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Ford 6.0L Diesel Engine Wiring Harness 5C3Z12B637BA

Ford diesel engine wiring harness (5c3z-12b637-ba), superior quality .

This genuine  OEM Ford Wire Harness Assembly (#5C3Z-12B637-BA) is a direct-fit replacement designed and guaranteed by Ford to provide optimal quality and performance to your Ford truck.

The wire harness (also known as a wiring assembly, cable harness or cable assembly) is like the central nervous system of your vehicle in that it transmits signals or electrical power throughout your car or truck.

The better the quality of the wire assembly and the more accurate the vehicle fitment, the better the performance.

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04 6.0L Main engine harness differences?

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By Matt Saunoras January 31, 2014 in Parts

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Matt saunoras.

04 lists two main engine harnesses. 4C3Z-12B637-AA and 4C3Z-12B637-CA and other than the damn parts description I'm unsure which is which.  From what I saw today CA is listed as "without a fuel heater" and AA is "with a fuel heater"

I have no idea why it would matter or which harness to order.  All I know is CA is lists for much more than AA.

The only difference I have noticed over the years is the length in glowplug harnesses.  I have seen 04s with real short glow plug harnesses and the one I'm working on has long ones that connect like an 05+

Anyone know anything? My part guy is useless. 

And also this truck does not have a fuel heater but I have no f-ing idea if it ever did have one. 

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Early and late ICP location?

Nope these are both late harnesses. The early is a 3C3Z

If you find yourself needing to order up an engine harness or glow plug harnesses, I have determined the easiest way to identify whether you have a mid/late build, or late/late build 2004 engine. For starters, if your build date is earlier than September 29th, 2003, you should consider yourself the owner of a 2003 truck, when it comes to ordering any and all engine parts. However, those of you with trucks with build dates after September 29th, 2003, things can get a little tricky when it comes to determining the correct engine harness and glow plug harnesses. Here is how to do it. Look at your ICP sensor on the passenger side valve cover. Pay attention to how the GPCM is bolted up to the bracket that secures to the valve cover. If you happen to have it secured in a manner similar to a 2003 engine, you have a mid/late build 2004 engine. As such, your engine uses engine harness Ford part number 4C3Z-12B637-AA (Navistar ID# 1844262C93 ), to be used with glow plug harnesses part numbers 4C3Z-12A690-AA (Navistar ID# 1845915 C9 ) right side, and 4C3Z-12A690-BA (Navistar ID# 1845793 C9 ) left side. If you have your GPCM mounted on the bracket, identically to the way it is on 2005 and later engines, you have a late/late build 2004 engine. As such, your engine uses engine harness Ford part number 4C3Z-12B637-CA (Navistar ID# 1846377C92 ), and glow plug harness Ford part numbers 4C2Z-12A690-AB (Navistar ID# 1845794 C9 ) right side, and 4C2Z-12A690-BA (Navistar ID# 1845695 C9 ). Notice, the right side glow plug harness part number is also identical to that, that is used on '05 and later engines.  

3C3Z-12B637-BA to be exact.

Thanks Mike. I've noticed the subtle differences over the years but never paid enough attention. This is the first late 04 I've needed a harness on. I do infact have a late, late 04. I got lucky, CA is the harness I ordered and it is correct. Thanks for the info.

Harness fixed it. This truck had the crank sensor wiring zip tied to an A/C line and it got sucked into the belt. I couldn't see exactly where the problem was but I had to assume it was there. The truck would sit and idle fine one minute and start violently surging the next.

Brad Clayton

• 2 years later...

Got another one here I had to dig this thread out for. Someone did headgaskets and jammed the main harness down in between the front cover and left head. The ignition power to the ficm torched the whole wire from the short all the way to the body connector. Never blew the fuse or hurt any other wiring.

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• 1999-2007 Ford Super Duties
• 6.0L Power Stroke Engine and Drivetrain

6.0L wire harness change out

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I am in the process of changeing out a 2005 6.0L wire harness that goes from the PCM to the FICM ( and all over creation from there). I am on the last connector which is the crank sensor. This stupid thing is mounted between the AC compressor and the passenger side lower front part of the engine block. My question is do I only need to remove the bolts to the compressor or do I need to take off all the surrounding parts like doing a compressor change out, just to switch connectors. Also any tips to getting those bolts out. The 13 mm one I see through a hole in the frame I am finding really hard to get to. Thanks in advance for any help I can get. Hope to take pictures (in reverse as put stuff back on) and do a how to change out a harness post later. Did not see one anywhere on the web when I started.  

Just drop the bolts out of compressor. I use my extra long series wrench to reach the back bolt.  

