Maxforce Ingles

DIAGNOSTIC/TROUBLESHOOTING MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL EGES-420 2008
EGES-420 Read all safety instructions in the "Safety Information" section of this manual before doing any procedures. Follow all warnings, cautions, and notes. 2008 Navistar, Inc.
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121 Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149 Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437 Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .465 Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471 Appendix A: Performance Specications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479 Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .493 Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .503
II
Foreword
International Truck and Engine Corporation is committed to continuous research and development to improve products and introduce technological advances. Procedures, specications, and parts dened in published technical service literature may be altered. NOTE: Photo illustrations identify specic parts or assemblies that support text and procedures; other areas in a photo illustration may not be exact. This manual includes necessary information and specications for technicians to maintain International diesel engines. See vehicle manuals and Technical Service Information (TSI) bulletins for additional information.
Technical Service Literature 1171898R2 International MaxxForce11 and 13 Engine Operation and Maintenance Manual International MaxxForce 11 and 13 Engine Service Manual International MaxxForce 11 and 13 Engine Diagnostic manual International MaxxForce 11 and 13 Engine Performance Form International MaxxForce 11 and 13 Engine Wiring Diagram International MaxxForce 11 and 13 Signal Values (available on ISIS only)
EGES-415-1 EGES-420 EGED-425 EGED-430 EGED-435
Technical Service Literature is revised periodically and mailed automatically to Revision Service subscribers. If a technical publication is ordered, the latest revision will be supplied. NOTE: To order technical service literature, contact your International dealer.
Service Diagnosis
Service diagnosis is an investigative procedure that must be followed to nd and correct an engine application problem or an engine problem. If the problem is engine application, see specic vehicle manuals for further diagnostic information. If the problem is the engine, see specic Engine Diagnostic Manual for further diagnostic information. Prerequisites for Effective Diagnosis Availability equipment of gauges and diagnostic test
Knowledge of the principles of operation for engine application and engine systems Knowledge to understand and do procedures in diagnostic and service publications
Technical Service Literature required for Effective Diagnosis Engine Service Manual Engine Diagnostic Manual Diagnostics Forms Electronic Control Systems Diagnostics Forms Service Bulletins
Availability of current information for engine application and engine systems
Safety Information
This manual provides general and specic maintenance procedures essential for reliable engine operation and your safety. Since many variations in procedures, tools, and service parts are involved, advice for all possible safety conditions and hazards cannot be stated. Read safety instructions before doing any service and test procedures for the engine or vehicle. See related application manuals for more information. Disregard for Safety Instructions, Warnings, Cautions, and Notes in this manual can lead to injury, death or damage to the engine or vehicle. Safety Terminology Three terms are used to stress your safety and safe operation of the engine: Warning, Caution, and Note Warning: A warning describes actions necessary to prevent or eliminate conditions, hazards, and unsafe practices that can cause personal injury or death. Caution: A caution describes actions necessary to prevent or eliminate conditions that can cause damage to the engine or vehicle. Note: A note describes actions necessary for correct, efcient engine operation. Safety Instructions Work Area Keep work area clean, dry, and organized. Keep tools and parts off the oor. Make sure the work area is ventilated and well lit. Make sure a First Aid Kit is available.
Restrain long hair.
Vehicle Make sure the vehicle is in neutral, the parking brake is set, and the wheels are blocked before servicing engine. Clear the area before starting the engine.
Engine The engine should be operated or serviced only by qualied individuals. Provide necessary ventilation when operating engine in a closed area. Keep combustible material away from engine exhaust system and exhaust manifolds. Install all shields, guards, and access covers before operating engine. Do not run engine with unprotected air inlets or exhaust openings. If unavoidable for service reasons, put protective screens over all openings before servicing engine. Shut engine off and relieve all pressure in the system before removing panels, housing covers, and caps. If an engine is not safe to operate, tag the engine and ignition key.
Fire Prevention Make sure charged re extinguishers are in the work area.
NOTE: Check the classication of each re extinguisher to ensure that the following re types can be extinguished. 1. Type A Wood, paper, textiles, and rubbish 2. Type B Flammable liquids 3. Type C Electrical equipment Batteries Always disconnect the main negative battery cable rst. Always connect the main negative battery cable last. Avoid leaning over batteries. Protect your eyes.
Safety Equipment Use correct lifting devices. Use safety blocks and stands.
Protective Measures Wear protective safety glasses and shoes. Wear correct hearing protection. Wear cotton work clothing. Wear sleeved heat protective gloves. Do not wear rings, watches or other jewelry.
Do not expose batteries to open ames or sparks. Do not smoke in workplace.
Check for frayed power cords before using power tools.
Compressed Air Use an OSHA approved blow gun rated at 207 kPa (30 psi). Limit shop air pressure to 207 kPa (30 psi). Wear safety glasses or goggles. Wear hearing protection. Use shielding to protect others in the work area. Do not direct compressed air at body or clothing.
Fluids Under Pressure Use extreme caution when working on systems under pressure. Follow approved procedures only.
Fuel Do not over ll the fuel tank. Over ll creates a re hazard. Do not smoke in the work area. Do not refuel the tank when the engine is running.
Tools Make sure all tools are in good condition. Make sure all standard electrical tools are grounded.
Removal of Tools, Parts, and Equipment Reinstall all safety guards, shields, and covers after servicing the engine. Make sure all tools, parts, and service equipment are removed from the engine and vehicle after all work is done.
1 ENGINE SYSTEMS
Table of Contents
Engine Identication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Engine Accessory Labels and Identication Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Air Management System (AMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Low Pressure Charge Air Cooler (LPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 High Pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Boost Control Solenoid (BCS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Aftertreatment Fuel Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Diesel Particulate Filter (DPF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Diesel Oxidation Catalyst (DOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Aftertreatment System Conditions and Responses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Oil Flow and Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 Cooling System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Coolant Control Valve (CCV) operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Engine Retarder Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Engine Retarder System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Closed Crankcase Breather System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Closed Crankcase Breather System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Closed Crankcase Breather System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
1 ENGINE SYSTEMS
Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Cold Start Assist System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Cold Start Assist System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Coolant Mixer Valve (CMV) and Coolant Flow Valve (CFV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Retarder Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Exhaust Gas Recirculation (EGR) Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Exhaust Gas Recirculation Position (EGRP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Boost Control Solenoid (BCS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Cold Start Relay (CSR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Cold Start Solenoid (CSS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Intake Throttle Valve (ITV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Fuel Pressure Control Valve (FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Thermistor Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Variable Resistance Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 Magnetic Pickup Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50 Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 Exhaust Lambda Sensor (ELS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
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Engine Identication
Engine Serial Number
The engine serial number is located on the upper left side of the crankcase below the cylinder head. Engine Serial Number Examples International MaxxForce 11: 105HM2DXXXXXXX International MaxxForce 13: 124HM2DXXXXXXX International MaxxForce 11: 105HM2YXXXXXXX International MaxxForce 13: 124HM2YXXXXXXX Engine Serial Number Codes 105 Engine displacement 124 Engine displacement H Diesel, turbocharged, Charge Air Cooler (CAC) and electronically controlled M2 Motor truck D Germany Y United States, Huntsville 7 digit sufx Engine serial number sequence
Figure 1
Engine serial number
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Engine Emission Label
Figure 2
U.S. Environmental Protection Agency (EPA) exhaust emission label (example)
The U.S. Environmental Protection Agency (EPA) exhaust emission label is attached to the top surface of the high pressure charge air cooler (HPCAC). The EPA label typically includes the following: Model year Engine family, model, and displacement Advertised brake horsepower and torque rating Emission family and control systems Valve lash specications Engine serial number EPA, EURO, and reserved elds for specic applications
Air conditioning compressor Alternator Aftertreatment Control Module (ACM) Cooling fan clutch Engine Control Module (ECM) Engine Interface Module (EIM) High pressure pump Power steering pump Starter motor Turbochargers
Engine Accessory Labels and Identication Plates The following engine accessories may manufacturers labels or identication plates: Air compressor have
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Engine Description International MaxxForce 11 and 13 Diesel Engines Engine Conguration Advertised brake horsepower @ rpm MaxxForce 11 MaxxForce 13 See EPA exhaust emission label See EPA exhaust emission label 4 stroke, inline six cylinder diesel
Peak torque @ rpm MaxxForce 11 MaxxForce 13 See EPA exhaust emission label See EPA exhaust emission label
Displacement MaxxForce 11 MaxxForce 13 10.5 L (641 in3) 12.4 L (758 in3) 17.0:1
Compression ratio Stroke MaxxForce 11 MaxxForce 13
155 mm (6.10 in) 166 mm (6.54 in)
Bore (sleeve diameter) MaxxForce 11 MaxxForce 13 120 mm (4.72 in) 126 mm (4.96 in)
Total engine weight (including oil and accessories) MaxxForce 11 MaxxForce 13 1018 kg (2244 lbs) 1018 kg (2244 lbs) 1-5-3-6-2-4 Counterclockwise Dual turbocharged and charge air cooled Direct injection turbocharged High pressure common rail 40 L (42 qts) 44 L (46 qts)
Firing order Engine rotation direction (facing ywheel) Aspiration Combustion system Fuel system Lube system capacity (including lter) Lube system capacity (overhaul only, with lter) Engine oil pressure at operating temperature with SAE 15W-40 oil Low idle High idle
138 - 172 kPa (20 - 25 psi) 448 - 586 kPa (65 - 85 psi) 600 rpm 83C - 91C (181F - 196F)
Idle speed (no load) Thermostat operating temperature
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Standard Features The International MaxxForce 11 and 13 diesel engines are designed for increased durability, reliability, and ease of maintenance. The cylinder head has four valves per cylinder with centrally located fuel injectors directing fuel over the pistons. This conguration provides improved performance and reduces emissions. The overhead camshaft is supported by seven bearings in the cylinder head. The camshaft gear is driven from the rear of the engine. The overhead valve train includes roller rocker arms and dual valves that open using a valve bridge. The MaxxForce 11 engines use aluminum pistons, and the MaxxForce 13 engines use one piece steel pistons. All pistons use an offset piston axis and centered combustion bowls. Crown markings show correct piston orientation in the crankcase. The one piece crankcase can withstand high pressure loads during operation. The crankcase uses replaceable wet cylinder liners that are sealed by dual crevice seals. The crankshaft has seven main bearings with fore and aft thrust controlled at the sixth bearing. One fractured cap connecting rod is attached at each crankshaft journal. The piston pin moves freely inside the connecting rod and piston. Piston pin circlips secure the piston pin in the piston. The rear oil seal carrier is part of the ywheel housing, and the front oil seal carrier is part of the front cover. A gerotor lube oil pump is mounted behind the front cover and is driven by the crankshaft. Pressurized oil is supplied to engine components. All International MaxxForce 11 and 13 engines use an engine oil cooler and a cartridge-style engine oil lter element. The distributor case serves as the mounting bracket for the refrigerant compressor. The pad mounting design of the alternator and refrigerant compressor brackets provide easy removal and improved durability. The low pressure fuel supply pump draws fuel from the fuel tank through the fuel strainer element, and pumps it through the fuel lter housing assembly. The fuel
lter housing assembly includes the lter element, fuel pressure sensor, and drain valve. Conditioned fuel is then pumped through the high pressure fuel pump towards the fuel injectors. The fuel injection system is direct common-rail. The system includes a high pressure pump, fuel rail, and fuel injectors. The injectors are installed in the cylinder head under the valve cover. The International MaxxForce 11 and 13 engines use dual turbochargers with an air-to-liquid Charge Air Cooler (CAC) after each stage. The cold start assist system warms the incoming air supply before, during, and a short period after cranking to aid cold engine starting and reduce white smoke during warm-up. The Exhaust Gas Recirculation (EGR) system circulates cooled exhaust into the intake air stream in the air inlet duct. This cools the combustion process and reduces the formation of Nitrogen Oxides (NOX) engine emissions. A closed crankcase breather system uses an engine mounted oil separator to return oil to the crankcase and vent the crankcase gasses into the intake system.
Optional Features The engine retarder is available as an option for all engine displacements. The engine retarder is a compression release system that provides additional vehicle braking performance. The operator can control the engine retarder for different operating conditions. Optional cold climate features available are an oil pan heater and a coolant heater. Both heaters use an electric element to warm engine uids in cold weather conditions. The oil pan heater warms engine oil to ensure optimum oil ow to engine components. The coolant heater warms the engine coolant surrounding the cylinders. Warmed engine coolant increases fuel economy and aids start-up in cold weather conditions.
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11
Chassis Mounted Features The aftertreatment system, part of the larger exhaust system, processes engine exhaust so that it meets tailpipe emission requirements. The Diesel Oxidation Catalyst (DOC) oxidizes hydrocarbons and carbon monoxide, provides heat for exhaust system warm-up, aids in temperature management for the DPF, and oxidizes NO into NO2 for passive DPF regeneration.
The Diesel Particulate Filter (DPF) temporarily stores carbon-based particulates, oxidizes stored particulates, stores non-combustible ash, and provides required exhaust back pressure drop for engine performance.
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Engine Component Locations
Figure 3
1. 2.
Component location top

3. 4. Crankcase Depression Regulator (CDR) valve Service breather assembly 5. 6. 7. High Pressure Charge Air Cooler (HPCAC) Intake Throttle Valve (ITV) Glow plug
Oil module Exhaust Gas Recirculation (EGR) control valve
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13
Figure 4
1. 2.
Component location front

3. Manifold Absolute Pressure/ Intake Air Temperature 2 (MAP/IAT2) sensor Air inlet duct Pulley (drive housing) 6. 7. 8. 9. Vibration damper Coolant heater (if equipped) Pulley (water pump) Coolant Flow Valve (CFV)
Coolant Mixer Valve (CMV) Exhaust Gas Recirculation (EGR) module
4. 5.
14
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Figure 5
1. 2. 3. 4. 5.
Component location right

6. 7. 8. 9. Engine Oil Temperature (EOT) sensor adapter line Engine Oil Pressure (EOP) sensor adapter line Low Pressure Charge Air Cooler (LPCAC) Boost Control Solenoid (BCS) valve 10. 11. 12. 13. 14. Retarder control Boost control actuator Low pressure turbocharger Exhaust Lambda Sensor (ELS) Engine Coolant Temperature (ECT) sensor
Aftertreatment Fuel Injector (AFI) Exhaust manifold with buttery Exhaust Gas Recirculation (EGR) module High pressure turbocharger Engine Coolant Temperature 2 (ECT2) sensor
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15
Figure 6
1. 2. 3. 4. 5. 6. 7. 8. 9.
Component location left

10. Aftertreatment Fuel Pressure (AFP) sensor 11. Air compressor 12. Power steering pump 13. Aftertreatment Fuel Supply (AFS) valve 14. Aftertreatment Fuel Drain (AFD) valve 15. Water drain valve (from fuel lter) 16. Oil drain plug 17. Oil preheater (optional) 18. High pressure pump 19. Engine Fuel Pressure (EFP) sensor 20. Fuel strainer cover 21. Fuel primer pump assembly
Cold Start Solenoid (CSS) valve Cold Start Relay (CSR) Engine Control Module (ECM) Injector harness Manifold Air Temperature (MAT) sensor Engine Interface Module (EIM) Camshaft Position (CMP) sensor Fuel lter housing assembly Crankshaft Position (CKP) sensor
16
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Air Management System (AMS)
Figure 7
Air Management System (AMS) Air inlet duct Cold start assist Exhaust and intake valves Exhaust Gas Recirculation (EGR) system Exhaust system Engine retarder exhaust manifold with buttery Diesel Particulate Filter (DPF) aftertreatment
The AMS includes the following: Air lter assembly Low pressure turbocharger Low Pressure Charge Air Cooler (LPCAC) High pressure turbocharger High Pressure Charge Air Cooler (HPCAC) Intake Throttle Valve (ITV)
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Air Flow Air ows through the air lter assembly and enters the low pressure turbocharger. The low pressure turbocharger increases the pressure, temperature, and density of the intake air before it enters the LPCAC. Cooled compressed air ows from the LPCAC into the high pressure turbocharger. The high pressure turbocharger increases the intake air pressure up to 345 kPa (50 psi). The hot compressed air ows into the HPCAC where it is cooled, and then through the Intake Throttle Valve (ITV) and air inlet duct. If the EGR control valve is open, exhaust gas passes through the EGR system into air inlet duct where it is mixed with the ltered intake air. This mixture ows through the air inlet duct into the intake manifold and cylinder head. The intake manifold is an integral part of the cylinder head casting. If the EGR control valve is closed, only ltered intake air ows through the ITV, air inlet duct, and into the intake manifold. During cold weather, the cold start assist system rapidly heats the intake air by injecting and igniting small quantities of fuel into the air inlet duct. After combustion, gases exit through the cylinder head exhaust valves and ports. The exhaust gas is forced through the exhaust manifold where, depending on the EGR throttle valve position, is split between the EGR system and the exit path through the high pressure turbocharger, low pressure turbocharger and engine retarder exhaust manifold. The engine retarder exhaust manifold contains a buttery valve that is actuated by an external
actuator. When the engine retarder control is applied, the buttery valve restricts ow and increases exhaust backpressure. The increased backpressure actuates the engine retarder. When the buttery valve is opened, the backpressure is released and the exhaust valves return to normal operation. The exhaust gases ow from the engine retarder exhaust manifold through the vehicle aftertreatment system, to the exhaust tail pipe.
Air Management Components Turbochargers The International MaxxForce 11 and 13 engines are equipped with an electronically controlled two stage turbocharging system. This system provides high levels of charge air pressure to improve the engine performance and to help reduce emissions. Because of its ability to generate very high charge air pressure levels, and to avoid Charge Air Cooler (CAC) overloading conditions, the system is tted with a spring loaded boost control valve. The boost control valve is actuated by compressed air regulated to 296 kPa (43 psi). The compressed air ow to the boost control actuator is controlled by an electronically controlled Boost Control Solenoid (BCS) valve based on the Pulse Width Modulated (PWM) signal supplied by the Engine Control Module (ECM). The high and low pressure turbochargers are installed as an assembly on the exhaust manifold, on right side of engine.
18
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Figure 8
1. 2. 3. 4. 5.
Low and high pressure turbocharger components

