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Part 2 of 6 in a series of articles outlining the Features, Descriptions, Unique Service Procedures, and General Diagnostics of the 6.0L DIT Power Stroke
From International Truck & Engine Corporation Publication
6.0 DIT Power Stroke
Lubrication System Features
The 6.0L Power Stroke uses an oil cooler that is mounted in the valley of
the engine under the oil filter. There is also an oil pressure test port
in the front of the oil cooler.
There are no oil passages located on the outside of the crankcase.
This reduces the chance for oil leaks.
The oil filter is a canister style filter mounted on the top of the engine
that drains to the oil pan during servicing.
The gerotor oil pump and oil pressure regulator are both located in the
front of the engine behind the vibration damper.
Lubrication System Oil Flow
Oil is drawn from the oil pan through the pick-up tube to the gerotor oil
The oil pressure is regulated to 75 psi via the oil pressure regulator
relieving excessive oil pressure to the inlet of the oil pump.
From the oil pump, oil is directed to the oil cooler and then to the oil
From the oil filter the oil is supplied to four (4) passages. One is
to the turbocharger for lubrication and VGT control via an external line.
The oil also is provided to the oil reservoir that supplies the high
pressure oil pump.
The two (2) other passages are to the tappet oil feed on the right and left
banks. The tappet galleries also provide oil to the piston cooling jets.
Cross drillings off of the right bank tappet gallery feed the cam bearings,
then the crankshaft main bearings.
The crankshaft has cross drillings in it to direct oil to each of the
connecting rod bearings.
Oil Pan / Bed Plate
The 6.0L Power Stroke uses a two piece oil pan. The lower half is
wider than the bottom of the engine to increase its capacity. Due to this
wider oil pan, an upper oil pan is used to adapt the lower pan to the bed plate.
The upper pan also acts as an oil baffle.
The upper pan is bolted to the bed plate. The bed plate replaces the
individual main bearing caps. This one piece design results in a more
rigid bearing retaining system.
The pick-up tube is bolted to the upper pan and oil is routed through the
upper pan and the bed plate to the front cover.
Pick-up Tube / Oil Aeration
The pick-up tube supplies oil from the oil pan to the oil pump.
The pick-up tube is sealed to the upper oil pan utilizing an o-ring.
If the o-ring is damaged or missing, it could cause oil aeration and poor
Oil aeration is the result of air being introduced to the lubrication system
on the suction side of the system or by the breakdown of the anti-foaming agents
in the oil. Oil aeration can cause low power and poor idle.
A damaged or loose pick-up tube could also cause oil aeration.
Oil Pressure Regulator
The oil pressure regulator is located in the front cover just below the
gerotor oil pump.
The oil pressure regulator is calibrated to open at pressures above 75 psi.
It should be closed below that pressure.
Gerotor Oil Pump
The gerotor oil pump is driven off of the flats on the nose of the
The pump is designed to flow the large volume of oil required for the 6.0L
The gerotor oil pump front cover is located by two (2) dowel pins in the
crankcase front cover, and is sealed by a press in place gasket.
The outer housing for the oil pump is designed into the crankcase front
Oil flows from the crankcase to the oil pump via a passage in the back of
the front cover.
When the oil pump is turned by the crankshaft it creates oil pressure and
pushes oil through one of two passages. One passage is to the oil cooler
and the other is through the oil pressure regulator back to the oil pump inlet.
All of the passages from the front cover to the crankcase are sealed with a
silicon in metal, one-piece gasket.
The oil cooler is mounted in the valley of the engine and uses engine
coolant to dissipate heat from the engine oil.
Oil passes from the rear of the cooler to the front, while coolant passes
from the front of the cooler to the rear.
The coolant and oil are separated by multiple plates that create passages in
the oil cooler.
Note: If the oil cooler is damaged it could cause contamination of the
lubrication and cooling systems.
Oil Cooler Housing & Filter Base
The oil cooler housing has passages in it to direct the flow of coolant and
Oil is routed from the front of the crankcase to the back of the housing
where it enters the oil cooler. The oil passes from the rear of the oil
cooler to the front of the cooler and is cooled in the process. The oil is
then sent to the oil filter through the oil filter base. Filtered oil is
sent to the oil reservoir for the high pressure pump and the oil passages in the
The coolant is directed from the front of the crankcase to the front of the
oil cooler. It then passes through the oil cooler and cools the oil.
As the coolant exits the rear of the oil cooler it is directed to the EGR
Oil Filter Base & Valves
The oil filter base routes oil to the oil filter, engine oil pressure switch
(EOP), engine oil temperature sensor (EOT), and the turbocharger oil feed.
The oil filter base also houses the anti-drainback check valve that keeps
oil in the oil filter assembly after the engine is shut off.
The oil cooler bypass is in the filter base and opens at a pressure
differential of 25 psi.
The oil filter bypass is in the oil filter stand pipe and opens at a
pressure differential of 20 psi.
There is an oil drain for the filter housing to drain oil from the housing
during an oil change.
The 6.0L Power Stroke uses a cartridge style oil filter, located on
the top of the engine.
When the oil filter is removed, the oil filter housing drain valve is
automatically opened to drain most of the oil from the housing.
The oil filter element snaps into the oil filter lid.
Note: The oil filter lid should be removed before draining the oil from
the oil pan so that the oil can drain from the filter housing into the oil pan.
Oil Reservoir & Screen
The oil reservoir for the high pressure oil pump is located under the oil
cooler in the valley of the engine.
The oil reservoir holds about 1qt of oil.
