1997 powerstroke lift pump? - TheDieselGarage.com
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post #1 of 12 (permalink) Old 09-18-2006, 04:15 PM Thread Starter
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1997 powerstroke lift pump?

Hey guys i was wondering if anybody has pics or can explain to me how to change the fuel pump on top of the motor. Its leaking diesel down the back side of the motor and I think its leaking out of the weep hole. Are thes complicated to do and do you have to bleed the fuel system when you are done? Does anybody know where the cheapest place to get one is and what the part number is. Because when I call around to get prices everybody thinks im stupid and I dont know what im talking about. Thanks for your time!
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post #2 of 12 (permalink) Old 09-18-2006, 05:22 PM
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First off, the part number for the fuel pump is M61067, it's a Carter. Carter is the only maker for the OBS fuel pump. I got mine from Napa for $91. The most expencive one I found was around $130.

They aren't that difficult to replace. THey just take time AND patience.

Difficulty is going to depend on your truck. Since your title referances a 97, I'm assuming that's what you have. The 97's came in two different versions. A "California" truck and a "federal" truck. The federal is a piece of cake, the California truck is a whole other ball game. From what I're read on here & at other sites, the turbo has to be removed on teh califonia trucks.

I used to have a very good set of instructions written out by a gentleman named Sam Miller. I think I might have them on a computer at home. Or you can search for them on line. They are the most complete instructions around and walk thru the process, step by step.

Good Luck

His: '95 F350 CrewCab, SRW, 5spd std w/ Royal Purple, LUK SMFW, VDO triple gauge pod, HX Mod, Homemade open air intake, 3" down pipe, 4" straight exhaust, tuning by DP Tuner, 190xxx miles & averages 23 MPG's on the highway.

Her's: 2004 Chevy Malibu Classic, 2.2L Ecotec. Stock. Very dissapointed in fuel economy, but it's a great car other than that.

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post #3 of 12 (permalink) Old 09-18-2006, 08:58 PM Thread Starter
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Hey thanks again for your time big green if you could I would appreciate it if you could look for those directions and one more thing how do you know what version of truck you have?
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post #4 of 12 (permalink) Old 09-19-2006, 12:50 AM
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Found it!!! Before I post it, I'll answer your last question with and "I don't know". Since mine is a 95, I have no idea how to tell if a 97 is a "california version" or not. I think it will say so on one of the stickers under the hood. Maybe the emissions sticker? :shrug: Sorry, but I'm not much help on that one.

Now for the article. It was written by Sam Miller and is the best and most complete, easy to follow, "how-to" I've had the pleasure of reading. Do yourself a favor and read it a few times to make sure everything sinks in good. I read it enough so that I wouldn't have to keep referrig to it during operation. haha. Give it a once over and ask more questions if needed. That's what we're here for.

Article by Sam Miller.

I recommend disconnecting batteries. There is no way to work around the glow plug relay without touching it. Then set up a parts tray, run a good light, throw a pad over the radiator and go for it.

Also, if you have a HPX crossover hose installed, it is easier if you disconnect it from the passenger side oil rail and tie it out of the way. Remove “Y” pipe (compressor manifold) from turbo, taking care not to lose the rubber O-ring inside the fitting (Marmon clamp). If you loosen only the lower clamps on the two silicone hoses the whole assembly can be removed easily and set aside. Cover the openings with rags or plastic wrap and secure with rubber bands.

Draining the fuel filter/water separator canister. You will want to either place a container under the vehicle to catch the diesel (a hose pushed on to the drain tube sure prevents a mess), or pump the canister dry once you get the filter out, in which case you won’t slide the yellow lever to “DRAIN.” This is a good occasion to inspect and clean the interior of the canister, so removal of the filter and heater is advised. (Remember, the plastic heater standpipe is LEFT HAND THREADS.) A 7/8” crow’s foot wrench works best, but I have loosened it with a regular open-end wrench. Pull off the heater wire connector with needle-nose pliers. Now you can clean the canister and check for cracks or leaks. You’ll be amazed at the crud in there.

Disconnecting hoses. There are two hoses connected to the top of the pump and one at the bottom. The two top hoses are protected by a removable clip-on heat shield (just yank it off). You can only get to the clamp on the pump side of that bottom hose. And finally, the water drain hose at the front passenger side of the filter housing.

Remove the two bolts attaching the fuel pressure regulator with 10mm and carefully pry it back from the filter housing, taking care not to lose the O-ring. Good time to clean the screen and examine condition of O-ring. There is also a short section of 5/16” hose that may need to be replaced.