It appears the OP is changing out the main engine harness by the sounds of things (Ford part number 5C3Z-12B637-AA if EBP is on the T-Stat Housing, or 5C3Z-12B637-BA if EBP is secured to the front FICM bracket). The best answer to this question is like this. An 8mm, 10mm and 13mm swivel head fine tooth Gearwrench tools will be your best friend for this job.  

What prompted you to replace the wiring harness?  

Trying the gearwrench with a flex head. Can get it on it but can just enough room to barely ratchet it, and cannot get leverage. Looks like I have to take off the trans filter. Why the wire harness replacement is the result of a long painful troubleshooting of a non start condition. At first FICM had problem and got fixed, then that one had power supply go and took out the 50 amp fuse. Replaced fuse then had FICM repaired again. Then no start with Low power code. Looking at Edge gauge shows OK. Rang out continuity on the cable and OK. Replaced the FICM relay, still no good. Replaced FICM with know good one. Still Low voltage code and no start. Batteries are brand new ( and checked good, one of first things I did). Alternator shows good voltage. Checked for wear marks on cable cannot see one. Only guess left was to replace the harness. Think the power supply caused a wire problem where the wire just barely makes connection. This whole thing has been a real pain due to not much time to work on it and truck down for a while.  

Ole Grizz, Whatever came of this?? I am having the identical issue. First It fried the FICM harness, and the FICM, then i replaced the FICM harness and FICM, and it seems it fried the FICM leaving the harness intact. When you turn the key only one or two injectors buzz off now and when cranking you hear a couple cylinders pick up (probably the one or two that buzz off) but it will not start.  

All I can offer Is I feel your pain. Every body else has ya covered.  

If leverage is your issue, try double-wrenching it to crack the bolts loose. Once loosened, you should be able to ratchet the bolts out the rest of the way with only the one wrench. Are you replacing only the engine harness, or both the engine harness and FICM harness?  

Thanks for the double wrench suggestion. Did not think of that, was looking for a pipe around the house big enough for a cheater bar. Will try tomorrow. Have not got to work on it in a few days. (Only have time for a hour here and there. Why has taken so long)  

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6.0 Techs, PCM harness ?'s

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That is cheesey those look like they are shielded? No add on I have seen integrates like that ,,  

I believed those wires are shielded to prevent interference between them.  

Well that probably isn't helping matters. I hate those connectors. It opens up the insulation for all kinds of problems. Why the hell would you tap into the can lines anyway? That is different. I wouldn't think that would cause those two codes though as the cam and crank circuit ges directly to the pcm. After the pcm processes it, it send it out the the ficm on the fuel delivery and injector timing wires I believe is how they are labeled. Did you try making sure the cam and crank wires are not shorting to each other? Hook leads up to a graphing scanner and wiggle the hareness to see if you get any glitches. If those scotchlok connectors would have shorted anything out I would think you would have got an unable to communicate with ficm code or a ficm sync issue.  

I agree zmann, wash your hands of this one.  

That is true. It is actually used to prevent any stray signals from becoming induced on the communication wires and causing interference problems. The information is transferred at realatively high speeds and in different sets of bits. This can get corrupted pretty easily. Many signals that use high frequency are also shieled. The shield is grounded on one end and takes any of the stray signals and sends them to ground. Interesting fact is that the shield runs through the whole thing but should only be grounded at one end. If grounded at both ends it can cause interferance as the shield wire now becomes an open conductor instead of a shield. I do a lot of instrumentation control work with plc's and see many shields installed wrong grounded on both ends. It USUALLY never causes problems, but the one time it does.... sorry for the long post about useless information.  

Thats exactly what i thought, just didn't want to type it all out be wrong then look like an idiot. Haha. You seem pretty knowledgeable on this stuff so i have another question. Since this tuner is tapped into the CAN wires would it make sense that whatever tunes this thing uses loads a different PCM strategy as well as altering the injector timing cycle in the FICM?  

Well I was thinking about that myself because it seems very odd they would tap that. I have never seen a tuner that would work like that (not saying there is not one). I am by no means an expert on this but it makes more if you were going to tap of any wire it would be the crank and cam signals from the pcm to the ficm since those are suppose to be the ones that contain the information for fuel delivery and injector timing. That way you can interupt it on the way, adjust it to what you want and then send it out. What really confuses me is they used scotchlok connectors which means they are just paralleling the circuit. If you don't run it in series I don't really see how this would work. You are not taking the signal in and changing the output. Basically you are just adding more information into the data stream. I would think if anything this would just corrupt any information. My only guess is somebody was planning on hooking up/into something else and didn't know what they were doing.  

That makes plenty of sense. Like you said though im not sure why a tuner would need those wires.  

I had an early Bulleydog tuner that had those ends. It was the Dyno dominator with Outlook monitor. One of the few tuners that were out back in the "dark ages".  

I think it is a Banks setup  

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2003 6.0 Excursion: FICM or Injector Harness?