6. 7. Low pressure compressor inlet Boost control actuator control hose 8. Boost Control Solenoid (BCS) valve 9. Low pressure compressor outlet 10. Boost control actuator 11. Low pressure turbocharger oil return pipe 12. Low pressure turbocharger oil pressure pipe 13. Low pressure turbine outlet 14. High pressure turbine outlet to low pressure turbine inlet tube
High pressure turbocharger oil pressure pipe High pressure turbocharger oil return pipe High pressure compressor inlet High pressure compressor outlet High pressure turbine inlet
The low and high pressure turbochargers are installed inline on the right side of the engine. The high pressure turbocharger is connected directly to the exhaust manifold through the high pressure turbine inlet. The high pressure turbocharger is equipped with a boost control actuator that regulates the turbocharger boost by controlling the amount of exhaust gases that pass through the high pressure
turbine. When the boost demand is low, the boost control actuator opens, allowing part of the exhaust gas ow to bypass the high pressure turbine. Cooled compressed air from the Low Pressure Charge Air Cooler (LPCAC) enters the high pressure compressor, where it is further compressed and directed into the High Pressure Charge Air Cooler (HPCAC).
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The low pressure turbocharger is installed directly to the output of the high pressure turbine. The exhaust gases enter the low pressure turbocharger through the low pressure turbine inlet and exit through the low pressure turbine outlet. Fresh air from the air lter enters the low pressure compressor where it is compressed and directed into the LPCAC.
Low Pressure Charge Air Cooler (LPCAC) The LPCAC is installed between the low pressure and the high pressure turbochargers. The LPCAC air inlet is connected to the low pressure compressor outlet and uses engine coolant to regulate the charge air temperature. The LPCAC air outlet is connected to the turbine inlet on the high pressure turbocharger.
High Pressure Charge Air Cooler (HPCAC) The HPCAC is installed between the high pressure turbocharger and the Intake Throttle Valve (ITV). The HPCAC air inlet is connected to the high pressure compressor outlet and uses engine coolant to regulate the charge air temperature. The HPCAC air outlet is connected directly to the ITV body.
Figure 9
1. 2. 3. 4.
BCS valve operation
Boost control actuator BCS valve Compressed regulated air supply Vent to atmosphere
Boost Control Solenoid (BCS) Valve The BCS valve controls the boost control actuator position by regulating the compressed air based on a Pulse Width Modulated (PWM) signal received from the Engine Control Module (ECM).
With no PWM signal, the BCS valve is open and air is supplied to the boost control actuator maintaining it in the open position. When an increase in the charge air pressure is required, the ECM supplies PWM voltage to close the BCS valve. The limit values of the PWM signal are between approximately 9%, corresponding to a fully opened BCS valve, and 100%, corresponding to a closed BCS valve. When the BCS valve closes it interrupts the air supply to the boost control actuator and at the same time relieves the air pressure from the boost control actuator by allowing it to vent to the atmosphere. The boost control actuator then closes, resulting in increased charge air pressure.
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Exhaust Gas Recirculation (EGR) System
Figure 10
1. 2. 3. 4.
EGR system
5. 6. 7. 8. EGR module Air supply line assembly EGR throttle valve Rear outer EGR tube 9. Rear inner EGR tube 10. Coolant elbow 11. EGR control valve - EGR cooler module air line assembly
EGR control valve Air inlet duct Front inner EGR tube Front outer EGR tube
EGR System Overview The EGR system reduces Nitrogen Oxides (NOX) engine emissions by introducing cooled exhaust gas into the air inlet duct. NOX forms during a reaction between nitrogen and oxygen at high temperatures during combustion. An Exhaust Lambda Sensor (ELS) located in the exhaust pipe, monitors the oxygen content in the exhaust gas and provides input to the Engine Control Module (ECM) to control the EGR throttle valve. The ECM monitors signals from the Manifold Air Temperature (MAT) sensor and Engine Coolant
Temperature (ECT) sensor to control the EGR system. The EGR is switched off (EGR throttle valve closed) if any of the following conditions are present: Charge air temperatures is below 10C (50F) Charge air temperature exceeds 70C (158F) Engine coolant (203F) temperature exceeds 95C
During engine retarder control operation Acceleration/high engine load
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EGR Flow Exhaust gas from the exhaust manifold ows through the rear EGR tubes to EGR throttle valve. When the EGR is activated, the EGR throttle valve opens and allows exhaust gas to enter the EGR module for cooling. Cooled exhaust gas ows through the front EGR tubes into the air inlet duct where it is mixed with ltered intake air. EGR Control The EGR system consists of an EGR module, EGR control valve, and Exhaust Lambda Sensor (ELS). The EGR module contains an EGR throttle valve which consists of an air actuator cylinder, mounting bracket, and valve. Within the air actuator cylinder is an Exhaust Gas Recirculation Position (EGRP) sensor. The EGR throttle valve is installed at the rear of the EGR module on the right side of engine valve cover and limits the exhaust gas ow into the EGR cooler. The EGR actuator cylinder uses compressed air controlled by the EGR control valve to move and hold position of an exhaust gas apper valve internal to the EGR module. The EGRP sensor located inside the actuator cylinder, monitors and provides an EGR control valve position signal to the ECM. The EGR control valve is connected to the truck compressed air system and regulates the air supply
to the EGR throttle valve based on the Pulse Width Modulated (PWM) signal from the ECM. The ELS is installed in the exhaust pipe in front of the aftertreatment fuel injector. The ELS has a heater element that heats the sensor to its normal operating temperature of 780C (1436F). During initial engine warm-up the ELS heater element is activated only after the engine coolant reaches 40C (104F) and the exhaust gas temperature exceeds 100C (212F) for more than 30 seconds. EGR Open Loop System During the engine warm-up period and before the ELS reaches its normal operating temperature, the EGR system operates in open loop. In open loop, the EGR system is controlled by the ECM based on the charge air temperature, engine coolant temperature, engine speed, and load conditions. The EGR actuator provides feedback to the ECM on current valve position through the EGRP sensor. EGR Closed Loop System After the ELS reaches its operating temperature, the EGR system switches to closed loop operation. In closed loop, the EGR system is controlled by the ECM based on the ELS readings.
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Aftertreatment (AFT) System
Figure 11
AFT system overview
The AFT system, part of the larger exhaust system, processes engine exhaust to meet emissions requirements. The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe. The AFT system performs the following functions: Monitors exhaust gases and controls engine operating parameters for emission processing and failure recognition Cancels regeneration in the event of catalyst or sensor failure Monitors the level of soot accumulation in the Diesel Particulate Filter (DPF) and adapts engine operating characteristics to compensate for increased backpressure
Controls engine operating parameters to make regeneration automatic Maintains vehicle and engine performance during regeneration
Aftertreatment Fuel Injection The aftertreatment system injects fuel into the exhaust gas to increase the temperature necessary for DPF regeneration. Control of the aftertreatment fuel injection is done by the Aftertreatment Control Module (ACM). The ACM receives data from the aftertreatment sensors directly and determines when regeneration is required.
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23
Figure 12
1.
Aftertreatment fuel injection components

2. Aftertreatment Fuel Injector (AFI) 3. Hydrocarbon (HC) cut-off valve
Fuel supply assembly
Hydrocarbon (HC) Cut-off Valve The HC cut-off valve is installed on the left side of the engine in front of the air compressor. The HC
cut-off valve is connected to the clean side of the low pressure fuel system as well as to the fuel return line, and controls the fuel ow to the AFI.
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ACM sends a voltage to the AFI solenoid valve to open and inject fuel into the turbo exhaust pipe. To protect the AFI internal components, continuous engine coolant ow through the AFI is maintained by external coolant supply and return lines.
Diesel Particulate Filter (DPF) The DPF does the following: Figure 13
1. 2. 3. 4. 5. 6. 7.
Captures and temporarily stores carbon-based particulates in a lter Allows for oxidation (regeneration) of stored particulates once loading gets to a particular level (pressure drop) Provides the required exhaust back pressure drop for engine performance Stores non-combustible ash
HC cut-off valve
HC cut-off valve Aftertreatment Fuel Pressure (AFP) sensor Aftertreatment Fuel Supply (AFS) valve Fuel supply from fuel lter housing assembly Aftertreatment Fuel Drain (AFD) valve Fuel return to tank Fuel supply to AFI
Diesel Oxidation Catalyst (DOC) The DOC does the following: Oxidizes hydrocarbons and carbon monoxide (CO) in exhaust stream Provides heat for exhaust system warm-up Aids in system temperature management for the DPF Oxidizes NO regeneration into NO2 for passive DPF
The AFS valve controls the fuel supply to the AFI when regeneration is required. The AFS valve is controlled by the ACM. The AFP sensor monitors the fuel pressure in the aftertreatment fuel system and provides a signal to the ACM. The AFD valve is used to relieve the pressure from the aftertreatment fuel system. A fuel overpressure can occur due to fuel thermal expansion inside the AFI fuel supply line. When the fuel pressure increases, the ACM commands the AFD to open and relieve the fuel pressure into the fuel return to tank line. Aftertreatment Fuel Injector (AFI) The AFI is located on the right side of the engine and is installed on the turbo exhaust pipe after the Exhaust Lambda Sensor (ELS). Pressurized fuel is supplied to the AFI from the HC cut-off valve through the fuel supply assembly. When the conditions required for regeneration are met, the
Aftertreatment System Conditions and Responses The operator is alerted of system status either audibly or with instrument panel indicators. Automatic or manual regeneration is required when levels of soot exceed acceptable limits. For additional information see the applicable vehicle Operators Manual and the vehicle visor placard.
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25
Fuel Management System
Figure 14
1. 2. 3.
Fuel system
4. 5. 6. Fuel lter housing assembly Fuel primer pump assembly Low pressure fuel pump 7. High pressure pump
Injector (6) Engine Control Module (ECM) Pressure pipe rail
The International MaxxForce 11 and 13 engines are equipped with a high pressure common rail injection system. The common rail fuel injection system provides fuel under constant high pressure to the fuel injectors for optimal fuel atomization in the combustion chamber. Fuel is pumped from the tank and through a fuel strainer element by a low pressure fuel pump mounted on the left side of engine. Fuel ows from the low pressure fuel pump through a main
fuel lter housing assembly before being supplied to a high pressure pump. The high pressure pump supplies high pressure fuel to a pressure pipe rail, which feeds the injectors through individual tubes. The low pressure fuel pump and the high pressure pump are assembled as one gear driven unit. The fuel system is controlled by the ECM, various sensors, and the Fuel Pressure Control Valve (FPCV) located in the high pressure pump.
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In addition to providing high pressure fuel to the injectors, the fuel system also provides low pressure ltered fuel to the aftertreatment and cold start assist systems.
Low Pressure Fuel System
Figure 15
1. 2. 3. 4. 5. 6. 7.
Low pressure fuel system

8. 9. 10. 11. 12. 13. Injector fuel return Fuel return line Filter T-connector fuel line Return from fuel lter connection Water drain valve Fuel supply to high pressure pump connection 14. Fuel supply to fuel lter connection 15. Engine Fuel Pressure (EFP) sensor 16. Low pressure fuel pump (part of high pressure pump)
Preliminary lter feed fuel line Bleeder valve Fuel primer pump assembly Fuel lter housing assembly Fuel supply from tank connector Fuel return to tank connector Rail pressure relief valve return
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The low pressure fuel system pumps fuel from the tank through the fuel strainer element and separator lter element, then to the high pressure fuel system, cold start assist system, and aftertreatment system. The low pressure fuel system consists of fuel lines, fuel primer pump assembly, low pressure fuel pump, fuel lter housing assembly, and fuel pressure sensor. Fuel Primer Pump Assembly The fuel is drawn from the tank through the fuel primer pump assembly and into the low pressure fuel pump. The fuel primer pump assembly has an integrated fuel strainer element that can be washed. The fuel primer pump assembly is manually operated and is used to prime the low pressure fuel system anytime the system is emptied. Low Pressure Fuel Pump Fuel is drawn from the fuel primer pump assembly into the low pressure fuel pump. The low pressure fuel pump is anged to and is driven by the high pressure pump. The low pressure fuel pump supplies fuel to the fuel lter housing assembly at pressures varying between 496 kPa (72 psi) at idle, and 896 kPa (130 psi) at rated speed. The low pressure fuel pump
is equipped with an internal pressure regulator that relieves the fuel pressure internally if the pressure exceeds 896 kPa (130 psi). Fuel Filter Housing Assembly The fuel lter housing assembly is located on the left side of the engine and has a disposable lter element. An Engine Fuel Pressure (EFP) sensor is installed on the front side of the fuel lter housing assembly and it measures fuel pressure between the low pressure fuel pump and the lter element. The fuel lter housing assembly also has a drain valve that allows water and dirt to be drained periodically and during lter element replacement. An additional function of the fuel lter housing assembly is fuel system self-deaeration. The air separated from fuel is pushed back into the fuel tanks through the return line. The fuel lter housing assembly is equipped with two additional ports to provide ltered fuel to the aftertreatment system and to the cold start assist system. An orice regulator is integrated into the fuel lter housing assembly and regulates the fuel pressure for the cold start assist system to 55 kPa (8 psi).
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High Pressure Fuel System
Figure 16
1. 2. 3. 4.
High pressure fuel system

5. Fuel Pressure Control Valve (FPCV) (part of high pressure pump) Fuel return from high pressure pump threaded union 7. Fuel supply to high pressure pump threaded union 8. High pressure pump 9. Pressure line 10. Fuel Rail Pressure (FRP) sensor 11. Injection line (6)
Pressure pipe (6) Injector (6) Rail pressure relief valve Pressure pipe rail
6.
Pressurization and injection are separate in the common rail injection system. The optimal injection pressure is generated by the high pressure pump at any engine speed. High pressure fuel quantity from high pressure pump is controlled by a proportional valve. The injection timing and quantity are calculated in the Engine Control Module (ECM) and implemented
by solenoid valve controlled injectors. The use of solenoid valve controlled injectors allows three injections per cycle. The rst injection is used to reduce combustion noise and emissions by introducing a small amount of fuel into the cylinder, preventing a rapid rise in cylinder pressure when combustion begins. The rst injection
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occurs only during idling and in partial load mode. The second injection is the main injection. This injection allows high temperatures to be maintained during combustion, but not long enough to allow generation of large soot amounts. The third injection is done during the power stroke to maximize cylinder temperature and reduce engine soot generation. The high pressure fuel system consists of high pressure pump with integrated Fuel Pressure Control Valve (FPCV), pressure pipe rail, fuel high pressure fuel lines, injectors, FRP sensor, and pressure relief valve. High Pressure Pump The high pressure pump supplies the necessary quantity of high pressure fuel for all operating engine modes. The high pressure pump is gear driven and is fuel lubricated. Fuel from the low pressure fuel pump is forced through the fuel lter housing assembly and into the high pressure pump. The ow of fuel to the suction chamber of the high pressure pump is controlled by the FPCV in order to control the high pressure fuel output. Fuel Pressure Control Valve (FPCV) The FPCV is a variable position actuator installed on the suction side of the high pressure pump and controls the output fuel pressure. The ECM sends a Pulse Width Modulated (PWM) signal to control the FPCV. A 100% duty cycle PWM signal corresponds to zero fuel pressure delivery, while a 0% duty cycle PWM corresponds to maximum fuel pressure delivery. Pressure Pipe Rail The pressure pipe rail is a high pressure fuel storage unit. The storage volume of the pressure pipe rail is
designed to reduce pressure pulses caused by the high pressure pump and injectors, and to maintain constant fuel pressure even when large fuel quantities are injected into the cylinders. Connection between the pressure pipe rail and injectors are made through individual injection lines. Fuel Rail Pressure (FRP) Sensor The FRP sensor is a variable resistance sensor that monitors the fuel pressure in the high pressure fuel rail. The FRP sensor is mounted in the front of the high pressure pipe rail on the left side of the engine. Pressure Relief Valve The pressure relief valve maintains the fuel pressure inside the pressure pipe rail below 179,000 kPa (26,000 psi). If the high pressure pump fuel output exceeds 179,000 kPa (26,000 psi), the pressure relief valve opens and allows fuel to ow into the fuel return line. With the pressure relief valve open, the fuel pressure in the pressure pipe rail drops to approximately 80,000 kPa (11,600 psi). Injector The International MaxxForce 11 and 13 engines are equipped with electronically controlled injectors. During engine operation, injectors are supplied at all times with high pressure fuel, and the injector solenoid valves open up to three times per cycle. The injectors are positioned vertically in the center of the cylinder head and are held in place by brackets. The seal between the injectors and the combustion chamber consists of a copper washer on the tip of each injector.
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Engine Lubrication System
Figure 17
1. 2.
Oil system overview (typical)

3. 4. Oil suction line Oil return tube
Oil module Oil pump
Engine oil pressure is generated by a gerotor oil pump located inside the front cover and is driven off of the crankshaft gear. The oil module is located on the right side of the engine and houses the oil lter element, the oil cooler assembly, and the oil pressure regulator. Pressurized ltered oil passes between the oil lter
element and cylinder head through an external ange elbow. Oil drains back into the oil module through a separate passage in the external ange elbow, and into the crankcase from an opening at the rear of the cylinder head.
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Oil Flow and Components
Figure 18
1. 2. 3. 4. 5. 6.
Oil ow
7. 8. Oil supply to air compressor Oil supply to crankshaft main bearings 9. Oil supply to piston oil sprayer nozzles 10. Oil supply to turbochargers 11. Oil supply to drive housing 12. 13. 14. 15. 16. 17. Oil supply to front cover Oil pump output Oil pressure relief valve Oil supply to oil module Oil return shutoff valve Oil cooler
Oil lter element Oil return from cylinder head Oil supply to exhaust valve bridge Oil supply to rocker gear Oil supply to camshaft bearings Oil supply to intermediate gears
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Figure 19
1. 2. 3. 4.
Oil module ow
5. 6. 7. 8. 9. Oil cooler Oil return shutoff valve Oil supply to crankcase Oil return to crankcase Oil pressure relief valve 10. Oil supply from oil pump 11. Crankcase breather oil return connection 12. Oil module to crankcase breather connection
Oil lter bypass valve (part of oil module) Oil supply to cylinder head Oil lter element Service oil drain valve
Unltered oil is drawn from the oil pan through the pickup tube and front cover passage by the crankshaft driven gerotor pump. The pressurized oil is moved through a vertical crankcase passage and into the oil module. Inside the oil module, unltered oil ows through plates in the oil cooler heat exchanger. Engine coolant ows around the plates to cool the surrounding oil. An oil return shutoff valve installed at the exit from the oil cooler prevents the oil from draining through the
oil pump and back into the oil pan when the engine is stopped. If the oil pressure coming out of the oil pump is too high, a pressure relief valve allows the excess oil to return through the crankcase and into the oil pan before entering the oil cooler. Oil that exits the oil cooler ows through a return shutoff valve that prevents the oil from draining back into the oil pan. From the return shutoff valve, oil enters the oil lter element and ows from the outside to the inside of the lter element to remove debris.
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When the lter is restricted, an oil lter bypass valve opens and allows oil to bypass the lter so engine lubrication is maintained. If the oil pressure inside the oil lter element is too high, an oil pressure relief valve, located at the bottom of the oil lter element housing, allows the excess oil to return to the oil pan. After passing through the oil lter element, the oil ow is directed to the cylinder head and the crankcase. Clean oil enters cylinder head through an external ange elbow connected directly to the oil module. Inside the cylinder head, oil ows through passages to lubricate the camshaft bearings, rocker arms, exhaust valve bridges, and cylinder intermediate gear. Clean oil enters the crankcase directly from the oil module to lubricate the crankshaft, high pressure pump, air compressor, intermediate gears, and
turbochargers. The crankshaft has cross-drillings that direct oil to the connecting rods. Oil sprayer nozzles continuously direct cooled oil to the bottom of the piston crowns. The turbochargers are lubricated with ltered oil from an external supply tube that connects the main oil gallery from the crankcase to the center housing of each turbocharger. Oil drains back to the oil pan through the low and high pressure turbocharger oil return pipes connected to the crankcase. A service oil drain valve, located at the bottom of the lter element cavity, opens automatically when the lter element is lifted for replacement, and allows the oil from the oil lter element cavity to drain into the oil pan.
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Figure 20
1. 2. 3. 4. 5. 6. 7. 8.
Oil module
12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. Oil cooler Oil cooler gaskets Oil pressure relief valve Oil module Plug seal (2) M33 x 2 plug (2) M8 x 80 hex bolt (2) Plug seal M38 x 1.5 plug BS-16.7 x 24.0 O-ring seal Engine Oil Pressure (EOP) sensor 23. Adapter lines (electrical connections) 24. M6 x 18 hex bolt (2) 25. Oil return tube 26. Straight tting 27. Engine Oil Temperature (EOT) sensor 28. M8 x 55 hex bolt (2) 29. O-ring seal 30. O-ring seal 31. Breather cup 32. M6 bolt with washer (2)
Oil lter cover O-ring seal Oil lter element M8 x 50 hex bolt (3) Flange elbow DMR20/DN14 extension tube DMR37/DN29 extension tube Oil lter bypass valve (part of oil module) 9. Gasket for ange elbow 10. Seal 11. M10 x 1.0 plug
The oil module contains a canister style lter, the oil cooler, the EOP and EOT sensors, a pressure relief valve, an oil lter bypass valve, and an oil return shutoff valve. The oil module housing also collects, and then directs crankcase emissions to the breather
system through the breather cup at the top of the oil module housing. The oil that separates from the crankcase emissions before it reaches the breather system is drained back into the oil pan through the oil return tube.
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Engine Cooling System

