc. Boise, ID 83705 F: 208-345-1619
NEBRASKA 402-558-8700
8 Glendale Avenue P: 775-359-1713
Smith Power Sparks, NV 89431 F: 775-359-6579
NEVADA
Products Inc. 4900 East Idaho Street P: 775-738-7154
Elko, NV 89801 F: 775-738-9325
NEW HAMPSHIRE 1-800-220-2700
NEW JERSERY 1-800-220-2700
NEW YORK 1-800-220-2700
2101 Pepsi Way
Smith Power
NEW MEXICO Aztec, NM 87410 P: 505-333-7343
Products Inc.

NORTH DAKOTA 402-558-8700
Engine Distributors 303 Interstate Dr.
NORTH CAROLINA 1-800-220-2700
Inc. Archdale, NC 27263
37200 Vine St.
OHIO McDonald Equip. 1-800-589-9025
Willoughby, Ohio 44094
5400 C.W. Post Road
OKLAHOMA Engines, Inc. 1-800-562-8049
Jonesboro, AR 72401
OREGON
EASTERN PENNSYLVANIA 1-800-220-2700
37200 Vine St.
WESTERN PENNSYLVANIA McDonald Equip. 1-800-589-9025
Willoughby, Ohio 44094
RHODE ISLAND 1-800-220-2700
SOUTH CAROLINA 1-800-220-2700
SOUTH DAKOTA 402-558-8700
5400 C.W. Post Road

TENNESSEE Engines, Inc. 1-800-562-8049
Jonesboro, AR 72401
5400 C.W. Post Road
TEXAS Engines, Inc. 1-800-562-8049
Jonesboro, AR 72401
UTAH
WASHINGTON
WEST VIRGINIA 1-800-220-2700
WISCONSIN
4 Layos Drive P: 307-382-4330
Smith Power Rock Springs, WY 82901 F: 307-382-4354
WYOMING
Products Inc. 855 South 1500 East P: 435-789-1860
Vernal, UT 84078 F: 435-789-3259
VERMONT 1-800-220-2700
Engine Distributors 303 Interstate Dr.
VIRGINIA 1-800-220-2700
Inc. Archdale, NC 27263
NORTH AMERICA - CANADA
14355 120th Ave.
ALBERTA, Industrial Engines
Edmonton, Alberta Canada, 780-484-6213
SASKATCHEWAN Ltd.
T5L 2R8
ALBERTA, 8750-58th Avenue, Edmonton,AB

Simson Maxwell 1-800-374-6766
SASKATCHEWAN Canada T6E 6G6
467 Exploration Ave, SE

ALBERTA,
Simson Maxwell Calgary, Alberta 403-252-8131
SASKATCHEWAN
T3S 0B4
1605 Kebet Way Port C, BC

BRITISH COLUMBIA Simson Maxwell 1-800-374-6766
Canada V3C 5W9
#12-4131 Mostar Road, Nanaimo

BC, Canada V9T 5P8
1846 Quinn Street, Prince George,

BC Canada V2L 3H4
8550 Delmeade
MONTREAL MARINDUSTRIAL Montreal, QUEBEC Canada, 514-342-2748
H4T 1L7
NEW BRUNSWICK, NOVA SCOTIA, DAC Industrial 10 Akerley Blvd., Unit 61 902-468-3765
NEWFOUNDLAND Engines, Inc. Dartmouth, NS, B3B 1J4 877-468-3765
3495 Laird Rd. Unit 22-23

ONTARIO MARINDUSTRIAL 905-829-3004
Mississauga, ON, L5L 5S5

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MSG-425

INDUSTRIAL ENGINE SERVICE MANUAL

Engine Distributors Inc (EDI)

EDI policy is one of continuous improvement

Section 08 ENG. CONTROLS

WARNING: THE FOLLOWING HEALTH AND SAFETY RECOMMENDATIONS SHOULD BE CAREFULLY

WARNING: CARRYING OUT CERTAIN OPERATIONS AND HANDLING SOME

The following recommendations are for general guidance:

IMPORTANT SAFETY NOTICE

Diagnosis and Testing

General Service Procedures

To maintain the required performance level, the fuel GENERAL WARNINGS:

Battery Handling and Charging

NOTE: Observe all manufacturers’ instructions when

CAUTION: Batteries should not be charged in the

Forward Parts and Service

Pistons and valves are numbered from the front or timing

You may find that your engine assembly includes

An identification Decal is affixed to the valve cover of the

DIAGNOSIS AND TESTING

Special Service Tools called by the procedures can be

Inspection and Verification

PCV System Malfunction

Fabricate the air supply hose to include the airline

Leakage Points - Above Engine

Examine the following areas for oil leakage.

Leakage Points - Under Engine

 crankshaft front seal

Leakage Points - with Flywheel Removed

NOTE: Air leakage in the area around a crankshaft rear

NOTE: Light foaming equally around valve cover bolts

 rear main bearing cap and seals

Oil leaks at crimped seams in sheet metal parts and

Compression Gauge Check

The indicated compression pressures are considered

If one or more cylinders reads low, squirt approximately

If, after checking the compression pressures in all

Use the Compression Pressure Limit Chart when

The leakage detector is inserted in the spark plug hole,

Oil Leak and Valve Stem Seal Test

The cylinder leakage detector tests for engine oil leaks

Excessive Engine Oil Consumption Oil Consumption Test

NOTE: After determining if worn parts should be

18. Check valve guides for excessive guide

Camshaft Push Rods (if equipped)

Static checks (engine off) are to be made on the engine

Camshaft Lobe Lift

2. Remove the rocker arm seat bolts, rocker arm

5. Remove the spark plugs.

6. Connect an auxiliary starter switch in the starting

8. Compare the total lift recorded on the dial

9. To check the accuracy of the original dial

10. Remove the dial indicator, adapter and auxiliary

11. Reinstall components as necessary.

CAUTION: Do not rotate the crankshaft until lash

A sticking lash adjuster plunger can be caused by dirt,

A lash adjuster check valve that is not functioning can be

Assembled lash adjusters can be tested with Hydraulic

GENERAL SERVICE PROCEDURES