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I have a 2003 Excursion with a 6.0L Powerstroke. It recently developed a misfire on cylinder #2. I bought an AutoEnginuity Scanner and did lots of troubleshooting on it this weekend. I've read a lot of good information here, but I haven't read about the exact same problem (i.e only one injector affected). My basic question is whether to suspect the FICM or the injector harness. Here is what I have done so far. 1. Scanned for codes: got P0265 (#2 inj short to ground) and P0266 (#2 reduced output in power balance test. 2. Ran the injector buzz test: got P0265. 3. Wiggled the injector harness with the engine running, but the misfire persisted. 4. Removed the injector harness and rang it out. All four wires for injector 2 had less than 0.5ohms between the injector connector and the FICM connector and greater than 10,000ohms resistance to ground. 5. Ohmed out the #2 injector itself. Got 0.8 ohms between pins 1 and 2 and 0.8 ohms between pins 3 and 4. Greater than 10,000ohms between all other pin combinations and from each pin to ground. I think this rules out the injector itself as the culprit. 6. Checked the FICM voltage with the AE with KOEO, cranking, and KOER: Always greater than 46 volts (usually 48). This leads me to believe that the FICM power circuits are good. 7. Checked the ICP bias voltage with KOEO (0.15V) and KOER (1.15V). ICP actual and demand pressures both about 850psi idling (CA emissions). 8. Checked the IPR duty cycle with KOER at idle (~30%). #7 and #8 lead me to believe that I don't have a HPOP problem. I've read in a bulletin from International about the FICM that if it fails, it will likely cause a no-start situation or erratic misfires affecting all cylinders. It also said that the early FICMs had individual close circuits for each injector, whereas the later FICMs have one circuit for four cylinders. I have an early FICM, so I suppose it is possible that only one open or close driver could have failed. I would like to know if others have had the FICM fail in this way (i.e. only one injector affected). I've also read that chafing of the injector harness is very common (although I didn't see any visible evidence of this, my harness ohmed out OK, and I couldn't get any change from the wiggle test. With all of this in mind, would you suspect the FICM (affecting only one injector) or the harness? One other question: can I replace the 2003 injector harness (3C3Z 9D93 AA / 1843796C92) with the 2005-2007 harness (5C3Z-9D930-AA / 1870390C91). It seems to me that they should have the same pinouts. The newer harness is about 1/2 the price. Thanks in advance for any help you can provide. Jay  

I moved the #2 injector connector to the #4 injector and the P0265 DTC moved with it. I think that confirms that the #2 injector is not the problem. The #4 injector connector wouldn't reach the #2 injector, so I couldn't verify it that way. I also ohmed out the harness again completely and couldn't find any problem with it. This made me really suspect the FICM, but I was still suspicious since it was only one cylinder, and I've heard that the injector harness problems can be intermittent. I tried a couple of other things that were interesting. I disconnected the #2 injector connector, ran the buzz test and got P0264 (open) on one #2 injector circuit and P0265 (short) on the other #2 injector circuit. Again, this confirmed the problem is either in the harness or the FICM. Then I disconnected the FICM harness X2 connector from the FICM and ran the injector buzz test. This time I got open circuit DTCs on all four cylinders on the X2 connector, but NO SHORT CIRCUIT DTCs (P0265 went away)! This made me think that the problem was in the harness. I bought a new harness, installed it, and P0265 is still there. Today I shipped my FICM to FICMRepair.com to have it fixed.  

so did the ficm repair do the trick? ive had the code with one injector and with all 8. on mine the pins had rectracted back into the plug and i had to snap 3 of them back in place. interested to see if urs is cured.  

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Re: aux input

Post by andysinnh » Thu Jul 16, 2009 4:13 am

maddoxpartners wrote: Anyone use the peripheral electronics PXAMG in a 2005 Freestyle? I've got one...and before I shell out the $$ for the wiring harness I want to be sure it will work.

Post by maddoxpartners » Wed Jul 22, 2009 2:40 pm

Post by hraboskysadventure » Wed Sep 16, 2009 1:59 am

Imperial Death Star wrote: You need one of these to install in the rear of your radio to play your portable MP3.

Post by maddoxpartners » Wed Sep 30, 2009 2:27 pm

andysinnh wrote: maddoxpartners wrote: Anyone use the peripheral electronics PXAMG in a 2005 Freestyle? I've got one...and before I shell out the $$ for the wiring harness I want to be sure it will work.

Post by Sknight579 » Thu Oct 01, 2009 2:23 pm

maddoxpartners wrote: andysinnh wrote: maddoxpartners wrote: Anyone use the peripheral electronics PXAMG in a 2005 Freestyle? I've got one...and before I shell out the $$ for the wiring harness I want to be sure it will work.

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