Cooling System Components
Figure 21
1. 2. 3. 4. 5. 6.
Cooling system components

7. 8. 9. 10. 11. 12. 13. 14. Low Temperature Radiator (LTR) coolant supply pipe Coolant return from LTR Coolant elbow (supply to radiator) LPCAC return coolant pipe Thermostat housing assembly Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV) Water pump 15. LPCAC 16. Distributor case 17. Coolant elbow (return from radiator) 18. Surge tank line connector 19. Charge Air Cooler (CAC) return coolant pipe 20. AFI coolant return line
Aftertreatment Fuel Injector (AFI) coolant supply line Low Pressure Charge Air Cooler (LPCAC) supply coolant pipe Coolant elbows (supply to EGR cooler) High Pressure Charge Air Cooler (HPCAC) return coolant pipe HPCAC supply coolant pipe HPCAC
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Cooling System Flow
Figure 22
Cooling system ow
The water pump is located on the distributor case and draws coolant from the radiator through the coolant inlet at the lower right side of the distributor case. The International MaxxForce 11 and 13 engines have no coolant passages between the crankcase and cylinder head through the cylinder head gasket. This design eliminates the possibility of coolant leaks at the cylinder head gasket. Coolant in and out of the crankcase and cylinder head is directed through external passages. Coolant ows through the crankcase and cylinder head from front to rear. This coolant ows around the cylinder liners
and combustion chambers to absorb heat from combustion. Coolant exiting the crankcase and cylinder head at the rear of the engine is directed through an external coolant elbow to the Exhaust Gas Recirculation (EGR) module. Coolant passes between the EGR cooler plates, travels parallel to the exhaust ow, and exits into the distributor case. A deaeration port on the top of the EGR module directs coolant and trapped air towards the coolant surge tank. Coolant from the pump also ows through the HPCAC and the LPCAC to regulate the charge air temperature. Flow through the charge air coolers
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is controlled by the Coolant Mixer Valve (CMV) and Coolant Flow Valve (CFV). Depending on the coolant temperature, CMV sends coolant through the Charge Air Coolers (CACs), or indirectly to the CACs, after going through the Low Temperature Radiator (LTR) located in front of the main coolant radiator. When the charge air temperature is too low, CMV bypasses the LTR and directs all the coolant through the CACs. When the charge air temperature increases, CMV directs a percentage of the coolant to the LTR before it enters the CACs to cool the charge air. If the engine coolant temperature is too high, CMV sends all of the coolant ow through the LTR and through the CACs to help cool the engine faster. Both coolant valves are controlled by the Engine Control Module (ECM) based on signals from the Engine Coolant Temperature (ECT) sensor, ECT2 sensor, and the Manifold Air Pressure/Intake Air Temperature 2 (MAP/IAT2) sensors. Coolant ow to the radiator is controlled by two thermostats. When the thermostats are closed, coolant owing out of the EGR cooler is directed through a bypass port inside the front cover into the water pump. When the thermostats are open the bypass port is blocked, and coolant is directed from the engine into the radiator. Coolant passes through the radiator and is cooled by air owing through the radiator from ram air and operation of the coolant fan. The coolant returns to the engine through the inlet elbow. The air compressor is cooled with coolant supplied by a hose from the left side of the crankcase. Coolant passes through the air compressor cylinder head and returns through a passage inside the crankcase to the distributor case. The oil module receives coolant from a passage in the crankcase. Coolant passes between the oil cooler plates and returns back to the water pump suction passage located in the front cover.
The thermostat housing assembly has two outlets. One directs coolant to the radiator when the engine is at operating temperature. The second outlet directs coolant to the water pump until the engine reaches operating temperature. The thermostats begin to open at 83C (181F) and are fully open at 91C (196F). When engine coolant is below the 83C (181F) the thermostats are closed, blocking coolant ow to the radiator. Coolant is forced to ow through a bypass port back to the water pump. When coolant temperature reaches the opening temperature of 83C (181F) the thermostats open allowing some coolant to ow to the radiator. When coolant temperature exceeds 91C (196F), the lower seat blocks the bypass port directing full coolant ow to the radiator.
Coolant Control Valve (CCV) operation The CCV is installed on the upper right side of the distributor housing and controls the coolant ow to the CACs. The CCV has two separate solenoid actuated valves; CMV, and CFV. The CMV and the CFV are part of the CCV assembly and cannot be serviced separately. The CMV and CFV solenoids are controlled by two separate Pulse Width Modulated (PWM) signals from the ECM. The PWM signal duty cycles vary between 0% and 100% depending on the coolant and charge air temperature. CFV The CFV is installed on the lower side of CCV and controls the amount of coolant ow through the LPCAC and HPCAC. If the engine coolant temperature is too low, the CFV closes to reduce the coolant ow through the CACs. CMV
Thermostat Operation The International MaxxForce 11 and 13 engines are tted with two thermostats in a common housing to ensure sufcient coolant ow in all operating conditions. The thermostats are located at the top of the distributor case.
The CMV is installed on the upper side of CCV and controls the coolant ow through the LTR. When the temperature of the charge air and coolant coming out of the CACs is low, the CMV directs the coolant through a LTR bypass directly into the CACs. This helps the engine reach its normal operating temperature faster. If the temperature of the charge air and coolant coming out of the CACs is high, the CMV directs the coolant ow through the LTR. This
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prevents an overheating of the charge air cooler which can result in failure of the CACs.
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Engine Retarder System

The engine retarder system is optional equipment for all engine displacements. The engine retarder system uses exhaust back pressure and engine oil pressure to improve the engine braking power by holding the exhaust valves slightly open during the cylinder compression and power strokes. During engine retarder operation, both the compression and expansion strokes of the power cylinders are used to absorb road speed energy through the powertrain. The operator can enable or disable the engine retarder by pressing a dash mounted ON/OFF switch. Engine Retarder Control System Components
Figure 23
1. 2. 3. 4.
Engine retarder control system external components

5. 6. 7. 8. Ring union Size 6 hollow screw 10 x 1.35 seal (2) Air supply line assembly 9. 10. 11. 12. Pressure air line M8 x 16 x 20 stud bolt Pressure line Straight union
Exhaust manifold with buttery DMR 114 proled clamp M8 x 55 hex bolt (2) Retarder control
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Figure 24
1. 2. 3. 4.
Engine retarder control system internal components

5. 6. 7. 8. 9. Rocker arm Valve cover Camshaft Oil passage Check valve 10. 11. 12. 13. Engine retarder piston Spring Plug Counterpiece
Valve bridge orice Engine retarder adjusting screw Exhaust valve lash adjusting screw Exhaust valve bridge
Retarder Control The retarder control is a proportional valve that controls the compressed air supply to the buttery valve actuator located in the exhaust manifold. Compressed air is supplied to the retarder control from the truck air system. The retarder control has an integrated exhaust back pressure sensor that is connected to the retarder exhaust manifold through a pressure line. The retarder control monitors the exhaust back pressure and automatically adjusts the buttery valve position to achieve optimum exhaust back pressure for maximum engine retarder efciency.
The retarder control is installed on the lower right side of the engine. Engine Retarder Exhaust Manifold The engine retarder exhaust manifold is located in the exhaust system on the right side of the engine, immediately after the low pressure turbocharger. A buttery valve inside the engine retarder exhaust manifold is open and closed by an external air controlled actuator. Compressed air to the actuator is provided through the retarder control.
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Engine Retarder Counterpiece and Exhaust Valve Bridge The engine retarder control system uses engine oil pressure to hold the exhaust valves slightly open during engine retarding. Pressurized engine oil is supplied through the rocker arms to the engine retarder piston located inside the exhaust valve bridge. A spring located inside the valve bridge ensures that the valve bridge and the exhaust rocker arm are in contact at all times during engine operation, to ensure continuous oil supply to the engine retarder piston. The spring height is taken into consideration when the valve lash is adjusted, and requires the technician to fully compress the spring before setting the exhaust valves lash. The spring also pushes the engine retarder piston onto the exhaust valve stem. The counterpiece has a retarder lash adjusting screw that blocks the orice located on the valve bridge. When the rocker arm pushes the valve bridge to open the exhaust valves, the orice allows the release of oil pressure inside the valve bridge.
slightly during retarder operation. As the exhaust valve opens slightly, a spring pushes the engine retarder piston inside the exhaust valve bridge forcing it to follow the exhaust valve stem. As the engine retarder piston is pushed down, the engine oil supplied through the rocker arm passage lls the space behind the engine retarder piston. A check valve inside the exhaust valve bridge and an orice blocked by the engine retarder adjusting screw prevent the oil from backing up, causing a hydraulic lock behind the engine retarder piston. The locked engine retarder piston holds the exhaust valve slightly open until the next exhaust stroke. At the beginning of the exhaust stroke, the camshaft lobe pushes the rocker arm onto the exhaust valve bridge opening the exhaust valves completely. As the valve bridge is pushed down by the rocker arm, the orice located in the valve bridge above the engine retarder piston opens and bleeds off the oil that caused the hydraulic lock inside the valve bridge. At the end of the exhaust stroke, the exhaust valve closes completely and, if the engine retarder is still activated, the cycle repeats on all power cylinders. When the engine retarder is deactivated, the buttery valve opens, releases the exhaust back pressure, and the exhaust valves return to normal operation at the next exhaust stroke.
Engine Retarder System Operation When the engine retarder is operated, the engine retarder buttery valve in the exhaust system is closed and exhaust back pressure builds up in the cylinder head exhaust ports. The increased exhaust back pressure forces the exhaust valves to open
Preliminary (Closed Breather System - September 2008
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Closed Crankcase Breather System

Closed Crankcase Breather System Components
Figure 25
1. 2.
Closed crankcase breather system

3. 4. 5. CDR hose assembly Cyclone breather Oil return tube assembly 6. 7. Service breather assembly Breather inlet tube assembly
Breather outlet tube assembly Crankcase Depression Regulator (CDR) valve
Closed Crankcase Breather System Operation The closed crankcase breather system is designed to control crankcase pressure and reduce engine emissions by cleaning and reintroducing blow-by gases into the air inlet. In a normally open crankcase system, the blow-by gases are allowed to escape to the environment. In the new closed system, the blow-by gases are cleaned by the breather lter,
combusted in the engine, and nally treated by the engine aftertreatment system in the exhaust system. The primary component of the system is the breather lter, located in the service breather assembly. The breather lter is designed to separate oil mist from the blow-by gases. The blow-by gases exit the crankcase on the upper side of the oil module and enter the breather system
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through the breather inlet tube. From the breather inlet tube, the crankcase gases enter the service breather assembly where heavy oil particles are separated and drained back into the oil pan through check valve equipped oil return tubes. From the service breather assembly the crankcase gases pass through a cyclone breather that passively spins the air to help remove any remaining ne oil mist. All oil captured by the cyclone breather also returns to the oil pan through the oil return tubes.
The cleaned crankcase gas from the cyclone breather is directed into the CDR valve and then into the turbocharger air intake. The CDR valve limits the amount of vacuum that the air intake system can pull on the crankcase. Near zero crankcase pressures are desirable as they promote good gasket sealing and good turbochargers oil drainage. During engine operation, crankcase pressure can be slightly positive or slightly negative depending upon engine speed and load.
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Cold Start Assist System

Cold Start Assist System Components
Figure 26
1. 2.
Cold start assist system

3. 4. Cold start supply tube Cold Start Solenoid (CSS) valve 5. MV-glow plug fuel line
Glow plug Cold Start Relay (CSR)
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Glow Plug The glow plug is connected to the MV-glow plug fuel line. The function of the glow plug is to heat the intake air by vaporizing and igniting fuel in the air inlet duct.
Cold Start Solenoid (CSS) Valve The CSS valve is located on the left side of the engine and is controlled by the EIM. The CSS valve is supplied with low fuel pressure regulated fuel from the fuel lter housing assembly through the cold start supply tube. When the EIM provides battery voltage to the CSS valve, the solenoid opens and allows fuel to ow to the glow plug through the MV-glow plug fuel line.
Cold Start Assist System Operation The cold start assist system operates only in temperatures lower than 11C (52F). When the truck operator turns the ignition key on, the wait to start lamp in the instrument cluster illuminates. Based on the temperature reading from the Engine Coolant Temperature (ECT) sensor, the EIM activates the Cold Start Relay (CSR). The CSR then energizes the glow plug for approximately 40 seconds, or approximately 100 seconds if the truck is operated at altitudes of over 5000 ft above sea level. Once the glow plug is heated to approximately 900C (1650F), the wait to start lamp starts to ash and the operator needs to engage the starter. When the engine starts rotating, the CSS valve opens and allows fuel to enter the glow plug through the MV-glow plug fuel line. Inside the glow plug, the fuel passes through the vaporizer tube. The vaporized fuel then mixes with the intake air and ignites in contact with the heater element. Once the engine starts the glow plug remains energized and fuel continues to be injected, and the wait to start lamp continues to ash for approximately two minutes. When the wait to start lamp stops ashing, the glow plug and the CSS valve are deactivated. If the operator accelerates while the wait to start lamp ashes, the increase intake air ow extinguishes the combustion at the glow plug and reduces the effectiveness of the cold start assist system.
Figure 27
1. 2. 3. 4. 5. 6. 7. 8.
Glow plug
Electrical connection Insulation MV-glow plug fuel line connection Metering device Vaporizer lter Vaporizer tube Heater element Protective sleeve
The glow plug has an internal fuel metering device, a vaporizer lter, a vaporizer tube, a heater element, and a protective sleeve. The protective sleeve has holes that allows enough air to pass through the glow plug to enable the fuel vapor combustion. At the same time the protective sleeve prevents the intake air ow from extinguishing the combustion process. The glow plug is installed on the left front side of the engine in the air inlet duct. Cold Start Relay (CSR) The CSR is located on the left side of the engine above the Engine Control Module (ECM). The CSR provides voltage to the glow plug and is controlled by the Engine Interface Module (EIM).
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Electronic Control System