Separate the wire harness connector on the passenger side of canister and remove positioning clamp with 8mm. It will NOT slide off the tongue of the clamp as you think it might, since the tongue is barbed. (Remind you of anyone?)

Disconnect wires connected to the canister, two on drivers side, one at bottom rear. (So now you want to know what they are? Aw geez, you’re one of THOSE GUYS: Oh, all right: on the driver’s side, the top connector on the side of the Water Filter/Water Separator Assembly is the fuel heater connection; the connector directly beneath it links to the Water Sensor; and the connector on the bottom rear of the Assembly is for the filter restriction sensor. I believe it is a vacuum switch. Note: In 1996 the fuel filter restriction sensor was moved to the fuel pressure regulator, driver’s side of filter housing. Happy now?)

To continue: Two bolts holding down the filter canister are 13mm. You can lift the whole filter assembly up and forward out of the way with the long blue hose still connected at the bottom.

Getting the pump out is not difficult, using a 1 1/4 inch box end wrench, heated and bent to clear the turbo pedestal, while removing the large banjo bolt. You just have to be patient and content with getting only small incremental turns on it. It takes a while. The two metal ring-gaskets will sometimes remain stuck to the banjo fitting. You can remove them once the pump is out of the way. You do not have to remove or loosen the fuel supply tubes connected to the banjo fitting.

Remove the two 10 mm bolts holding down the pump and carefully remove the pump from the crankcase bore. It will take some twisting and pulling. Be careful here so as not to lose the tappet into the cam crankcase. That would not be good. Examine your new pump to see how the tappet connects. Eventually you'll be able to lift the pump straight up and out of the engine.

Cover or stuff a rag into the pump hole and it's a good time to clean the entire valley. Kind of like being on a treasure hunt, you'll be amazed at what you find down there; valve caps, wire ends, wedding rings, cat hair, baseball gloves, wrenches... It's a lot of fun getting back all your tools.

Check out the exterior of the fuel filter canister. Clean the three wire terminals, check for leaks or cracks and clean everything so if a leak shows up later you'll know exactly where it originates.

Time to put things back together. Remove the two metal banjo gaskets if you haven't already. You might need a knife blade to get them loose. Be sure the interior of the banjo fitting is clean and free of debris.

Hoses: I got 3/8 inch 400 psi fuel hose from NAPA by the foot (by the inch, actually) and simply cut new hoses to match the old ones, three altogether on the pump and a 5/16 inch hose on the regulator. I installed them at this point, along with the clamps. I recommend tightening the clamps just enough so they are "pre-positioned." When the time comes to give them a final set it makes it easier not to have to chase them around with two hands. (One exception: the hose clamp on the bottom of the filter assembly must be tightened completely. You just can’t get to it once everything else is in place.)

If nothing fell into the hole or onto the cam then lower the new pump. I use a little anti-seize on the housing, thinking it might make removal next time a little easier. Grease should already be on the O ring, but if not, I'd grease it. Tighten the bolts carefully and evenly to secure the pump. Make sure the pump does not get in a bind. Just tighten evenly and it should go into the bore ok, regardless of how the cam eccentric is positioned.

The hardest part of the whole operation, for me at least, was getting the banjo bolt restarted. You will quickly come to understand why the shop manual calls for removal of the turbo pedestal for this operation. (Plus, more shop time equals more money. duh!) You will wish you had a Dremel tool and could cut away some of the "webbing" between the legs of the pedestal. It’s a bit of a struggle, figuring out how to position your hands and fingers for the most efficient way to start that large bolt.

Slide one new metal gasket onto the bolt, insert it into the banjo housing and have the second gasket ready to slide into the slot on the interior side of the fitting as you push the bolt in. It may take a couple of attempts to get that second gasket onto the bolt. Just be sure it doesn’t slide on through the fitting and disappear on top of the manifold. Now you just have to carefully turn the bolt with some pressure behind it to "catch" the threads. Once it's started, then it is just a matter of wrenching it in, one tooth at a time. Here's where patience comes in again. Eventually you'll get it in. Then snug it down, recheck the pump hold down bolts for tightness and you're through the worst of it. Time for a congratulatory coffee break. Sometimes even an adult beverage is deservedly appropriate here…

Adjust all the hoses and be sure the clamps are on and positioned for easy access. (Once again, the lower hose will have to be clamped securely to the filter canister at this point since you won’t be able to reach it once the assembly is bolted down.) Lower the filter assembly back onto its pedestal, connecting the lower hose to the fuel pump as you go. Check that the wiring looms and connectors on both sides are positioned correctly. Adjust all three short hoses correctly and tighten the clamps. Remember to “aim” the clamps for easy access later, just in case there is a leak and you need to get to them with a screwdriver or ¼ inch socket. Don’t forget to reconnect the drain hose also. And CLOSE THE YELLOW WATER DRAIN LEVER.

