The 6.4L MAF sensor signal is backwards from most MAF sensors. The MAF sensor is located in the plastic intake duct on the intake side of the air cleaner housing. The value is often about 3.3-3.8 Volts under normal operating conditions. IAT2 is screwed into the intake manifold on top of the right front corner. The value is often 2.5-2.8 Volts under normal running conditions. IAT1 is located inside of the MAF sensor, and has an operating range of 4.6V to 400mV, (-60 to 300 ✯). Note: Temperature Sensor Quick Check: The ECT, EGRT_B, EOT, FRT, IAT & IAT2 should all be within 5 º KOEO after a cold soak. The temperature is often about 100 ✯ (2.2 Volts) under normal operating conditions. The FTS is a 0-5 Volt NTC thermistor, and has an operating range of 4.6V to 400 mV (-40 to 302 ✯).
The FTS is located on the lower front edge of the secondary fuel filter housing, and it measures the temperature of the fuel returning from the fuel cooler to be recycled to the HPP. The EOP and EOT are both located on the oil cooler cover (the EOT has 2 wires, and the EOP has 1). The EOP is a simple ON/OFF switch, where the voltage goes high over 5-7 PSI. Under most hot operating conditions, the sensor value will be about 200 ✯ (550 mV). The EOT is a 0-5 Volt NTC thermistor, has an operating range -40 to 302 ✯. Engine Oil Temperature (EOT) Sensor & Engine Oil Pressure (EOP) Switch Under most hot operating conditions, the sensor value will be about 195 ✯ (about 300-400 mV). The ECT is a 0-5 Volt NTC thermistor, and has an operating range of 4.6V to 200 mV (-40 to 302 ✯). The normal value when the EGR valve is closed is about 1 Volt.
The EGRP can prove that the EGR valve moves when commanded, but it can’t prove that EGR gases actually flow. This is a 3- wire, 0-5Volt voltage splitting device where low voltage indicates a closed EGR valve, and high voltage indicates an open valve. The digital EGR valve contains an integrated plunger position potentiometer. The BARO PID at sea level will be 4.0-4.1 Volts. On the 6.4L, the BARO sensor is integrated into the PCM and is not serviced separately. These sensors are reliable, but if they’re miscalibrated they can cause miscalculations throughout the power range. The signal is used for re-ranging fuel quantity, timing, glow plug duration, and turbo boost for altitude. The PCM could use the MAP sensor value KOEO as a barometric pressure value, but it uses a separate barometric pressure sensor instead.
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