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Discussion Starter #1
okay i have the motor tore all the way down to the actual HPOP now do i remove the actual fitting its self? And is there a write up somewhere or tech file somewhere for the installation process i have looked everywhere to no avail
 

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Replace STC

NOTE: AN AIR LEAK ON THE HIGH PRESSURE OIL PUMP SHAFT LIP SEAL IS NORMAL. THIS IS NOT AN INDICATION OF A HIGH PRESSURE OIL LEAK AND THE HIGH PRESSURE OIL PUMP SHOULD NOT BE REPLACED FOR THIS CONDITION.



Remove the high-pressure oil pump per WSM, Section 303-04C.
NOTE: DO NOT REMOVE THE BRANCH TUBE ASSEMBLY OR REAR COVER.



Mount the high pressure oil pump securely in a vise.
NOTE: IF THE HIGH-PRESSURE OIL PUMP AND BRANCH TUBE ADAPTER HAS AN ASSEMBLY SUPPORT BRACKET, REMOVE AND DISCARD THE ASSEMBLY SUPPORT, AND ALL ATTACHING HARDWARE. THIS WILL NOT BE REUSED.



Remove (unthread) the existing branch tube adapter and STC or jam nut fitting from the high-pressure oil pump. Discard either type of branch tube adapters.
Remove the dowel pin. (Figure 7)


Figure 7 - Article 08-18-6


NOTE: IT IS NOT NECESSARY TO REPLACE THE HIGH PRESSURE PUMP WHEN REPLACING THE QUICK CONNECT FITTINGS.



CAUTION: TO PREVENT ENGINE DAMAGE, MATCH NEW O-RINGS WITH THE O-RINGS REMOVED. SEVERAL O-RINGS ARE SIMILAR IN SIZE, BUT WILL NOT SEAL IF USED IN THE WRONG LOCATION.



Prior to installing the new jam nut fitting, lubricate the entire jam nut fitting with clean engine oil, rotate the jam nut clockwise to the base of the branch tube adapter. The adapter is threaded to the jam nut. (Figure 8)


Figure 8 - Article 08-18-6


CAUTION: THE BRANCH TUBE ADAPTER MUST BE INSTALLED AT THE CORRECT DEPTH TO PREVENT HIGH PRESSURE OIL LEAKS.



Install the branch tube adapter into the high-pressure oil pump by threading it five (5) complete turns to set proper depth and set proper orientation. Tighten the jam nut to seat the O-ring at this time. (Figure 9)


Figure 9 - Article 08-18-6


CAUTION: TO PREVENT ENGINE DAMAGE, BRANCH TUBE ADAPTER OIL OUTLET HOLE MUST FACE DOWN.



Loosen the jam nut 1/4 turn. Install holding tool using the supplied plastic bolts and wing nuts to align and position the jam nut fitting. (Figures 10 and 11)


Figure 10 - Article 08-18-6




Figure 11 - Article 08-18-6


With plastic holding tool securely fastened, torque jam nut to 49 lb-ft (66 N-m) with a 15/16 crow foot open end wrench and torque wrench.
NOTE: TORQUE SPECIFICATION FOR STEP 8 IS CALCULATED FOR THE USE OF A CROW FOOT OPEN END WRENCH.



Remove and discard holding tool, plastic bolts and wing nuts.
Install the new dowel pin provided in kit.
Lubricate and install a new O-ring in the branch tube inlet recess and in the high-pressure oil pump inlet recess.
CAUTION: TO PREVENT ENGINE DAMAGE THE OIL SUPPLY HOLE IN THE BRANCH TUBE ADAPTER MUST FACE THE BRANCH TUBE ASSEMBLY.



Install the high-pressure oil pump with branch tube adapter already installed. Use new bolts supplied in kit. Finger tighten the three (3) M 8x45 bolts securing the high-pressure oil pump to the crankcase and the two (2) M 6x30 bolts holding the branch tube adapter to the branch tube.
NOTE: NOTICE BRANCH TUBE ADAPTER TO BRANCH TUBE HOLE MISALIGNMENT IN MOST CASES THERE IS ENOUGH CLEARANCE IN THE BRANCH TUBE ASSEMBLY AND HIGH-PRESSURE OIL PUMP ASSEMBLY FOR PROPER HOLE ALIGNMENT. IF UNABLE, TO ALIGN HOLES THE BRANCH TUBE ASSEMBLY WILL HAVE TO BE REPLACED. (FIGURE 12)





Figure 12 - Article 08-18-6



Tighten three (3) M 8x45 bolts securing the high-pressure oil pump to the crankcase to 23 lb-ft (31 N-m)
Tighten two (2) M 6x30 bolts that hold the branch tube adapter jam nut to branch tube to 97 lb-in (11 N-m). Pressure test to verify repair and go to Air Pressure Testing (Pump). After STC replacement to verify no other leaks are present.
Air Pressure Testing (Pump) - After STC Replacement

Remove the ICP adapter 303-765 from the ICP port, install the ICP sensor, Tighten to 9 lb-ft (12 N-m) if it was removed.
Install IPR valve.
NOTE: BEFORE PERFORMING TEST PLACE THE TURBOCHARGER OIL FEED TUBE INTO A SUITABLE CONTAINER TO CATCH THE ENGINE OIL.