Install the two 13mm bolts securing the filter housing (I use just a touch of anti-seize) and tighten. Plug in the three wire connectors to the canister and join the loom connectors on the passenger side. Reinstall the 8mm hold-down bracket. (or probably like most of us do, just wire-tie the connector to the GP loom).

Re-attach the FPR, being careful to install the O-ring. Tighten the two 10mm bolts evenly so the O-ring sets properly.

Reconnect HPX hose, the “Y” pipe (don’t forget the O-ring) and whatever else you might have removed or disconnected. It is a good time to also re-dry the manifold. Looking for leaks will be a lot easier if everything underneath starts out dry. A long screwdriver and some paper towels work great. Just be sure to get them all back out before you finish.

Check everything twice. Pry back up whatever wires and brackets and connectors and hoses you mashed by laying on them. If it all looks good, reconnect the batteries and you are ready to start.

I leave the heat shield covering the two tops hoses off at this point, just so I can look for leaks once things are up and running. Don’t forget to eventually snap it back on, cause there is a lot of heat back there and the hoses will definitely last longer.

A couple of notes here: If you shimmed the FPR, I would remove the shim at this point and start over with a stock set-up. Once you are up and running again, you can work the pressure back up towards the 70’s, using whatever shims work best.

A NOTE OF CAUTION: The FPR housing is very fragile. It is extremely easy to crack the housing by over tightening the Schrader valve or any fittings you might insert to accommodate a PSI gauge. BE VERY LIGHT ON THE TOUCH WHEN TIGHTENING ANYTHING INTO THE SCHRADER VALVE OPENING.

If everything is working ok, it should fire up within a few cranks. Thereafter, it takes a while to purge the air, usually a couple dozen miles of driving before things begin to settle back in to near normal.

WARNING: You will want to take a good light and look for leaks after the engine is running. BE CAREFUL. The fan and belt can change your nickname to Three-Fingered Jack in a heartbeat.

With any luck at all, you are dry as a bone and ready to roll. Check it again after your test-run.

Good luck,

Sam Miller

P.S. Feel free to email me with any suggestions, corrections or improvements to these instructions. Hopefully it will help a few other guys save a bunch of money by doing it themselves.

Part Numbers:

PUMP: (sometimes referred to as a Lift Pump)

Ford number: F6TZ-9350-A
International number: 1824415C92
Master number for NAPA, Shucks, AutoZone, etc.: 61067

Banjo Gaskets (metal washers, two required):

Ford number: F4TZ-9A375-A
International number: 1820650C1

Fuel line O-ring: (rear of head, passenger side; F4TZ-9A387-A
just back of intake on valley side
of head, driver's side)

Ford and (Motorcraft) numbers:
Black hose, 1 required: F4TZ-9324-BA (KFL34)
Longer Blue hose, 1 required: F4TZ-9324-CA (KFL33)
Shorter Blue hoses, 2 required: F4TZ-9324-DA (KFL35)

Hose information for DIY:

Rated at 400 psi and ok for diesel fuel:

3/8” hoses: 2 required 2 “ (fuel tank to pump &
low pressure feed from filter to pump)
1 required 2 7/8” (fuel pump outlet to filter)
5/16” hoses: 1 required 1 ¾” (FPR tubing)
1 required 5” (if replacing drain hose)

Fuel Filter Heater: Ford F5TZ-9J294-A
International 1825186C91
External Connector F4TZ-9C065-A

Fuel Filter Lid – OEM International: 1825190C91

Crankcase Breather O-Rings:

Ford F4TZ-6769-A (small, seals screw head, 1/pack)
Ford F4TZ-6769-C (large, seals breather adapter to
International 1824452C2 valve cover, 2/pack)
International 1820784C2

Water Sensor Probe Ford# F4TZ-9S281-A

Fuel Filter Restriction Sensor: 1994/95-bottom of filter assembly; 1996/97-on fuel regulator.
Ford # E8TZ-9S283-A
International # 1809435C1