Electronic Control System Components The International MaxxForce 11 and 13 engines are equipped with three control modules; Engine Control Module (ECM), Engine Interface Module (EIM) and Aftertreatment Control Module (ACM).
Continuous calculations in the control modules occur in the foreground and background. Foreground calculations are faster than background calculations and are normally more critical for engine operation. Engine speed control is an example. Background calculations are normally variables that change at slower rates. Engine temperature is an example.
Operation and Function The control modules monitor and control engine performance to ensure maximum performance and adherence to emissions standards. The ECM, EIM, and ACM perform the following functions: Provide reference voltage (VREF) Condition input signals Process and store control strategies Control actuators
Diagnostic Trouble Codes (DTCs) are set by the microprocessor if inputs or conditions do not comply with expected values. Diagnostic strategies are also programmed into the control modules. Some strategies monitor inputs continuously and command the necessary outputs for correct performance of the engine.
Microprocessor Memory The ECM microprocessor includes Read Only Memory (ROM) and Random Access Memory (RAM). ROM ROM stores permanent information for calibration tables and operating strategies. Permanently stored information cannot be changed or lost when the ignition switch is turned to OFF or when power to the control modules is interrupted. ROM includes the following: Vehicle conguration, modes of operation, and options Engine Family Rating Code (EFRC) Engine warning and protection modes
Reference Voltage (VREF) The control modules supply 5 volt VREF signals to input sensors in the electronic control system. By comparing the 5 volt VREF signal sent to the sensors with their respective returned signals, the control modules determine pressures, positions, and other variables important to engine and vehicle functions.
Signal Conditioner The signal conditioner in the internal microprocessor converts analog signals to digital signals, squares up sine wave signals, or amplies low intensity signals to a level that the control modules microprocessors can process.
RAM Microprocessor The control modules microprocessors store operating instructions (control strategies) and value tables (calibration parameters). The control modules compare stored instructions and values with conditioned input values to determine the correct strategy for all engine operations. RAM stores temporary information for current engine conditions. Temporary information in RAM is lost when the ignition switch is turned to OFF or power to control module is interrupted. RAM information includes the following: Engine temperature Engine rpm Accelerator pedal position
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Actuator Control The ECM controls the actuators by applying a low level signal (low side driver) or a high level signal (high side driver). When switched on, both drivers complete a ground or power circuit to an actuator. Actuators are controlled in one of the following ways, depending upon type of actuator: Duty cycle (percent time on/off) Controlled pulse width Switched on or off CAN messages
Retarder Control The retarder control is a proportional valve with integrated exhaust back pressure sensor that controls the buttery valve in the retarder exhaust manifold. The retarder control regulates the amount of air pressure applied to the pneumatic cylinder. The pneumatic cylinder actuates the engine retarder buttery valve in the exhaust system in response to commands by the ECM. The retarder control is mounted on a bracket on the lower right side of the engine, near the front. Exhaust Gas Recirculation (EGR) Control Valve
Actuators Control modules control engine operation with the following: Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV) Retarder control Exhaust Gas Recirculation (EGR) control valve Exhaust Gas Recirculation Position (EGRP) sensor Boost Control Solenoid (BCS) valve Cold Start Relay (CSR) Cold Start Solenoid (CSS) valve Intake Throttle Valve (ITV) Fuel Pressure Control Valve (FPCV)
The EGR control valve controls the EGR throttle valve. The EGR control valve receives the desired EGR position from the ECM to activate the EGR throttle valve for exhaust gas recirculation. The EGR control valve then regulates the amount of air pressure applied to the pneumatic actuator that controls the ow of exhaust gases through the EGR system. The EGR control valve is mounted to the EGR module on top of the engine. Exhaust Gas Recirculation Position (EGRP) Sensor The EGRP sensor monitors the position of the EGR throttle valve. The closed loop control system uses the EGR position signal. The ECM monitors the EGRP signal and determines the amount of air pressure the EGR control valve should then provide to the EGR throttle valve actuator. The EGRP sensor is contained within the EGR throttle valve actuator on the right side of the EGR module at the top right side of the engine. The EGRP sensor is not serviced individually. Boost Control Solenoid (BCS) Valve The BCS valve controls the boost control actuator on the high pressure turbocharger. The BCS valve either applies air pressure to the boost control actuator, or vents system pressure to the atmosphere, in response to commands from the ECM.
Coolant Mixer Valve (CMV) and Coolant Flow Valve (CFV) The CMV and CFV are a combined solenoid assembly that regulate coolant ow and temperature through the Charge Air Coolers (CACs). CFV controls the rate of coolant ow through the CACs and CMV regulates the temperature of the coolant, by directing the coolant either through the low temperature radiator or through an internal bypass. Both valves are controlled by the ECM. The CMV and CFV are mounted on the Coolant Control Valve (CCV), which is located on the right side of the front cover.
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The BCS valve is mounted on a bracket on the lower right side of the engine, near the front. Cold Start Relay (CSR) The cold start assist system aids cold engine starting by warming the incoming air supply prior to, and during, cranking. The EIM is programmed to energize the glow plug elements through the CSR while monitoring certain programmed conditions for engine coolant temperature, intake air temperature, engine oil temperature, and atmospheric pressure. The EIM activates the CSR. The relay delivers battery voltage (VBAT) to the heater element for a set time, depending on engine coolant temperature and altitude. The ground circuit is supplied directly from the battery ground at all times. The relay is controlled by switching on a voltage source from the EIM. Cold Start Solenoid (CSS) Valve The CSS valve controls the fuel ow to the glow plug during cold start assist operation. When the cold start assist is required, the EIM provides voltage to open the CSS valve during cranking. The CSS valve is mounted on the air inlet duct on the top left side of the engine. Intake Throttle Valve (ITV) The ITV is a variable position actuator that restricts intake air ow by way of an internal buttery valve to help heat the exhaust aftertreatment during regeneration, and to assist when heavy EGR is requested. The ITV changes buttery valve position in response to ECM signals. The ITV contains an internal position sensor that monitors buttery valve position and transmits a position signal to the ECM. The ITV is mounted on the air inlet duct on the top front of the engine. Fuel Pressure Control Valve (FPCV) The FPCV is a variable position actuator that regulates fuel pressure in the pressure pipe rail.
The FPCV changes valve position through pulse width modulated signals from the ECM. It controls the ow of fuel to the suction side of the high pressure pump. The FPCV is mounted on the upper side of the high pressure pump. They are serviced as an assembly.
Engine and Vehicle Sensors Thermistor Sensor
Figure 28
Thermistor
A thermistor sensor changes electrical resistance with changes in temperature. Resistance in the thermistor decreases as temperature increases, and increases as temperature decreases. Thermistors work with a resistor that limits current in the control module to a voltage signal matched with a temperature value. The top half of the voltage divider is the current limiting resistor inside the control module. A thermistor sensor has two electrical connectors, signal return and ground. The output of a thermistor sensor is a non-linear analog signal. Thermistor type sensors include the following: Aftertreatment temperature sensors Engine Coolant Temperature (ECT) sensors Engine Oil Temperature (EOT) sensor Intake Air Temperature (IAT) sensor Manifold Absolute Pressure/ Intake Temperature 2 (MAP/IAT2) Sensor Manifold Air Temperature (MAT) sensor Air
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Aftertreatment Temperature Sensors Three sensors used in the Aftertreatment System include the following: Exhaust Gas Temperature 1 (EGT1) sensor EGT2 sensor EGT3 sensor
The EOT signal is monitored by the ECM for cold start assist, EGR control valve operation, and engine fueling calculations. The EOT sensor is installed in the side of the oil module, on the right side of the engine. Intake Air Temperature (IAT) Sensor The Engine Interface Module (EIM) monitors the IAT signal to control injector timing and fuel rate during cold starts. The IAT signal is also used to control EGR position and intake throttle control. The IAT sensor is installed in the intake tube next to the air cleaner, on top of the engine. Manifold Absolute Pressure/Intake Air Temperature 2 (MAP/IAT2) Sensor The MAP/IAT2 sensor is used to measure the absolute charge-air pressure and intake air temperature. The MAP/IAT2 sensor is installed in the ITV on top of the engine. Manifold Air Temperature (MAT) Sensor The MAT sensor is a thermistor sensor that monitors the temperature of recirculated exhaust gas. EGR operation is shut down under certain temperature conditions, to prevent sulphurous acids from condensing under cold charge-air temperatures and to protect the engine from excessively hot intake air in the event of an EGR fault. The MAT sensor is installed in the intake channel of the cylinder head, on the left side of the engine.
The EGT1 sensor provides a feedback signal to the Aftertreatment Control Module (ACM) indicating Diesel Oxidation Catalyst (DOC) inlet temperature. The EGT1 sensor is the rst temperature sensor installed past the turbocharger and just before the DOC. The EGT2 sensor provides a feedback signal to the ACM indicating Diesel Particulate Filter (DPF) inlet temperature. The EGT2 sensor is the second temperature sensor installed past the turbocharger and just after the DOC. The EGT3 sensor provides a feedback signal to the ACM indicating DPF outlet temperature. The EGT3 sensor is the third temperature sensor installed past the turbocharger and just after the DPF. During a catalyst regeneration, the ACM and the ECM monitor all three sensors along with the EGR system and ITV. Engine Coolant Temperature (ECT) Sensor The ECT sensor is a thermistor sensor that detects engine coolant temperature. This engine has two ECT sensors. The ECT sensor is installed in the underside of the EGR coolant elbow at the back of the engine. The ECT2 sensor is installed in the Charge Air Cooler (CAC) coolant return pipe on the upper right side of the engine. The ECT and ECT2 signals are monitored by the ECM for operation of the instrument panel temperature gauge, coolant temperature compensation, charge air temperature control, optional Engine Warning Protection System (EWPS), and the wait to start lamp. The ECM uses ECT sensor input as a backup, if EOT sensor values are out of range. Engine Oil Temperature (EOT) Sensor The EOT sensor is a thermistor sensor that detects engine oil temperature.
Variable Resistance Sensor
Figure 29
Variable resistance sensor
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1 ENGINE SYSTEMS
Variable resistance sensors measure pressure. The pressure measured is applied to a ceramic material. The pressure forces the ceramic material closer to a thin metal disk. This action changes the resistance of the sensor. The sensor is connected to the control module through the VREF, signal, and signal ground wires. The sensor receives the VREF and returns an analog signal voltage to the control module. The control module compares the voltage with pre-programmed values to determine pressure. Variable resistance sensors include the following: Exhaust Gas Differential Pressure (EGDP) sensor Engine Fuel Pressure (EFP) sensor Engine Oil Pressure (EOP) sensor Fuel Rail Pressure (FRP) sensor
The EOP sensor is installed in the side of the oil module, on the right side of the engine. Fuel Rail Pressure (FRP) Sensor The FRP sensor is a variable resistance sensor that monitors the fuel pressure in the pressure pipe rail. The FRP sensor measures the fuel pressure just prior to injection. The FRP sensor is mounted in the front of the pressure pipe rail on the left side of the engine. Magnetic Pickup Sensor A magnetic pickup sensor contains a permanent magnet core that is surrounded by a coil of wire. The sensor generates a voltage signal through the collapse of a magnetic eld that is created by a moving metal trigger. The movement of the trigger then creates an AC voltage in the sensor coil. Magnetic pickup sensors used include the following: Crankshaft Position (CKP) sensor Camshaft Position (CMP) sensor Vehicle Speed Sensor (VSS)
Exhaust Gas Differential Pressure (EGDP) Sensor The EGDP sensor provides a feedback signal to the Aftertreatment Control Module (ACM) indicating the pressure difference between the inlet and outlet of the particulate lter. During a catalyst regeneration, the ACM and the ECM monitor this sensor along with three aftertreatment system thermistor sensors, the EGR system, and the ITV. The EGDP sensor is a differential pressure sensor with two tap-offs installed past the turbocharger. A tap-off is located before and after the DPF. Engine Fuel Pressure (EFP) Sensor The EFP sensor is a variable resistance sensor that measures fuel supply pressure. The EFP sensor provides feedback to the ECM for the low pressure fuel system. The EFP sensor is installed in the front of the fuel lter housing assembly on the left side of the engine. Engine Oil Pressure (EOP) Sensor The EOP sensor is a variable resistance sensor that detects engine oil pressure. The EOP signal is monitored by the ECM for operation of the instrument panel pressure gauge and optional EWPS.
Crankshaft Position (CKP) Sensor The CKP sensor is a magnetic pickup sensor that indicates crankshaft speed and position. The CKP sensor sends a pulsed signal to the Engine Control Module (ECM) as the crankshaft turns. The CKP sensor reacts to a 60 tooth timing disk machined into the ywheel. For crankshaft position reference, teeth 59 and 60 are missing. By comparing the CKP signal with the CMP signal, the ECM calculates engine rpm and timing requirements. The CKP sensor is installed in the top left of the ywheel housing. Camshaft Position (CMP) Sensor The CMP sensor is a magnetic pickup sensor that indicates camshaft speed and position. The CMP sensor sends a pulsed signal to the ECM as a toothed wheel on the camshaft rotates past the CMP sensor. The ECM calculates camshaft speed and position from CMP signal frequency.
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51
The CMP sensor is installed in the left rear of the cylinder head. Vehicle Speed Sensor (VSS) The VSS provides the EIM with transmission tail shaft speed by sensing the rotation of a 16 tooth gear on the rear of the transmission. The detected sine wave signal (AC) received by the EIM, is used with tire size and axle ratio to calculate vehicle speed. The VSS is located on the left side of the transmission housing for automatic transmissions, or at rear of the transmission housing for manual transmissions. Potentiometer
Accelerator Position Sensor (APS) The APS provides the EIM with a feedback signal (linear analog voltage) that indicates the operators demand for power. The APS is installed in the cab on the accelerator pedal.
Switches
Figure 31
Switch
Switch sensors indicate position, level, or status. They operate open or closed, regulating the ow of current. A switch sensor can be a voltage input switch or a grounding switch. A voltage input switch supplies the control module with a voltage when it is closed. A grounding switch grounds the circuit when closed, causing a zero voltage signal. Grounding switches are usually installed in series with a current limiting resistor. Switches include the following: Figure 30 Potentiometer Driveline Disengagement Switch (DDS) Engine Coolant Level (ECL) Idle Validation Switch (IVS)
A potentiometer is a variable voltage divider that senses the position of a mechanical component. A reference voltage is applied to one end of the potentiometer. Mechanical rotary or linear motion moves the wiper along the resistance material, changing voltage at each point along the resistive material. Voltage is proportional to the amount of mechanical movement. The engine has one potentiometer, the Accelerator Position Sensor (APS).
Driveline Disengagement Switch (DDS) The DDS determines if a vehicle is in gear. For manual transmissions, the clutch switch serves as the DDS. For automatic transmissions, the neutral indicator switch or datalink communication functions as the DDS.
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1 ENGINE SYSTEMS
Engine Coolant Level (ECL) Switch The ECL switch is part of the Engine Warning Protection System (EWPS). The ECL switch is located on the deaeration tank. When the magnetic switch is open, the tank is considered full of coolant. If engine coolant is low, the switch closes and the red ENGINE lamp on the instrument panel is illuminated. Idle Validation Switch (IVS) The IVS is a redundant switch that provides the Engine Interface Module (EIM) with a signal that veries when the APS is in the idle position. The IVS is located on the APS.
Exhaust Lambda Sensor (ELS) The ELS monitors oxygen levels in exhaust gases. The ELS is used to tune the engine operation to a specied air-to-fuel ratio in the exhaust. The ELS compares oxygen levels in the exhaust stream with oxygen levels in the outside air. It then generates a voltage that is transmitted to the ECM. The level of voltage generated by the ELS corresponds to the oxygen levels in the exhaust stream. The ELS is installed in the turbo exhaust pipe, directly after the exhaust valve with buttery.
2 ENGINE AND VEHICLE FEATURES
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Table of Contents
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 American Trucking Association (ATA) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Controller Area Network (CAN) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Cold Start Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Coolant Temperature Compensation (CTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Electronic Fan (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58 Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58 Road Speed Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58 Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58 Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
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55
Standard Features
Electronic Governor Control International engines are electronically controlled for all operating ranges.
Transmission and clearing of DTCs Diagnostics and troubleshooting Intermodule communication between the: ECM EIM Automatic transmission controller Instrument cluster Electronic System Controller (ESC) module ACM EST
American Trucking Association (ATA) Datalink Vehicles are equipped with the ATA datalink for communication between the Engine Interface Module (EIM), the Transmission Control Module (TCM) (automatic transmission only) and the Electronic Service Tool (EST). The ATA datalink is accessed through the vehicle diagnostic connector. The ATA datalink supports: Transmission of engine parameter data Transmission and clearing of Diagnostic Trouble Codes (DTCs) Diagnostics and troubleshooting Programming performance parameter values Programming engine and vehicle features Programming calibrations and strategies in the EIM
Programming engine and vehicle features Programming calibrations and strategies
For additional information, see CAN Communications (Controller Area Network) (Public) (page 258) in Electronic Control Systems Diagnostics section in this manual. Service Diagnostics The EST provides diagnostic information using the ATA datalink. The EST requires MasterDiagnostics software provided by International. Faults from sensors, actuators, electronic components, and engine systems are detected by the ECM and EIM. The faults are then accessed by the EST through the EIM as DTCs. Effective engine diagnostics require and rely on DTCs. Event Logging System The event logging system records engine operation above maximum rpm (overspeed), coolant temperature out of operational range, low coolant level, or low oil pressure. The readings for the odometer and hourmeter are stored in the ECM memory at the time of an event and can be retrieved using the EST. Electronic Speedometer and Tachometer The engine control system calibrates vehicle speed up to 157,157 pulses per mile. The calculated vehicle speed is a function of transmission tail shaft speed, number of teeth on the tail shaft, rear axle ratio, and tire revolutions per mile. Use the EST with
For additional information, see ATA Datalink (page 250) in Electronic Control Systems Diagnostics section in this manual.
Controller Area Network (CAN) Datalink The vehicle is equipped with two CAN networks: The public CAN is used for diagnostics and calibration for the Engine Interface Module (EIM), Engine Control Module (ECM) and the Aftertreatment Control Module (ACM). The private CAN is used for communications between the EIM, ECM and the ACM. The private CAN is not accessible through the vehicle diagnostic connector.
The public CAN is accessed through the vehicle diagnostic connector pins C and D. The public CAN provides communication between the EIM and the Electronic Service Tool (EST). The CAN datalink supports: Transmission of engine parameter data
56

below 10C (50F) the ECM activates the fast idle advance. Fast idle advance increases engine idle speed up to 700 rpm for a period of up to 100 seconds to assist in faster warm-up to operating temperature. This occurs by the ECM monitoring the engine coolant temperature and adjusting the fuel injector operation accordingly. Low idle speed is resumed when the engine coolant temperature reaches temperatures above 10C (50F) or the 100 second period times out.
MasterDiagnostics software to program new speed calibrations into the EIM. The tachometer signal is generated by the ECM by computing the signals from the Camshaft Position (CMP) sensor and the Crankshaft Position (CKP) sensor. The calculated engine speed is then sent to the instrument cluster through the J1939 Public Data Link.
Aftertreatment (AFT) System The AFT system, part of the larger exhaust system, processes engine exhaust so that it meets tailpipe emission requirements. The AFT system traps particulate matter (soot) and prevents it from leaving the tailpipe. The trapped particulate matter is then rendered to ash by heating the exhaust and injecting fuel through a process called regeneration. Regeneration reduces the frequency of AFT system maintenance without adversely affecting emissions. For additional information, see Aftertreatment (AFT) System in Engine Systems section of this manual.
Cold Ambient Protection (CAP) CAP protects the engine from damage caused by prolonged idle at no load condition during cold weather. CAP maintains engine coolant temperature by increasing the engine rpm to a programmed value. CAP also improves cab warm-up. CAP is standard on trucks without an Idle Shutdown Timer (IST).
Cold Start Assist The cold start assist feature improves engine start-up in cold weather. The ECM controls the Cold Start Relay (CSR) and monitors the Engine Oil Temperature (EOT), the Intake Air Temperature (IAT) and the Engine Coolant Temperature 2 (ECT2) sensors. When the key is turned to the ON position, the ECM monitors the ECT2 and IAT sensors and if either sensor is below 11C (52F), the ECM enables the CSR. The CSR energizes the cold start assist glow plug. When the cold start assist glow plug is at operating temperature, the wait to start lamp ashes. As the engine is cranked, the ECM energizes the Cold Start Solenoid (CSS) valve introducing fuel into the intake which ignites and warms the air being drawn into the engine. Do not accelerate the engine until the wait to start lamp goes out. For additional information, see Cold Start Assist System in Engine Systems section of this manual. Coolant Temperature Compensation (CTC) NOTE: CTC is disabled in emergency vehicles and school buses that require 100 percent power on demand. CTC reduces fuel delivery if the engine coolant temperature is above cooling system specications. Before standard engine warning or optional warning/protection systems engage, the ECM begins reducing fuel delivery when the engine coolant temperature reaches approximately 107C (225F). A rapid reduction of 15 percent is achieved when engine coolant temperature reaches approximately 110C (230F).
Engine Crank Inhibit (ECI) The ECI will not allow the starting motor to engage when the engine is running and the drivetrain is engaged. The ECI allows the starting motor to engage with the engine running if the key is turned to START while the clutch pedal is pressed.
Fast Idle Advance The ECM monitors the Engine Coolant Temperature (ECT) sensor. If the engine coolant temperature is
57
Change Engine Oil Interval Message The change engine oil interval message can be programmed with the EST for mileage, hours, or amount of fuel used. The change engine oil message timer can be reset using the CRUISE ON and RESUME/ACCEL switches or with the EST. Engine Warning Protection System (EWPS) NOTE: Emergency vehicles are not equipped with EWPS. The EWPS safeguards the engine from undesirable operating conditions to prevent engine damage and to prolong engine life. The ECM illuminates the red ENGINE lamp and sounds the warning buzzer when the ECM detects: High coolant temperature Low oil pressure Low coolant level (3-way system only)
Idle time is measured from the last clutch or brake pedal transition. The engine must be out of gear for the IST to work. For additional information, see IST (Idle Shutdown Timer) System (Federal - Optional) (page 408) in Electronic Control Systems Diagnostics section of this manual. California Vehicles The IST feature allows the ECM to shut down the engine when an extended idle condition occurs. Engine idle duration is limited for California Air Resources Board (CARB) engine shutdown systems regulation compliant engines as follows: When the parking brake is set, the idle shutdown time is limited to the CARB requirement of ve minutes. When the parking brake is released, the idle shutdown time is limited to the CARB requirement of 15 minutes.
When the EWPS feature is enabled, and a critical engine condition occurs, the on-board electronics shuts the engine down (3-way protection). An event logging feature records the event in engine hours and odometer readings. After the engine has shut down, and the critical condition remains, the engine can be started for a 30 second run time. Idle Shutdown Timer (IST) All Vehicles Except California The IST feature allows the ECM to shut down the engine when an extended idle condition occurs. The IST can be programmed by the customer to automatically shut the engine down for idle times that range from 2 to 120 minutes. Thirty seconds before engine shutdown, the red ENGINE lamp ashes and an audible alarm sounds. The red ENGINE lamp and audible alarm continue until the engine shuts down or the low idle timer is reset.
Thirty seconds before engine shutdown, the red ENGINE lamp ashes and an audible alarm sounds. The red ENGINE lamp and audible alarm continue until the engine shuts down or the low idle timer is reset. Idle time is measured from the last clutch or brake pedal transition. The engine must be out of gear for the IST to work. For additional information, see IST (Idle Shutdown Timer) System (California - Standard) (page 406) in Electronic Control Systems Diagnostics section of this manual.
Electronic Fan (EFAN) Engine electronics allow for the operation of an electronic fan or an air fan solenoid. For additional information, see Single and Two-Speed EFAN Control (page 430) or Variable EFAN Control (page 433) in Electronic Control Systems Diagnostics section of this manual.
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Optional Features
Engine Retarder System International offers an optional engine retarder to enhance braking capabilities. For a detailed feature description, see Engine Retarder System (page 39) in Engine Systems section of this manual.
electronic engines. Maximum and minimum allowable cruise control speeds vary based on model. To operate cruise control, see appropriate truck model Operators Manual.
Traction Control Traction control is a system that identies when a wheel is spinning faster than the other wheels during acceleration. When a traction control condition occurs, a datalink message is sent to the ECM to limit fuel for the purpose of reducing engine torque. Vehicles must have a transmission and an Antilock Brake System (ABS) that supports traction control.
Road Speed Limiting Vehicle road speed can be limited to a maximum speed as programmed by the customer. An EST is required for programming.
Cruise Control The ECM controls the cruise control feature. The cruise control system functions similarly for all
3 DIAGNOSTIC SOFTWARE OPERATION
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Table of Contents
MasterDiagnostics Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Open Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Retrieve Engine Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Open MasterDiagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Electronic Service Tool (EST) Communication Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 IC4 Interface Device Self Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 Communications (COM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 Open Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 Close Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 DTC Help Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68 Opening Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68 Adding and Deleting Session Parameter Identiers (PIDs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68 Closing Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 VIN+ Session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Engine Diagnostics Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 AFT Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 AFI Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 AFT System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 AFS Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73 Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74 Injector Disable Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 Engine Run Up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76 High Pressure Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 Continuous Monitoring - Troubleshooting Intermittent Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79 Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 Opening Specic Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 Opening Basic Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 Snapshot Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 Snapshot Trigger using Active Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . .81 Snapshot Trigger using Parameter Identier (PID). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 Sample Rates, Pre Trigger, and Post Trigger Times. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 Snapshot PID List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 Rename REC Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 Manual Trigger Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 Replay Snapshot Graphic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
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Service Interval Messages Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 Reset Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 Installed MasterDiagnostics Version. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 Approved Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
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MasterDiagnostics Software
Open Application 1. Connect interface cable to the vehicle diagnostic connector and the Electronic Service Tool (EST). 2. From the EZ-Tech opening screen select Engine Diags button, and then select the Service Assistant button from the drop-down menu. 3. Turn the ignition switch to the ON position. Do not start the engine.
Retrieve Engine Information
Figure 32
Diagnostic window
Figure 33
Engine information
NOTE: If the EST does not communicate with the vehicle, refer to the IC4 Interface Device Self Test (page 62). 4. Click the button indicated on the Service Assistant screen to establish communication with the vehicle.
1. The Service Assistant displays the detected engine information and model year. 2. Make sure the View CAN Data button on the right side of Service Assistant window is selected. 3. Verify the collected data matches the engine being diagnosed. 4. To view the Service Assistant version number, right click the title bar and select About Service Assistant.
Open MasterDiagnostics 1. Make sure the View CAN Data button on the right side of Service Assistant window is selected. 2. The engine family and model year should match the engine being diagnosed. If incorrect, use the drop-down menu to select the correct engine family and model year. 3. Select Launch EST.
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Electronic Service Tool (EST) Communication Diagnostics

IC4 Interface Device Self Test 1. Connect the interface cable to the diagnostic connector and the EST. 2. Turn the ignition switch to the ON position. Do not start the engine.
Figure 35
Self Test Run command
5. Select Run button. Figure 34 Vehicle diagnostics folder
3. From the EST desktop, Diagnostics folder.
open the Vehicle
4. Double-click the IC4 Self Test icon.
Figure 36
Connector conrmation
6. Verify the correct interface connector is selected.