Disconnect the fuel injector control module (FICM) relay.
Crank the engine to prime the oil system.
Repeat Air Pressure Test (ICP).
If no leaks are found, reconnect the FICM relay, check engine oil level, and refill as required. Return to customer.
If leaks are found, proceed to Step 6.
Remove and discard M 12 plug from the top of the high-pressure oil pump. (Figure 4)
Install ICP system test adaptor 303-765 in the top of the high-pressure oil pump. Attach shop air hose to the test adaptor. (Figure 5)
Apply shop air at 100 psi (689 kPa) maximum to the high-pressure oil pump.
Using IDS command IPR closed.
Listen for air leak.
If no leak is found, remove the test adapter and install the new M 12 plug provided in service kit. Tighten M 12 plug to 26 lb-ft (36 N-m). Reassemble the vehicle, check engine oil level, and refill as required. Return to customer.
If a leak is identified in the branch tube, use the Branch Tube Replacement Procedure for F-Super Duty and Excursion. Econoline refer to WSM, Section 303-01C.
If a leak is identified under the valve covers, remove the test adapter and install the new M 12 plug provided in service kit. Tighten M 12 plug to 26 lb-ft (36 N-m) and go to Under Valve Cover Leak Test procedure.
 

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Discussion Starter #3
awesome dude thank you, one more question tho. Where do the new D rings go for each feed tube?
 

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Replace STC

NOTE: AN AIR LEAK ON THE HIGH PRESSURE OIL PUMP SHAFT LIP SEAL IS NORMAL. THIS IS NOT AN INDICATION OF A HIGH PRESSURE OIL LEAK AND THE HIGH PRESSURE OIL PUMP SHOULD NOT BE REPLACED FOR THIS CONDITION.
Adam - do you have the Ford part number for the one piece STC fitting and jam nut? I have the International #, but was looking for the Ford part #.

TIA
 

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Thank you Adam, I would appreciate it. Certainly no hurry.
 

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Discussion Starter #7
umm i have it....4c3z-9b246-d
and the dude told me they are getting ready to come out with a 4c3z-9b246-e, but they are all the same STC fitting just a new revision.
and the D ring seals for the rails are W301390 and W301386 and there are 2 of each for each rail
 

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Thank you Hoganshero.
 

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Discussion Starter #9
hey abrannan19, you wanna shoot me a PM for a full egr delete kit with new up pipe for an 05
 

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Discussion Starter #10
little update, got the HPOP installed with updated STC fitting, thanks to abrannon the install was a piece of cake took like then 2 mins. Then pulled the valve covers and changed the D-Seals on the oil rail plugged, and if none of you have ever changed them, they are a B*tch to get on. They arn't like normal o-rings where they stretch to fit, they are made out of hard plastic. I guess i will be going to ford tomorrow to get the updated turbo feed line and discharge tube, along with a new oil cooler. I also am getting ready to order a full egr delete, and install that. Is there anything anyone can think of while im tore in the engine? I was thinking about a regulated return but that will wait till i do headstuds and the cab is pulled.
 

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Discussion Starter #11
ohh and then after i get my core refund of my egr delete im getting a full new set of gauges with boost, trans, egt, and Hpop gauges. I saw a vender on here carries a series of gauges that match the ford gauges i really like them, i guess im ocd like that but i hate how my extra gauges dont match my factory ones
 

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that rr fuel system isnt hard at all if you are already that far in.
I did mie at the same time as my EGR delete and it was easy. Find a 1/4" hex socket as the tool they send tends to slip. I got the drivers side from the bottom, I pulled the "y" pipe out since it was loose anyway. The pass side plug is easier from the top with a socket, I partially stripped mine so I had to pound a torx in it and ratchet it out.

DONT drop the copper washers! but if you do, autozone has some that will work.......

No need to lift the cab.
 

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Discussion Starter #13
i know theres no need to lift the cab, but this little trip in the engine has cost me enough for right now.
 

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I feel your pain,
stage 2 stix, sct livewire egr delete, cfm+ rr fuel, icp ipr cam sensor, all those dam little orings all in the last 3 months
 

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ohh and then after i get my core refund of my egr delete im getting a full new set of gauges with boost, trans, egt, and Hpop gauges. I saw a vender on here carries a series of gauges that match the ford gauges i really like them, i guess im ocd like that but i hate how my extra gauges dont match my factory ones
Agreed! I am trying to decide where to put my gauges and who sells the kits. I like the DiPricol Optix gauges. I was thinking about an overhead mount. Anybody have any pictures of this?:dunno:

I am concerned that mounting them on the pillar will be a destraction during night driving. Although I think it looks cool during the daylight. :thumb:
 

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i know theres no need to lift the cab, but this little trip in the engine has cost me enough for right now.
Every little trip in these engines cost a small fortune. I should have bought my PSD before I was married w/ children..... Back when I actually had money to throw away.....

To late now though I love my truck and have every intention of keeping her till we hit the 1,000,000 mile club. Currently I average 35-40k a year.
 

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Two of the most imortant things that need to be monitored on the 6.0 are ECT & EOT. That is the only way to tell if your oil cooler is clogging up. You might want to consider that when you are deciding what gauges you are putting into your truck.
 

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Two of the most imortant things that need to be monitored on the 6.0 are ECT & EOT. That is the only way to tell if your oil cooler is clogging up. You might want to consider that when you are deciding what gauges you are putting into your truck.
I believe that the fuel pressure and system voltage are very important to watch also.

I love my DashDAQ, I programed it to display the actual difference between the two temps (ECT and EOT). I have now set an alarm on it if it ever exceeds 15 degrees. Also, I can monitor the ICP pressure. All these features are GREAT! An Edge CTS, or a Scangauge can do most of these things for less money also.
 
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