Fuel Pressure Regulator California Kit part number F6TZ-9K061-AA
FPR Spring International # 1825854C1 (CA)
FPR Screen International # 1823658C91
FPR Screen Ford # "Orifice Vent Kit" F5TZ-9A214-A
FPR Kit Ford # F6TZ-9157-BA

O-ring dimensions: Width: 1/16” Diameter: 9/16”

Turbo Y-Pipe O-Ring: Ford: F4TZ-9E436-A International: 1818372C1

Turbo Pedestal O-Rings: (between pedestal & block; pedestal & turbo)
Ford: F4TZ-6N653-A & F4TZ-6N653-B

Turbo Exhaust Up-Pipes: Ford: F4TZ-6K854-A (Driver side)
Ford: F6TZ-6K854-A (Passenger side)

Turbo Exhaust Collector Donut: (Top of each manifold to turbo up-pipe)
Ford: F4TZ-6K854-C

Oil Gallery Plug: International: 1822607C91 (O-Ring not sold separately)

IPR O-Ring Kit:
Ford: F6TZ-9C977-AN
International: 1825806C92


Fuel is drawn from the fuel tank by the diaphragm section of the fuel pump (top hose-driver’s side). The fuel pump circulates fuel at low pressure (approximately 3 to 10 psi), first through the fuel filter (top hose-passenger side) and then back to the second stage of the fuel pump (bottom hose from filter to pump).

During the second stage, the piston-actuated section of the fuel pump supplies fuel at a pressure of approximately 40 psi into the cylinder head fuel galleries.

His: '95 F350 CrewCab, SRW, 5spd std w/ Royal Purple, LUK SMFW, VDO triple gauge pod, HX Mod, Homemade open air intake, 3" down pipe, 4" straight exhaust, tuning by DP Tuner, 190xxx miles & averages 23 MPG's on the highway.

Her's: 2004 Chevy Malibu Classic, 2.2L Ecotec. Stock. Very dissapointed in fuel economy, but it's a great car other than that.

Daily Drive (Company Car): 2007 Impala - Jet Black
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post #5 of 12 (permalink) Old 09-19-2006, 10:55 AM Thread Starter
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Thanks again big green for the help you've helped me out a ton! Im going to get this in the next couple of days I will let you know how it goes
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post #6 of 12 (permalink) Old 09-19-2006, 04:08 PM
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One note (I admit not reading the whole procedure)...

DO NOT drop the cam follower/pump pushrod into the engine! I have only seen this happen once, but be CAREFUL when removing the pump so as not to pull the pushrod out of the pump by catching it on the sides of the block.

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post #7 of 12 (permalink) Old 09-22-2006, 03:50 AM
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Originally Posted by John_G
One note (I admit not reading the whole procedure)...

DO NOT drop the cam follower/pump pushrod into the engine! I have only seen this happen once, but be CAREFUL when removing the pump so as not to pull the pushrod out of the pump by catching it on the sides of the block.
You can lessen the chance of that happening by loosening the pump bolts. Then turn the engine by hand until the cam pushes the pump up slightly. Then the cam will raise the pushrod up. As you carefully remove the pump a pocket mirror can be used to see the pushrod posistion. Good news is the pushrod will drop to the pan if that happens. People that have had that happen have fished it out thru the pan plug hole. Others have just left it in the pan! A good heads up.

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post #8 of 12 (permalink) Old 03-03-2011, 05:20 PM
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lift pump replacement

The Article by Sam Miller is excellent. I have replaced the lift pump on my 97 F-250 7.3 power stroke and now it will not start. I have bled the air up to where the lines attach to the cylinder heads. I have removed the fuel pressure regulator and cleaned the screen. I have killed the batteries two times with no luck. do you any ideas?

Thank you Barry T
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post #9 of 12 (permalink) Old 03-03-2011, 11:58 PM
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Originally Posted by John_G View Post
One note (I admit not reading the whole procedure)...

DO NOT drop the cam follower/pump pushrod into the engine! I have only seen this happen once, but be CAREFUL when removing the pump so as not to pull the pushrod out of the pump by catching it on the sides of the block.
I had this happen to me once! Was super lucky to get a magnet to pick it up.
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post #10 of 12 (permalink) Old 03-06-2011, 07:45 PM
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Sounds like you didnt get the actuator rod back on the new pump. Make sure it is pumping fuel. Also Take some fuel and pour it into the filter housing to give it a head start. When these things are completely out of diesel they take a minute to get back to running.

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