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1. Select COM from the menu bar. 2. Select Open from the drop-down menu.
Figure 39
COM open conrmation
3. A green light and ashing red light indicates a successful communication link has been established. If a green light and ashing red light is not visible, COM is not available.
Close Communications Figure 37 Test result
NOTE: If the connection could not be established, follow the instructions on the self-test window. 7. The test result is displayed in the lower half of the self-test window.
Figure 40
Close COM
Communications (COM)
Open Communications
1. Select COM from the menu bar. 2. Select Close from the drop-down menu.
Figure 38
Open COM
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Diagnostic Trouble Codes (DTCs)

Reading DTCs 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
4. Select View from the drop-down menu.
Figure 42
Viewing DTCs
5. The DTC window displays active and inactive DTCs stored in the control modules.
DTC Help Menu Figure 41 Retrieving DTCs 1. Double-click the desired DTC to launch the Help program.
3. Select Code from the menu bar.
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Figure 43
DTC help menu
2. The Help program displays information for the circuit associated with the DTC.
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Figure 44
DTC help menu circuit information
3. Select the DTC number from the list to display specic information.
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Clearing DTCs 1. Turn the ignition switch to the ON position. Do not start engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
3. Select Code from the menu bar. 4. Select Clear from the drop-down menu. 5. DTCs are cleared from the control modules memory. Active codes may return if the fault conditions remain.
Figure 45
Clearing DTCs
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Session Files
All session les are pre-congured with set parameters and graphs. If parameters and graphs are added or modied and the session le saved, the default session le cannot be recovered. Always select No when prompted to save the session before closing. Opening Session Files 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
Adding and Deleting Session Parameter Identiers (PIDs) 1. Open desired session le. 2. On the session le, click the window where PIDs are to be added or edited.
Figure 48
Add/Delete/Edit parameters
3. Select Edit from the menu bar, or right click the desired window. Figure 46 Open session le 4. Select Add/Delete/Edit Parameters from the drop-down menu.
3. Select Session from the menu bar. 4. Select Open from the drop-down menu.
Figure 49
Add/Delete/Edit parameters window
5. Select additional PIDs in the left column. Press and hold the CTRL key to select multiple PIDs. Selections are highlighted in blue. 6. To add the selected PIDs, select the Add button and the PIDs move to the right column. Figure 47 Select session le
5. Select the desired session le. 6. Select Open.

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NOTE: Selecting Yes when prompted to save the session risks altering the default session setup. 3. Select No when prompted to save the session before closing.
VIN+ Session The VIN+ provides VIN, the control modules calibration, engine serial number, transmission information, stored DTCs, and some other preset parameters. The information contained in the VIN+ session can be used to ll in part of the Hard Start No Start Diagnostic Form. 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
Figure 50
Additional PIDS added to session
7. To delete PIDs from the session, select the PIDs to remove from Selected Parameters and then select Delete. NOTE: An alternative to steps 5 and 6 is to double-click PIDs in the left column to automatically add them to the right column. Also, an alternative to step 7 is to double-click PIDs in the right column to automatically move them back to the left column. 8. Select OK to complete action.
Closing Session Files
Figure 52
Select VIN+ icon
Figure 51
Closing session le
3. Select the VIN+ icon.
1. Select Session from the menu bar. 2. Select Close from the drop-down menu.
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Figure 53
VIN+ session (example)
4. The VIN+ session is displayed on screen.
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Engine Diagnostics Tests
GOVERNMENT REGULATION: Engine uids (oil, fuel, and coolant) may be a hazard to human health and the environment. Handle all uids and other contaminated materials (e.g. lters, rags) in accordance with applicable regulations. Recycle or dispose of engine uids, lters, and other contaminated materials according to applicable regulations.
Figure 54 GOVERNMENT REGULATION: State and local regulations may limit engine idle time. The vehicle owner or operator is responsible for compliance with those regulations.
Aftertreatment session le
3. Open D_Aftertreatment.ssn le from the open session menu. 4. Start and idle the engine until the engine reaches operating temperature.
WARNING: To prevent personal injury or death, shift transmission to park or neutral, set parking brake, and block wheels before doing diagnostics or service procedures. AFT Cleanliness Test This procedure is used to induce a DPF regeneration cycle. The regeneration process may take up to one hour depending on the condition of the DPF. 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
Figure 55
AFT Cleanliness Test
NOTE: Make sure engine has warmed to at least operating temperature (71C [160F]) before starting AFT Cleanliness Test. 5. Select Diagnostics from the menu bar and then After-Treatment Tests from the drop-down menu. 6. Select AFT Cleanliness Test.
AFI Flow Test WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. This test veries the condition of the Aftertreatment Fuel Injector (AFI). The test runs for 60 seconds and
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injects fuel in a pulsing mist pattern. During this test the AFI injects approximately 177 ml (6 oz.) of fuel. 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
This test veries the Aftertreatment Fuel Injector (AFI) and the AFI fuel supply lines do not leak. This test runs for 120 seconds. Once started, the Aftertreatment Fuel Supply (AFS) valve is energized for 60 seconds. The Aftertreatment Fuel Pressure (AFP) sensor may be monitored to verify fuel pressure is supplied to the AFI. During these 60 seconds, the AFI and the AFI fuel supply lines can be monitored for any signs of leakage. At the end of the rst 60 seconds, the AFS valve is de-energized and the Aftertreatment Fuel Drain (AFD) valve is energized for 60 seconds. During this time, the aftertreatment fuel pressure drops to less than 6.9 kPa (1psi). 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
Figure 56
3. Open D_Aftertreatment.ssn le from the open session menu. 4. Start the engine.
Figure 58
Figure 57
AFI Flow Test command
5. Select Diagnostics from the menu bar and then After-Treatment Tests from the drop-down menu. 6. Select AFI Flow Test. AFT System Leak Test WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample.
Figure 59
AFT System Leak Test command
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5. Select Diagnostics from the menu bar and then After-Treatment Tests from the drop-down menu. 6. Select AFT System Leak Test. AFS Leak Test WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. This test veries the Aftertreatment Fuel Supply (AFS) valve does not leak after it is closed. This test runs for 60 seconds, during which time AFS valve and the Aftertreatment Fuel Injector (AFI) are closed, and the Aftertreatment Fuel Drain (AFD) valve is opened. 1. Connect the Fuel Inlet Restriction and Aeration Tool to the Hydrocarbon (HC) cut-off valve return port and position the open end into a suitable container. 2. Turn the ignition switch to the ON position. Do not start the engine. 3. Open MasterDiagnostics and communication with the vehicle. establish
Figure 61
AFS Leak Test
6. Select Diagnostics from the menu bar and then After-Treatment Tests from the drop-down menu. 7. Select AFS Leak Test.
Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. During this test, each actuator is activated for 3.5 seconds in the following sequence. For air-actuated components, the truck air system is required to be charged to a minimum of 621 kPa (90psi) for the actuator to function properly. NOTE: The Cold Start Relay (CSR), Engine Crank Inhibit (ECI), and Electronic Engine Fan (EFAN), are activated and deactivated simultaneously. Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Retarder Control Coolant Flow Valve (CFV) Aftertreatment Fuel Injector (AFI) Aftertreatment Fuel Supply (AFS) valve Aftertreatment Fuel Drain (AFD) valve CSR, ECI, EFAN simultaneously
Figure 60
1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
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Read and be familiar with all the steps and time limits in this procedure before starting. 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. 3. Open COM. establish
Figure 62
Actuator session le
3. Open D_Actuator.ssn le from the open session menu.
Figure 64 IBB Relative Compression Tests command
4. Select Diagnostics from the menu bar and then IBB Relative Compression Tests from the drop-down menu.
Figure 63
Actuator Test command
4. Select Diagnostics from the menu bar and then Diagnostics from the drop-down menu. 5. Select Actuator Test. Relative Compression Test This test determines cylinder integrity. The Engine Control Module (ECM) measures the time it takes for each piston to travel upward during the compression stroke. Timing is based on information from the Camshaft Position (CMP) sensor and Crankshaft Position (CKP) sensor. A cylinder with low compression allows the piston to travel faster during the compression stroke. This test is accomplished by cranking the engine and following the on-screen instructions. The engine does not start when running this test.
Figure 65
Run command
5. Select Run on the Relative Compression Diagnostics window. Within ve seconds of selecting Run, crank the engine until prompted on screen to stop cranking.
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Figure 68 Figure 66 Stop cranking message
Test results graph format
NOTE: Do not turn ignition switch to OFF when instructed to stop cranking. If the ignition switch is turned to OFF, the results are lost. 6. Stop cranking when indicated on screen but leave the ignition switch in the ON position. Select Display Results.
8. The results are displayed in graph format. If desired, select Text View to view the results in text format.
Injector Disable Test This test determines the contribution of each injector by manually disabling each of the injectors, and determining if there is a change in engine performance. 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
Figure 67
Test results text format
7. The results are displayed in text format. Select Graph View to view the results in graph format.
Figure 69
Injector disable session le
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3. Open D_INJ_Disable.ssn le from the open session menu. 4. Start the engine.
The injector number that is selected to be disabled is highlighted in blue. 6. Select the injector number to be disabled and then select Run.
Figure 70
IBB Injector Disable Tests command Figure 72 Injector disabled
5. Select Diagnostics from the menu bar and then IBB Injector Disable Tests from the drop-down menu.
7. The injector indicated with a red X is disabled. A change in the engine noise tone should be noticed. 8. Select Normal Operation to enable the injector and then repeat steps 6 through 8 for the remaining injectors.
Engine Run Up Test This test determines cylinder contribution by accelerating the engine from low idle to 1400 rpm, while disabling each of the injectors in sequence. A baseline test is performed with all of the injectors enabled at both the beginning, and end of the test. 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
Figure 71
Injector selection
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Figure 75 Figure 73 Engine run up session le
Run command
3. Open D_EngineRunUp.ssn le from the open session menu. 4. Start the engine.
6. Select Run and the observe the message bar at the bottom of the Engine Run Up Test window for further instructions.
Figure 74
IBB Engine Run Up Tests command Figure 76 Key OFF command
5. Select Diagnostics from the menu bar and then IBB Engine Run Up Tests from the drop-down menu.
7. Turn the ignition switch OFF and then ON when instructed on screen. 8. Select Display Parameters.
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is increased from 7250 psi (500 bar) to approximately 26,100 psi (1800 bars), followed by fuel pressure drop to 7250 psi (500 bar). The ECM monitors the time for fuel pressure to increase and drop. 1. Turn the ignition switch to the ON position. Do not start the engine. 2. Open MasterDiagnostics and communication with the vehicle. establish
Figure 77
Test results text format
9. The results are displayed in text format. Select Graph View to view the results in graph format.
Figure 79
Engine run up session le
3. Open D_EngineRunUp.ssn le from the open session menu. 4. Start the engine.
Figure 78
Test results graph format
10. The results are displayed in graph format. If desired, select Text View to view the results in text format.
High Pressure Pump Test This test determines the integrity of the low or high pressure fuel system. This test does not identify a specic system component failure. When activated, the test accelerates the engine in steps, from low idle to 1100, 1300, 1450, and 1600 rpm. During each of these runs, the fuel pressure in the pressure pipe rail
Figure 80 IBB High Pressure Pump Tests command
5. Select Diagnostics from the menu bar and then IBB High Pressure Pump Tests from the drop-down menu.
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Figure 81
Run command
Figure 83
Test results
6. Select Run and the observe the message bar at the bottom of the High Pressure Pump Test window for further instructions.
9. The results are displayed in text format.
Continuous Monitoring - Troubleshooting Intermittent Connections The Continuous Monitor test is very helpful in troubleshooting intermittent connections between the control modules and sensors. The key must be on and the engine can be off or running. The continuous monitor session monitors all sensor voltages. Sensors that read N/A are not turned on in the control module software. 1. Open MasterDiagnostics and communication with the vehicle. Figure 82 Key OFF command establish
2. Open the D_ContinuousMonitor.ssn session.
7. Turn the ignition switch OFF and then ON when instructed on screen. 8. Select Display Parameters.
80
NOTE: All sensors active in the software are reading an actual value. Refer to the Diagnostic Trouble Code (DTC) pinpoint test to nd the minimum or maximum value that sets the fault code being diagnosed. 3. Monitor the graphs on the screen while wiggling the connectors and wires at all suspected problem locations. NOTE: Refer to the electrical information to nd all circuits that might cause the intermittent problem. 4. Disconnect and inspect connectors for damage, corrosion or loose pins. Repair if necessary.
Figure 84
Continuous monitoring
81
Snapshots
Opening Specic Snapshots Opening a session le prior to setting up a snapshot results in default snapshot settings related to the session le. 1. Open MasterDiagnostics and communication with the vehicle. 2. Open desired session le. establish
Opening Basic Snapshots Opening a basic snapshot requires all settings are adjusted to obtain a useful snapshot.
Figure 87
Opening basic snapshot
1. Select SnapShot from the menu bar. 2. Select Setup from the drop-down menu. Snapshot Setup Figure 85 Opening specic snapshot Snapshot Trigger using Active Diagnostic Trouble Codes (DTCs) Snapshots can be triggered at the desired number of active DTCs. This is useful for road test diagnostics.
3. Select SnapShot from the menu bar.
Figure 86
Specic snapshot setup Figure 88 Opening basic snapshot
4. Select Setup from the drop-down menu. 5. To modify default settings, refer to other snapshot setup steps in this section.
1. Enter None in Trigger PID drop-down menu. 2. Enter desired number of active DTCs in Trouble Code Count Trigger eld.
82
Figure 89
Arm trigger box
3. Check Arm Trigger box in the Snapshot Setup window.
Snapshot Trigger using Parameter Identier (PID) Snapshots can be triggered by desired PID values. This is useful for workshop or road test diagnostics. Figure 91 PID trigger set-up
2. Select Trigger Setup button. 3. Adjust units, trigger value, and trigger edge. Units can be switched between English and metric values. Trigger Value sets the PID value that begins snapshot recording. Example: Trigger using APS at 100 percent, starts the recording when the APS reaches 100 percent. Trigger Edge can be switched between rising and falling. Rising edge is used if the PID value starts lower than the Trigger value. Falling edge is used if the PID value starts higher than the Trigger value.
Figure 90
Selecting PID trigger
4. Select OK button on the Trigger Setup window. 1. Select the desired PID in the Trigger PID drop-down menu.
Figure 92
Arm trigger box
5. Check Arm Trigger box in the Snapshot Setup window.

83
Sample Rates, Pre Trigger, and Post Trigger Times Snapshot timing and intervals can be changed for the desired recording situation.
3. Enter desired time (seconds) in Post Trigger Time box. Post Trigger Time sets time to stop snapshot recording after the trigger event is completed. Example: Entering 100 enables the snapshot recording to continue for 100 seconds after the trigger event is completed. Snapshot PID List Verify the snapshot PID list contains each PID of concern. Adding or deleting PIDs from the PID session list does not alter the snapshot PID list.
Figure 93
PID trigger set-up
1. Enter the desired time interval in the Sample Rate box. Sample Rate adjusts the interval for each recording. Example: Entering 0.2 records PID list data every two-tenths of a second for a total of ve frames. NOTE: Use smaller sample rates for most snapshots to maximize snapshot precision. Larger sample rates are useful when recording for lengthy periods of time. 2. Enter desired time (seconds) in Pre Trigger Time box. Pre Trigger Time sets time to begin snapshot recording prior to trigger event. Example: Entering 30 enables the snapshot recording to begin 30 seconds before the trigger event occurs. NOTE: Pre Trigger Time is useful when recording conditions before a diagnostic event or fault occurs.
Figure 94
Selecting PIDs to record
1. Select PID List button from the Snapshot Setup window.
Figure 95 snapshot
Selecting additional parameters for
84
2. Select additional PIDs in the left column. Press and hold the CTRL key to select multiple PIDs. Selections are highlighted in blue. 3. To add the selected PIDs, select the Add button and the PIDs move to the right column.
Figure 96
Additional PIDS added to snapshot
Figure 97
Naming REC le
4. To delete PIDs from the snapshot, select the PIDs to remove from Selected Parameters and then select Delete. NOTE: An alternative to steps 2 and 3 is to double-click PIDs in the left column to automatically add them to the right column. Also, an alternative to step 4 is to double-click PIDs in the right column to automatically move them back to the left column. 5. Select OK to complete action and to return to the Snapshot Setup window.
1. Select the Record File button from the Snapshot Setup window. 2. Type the desired le name in the dialog box. 3. Select the Save button and save the le in desired directory. After the save is completed, the program returns to the Snapshot Setup window.
Rename REC Files The REC le name can be changed to assist in nding the le for review or data exchange for technical help. The default name can be changed to a VIN or ID label for example.
Figure 98
Verify REC le name
4. Verify the Record File Name dialog box matches the changes.
Manual Trigger Snapshots 1. Open MasterDiagnostics and communication with the vehicle. 2. Open desired session le. 3. Open desired snapshot. recording. Setup for desired establish
85
4. Select snapshot REC button on the side toolbar.
3. Select Replay from the drop-down menu, then select Graphical or Text. NOTE: Selecting Graphical replays the recording in the form of a graph. Selecting Text replays the recording in the form of a chart.
Figure 99
Recording active
5. The recording status changes to active and the REC button is displayed on the status bar at the bottom of the screen. NOTE: The snapshot recording can be stopped at anytime if required. 6. Select snapshot STOP button on the side toolbar.
Figure 102 Figure 100 Recording not active
Replaying REC le
4. Select the desired snapshot le. 7. The recording status changes to inactive and the REC button is no longer displayed on the status bar at the bottom of the screen. 5. Select Open.
Replay Snapshot Graphic 1. Open MasterDiagnostics.
Figure 103 Figure 101 Snapshot replay
Selecting PIDs to replay
2. Select SnapShot from the menu.
6. Select desired PIDs. Press and hold the CTRL key to select multiple PIDs. Select the Select Max button to select all recorded PIDs in text format, or
86
a maximum of 14 PIDS in graph format. Selected PIDs are highlighted in blue. 7. Select the OK button.
Figure 105
REC le text view
8. The graph or text replay of the recording is displayed.
Figure 104
REC le graph view
87
Service Interval Messages Reset

Reset Message 1. Set the parking brake. 2. Turn the ignition switch to the ON position. Do not start the engine. 3. Open MasterDiagnostics and communication with the vehicle. 4. Open session le window. 5. Select PP_ServiceInterval.ssn le. 6. Select Open. 7. Right click in the session window. 8. Select enter Password from pop-up menu. NOTE: If password is not entered or entered incorrectly, an error message is displayed. The service interval cannot be reset. NOTE: The password is a default setting, unless the customer has changed the password. If the default password does not work, contact the customer for the correct password. establish
9. Enter password in dialog box. 10. Select OK. 11. Right click SI: Service Interval Reset parameter to display pop-up menu. 12. Select Program from the pop-up menu. The Edit Parameter window opens. 13. Click the arrow in the New Value dialog box. 14. Select Yes in the pull-down menu. 15. Select OK. 16. Verify the following changes have been made to SI: Service Interval Reset parameter and accepted by the control module: Module Value has changed from No to Yes. Original number in Program Count has increased by one.
17. The service interval has been set. Close session window.
88
General Information
Installed MasterDiagnostics Version 1. Open MasterDiagnostics on EST computer.
2. Select Help from the menu bar. 3. Select About from the drop-down menu. 4. The software release version is displayed. 5. The Tech Central representative may ask for this version number in addition to the diagnostic issues.
Approved Interface Cable 1. Current approved interface cables are veried for full functionality for the MasterDiagnostics software. NOTE: Unapproved or outdated interface cables may have limited or no functionality or low accuracy. 2. The Tech Central representative may ask which interface cable is being used in addition to the diagnostic issues. Figure 106 Software version display
4 ENGINE SYMPTOMS DIAGNOSTICS
89
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91 Low Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91 Hard Start/No Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91 Misre/Rough Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91 Coolant System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 Coolant Loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 Coolant Overow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 Aftertreatment Fuel Injector (AFI) Coolant Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 EGR Module Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 Coolant Leak to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97 Coolant Leak to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98 Coolant Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99 Lube Oil Contamination Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99 Cylinder Head Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 Coolant Over-Temperature Conditions Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 Coolant Over-Temperature Charge Air Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 Coolant Over-Temperature Engine Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Visual Oil Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Incorrect Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Dilution from Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Power Steering Fluid Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Lube Oil to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Lube Oil to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106 Lube Oil to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106 Lube Oil to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108 Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111 Excessive Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111 Fuel in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112 Fuel in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112 Fuel to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 Fuel to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 Fuel Pressure and Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Water in the Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Priming the Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 Low Fuel Rail Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 Test FRP Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
90
Check FPCV Coil Resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 FPCV Duty Cycle Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117 Engine Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118 Low Power (Turbocharger Assembly and Actuator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118 High Crankcase Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119 Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120 Engine Control Module (ECM) Reset (Intermittent Engine Stumble). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
91
Description
Diagnostic test procedures help technicians nd problems systematically and quickly to avoid unnecessary repairs. In this section, diagnostic and test procedures help identify causes for known problems and conditions. WARNING: To prevent personal injury or death, read all safety instructions in the foreword of this manual. Follow all warnings, cautions, and notes. WARNING: To prevent personal injury or death, shift transmission to park or neutral, set parking brake, and block wheels before doing diagnostic or service procedures.
Low Power
See Performance Diagnostics section of this manual.
Hard Start/No Start