A screen in the oil reservoir catches any large debris that may be in the
oil before it gets to the high pressure oil pump.
Oil Flow at Oil Reservoir
There are five (5) oil passages and one coolant passage near the oil
reservoir in the crankcase.
Two (2) of the oil passages are for oil feed to the crankcase for
One (1) is for oil feed to the oil cooler and the other oil passage is oil
filter drain to the oil pan.
The passage in the bottom of the reservoir is for oil feed to the high
pressure oil pump.
The coolant passage is for coolant feed from the water pump to the oil
Turbocharger Oil Supply & VGT Control
Oil is supplied to the turbocharger from the oil filter base via a flexible
steel braided oil line to the top of the turbocharger.
The oil line is connected to the oil filter base using a snap to connect
fitting and requires a special tool for removal.
This line is also the feed tot he VGT control valve.
Turbocharger Oil Drain Tube
The VGT uses oil to control the turbocharger and to lubricate the bearings.
After oil passes through the turbocharger center section, it is sent back to
the crankcase via a turbo oil drain tube.
The turbo oil drain tube is located under the turbocharger and is sealed by
two (2) o-rings, one fits into the turbocharger and the other goes to the high
pressure oil pump cover.
Fuel Supply System
Fuel Supply System Features
The fuel supply system uses a new Horizontal Fuel Conditioning Module (HFCM).
The HFCM filters fuel, separates water, senses water, heats fuel, and
recirculates warm fuel through the pump during cool fuel conditions.
The 6.0L Power Stroke also has a secondary fuel filter.
There is a check valve in the front of the each cylinder head that does not
allow fuel to return to the fuel supply system. This type of system is
called a dead-end fuel system.
Engine Fuel Flow
The fuel pump, located in the Horizontal Fuel Conditioning Module (HFCM),
draws fuel from the fuel tank and through a 10 micron fuel filter.
The HFCM contains the fuel pump, filter, water separator, water in fuel
switch, fuel drain, fuel heater, and diesel thermo recirculation valve (DTRM).
The DTRM controls the flow of fuel returned from the secondary filter
through the HFCM. If the fuel being drawn from the fuel tank is cool then
return fuel is recirculated into the pump, if it is warm then return fuel is
sent to the fuel tank.
After the fuel is conditioned by the HFCM, the clean pressurized fuel is
sent to the secondary fuel filter assembly where particles larger than 4 micron
are filtered out of the fuel.
The secondary filter assembly also regulates fuel pressure by releasing
excess pressure via a return fuel line back to the HFCM.
It also has an orifice at the top of the housing in order to bleed air out
of the housing and back to the fuel tank.
After the fuel flows through the secondary filter it is directed to the two
(2) cylinder heads via fuel lines past the fuel check valves.
The fuel is directed to the injectors via passages that are drilled into the
Once the fuel has entered the head past the check valve, it does not return
to the fuel supply system. This is called a dead-end fuel system.
HFCM (Horizontal Fuel Conditioning Module)
The HFCM is mounted to the frame rail on the drivers side.
The HFCM is a single module that performs multiple tasks. It heats
fuel, separates water from the fuel, senses when water is present in the fuel,
filters particulates from the fuel, creates fuel pressure needed to supply fuel
to the engine mounted fuel filter.
A DTRM (Diesel Thermo Recirculation Module) is also part of the HFCM.
It recirculates fuel that returns from the engine mounted fuel filter back into
the fuel filter instead of back to the tank.
Fuel is drawn into the HFCM from the fuel tank via a supply line.
If the temperature of the fuel is below 50°F (10°C) it is heated by the fuel
heater. The fuel heater shuts off at 80°F (27°C).
After being heated, fuel enters the filter housing via a one-way check
Once in the filter housing, water is separated from the fuel. If large
amounts of water are found in the fuel, a sensor in the separator warns the
operator of this condition by illuminating a light on the dash.
Fuel is then drawn through the 10 micron fuel filter and into the fuel pump.
Conditioned pressurized fuel is then supplied to the engine mounted fuel
filter via a fuel supply line. The pump has an internal regulator that
limits fuel pressure to 100psi.
Fuel returning from the pressure regulator on the engine mounted fuel filter
comes into the HFCM and a DTRM either allows the fuel to return to the tank or
returns it to the unfiltered side of the fuel filter in the HFCM. The DTRM
starts to open (recirculating fuel back into the pump) at 80°F (27°C) and is
fully open at 50°F (10°C).
Engine Mounted Fuel Filter
A secondary fuel filter is mounted to the oil filter housing.
The secondary filter is a 4 micron cartridge style filter.
It also incorporates a fuel pressure regulator and an air bleed (to allow
air to escape after a filter change). Fuel from the regulator is returned
to the HFCM.
Fuel Pressure Regulator
The fuel pressure regulator is mounted to the engine mounted fuel filter.
It regulates fuel pressure by routing unfiltered fuel from the filter
housing to the HFCM via a spring loaded poppet style valve.
The cracking pressure (pressure at which the valve begins to open) of the
valve is 60psi +/- 5psi. Actual fuel pressure may be above or below this
Fuel Inlet Check Valves
Each cylinder head has a fuel inlet check valve at the front of the head.
The check valve is incorporated into the bolt for the banjo fitting that
attaches the fuel line to the head.
The check valves are used to maintain constant fuel pressure in the fuel
The fuel lines are sealed to the head by two copper gaskets.
Note: It is recommended that the copper gaskets be replaced if the bolt
has been removed.
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