See Hard Start and No Start Diagnostics section of this manual.
Misre/Rough Low Idle

See Performance Diagnostics section of this manual.
92
Coolant System
EGR Cooler Pressure Test Plates (page 450) 1 inch pipe plug Electronic Service Tool (EST) with Master Diagnostics Software (page 447) IC4 USB Interface Cable (page 447)
Procedure 1. Check the service records to determine the frequency and quantity of coolant added. If the vehicles cooling system is being overlled there will be a small coolant loss everyday. Educate the driver on correct coolant level. If the cooling system maintenance is correct proceed to the next step.
Coolant Loss Symptom Coolant loss is identied by a consistent need to rell the deaeration tank. Possible Causes Improper servicing Damaged or failed deaeration tank Damaged or failed deaeration cap Damaged or failed radiator Damaged or failed distributor housing Damaged or failed heater core Loose or failed coolant hoses Failed High Pressure Charge Air Cooler (HPCAC) Failed Low Pressure Charge Air Cooler (LPCAC) Failed Exhaust Gas Recirculation (EGR) module Failed Aftertreatment Fuel Injector (AFI) Failed air compressor Cracked cylinder head Porous or cracked cylinder liner
NOTE: Make sure the engine oil and coolant are within normal operating ranges and there is no visible evidence of coolant on the oil level gauge before running the engine. 2. Start and idle the engine at the high idle/no load specication and inspect for coolant overow. If coolant overow is detected, see Coolant Overow (page 93) in this section. If no coolant overow is detected, proceed to the next step.
WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn the cap counterclockwise to remove.
Tools Radiator Pressure Testing Kit (page 453) Plastic Surge Tank Cap Adaptor (page 453) Cylinder head test plate (Contact Tech Central at 1-800-336-4500)
3. Remove deaeration tank cap.
93
4. Visually inspect sealing surfaces of deaeration cap and deaeration tank for damage. If sealing surfaces are damaged, install new components as necessary. Retest the cooling system. If sealing surfaces are not damaged, proceed to next step.
If no external leak is detected, proceed to the next step. 12. Obtain a fuel sample from the fuel tank and test for coolant contamination. If the fuel sample has coolant contamination, see Coolant Leak to Fuel (page 97) in this section. If the fuel sample has no coolant contamination, proceed to the next step.
5. Connect Radiator Pressure Testing Kit with Plastic Surge Tank Cap Adaptor to the deaeration cap. 6. Pressurize deaeration cap to its rated pressure. If deaeration cap does not hold the rated pressure, install a new deaeration cap. Retest the cooling system. If deaeration cap holds the rated pressure, proceed to next step.
13. Remove Intake Throttle Valve (ITV) following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 14. Inspect the intake manifold and the HPCAC outlet for evidence of coolant. If evidence of coolant in the intake manifold or the HPCAC outlet is detected, see Coolant Leak to Intake (page 98) in this section. If no evidence of coolant in the intake manifold or the HPCAC outlet is detected, proceed to next step.
7. If equipped, plug in the block heater and warm the coolant. NOTE: If the vehicle is equipped with a secondary surge tank, clamp the secondary surge tank port on the deaeration cap. 8. Connect Radiator Pressure Testing Kit with Plastic Surge Tank Cap Adaptor to the deaeration tank. 9. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes. 10. Visually inspect for external coolant leaks. Inspect the following components for external leaks: Radiator Deaeration tank Deaeration cap Coolant hoses Heater core Charge Air Coolers (CACs) Water pump AFI Any vehicle components specic coolant supplied
15. Obtain an oil sample from the engine and test for coolant contamination. If the oil sample has coolant contamination, see Coolant Leak to Lube Oil (page 99) in this section. If the oil sample has no coolant contamination, see Coolant Leak to Exhaust (page 95) in this section.
Coolant Overow Symptom Coolant overow is coolant owing or bubbling from the deaeration tank. Possible Causes Failed air compressor Failed HPCAC Failed LPCAC Failed EGR module Cracked cylinder liner
11. If a external coolant leak is identied, repair as necessary. Retest the cooling system.
94
Cracked cylinder head
Tools Radiator Pressure Testing Kit (page 453) Plastic Surge Tank Cap Adaptor (page 453) Air Compressor Coolant Bypass Hose (obtain locally) 1/2 in I.D. hose (obtain locally) 1 in I.D. hose (obtain locally) 1 in O.D. pipe plug (obtain locally) 1 in O.D. pipe plug with air tting and shut-off valve (obtain locally)
2. Assemble an air compressor coolant bypass hose using the connectors from a new air compressor coolant pipe, two hose clamps and 48 cm (18 in) of 1/2 in I.D. hose. 3. Using the air compressor coolant bypass hose, bypass the coolant hoses for the air compressor at the cylinder block. 4. Rell the cooling system to operating level. CAUTION: To prevent engine damage, do not run the engine for more than 1 minute. This can overheat the air compressor. 5. Run the engine, for a maximum of one minute, to test the coolant system for combustion leakage. If coolant continues overowing from the deaeration tank, proceed to next step. If coolant stops overowing from deaeration tank, install a new air compressor following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
Procedure WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn the cap counterclockwise to remove.
6. Remove Intake Throttle Valve (ITV) following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn the cap counterclockwise to remove.
1. Partially drain the cooling system.
7. Remove deaeration tank cap. 8. Connect Radiator Pressure Testing Kit with Plastic Surge Tank Cap Adaptor to the deaeration tank. 9. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes. Figure 107 Air compressor coolant bypass hose
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10. Inspect the intake manifold and the HPCAC outlet for evidence of coolant. If evidence of coolant in the intake manifold or the HPCAC outlet is detected, see Coolant Leak to Intake (page 98) in this section. If no evidence of coolant in the intake manifold or the HPCAC outlet is detected, proceed to next step.
19. Pressure test the EGR module in vehicle following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If a leak is detected, install a new EGR module as described in the International MaxxForce 11 and 13 Engine Service Manual. If a leak is not detected, see Coolant Leak to Lube Oil (page 99) in this section.
11. Drain the engine coolant. 12. Disconnect the coolant hoses from the LPCAC. 13. Using a suitable hose with a 1 inch I.D., and a plug, block off the LPCAC coolant outlet port. WARNING: To prevent personal injury or death, wear safety glasses with side shields. Limit compressed air pressure to 207 kPa (30 psi). 14. Attach a air pressure regulator to a pressurized air source and regulate the pressure to 207 kPa (30 psi). 15. Using a suitable hose with a 1 inch I.D. and a valve, connect the air pressure regulator with the pressurized air source to the LPCAC coolant inlet port. 16. Pressurize the LPCAC to 207 kPa (30 psi). 17. Remove the air pressure source. 18. Monitor the air pressure in the LPCAC for a period of ve minutes. If the air pressure in the LPCAC drops, install a new LPCAC following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If the air pressure in the LPCAC remains constant, go to the next step.
Coolant Leak to Exhaust Symptoms Coolant leaks to the exhaust may be detected externally or internally. See the following list of symptoms for identication of coolant leaks to the exhaust. Coolant residue at exhaust manifold anges Observation of coolant loss without engine overheating Coolant smell in exhaust Coolant leaking from exhaust Severe case - engine hydraulic lock Failed Aftertreatment Fuel Injector (AFI) Plugged Diesel Particulate Filter (DPF) or Diesel Oxidation Catalyst (DOC)
Possible Causes Failed EGR module Failed AFI Cracked cylinder head Cracked cylinder liner
Tools WARNING: To prevent personal injury or death, make sure the engine has cooled before removing components. WARNING: To prevent personal injury or death, do not let engine uids stay on your skin. Clean skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags contaminated with engine uids. Radiator Pressure Testing Kit (page 453) Plastic Surge Tank Cap Adaptor (page 453)
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Aftertreatment Fuel Injector (AFI) Coolant Leak Inspection WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn cap counterclockwise to remove. Figure 108 AFI nozzle
1. Remove deaeration tank cap. 2. Install Radiator Pressure Testing Kit with Plastic Surge Tank Cap Adaptor. WARNING: To prevent personal injury or death, make sure the engine has cooled before removing components. WARNING: To prevent personal injury or death, do not let engine uids stay on your skin. Clean skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags contaminated with engine uids. 3. Disconnect exhaust pipe from turbo exhaust pipe. 4. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes. 5. Inspect inside of turbo exhaust pipe at AFI nozzle. If coolant is evident at AFI nozzle inside turbo exhaust pipe, install a new AFI following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. If no coolant is evident at AFI nozzle inside the turbo exhaust pipe, proceed to next test.
EGR Module Leak Inspection WARNING: To prevent personal injury or death, make sure the engine has cooled before removing components. WARNING: To prevent personal injury or death, do not let engine uids stay on your skin. Clean skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags contaminated with engine uids. 1. Visually inspect EGR module for cracks or leaks. If an external leak or crack is identied, install a new EGR module as described in the International MaxxForce 11 and 13 Engine Service Manual. If no external leaks or cracks are identied, proceed to next step.
CAUTION: To prevent engine damage, do not reuse front or rear EGR tubes.
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2. Remove front and rear inner and outer tubes from EGR module following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 3. Pressure test the EGR module in vehicle following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If the pressure test indicates a leak, install a new EGR module following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If the pressure test does not indicate a leak, see Cylinder Head Leak Test (page 101) in this section.
Procedure WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn cap counterclockwise to remove.
1. Remove deaeration tank cap. Coolant Leak to Fuel Symptom When fuel is contaminated with coolant, the fuel has a noticeable coolant separation in the fuel sample. Possible Causes Coolant heater auxiliary fuel lter (if equipped) Failed AFI Cracked cylinder head 2. Install Radiator Pressure Testing Kit with Plastic Surge Tank Cap Adaptor. 3. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes. 4. Disconnect fuel line from the AFI. 5. Inspect AFI for coolant leaking from the fuel inlet. If coolant is leaking from AFI, install a new AFI following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If coolant is not leaking from AFI, proceed to next step.
Tools Radiator Pressure Testing Kit (page 453) Plastic Surge Tank Cap Adaptor (page 453) Cylinder head test plate (Contact Tech Central at 1-800-336-4500) Fuel Inlet Restriction and Aeration Tool (page 451)
6. Restore fuel system to running condition. 7. Remove the hollow screw at the rear of the cylinder head. 8. Pressurize cooling system to 117 kPa (17 psi) for 30 minutes. 9. Monitor the fuel return port in the cylinder head for coolant. If coolant is present in the fuel return port, install a new cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If coolant is not present in the fuel return port, proceed to next step.
10. Pressurize cooling system to 117 kPa (17 psi).
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NOTE: It may take 12-24 hours for a coolant leak to become visible. 11. Monitor fuel return port for coolant. If coolant is present in the fuel return port, install a new cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If no coolant is present in the fuel return port, the fuel in the fuel tank may have been contaminated.
NOTE: Do not disconnect CAC supply and return coolant pipes from HPCAC. 3. Separate HPCAC from high pressure turbocharger. Position HPCAC aside to allow visual inspection of the inlet and outlet ports. 4. Install Radiator Pressure Testing Kit with Plastic Surge Tank Cap Adaptor on the deaeration tank. 5. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes. 6. Inspect the inside of the HPCAC for coolant leaks.
Coolant Leak to Intake Symptom Coolant leaks can be identied by coolant overowing from deaeration tank or air bubbles in the coolant. Possible Causes Failed HPCAC Failed LPCAC Failed EGR module Cracked cylinder head
If HPCAC is leaking coolant, install a new HPCAC as described in the International MaxxForce 11 and 13 Engine Service Manual. If HPCAC is not leaking coolant, proceed to next step.
7. Inspect high pressure turbocharger outlet for evidence of coolant. If there is evidence of coolant, proceed to next step. If there is no evidence of coolant, skip to step 12.
Tools Radiator Pressure Testing Kit (page 453) Plastic Surge Tank Cap Adaptor (page 453) Cylinder head test plate (Contact Tech Central at 1-800-336-4500) EST with Master Diagnostics software (page 447) IC4 USB interface cable (page 447) Fuel Inlet Restriction and Aeration Tool (page 451)
8. Visually inspect LPCAC for cracks or leaks. If an external leak or crack is identied, install a new LPCAC as described in the International MaxxForce 11 and 13 Engine Service Manual. If no external leaks or cracks are identied, proceed to next step.
9. Drain cooling system. 10. Remove LPCAC as described in International MaxxForce 11 and Engine Service Manual. the 13
Procedure 1. Verify the location of the coolant evidence. If the coolant evidence is in the HPCAC outlet, proceed to the next step. If the coolant evidence is in the intake manifold, skip to step 12.
11. Test LPCAC following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If LPCAC is leaking, install a new LPCAC as described in the International MaxxForce 11 and 13 Engine Service Manual. If LPCAC is not leaking, proceed to next step.
2. Remove ve M10 x 160 hex bolts from the HPCAC.
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12. Visually inspect EGR module for cracks or leaks. If an external leak or crack is identied, install a new EGR module as described in the International MaxxForce 11 and 13 Engine Service Manual. If no external leaks or cracks are identied, proceed to next step.
Failed HPCAC Failed LPCAC Failed oil cooler Failed air compressor Cracked cylinder head Cracked or cavitated front cover Cracked cylinder liner Cracked crankcase
CAUTION: To prevent engine damage, do not reuse front or rear EGR tubes. 13. Remove front inner and outer tubes from EGR module following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 14. Pressure test the EGR module in vehicle following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If a leak is detected, install a new EGR module as described in the International MaxxForce 11 and 13 Engine Service Manual. If no leak is found, proceed to next step.
Tools Radiator Pressure Testing Kit (page 453) Plastic Surge Tank Cap Adaptor (page 453)
Lube Oil Contamination Inspection 1. Check coolant level and oil level gauge to verify oil contamination complaint. The presence of coolant in the oil generally causes oil to thicken and coagulate giving a dark gray or black chunky appearance. If coolant in oil cannot be veried, take an oil sample for analysis.
15. Test cylinder head for coolant leaks in the intake area. See Cylinder Head Leak Test (page 101) in this section. If a coolant leak is identied in the cylinder head, install a new cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If a coolant leak is not identied in the cylinder head, restore the engine to operational condition and retest the cooling system.
2. Remove the oil sump following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn cap counterclockwise to remove.
16. Restore the cooling system to operational condition. 17. Test cooling system again to validate the repair.
Coolant Leak to Lube Oil Symptom When the crankcase lube oil is contaminated with coolant, the oil has a dark gray or black sludgy appearance. The crankcase may also be overlled. Possible Causes Failed EGR module
3. Remove deaeration tank cap. 4. If equipped, plug in the block heater to warm the coolant. 5. Install Radiator Pressure Testing Kit with Plastic Surge Tank Cap Adaptor on the deaeration tank.
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6. Pressurize cooling system to 117 kPa (17 psi) for 15 minutes. NOTE: It may take 12-24 hours for a coolant leak to become visible. 7. Inspect the inside of the crankcase for evidence of coolant. If coolant is evident at the air compressor drain, install a new air compressor following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If coolant leak is from the oil cooler, install a new oil cooler following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If coolant is evident at the front cover area, proceed to next step. If coolant is evident at the rear gear train area, inspect the freeze plug on the rear of the cylinder head and repair as necessary. If coolant is evident on the bottom edge of a cylinder liner(s), skip to step 10. If coolant leak is from cracks in the crankcase, install a new crankcase following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
9. Inspect gear train area for coolant leaks. If there is coolant leaking into gear train area, remove distributor housing and inspect for leak sources. Repair as necessary. If no coolant is leaking into the gear train area, inspect the distributor housing and gasket for leak sources. Repair as necessary.
10. Inspect lower edges of cylinder liners for coolant leaks. Note cylinder number(s) that yields coolant leak evidence. If coolant is leaking on the outside of cylinder liner, install new cylinder liner O-rings following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If coolant is leaking on inside of cylinder liner, proceed to next step.
CAUTION: To prevent engine damage, do not reuse front or rear EGR tubes. 11. Remove front inner and outer tubes from EGR module following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 12. Remove rear inner and outer tubes from EGR module following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 13. Pressure test EGR module in vehicle following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If a leak is detected, install a new EGR module as described in the International MaxxForce 11 and 13 Engine Service Manual. If no leak is found, proceed to next step.
8. Remove distributor housing following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
14. Test cylinder head for coolant leaks. See Cylinder Head Leak Test (page 101) in this section. 15. Test cooling system again after any repair to validate the repair.
Figure 109
Distributor Housing
101
Cylinder Head Leak Test Tools Cylinder head test plate (Contact Tech Central at 1-800-336-4500)
Internal or external radiator blockage Broken/worn accessory drive belt Accessory belt tensioner failure HPCAC failure LPCAC failure Coolant control valve(s) failure EGR cooler failure One or both coolant thermostats missing or stuck (closed) Slipping cooling fan drive clutch Water pump failure Cooling fan blade assembly wrong or damaged Instrument panel gauge error Engine Coolant Temperature (ECT) sensor biased Incorrect radiator Internal coolant leak Damaged fan shroud Chassis effects, transmission, or aftermarket equipment
Procedure 1. Contact Tech Central at 1-800-336-4500 for a set of cylinder head test plates. 2. Remove cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 3. Install cylinder head test plates. 4. Pressurize cylinder head to 139 kPa (20 psi). 5. Inspect cylinder head. If a leak in cylinder head is noticed, install a new cylinder head following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. If no leaks are identied, proceed to next step.
6. If cylinder head is in good condition, inspect all of the cylinders following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. Inspect for damaged cylinders. replace as necessary. Repair or
Tools Radiator Pressure Testing Kit (page 453) Plastic Surge Tank Cap Adaptor (page 453) EST with Master Diagnostics Software (page 447) IC4 USB interface cable (page 447) Digital Multimeter (DMM) (page 444) Hose pinch off pliers
Inspect crankcase for cracks in coolant passages. Repair or replace as necessary.
7. Test cooling system again to validate the repair. Coolant Over-Temperature Symptom Coolant over-temperature is identied by the red ENGINE lamp illuminating and ashing and the audible alarm sounding, or the cooling system setting Diagnostic Trouble Codes (DTCs). Possible Causes Damaged fan belt Low engine coolant level External coolant leaks
Coolant Over-Temperature Conditions Inspection 1. Install EST and check for active and inactive DTCs related to engine coolant over-temp conditions. 2. Correct any sensor fault DTCs before proceeding. See Electronic Control Systems Diagnostics in this manual.
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3. Check coolant deaeration tank for correct ll level. If coolant level is low and a coolant leak is suspected, ll cooling system and verify no coolant leaks. See Coolant Loss (page 92) in this section. If coolant level is low and a boil over is suspected, ll cooling system. Proceed to next step.
6. Attempt to duplicate the operators concern of coolant over-temperature. If concern cannot be duplicated, clean radiator ns (if not done previously). Flush radiator ns with water on cooling fan side of the radiator. Do not continue with diagnostics. If coolant over-temperature is duplicated, proceed to next step.
4. Inspect condition of the cooling fan blade, shroud, accessory drive belt(s), accessory drive belt tensioner(s), cooling fan drive clutch, and radiator. Inspect for damaged fan drive. If damaged, install a new fan drive following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. If vehicle is new or recently repaired, verify correct part number for any component related to the cooling system. Verify cooling fan blade, cooling fan drive clutch, and radiator are clean of debris and dirt build-up. Clean areas as required. Start and run engine up to operating temperature and verify cooling fan clutch engages at desired temperature. If fan does not operate, verify air or electrical supply to fan drive. If air or electrical supply to fan drive is damaged, repair as necessary. If fan operates, proceed to next step.
WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn cap counterclockwise to remove.
7. Remove deaeration tank cap. 8. Install Radiator Pressure Test Kit with Plastic Surge Tank Cap Adaptor on deaeration tank cap and pressurize cap to the normal value of deaeration tank cap. If deaeration tank cap holds pressure, proceed to next step. If deaeration tank cap loses pressure, install a new deaeration tank cap.
5. If engine has not been operated for 8 to 12 hours, using the EST, compare ECT, Engine Coolant Temperature 2 (ECT2), Engine Oil Temperature (EOT), Manifold Air Temperature (MAT), Intake Air Temperature (IAT) and Intake Air Temperature 2 (IAT2) sensors with Key On Engine Off (KOEO). All of the sensors should read within 2C (5F) of each other. CAUTION: To prevent engine damage, do not hold the wand of high-pressure hose too close to radiator ns.
9. Install Radiator Pressure Test Kit with Plastic Surge Tank Cap Adaptor on deaeration tank and run engine at elevated idle. Monitor pressure in system using tester gauge to see if pressure rises above normal value of deaeration tank cap. If pressure is higher than the pressure rating of the cooling system cap, continue with Coolant Overow (page 93) in this section. If pressure gauge reading is below pressure rating of system, proceed to next step.
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10. Using EST, measure the coolant temperature for ECT and ECT2 sensors. If the coolant temperature reading for ECT2 sensor is below ECT sensor reading, continue with Coolant Over-Temperature - Engine Cooling (page 103) in this section. If the coolant temperature reading for ECT2 sensor is above ECT sensor reading, continue with Coolant Over-Temperature Charge Air Cooling (page 103) in this section.
If the ambient temp is lower than 4C (40F) then add 2C (4F) to the ECT and IAT2. If the ECT sensor reading is higher than IAT2 sensor reading by less than 11C (20F), the Coolant Mixer Valve (CMV) is stuck in the fully closed position. Install a new CCV assembly following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
Coolant Over-Temperature Charge Air Cooling Procedure 1. Connect EST. 2. Start engine and set RPM to 1400 RPM. 3. Allow engine to reach operating temperature. 4. Using an infrared thermometer, measure and record coolant inlet and outlet temperatures on secondary radiator tanks. 5. Using EST, monitor and record temperature readings from ECT, ECT2 and IAT2 sensors. Record the readings on the Performance Diagnostics Form. 6. Calculate secondary radiator cooling by subtracting the coolant inlet temperature from the outlet temperature. Record this number as secondary radiator difference. 7. Calculate CAC cooling by subtracting the ECT2 sensor temperature from the IAT2 sensor temperature. Record this number as cooler difference. 8. Use the recorded data to determine if the coolant ow and coolant mixing valves are operating correctly. If the cooler difference is higher than the secondary radiator difference, or is within 3C (5F) of the secondary radiator difference, the Coolant Flow Valve (CFV) is stuck in the fully closed position. Install a new Coolant Control Valve (CCV) assembly following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
If cooler difference is lower than secondary radiator difference and ECT sensor reading is higher than IAT2 reading by 11C (20F), the CCV is functioning normally. Proceed to the next step.
9. If over-temperature condition remains, remove secondary radiator and have ow checked at radiator repair facility. Retest engine for over-temperature condition with repaired or replaced secondary radiator.
Coolant Over-Temperature Engine Cooling Procedure WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn cap counterclockwise to remove.
1. Remove deaeration tank cap. 2. Drain engine coolant. 3. Remove water pump following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. 4. Visually inspect water pump for damage, such as broken vanes, damaged impeller or a damaged shaft.
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5. Remove and inspect thermostats following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. Check for opening temperature on both thermostats. Replace as needed. Retest for condition after repair. If both thermostats pass test, proceed to next step.
6. If the vehicle is equipped with an automatic transmission, use appropriate vehicle service/diagnostics manual to review automatic transmission diagnostics. 7. If over-temperature condition remains, remove radiator and have ow checked at radiator repair facility. Retest engine for over-temperature condition with repaired or replaced radiator.
Figure 110
1. 2. 3. 4.
Thermostat elements
Thermostat housing assembly 60 x 4 O-ring (2) Thermostat element (2) Ball valves (part of thermostat elements)
105
Lubrication System
Power Steering Fluid Leak to Lube Oil Symptom
Power steering uid leaking into the oil is difcult to identify other than the oil level increases and the power steering uid level decreases at the same time. Possible Causes Power steering pump leak
Procedure 1. Adjust oil level to full max range. 2. Adjust power steering uid to full range. 3. Start and run vehicle.
Visual Oil Level Inspection 1. Use oil level gauge to verify oil level in engine while vehicle is parked on level ground. If the engine has been running, allow a 15 minute oil drain down period before checking oil level.
4. Turn the key to the OFF position. 5. Monitor the lube oil and power steering uid levels. If the power steering level is decreasing and the lube oil level is increasing, install a new power steering pump following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. If the power steering level is not decreasing and the lube oil level is not increasing, the system is operating normally at this time.
Incorrect Maintenance 1. Check service maintenance records and discuss with customer to determine if the lube oil has been overlled unintentionally. If maintenance is unknown, change the oil and lter and retest to see if complaint reoccurs.
Lube Oil to Coolant Symptom The coolant is contaminated with an oily residue that is apparent in deaeration tank. Possible Causes Oil cooler Oil module
Dilution from Coolant 1. Lube oil with coolant dilution can be described different ways, depending on the quantity of coolant that has been introduced into the oil. A milky substance left under the valve cover and in the oil ll tube is the result of ethylene glycol based coolant which has not had the moisture evaporated from the coolant/oil mixture. Once the moisture has evaporated from the coolant contaminated oil, a dark gray, thick, sludge consistency is present.
Procedure 1. Verify coolant is contaminated by inspecting deaeration tank for presence of oil. 2. Place a coolant drain pan under oil module. 3. Remove oil module from engine following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
2. If the lube oil exhibits coolant dilution, do Coolant Leak to Lube Oil (page 99) in this section.
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4. Remove oil cooler from oil module following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 5. Pressure test oil cooler following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If oil cooler fails pressure test, install a new oil cooler following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If oil cooler passes pressure test, install a new oil module and oil cooler following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
2. Remove air cleaner duct from low pressure turbocharger inlet and inspect for oil saturation from crankcase breather system. If droplets of lube oil are present at crankcase breather to low pressure turbo inlet duct, inspect and repair crankcase breather system as necessary. If crankcase breather system is okay, diagnose high crankcase pressure, see High Crankcase Pressure (page 182) in the Performance Diagnostics section of this manual. If a light lm of lube oil is present at the crankcase breather to low pressure turbo inlet duct, proceed to next step.
Lube Oil to Intake Symptom There is a light lm of lube oil normally present in the intake due to the conguration of the closed crankcase breather system. These tests should only be done when there is a customer complaint of high lube oil consumption. Possible Causes Crankcase breather system High pressure turbocharger Low pressure turbocharger High crankcase pressure
3. Remove Low Pressure Charge Air Cooler (LPCAC) assembly following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 4. Inspect for lube oil at LPCAC. If droplets of lube oil are present at the LPCAC assembly, check and repair low pressure turbocharger assembly following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If a light lm of lube oil is present at the LPCAC assembly, check and repair high pressure turbocharger assembly following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
Procedure 1. Remove Intake Throttle Valve (ITV) assembly to verify volume of lube oil entering intake system. If droplets of lube oil is present at ITV, continue with next step. If light lm of lube oil is present at ITV, the system is operating as designed and no repair is necessary. Lube Oil to Exhaust Symptom These tests should only be done when there is a customer complaint of high lube oil consumption or plugged Diesel Particulate Filter (DPF) or Diesel Oxidation Catalyst (DOC). If the complaint is wet exhaust or leakage of exhaust system joints, verify Aftertreatment Fuel Injector (AFI) and/or system is functioning properly. Possible Causes High pressure turbocharger Low pressure turbocharger Internal engine damage
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Procedure 1. Remove retarder control system exhaust manifold with buttery from low pressure turbocharger following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. Identify if lube oil is present at turbine side of low pressure turbocharger. If no oil is present at exhaust outlet of low pressure turbocharger, the leak into the exhaust is most likely fuel. Verify the AFI and/or system is functioning properly see Fuel to Exhaust (page 113) in this section. If oil is present at exhaust outlet of low pressure turbocharger, remove low pressure turbocharger following the procedure in the International MaxxForce 11 and 13 Engine Service Manual and proceed to the next step.
If oil is present at inside of high pressure turbine inlet of exhaust manifold, remove three exhaust manifolds from cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual and proceed to next step to pinpoint the power cylinder of concern.
4. Repair power cylinder following the procedure in the International MaxxForce 11 and 13 Engine Service Manual for repair of specic component.
Lube Oil to Fuel Symptom Lube oil to fuel is a very uncommon occurrence. The customer should be questioned to verify maintenance practices. These tests should only be done when there is a customer complaint of high lube oil consumption. Possible Causes Customer adding used lube oil to fuel Cracked cylinder head
2. Inspect turbine housing on high pressure turbocharger and identify if lube oil is present at turbine side of the high pressure turbocharger. If no oil is present at turbine of high pressure turbocharger, the leak into exhaust is from low pressure turbocharger. Install a new low pressure turbocharger following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If oil is present at turbine of high pressure turbocharger, remove high pressure turbocharger following the procedure in the International MaxxForce 11 and 13 Engine Service Manual and proceed to next step.
Tools High Pressure Return Line Tester (19mm) (page 453) Fuel Inlet Restriction and Aeration Tool (page 451)
Procedure 1. Take a fuel sample from the fuel tank and inspect for lube oil contamination. If fuel sample is contaminated, replace contaminated fuel with clean fuel. Advise the driver not to add lube oil to fuel tanks. Retest the system. If the fuel sample is not contaminated, proceed to next step.
3. Inspect the inside of the high pressure turbine inlet of exhaust manifold for presence of lube oil. If no oil is present inside of high pressure turbine inlet of exhaust manifold, the leak into exhaust is from high pressure turbocharger. Install a new high pressure turbocharger following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
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4. Connect Fuel Inlet Restriction and Aeration Tool to high pressure pump inlet and a clean fuel source. 5. Start engine and run at low idle for 10 minutes. 6. If fuel is cloudy on return from cylinder head, cylinder head is porous or cracked. Install a new cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
Low Oil Pressure Causes Figure 111 (19 mm) High Pressure Return Line Tester 2. Remove hollow screw at the rear of cylinder head and install High Pressure Return Line Tester (19mm) in cylinder head fuel return port. Run open end into a clean container. 3. Disconnect high pressure pump inlet line. Low oil level High oil level/oil contamination Incorrect oil viscosity Inaccurate Engine sensor/circuit Restricted oil lter Oil sump/oil suction line damage Camshaft bearing wear/damage Oil pressure regulator wear/damage Broken, missing or loose piston cooling tube(s) Internal engine bearing wear/damage Scored or damaged oil pump Missing oil gallery cup plugs (front or rear) EST with Master Diagnostics Software (page 447) IC4 USB interface cable (page 447) Gauge Bar Tool (page 452) Oil Pressure (EOP)
Tools Figure 112 Tool Fuel Inlet Restriction and Aeration
109
Procedure WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay, WARNING: To prevent personal injury or death, when routing test leads, do not crimp leads, run leads too close to moving parts or let leads touch hot engine surfaces. WARNING: To prevent personal injury or death, do not let engine uids stay on your skin. Clean skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags contaminated with engine uids. NOTE: Engine oil level varies depending on temperature of engine. 1. Park the vehicle on level ground and shut down the engine for 5 minutes. 2. Verify oil level in engine using oil level gauge while vehicle is parked on level ground. Check to see if oil is contaminated with fuel or coolant. If oil is not contaminated, proceed to next step. If oil is contaminated, go to Fuel in Lube Oil (page 112) or Coolant Leak to Lube Oil (page 99) in this section.
If the dash oil pressure gauge shows normal oil pressure, verify EOP with EST. Check for a Low Oil Active DTC and investigate any active DTCs associated with low oil pressure.
Figure 113
Oil pressure gauge connection
4. Connect tting on test line with fuel/oil pressure test coupler to a 0 to 1723 kPa (0 to 250 psi) gauge. 5. Connect fuel/oil pressure test coupler to diagnostic coupling assembly on the side of the oil module behind the LPCAC. 6. Start engine and measure oil pressure at both low and high idle, under no load conditions. Engine must be at normal operating temperature. If oil pressure reads within specication listed in Appendix A: Performance Specications, and the oil pressure indicator indicates low pressure, perform Engine Oil Pressure (EOP) Sensor diagnostics (page 365) in the Electronic Control Systems Diagnostics section of this manual. Repair or replace oil pressure indicator as required. If oil pressure does not read specication, proceed to next step. within
3. Verify low engine oil pressure complaint on dash oil pressure gauge. If the dash oil pressure gauge shows low oil pressure, verify Engine Oil Pressure (EOP) with EST. Check for a Low Oil Active DTC and investigate any active DTCs associated with low oil pressure. If EST indicates low EOP proceed to next step. If EST indicates normal EOP investigate failed or malfunctioning oil pressure gauge on dash. See the appropriate Vehicle Model Service Manual.
7. Remove the oil lter and inspect for debris. If oil lter has debris, install a new oil lter. Inspect oil by-pass valve located in oil module housing. If debris is present in the oil by-pass valve clean the oil by-pass valve as necessary. Retest system.
110
If oil lter does not have debris, install oil lter and retest system. If the vehicle fails a retest, proceed to next step.
If visual inspection does not identify any concerns, proceed to next step.
13. Connect regulated shop air line to the oil lter module diagnostic coupling assembly. 14. Slowly apply air pressure in 34.5 kPa (5 psi) increments up to 345 kPa (50 psi). NOTE: There will be loss of air at many lube points; however, the amount of loss should not be excessive. 15. Check for audible loss of air pressure. If air loss is identied in the following areas, inspect and repair the associated components as necessary: Front of engine right side oil pressure regulator, oil galley plugs If a continues ow if oil is coming out of the oil return port remove and replace oil pressure relief valve. Rear of engine oil galley plugs Main and rod bearings Upper engine camshaft bearings (removal of the valve cover is required) If no leak has been found, remove the front cover of the engine and inspect the oil pump following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
8. Remove oil sump, following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 9. Inspect oil suction line for damage. If oil suction line is damaged, install a new oil suction line following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. Retest the engine for correct oil pressure. If oil suction line is not damaged, install a new oil sump following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. Proceed to the next step.
10. Drain oil from engine using a clean drain pan. Inspect oil drain plug magnet and drained oil for debris. An oil sample can be taken to determine level of engine wear metals and contaminants in oil. 11. Remove oil sump following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. 12. Visually inspect for missing, loose or damaged oil suction line, O-ring, piston cooling tubes, and bearing inserts. If visual inspection identies any concerns, repair as necessary and retest system.
111
Fuel System
Aftertreatment restriction
Engine effects GOVERNMENT REGULATION: Engine uids (oil, fuel, and coolant) may be a hazard to human health and the environment. Handle all uids and other contaminated materials (e.g. lters, rags) in accordance with applicable regulations. Recycle or dispose of engine uids, lters, and other contaminated materials according to applicable regulations. Incorrect or inoperative thermostat(s) Failed turbocharger control system Fuel system performance loss Fuel system leaks Base engine performance loss Exhaust Gas recirculation (EGR) system failure Intake Throttle Valve (ITV) system failure
Procedure Excessive Fuel Consumption Symptom More fuel is required to perform the same task. Possible Causes Operator effects Inaccurate record keeping or tank lling Winter blend, kerosene or No. 1 diesel fuel Unrealistic expectations 1. Review operator records and fueling procedures. Measurement errors are common. Fuel consumption taken only from one tank of use is susceptible to signicant error because of lling procedures and vehicle application differences during operation. Accurate fuel consumption must be measured over time with a record of what the vehicle was doing during the measurement period. 2. Loss of fuel economy is normal if winter blend fuel, kerosene or No. 1 diesel fuel is being used. 3. Review vehicle specications to determine if fuel consumption is normal for type of application and use of vehicle. Compare consumption with similar vehicles in the same application and TCAPE report. 4. Do all tests on Performance Diagnostic form or in Performance Diagnostics section of this manual. These tests verify the operating condition of the following engine and chassis systems: Intake system Exhaust system Fuel delivery and ltration High pressure fuel system Injector operation EGR system operation ITV system operation Boost pressure actuator operation Base engine condition
Application effects Heavy loading Gross Vehicle Weight (GVW) Low rear axle ratio Large frontal area Accessory usage (such as Power Takeoff) Additional equipment drawing fuel from vehicle fuel tanks Extended idle applications Tire size, tire condition, or air pressure
Chassis effects Brake drag Cooling fan clutch locked ON Transmission slippage/shifting Fuel tank plumbing or venting Intake or exhaust restriction
112
Electronic control system condition
5. Disconnect the fuel supply line from the AFI. 6. Connect a regulated air pressure source to fuel inlet of AFI and pressurize to 207 kPa (30 psi) for up to 20 minutes. If air bubbles are observed at deaeration tank, install a new AFI following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If no air bubbles are present at deaeration tank, proceed to next step.
If all tests are passed, the engine is operating normally.
Fuel in Coolant Symptom Coolant has a diesel fuel odor. Causes Leaking coolant heated auxiliary fuel lter (if equipped) Cracked or porous cylinder head casting in fuel return area
Tools Gauge Bar Tool (page 452)
Procedure 1. Isolate and test any add-on coolant heated auxiliary fuel lter per manufacturers instructions. If leak is found, install a new coolant heated auxiliary fuel lter per manufacturers instructions. If no leak is detected, proceed to next step. Figure 114 Cylinder head fuel leak test
WARNING: To prevent personal injury or death, do the following when removing the radiator cap or deaeration cap: Allow engine to cool for 15 minutes. Wrap a thick cloth around radiator cap or deaeration cap. Loosen cap slowly a quarter to half turn to vent pressure. Pause for a moment to avoid being scalded by steam. Continue to turn cap counterclockwise to remove.
7. Remove hollow screw at the rear of cylinder head and adapt compressed air source to cylinder head. 8. Pressurize cylinder head to 550 to 690 kPa (80 to 100 psi) for up to 20 minutes. 9. Observe deaeration tank for air bubbles or loss of pressure at gauge. If air bubbles are observed at the deaeration tank, install a new the cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. Fuel in Lube Oil Symptom Oil has a diesel fuel odor and oil level in engine consistently increases. Possible Causes Fuel injector(s)
2. Remove deaeration tank cap. NOTE: Do not reinstall deaeration cap at this time. 3. Fill deaeration tank with coolant to a level above deaeration tank inlet. 4. Disconnect electrical connector to Aftertreatment Fuel Injector (AFI).
113
High pressure fuel pump Cylinder misre (wash down)
Tools Alternate supply of clean diesel fuel UV Leak Detection Kit (page 454) UV Leak Detection Fluorescent Dye Cartridge
Remove valve cover following the procedure in the International MaxxForce 11 and 13 Engine Service Manual for injector body inspection. If a leak is located, install a new fuel injector and pressure pipe neck.
9. If no leaks are located, contact Tech Central at 1-800-336-4500 for further assistance.
Procedure 1. If the engine has a misre, see Special Tests (page 178) in the Performance Diagnostics section of this manual. Use procedures in the International MaxxForce 11 and 13 Engine Service Manual for repair of specic component. 2. Verify oil contamination by performing a white paper test or oil analysis. Place one drop of suspect diluted oil on a clean sheet of printer or copier paper. If the oil wicks away rapidly into the paper, there is fuel contamination. If the oil maintains a uniform and slow expanding stain, there is no fuel contamination.
Fuel to Intake Symptom Fuel leaking into the intake results in black smoke and eventual Diesel Particulate Filter (DPF) codes. Possible Causes Cold Start Solenoid (CSS) valve CSS valve control
Procedure 1. If the engine has a misre, see Special Tests (page 178) in the Performance Diagnostics section of this manual. 2. Disconnect electrical connector from the CSS valve. 3. Disconnect glow plug supply fuel line from glow plug. 4. Hand pump primer and check for fuel leakage from CSS valve. 5. Start engine and run at low idle. Check for fuel leakage from CSS valve. If leakage is observed, install a new CSS valve following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. If no leakage is observed, check the CSS valve control circuit. See CSS Valve Control (page 293) in the Electronic Control System Diagnostics section of this manual.
3. Inspect the fuel system for leaks. NOTE: The UV Leak Detection Kit requires warm-up time. Turn on the UV Leak Detection Kit. 4. Verify there is no dye in the oil before starting the dye test. 5. Supply engine with an alternate supply of clean diesel fuel with dye mixed to manufacturers specication. 6. Turn ignition switch to ON position, run the engine at high idle for a maximum of ve minutes. Turn ignition switch to OFF position. 7. Remove oil ll tube. 8. Using the UV Leak Detection Kit, inspect for leaks in the following areas: Inspect front seal of high pressure pump for leakage. If a leak is located, install a new pump following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
Fuel to Exhaust Symptom Fuel leaking into the exhaust results in a wet exhaust system and possibly damage the DPF.
114
Possible Causes AFI Internal engine damage
Difculty priming fuel system
Possible Cause Leaks in fuel supply to fuel pump Loose fuel injector hold down Missing/damaged fuel injector sealing washer
Procedure 1. Disconnect fuel line from AFI. WARNING: To prevent personal injury or death, wear safety glasses with side shields. Limit compressed air pressure to 207 kPa (30 psi). 2. Connect a regulated air pressure source with a shut-off valve to fuel inlet of AFI and pressurize to 207 kPa (30 psi). 3. Close the shut-off valve and monitor air pressure for two minutes. If the air pressure drops, install a new AFI following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. If pressure remains constant, proceed to next step.
Procedure See Fuel System in the Hard Start and No Start Diagnostics section of this manual. Water in the Fuel Symptom Water in fuel exhibits one or more of the following characteristics: Engine stall during operation Rough running engine No start if water has frozen
Possible Causes Water in fuel supply system Ice in fuel lines
4. If engine has a misre, see Special Tests (page 178) in the Performance Diagnostics section of this manual. 5. Remove exhaust manifold from the cylinder head following the procedure in the International MaxxForce 11 and 13 Engine Service Manual and pinpoint the power cylinder of concern.
Tools Clean drain pan, at with a wide opening
Procedure WARNING: To prevent personal injury or death, do not let engine uids stay on your skin. Clean skin and nails using hand cleaner and wash with soap and water. Wash or discard clothing and rags contaminated with engine uids. WARNING: To prevent personal injury or death, do not mix gasoline, gasohol, or alcohol with diesel fuel. An open heat source, spark, cell phone or electronic device can ignite these fuel mixtures. This creates a re hazard and possible explosion. 1. Put a clean at drain pan under the lter housing. 2. Drain the water separator following the procedures in the International MaxxForce
Fuel Pressure and Aeration Symptom Fuel aeration exhibits one or more of the following characteristics: Engine stall during operation Rough running engine Extended engine crank time (hard start) Fuel pressure slow to build while cranking Excessive fuel pressure while cranking Pulsating fuel pressure during crank or engine running at idle.
115
11 and 13 Engine Operation and Maintenance Manual. 3. Check the fuel in the drain pan for engine coolant or other contamination. Dispose of the contents in the drain pan properly in accordance with local requirements. Excessive water or contaminants may indicate the tank and fuel system need to be ushed and cleaned. Some sediment and water may be present if fuel lter has not been replaced for a long period of time, or if the sediment and water have not been drained recently. The fuel should be clear, not cloudy. Cloudy fuel indicates that it is not a suitable grade for cold temperatures. The fuel should not be dyed red or blue, these colors indicate off-highway fuel. The fuel should not indicate evidence of waxing or gelling. Waxing or gelling in some fuels in cold weather could clog fuel lters and the fuel pump and cause restrictions in the fuel or low fuel pressure.
Procedure Perform this procedure when the following conditions occur: Fuel tank is drained or runs dry The primary fuel lter is removed or replaced Any fuel connection between fuel tank and secondary fuel lter is broken The secondary fuel lter is removed or replaced The high pressure fuel system is serviced
1. Make sure all fuel system connections are secure and the proper fuel lters are installed. 2. Make sure the battery is fully charged or install a battery charger. 3. Prime suction side of low pressure fuel system: a. Tighten primary fuel lter components that were removed (canister lter element, seals, or bowl) to specied torque values. b. Unscrew the piston knob on manual fuel priming pump and start pumping until fuel pressure builds up on delivery side of primer pump. The pressure build up is indicated by higher pumping force on manual priming pump. c. Fully screw piston knob back in when priming is complete.
4. If fuel sample indicates water in fuel, obtain a fuel sample from fuel tanks. If fuel sample indicates water in fuel, drain fuel tanks and refuel tanks with clean fuel. If fuel sample does not indicate water in fuel, the source of water is probably the fuel strainer.
CAUTION: To prevent damage to the starter, if engine fails to start within 30 seconds, release ignition switch and wait two to three minutes to allow starter motor to cool. 4. Engage starter for 30 seconds and allow starter to cool for two minutes. 5. If engine does not re during the rst two cranking attempts, connect Electronic Service Tool (EST) and monitor pressure gauge during third cranking attempt. a. If pressure does not build up during third cranking attempt, unscrew primary lter cap and separate lter element from lter cap. b. Make sure lter element is fully seated on the standpipe. c. Reassemble the primary fuel lter assembly.
Priming the Fuel System CAUTION: To prevent engine damage, do not manually actuate the Fuel Pressure Control Valve (FPCV) to build rail pressure, if the engine will not start. This can damage internal parts in the high-pressure pump. CAUTION: To prevent damage to engine, plug component connections immediately after each fuel line is removed using clean fuel system caps. NOTE: If the fuel system will not prime during diagnosis, the engine exhibits pulsating fuel pressure. See Low Pressure Fuel System (page 137) in the Hard Start and No Start Diagnostics section of this manual.
116
6. Engage starter for 30 seconds and allow starter to cool for two minutes, monitor the Engine Fuel Pressure (EFP) sensor on the EST. If engine does not start and there is no increase in pressure, then repeat steps 3 and 4. 7. If engine does not re after ve crank events, de-energize the FPCV in the high pressure pump. NOTE: De-energizing the FPCV closes the valve and controls the valve at the lower limit of 6.7% Pulse Width Modulate (PWM) signal. This allows all fuel delivered by the internal transfer pump to go to high pressure pump and allows for a minimum high pressure pump outlet pressure making relling easy. 8. Engage starter for 30 seconds to purge any trapped air from high pressure pump. Allow starter to cool for two minutes. 9. Re-energize the FPCV. Engage starter for 30 seconds and allow starter to cool for two minutes. If engine does not start, contact Tech Central at 1-800-336-4500.
Digital Multimeter (DMM) (page 444) CMP, CKP and FPCV Breakout Harness (page 444)
Test FRP Sensor NOTE: Verify adequate fuel supply pressure. 1. Connect the EST to vehicle. 2. Open COM device. 3. Verify correct engine family and model year is selected. 4. Launch EST. 5. Select Sessions drop-down menu. 6. Select D_HardStartNoStart.ssn le. 7. Using EST, measure low pressure fuel pressure while idling engine. If low pressure fuel system pressure is at or above specication, proceed to next step. If low pressure fuel system pressure is below specication, see Low Pressure Fuel System (page 137) in the Hard Start and No Start Diagnostics section of this manual.
Low Fuel Rail Pressure Symptom Low fuel rail pressure results in an engine hard start or no start condition. Possible Causes Fuel Rail Pressure (FRP) sensor or circuit FPCV or circuit Engine Control Module (ECM) High pressure fuel line leaks (internal or external fuel lines) High pressure fuel pump Fuel injectors Insufcient low pressure fuel pressure Plugged fuel lter Aerated fuel EST with Master Diagnostics Software (page 447) IC4 USB interface cable (page 447)
8. Turn ignition key to OFF position. NOTE: Disconnecting FPCV causes high pressure fuel pump to default to a 800-900 bar (11,603-13,053 psi) fuel pressure. 9. Disconnect FPCV electrical connector. 10. Start and idle engine. 11. Monitor and record fuel pressure reading from FRP sensor. If FRP sensor reading is 800-900 bar (11,603-13,053 psi), FRP sensor is operating correctly If FRP sensor is not reading between 800-900 bar (11,603-13,053 psi), proceed to the next test.
Tools Check FPCV Coil Resistance 1. Disconnect FPCV. 2. Connect CCMP, CKP and FPCV Breakout Harness to the FPCV.
117
3. Measure resistance between pins 1 and 2 of the CMP, CKP and FPCV Breakout Harness. 4. The resistance specication is 2-4 ohms. If resistance is out of specication, see Fuel Pressure Control Valve (FPCV) (page 379) in the Electronic Control Systems Diagnostics section of this manual. If resistance is within specication, verify that ECM is controlling FPCV. See FPCV Duty Cycle Control (page 117) in this section.
7. Select D_HardStartNoStart.ssn le. 8. Connect CMP, CKP and FPCV Breakout Harness to FPCV and engine harness. 9. Connect positive lead of the DMM to a battery positive connection. Connect negative lead to CMP, CKP and FPCV Breakout Harness pin 2. 10. Set DMM to voltage, press the duty cycle button, and press trigger button to make sure DMM is set to positive trigger. 11. Turn ignition switch to ON position and crank engine. Measure the duty cycle using DMM. The measurement should be approximately 50% duty cycle positive trigger value, and the desired duty cycle using the EST. If duty cycle is out of specication or does not match desired duty cycle, see Fuel Pressure Control Valve (FPCV) (page 379) in the Electronic Control Systems Diagnostics section of this manual. If duty cycle is within specication and matches desired duty cycle, measure pump output. See High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual.
FPCV Duty Cycle Control Measuring the duty cycle of the FPCV veries that ECM is controlling high pressure fuel pump. 1. Connect EST to vehicle. 2. Open COM device. 3. Verify correct engine family and model year is selected. 4. Verify CAN is selected. 5. Launch EST. 6. Select the Sessions drop-down menu.
118
Engine Inspection
Symptom Excessive low power on take-off or intermittent low power from drive cycle to drive cycle Low power at steady speed complaints may indicate a low pressure turbocharger issue. Low power on acceleration complaints may indicate a high pressure turbocharger or boost control issue.
Low pressure fuel pressure below specication High pressure fuel pressure below specication Inoperative ITV Aerated fuel ECM or electronic control system faults Fuel injectors not working properly EGR control valve stuck open Power cylinder problems Valve train problems Engine or ywheel balance problems Exhaust system to cab/chassis contact AFT problems Loose/worn engine mounts Failed CAC(s) Failed extension tube(s) Plugged DPF Plugged Diesel Oxidation Catalyst (DOC)
Possible Causes Low Power Electrical power or ground issue Inoperative turbocharger assembly Failed Boost Control Solenoid (BCS) valve Stuck Exhaust Gas Recirculation (EGR) control valve Aerated fuel Engine Control Module (ECM) or electronic control system faults Poor fuel quality Low pressure fuel pressure below specication High pressure fuel pressure below specication Fuel injectors not working properly Inoperative Intake Throttle Valve (ITV) Power cylinder problems Valve train problems Failed Charge Air Cooler(s) (CAC) Failed extension tube(s) Aftertreatment (AFT) system issues Plugged Diesel Particulate Filter (DPF) Stuck closed Retarder Control
Tools Digital Multimeter (DMM) (page 444) Boost Control Solenoid Breakout Harness (page 442) EST with Master Diagnostics Software (page 447) IC4 USB interface cable (page 447)
Low Power (Turbocharger Assembly and Actuator) 1. Carry out the actuator test. See Actuator Test (page 162) in the Performance Diagnostics section of this manual. If actuator test fails, proceed to next step.
Rough Idle Poor fuel quality
119
If actuator test passes, the turbocharger or boost control actuator may not be cause of low power. Inspect Cooler Charge leaks to the High Pressure Charge Air (HPCAC) and Low Pressure Air Cooler (LPCAC) for boost atmosphere.
If duty cycle does not command BCS valve to open, repair signal control problem. See Boost Control Solenoid (BCS) Valve (page 253) in the Electronic Control System Diagnostics section of this manual. Retest system for correct operation.
Verify all tests in the Performance Diagnostics section of this manual do not indicate another cause. If low power complaint is intermittent, and all tests in Performance Diagnostics section of this manual do not indicate another cause, proceed to next step.
High Crankcase Pressure Possible Causes Air compressor Turbocharger(s) Cylinder damage Internal engine damage
2. Connect Boost Control Solenoid Breakout Harness between engine harness and BCS valve. Measure duty cycle between BCS valve power and ground terminals while testing system with actuator test. If actuator test fails, and duty cycle commands BCS valve to operate, replace BCS valve. If low power complaint is intermittent, and duty cycle commands the BCS valve to operate, inspect BCS valve signal wires for corroded or loose connections. If signal wires are properly connected, not corroded, and tests in the Performance Diagnostics section of this manual, do not indicate another cause, replace BCS valve following the procedures in the International MaxxForce 11 and 13 Engine Service Manual.
Procedure 1. For high crankcase pressure diagnostics, see High Crankcase Pressure Test (page 182) in the Performance Diagnostics section of this manual.
120
Electrical System
Engine Control Module (ECM) Reset (Intermittent Engine Stumble) Symptom An ECM reset occurs when the ECM momentarily reboots or is turned off and on while the engine is operating. Symptoms of this include the following: WAIT TO START lamp cycles on while engine running Cold start assist glow plug recycles while engine running Engine stumbles and may die Loss of accelerator pedal authority Miles driven are not logged if ECM reset occurs during current key cycle
Procedure 1. Using the Electronic Service Tool (EST) with MasterDiagnostics software, check for DTCs for the engine and chassis modules. If DTC 5541 (unexpected reset fault EIM) is present as an active or inactive code, skip to step 4. If any other engine DTCs are active, perform appropriate diagnostics and repairs before continuing with these procedures. If any chassis DTCs are active when checking the Electronic System Controller (ESC), perform appropriate diagnostics and repairs before continuing.
2. Inspect the fuel system. See Fuel System in the Performance Diagnostics section of this manual. See the Electronic Control Systems Diagnostics section of this manual or the application specic truck Circuit Diagram Manual and Service Manual when performing the following steps. 3. Check all ECM and Engine Interface Module (EIM) related fuses. 4. Check the EIM power relay. 5. Check all battery, VIGN and ground connections for ECM. 6. Monitor ECM power and ground with breakout box under operator complaint conditions. 7. If root cause has not been identied in previous steps, continue diagnosis by doing the remaining tests in Performance Diagnostics section of this manual.
If a reset occurs, the engine momentarily stumbles and ECM goes through a normal key on cycle. This includes the following: Illuminating the WAIT TO START lamp Validating the accelerator pedal position
If the pedal is not at idle position when the reset occurs, a Diagnostic Trouble Code (DTC) is set and engine speed goes to low idle. The ECM will not allow accelerator pedal authority until the Accelerator Position Sensor (APS) is released. An ECM reset occurs when the ECM momentarily reboots or is turned off and on while engine is operating.
5 HARD START AND NO START DIAGNOSTICS
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Table of Contents
Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123 Order Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123 Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124 Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126 1. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126 Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126 Fuel Level and Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126 Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127 Intake Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127 Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127 Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 2. Initial Ignition Switch ON (Do not start). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129 3. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130 4. Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 5. Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132 Entering Vehicle Information Using The EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132 6. Electronic Service Tool (EST) Data List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133 Monitoring Engine Systems Using An EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133 Monitoring Engine Systems Without An EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 7. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136 Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 8. Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 8.1. Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 8.2. High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140 9. Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144 10. Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
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123
Diagnostic Form
The Engine Performance Diagnostic Form (Hard Start and No Start side) directs technicians to systematically troubleshoot a hard start or no start condition and avoid unnecessary repairs. This section shows detailed instructions of the tests on the form. Use this manual with the form and referenced for supplemental test information. Use the form as a worksheet to record all test results. Do all tests in sequence, unless otherwise stated. Doing a test out of sequence can cause incorrect
results. If a problem was found and corrected, it is not necessary to complete the remaining tests. See appendices for Diagnostic Trouble Codes (DTCs) and engine performance specications.
Order Information Diagnostic Form EGED-425 Engine Performance is available in 50 sheet pads. To order technical service literature, contact your International dealer.
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Header Information
Entering Header Information 1. Technician 2. Date 3. Unit No. (dealers quick reference number) 4. Customer complaint (interview driver) Vehicle Information The Vehicle Identication Number (VIN) is located on the VIN plate. Obtain the VIN information from ISIS. 5. VIN the last 8 digits (verify to VIN plate) 6. Build date (verify to VIN plate) 7. Engine horsepower (hp) 8. Engine Interface Module (EIM) calibration 9. Engine Control Module (ECM) calibration 10. Aftertreatment Control Module (ACM) calibration 11. Transmission type 12. Engine Serial Number (ESN) Performance Specication Information 13. See Appendix A: Performance Specications in this manual or Technical Service Information (TSI) to obtain the following header information:
NOTE: Performance specications are periodically published in a TSI format to support new model year products. Check service bulletin repository on ISIS for appropriate model year application. Engine Family Rating Code (EFRC) Turbocharger Part No.(s)
Verify EIM Calibration with Vehicle Specications
Figure 116
Select VIN + session (example)
14. Using the Electronic Service Tool (EST) with MasterDiagnostics software, open the VIN session by selecting the VIN+ icon.
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Figure 117
VIN session (example)
15. Verify the following match vehicle specications: VIN EIM calibration ECM calibration ACM calibration Rated hp EFRC ESN Note: The ESN is located on the engine block, on the left side of the crankcase above the high pressure pump and on the exhaust emission label on the valve cover.
Transmission
16. Enter the following information: Odometer (miles) Engine hours Intake Air Temperature (IAT) Intake Air Temperature 2 (IAT2) Engine Coolant Temperature (ECT) Engine Coolant Temperature 2 (ECT2) Engine Oil Temperature (EOT) Manifold Absolute Temperature (MAP) Barometric Absolute Pressure (BAP)
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Required Test Procedures
Fuel dilution Coolant contamination Power steering uid contamination
Fuel Level and Quality NOTE: Engine should not be running. Make sure levels have stabilized. 1. Park vehicle on level ground. 2. Use dash gauge and inspect fuel tank ll ports to verify fuel level. WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. 3. Retrieve a fuel sample from the fuel tank. 4. Check for water, waxing, sediment, gasoline, or kerosene. If the fuel quality is satisfactory, no action is required. If the fuel quality is questionable, correct the issue. Take another sample to verify fuel quality.
WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. 1. Visual Inspection Purpose To check all uid levels and inspect engine systems for problems such as leaks, open connections and harness chafng. Tools Inspection lamp
Engine Oil 1. Park the vehicle on level ground and shut down the engine for ve minutes. 2. Use oil level gauge to verify engine oil level. 3. Record results on Engine Performance Diagnostic Form (Hard Start and No Start side). Possible Causes Engine oil is within normal operating range No repair is required
5. Visually inspect the fuel strainer for debris. If debris is observed, clean the fuel strainer and retest. If no debris is observed, proceed with the next step.
6. Obtain a fuel sample from the fuel lter housing drain. 7. Inspect the fuel sample for debris, icing and contamination. If any visual fuel issues exist, correct the issue and retest the system. If no visual fuel issues exist, proceed with the next step.
Engine oil is below normal operating range Improper servicing Oil leaks Oil consumption
Engine oil is above normal operating range Improper servicing

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8. Record results on Engine Performance Diagnostic Form (Hard Start and No Start side). If fuel level is sufcient, contamination is evident, required. and no tank no repair is
Intake Air System 1. Inspect the air cleaner restriction indicator. 2. Inspect the intake air system including the LPCAC system, the HPCAC system, the air inlet duct, Intake Throttle Valve (ITV) and piping for damage or restrictions. 3. Inspect all intake air system connections and clamps. If the intake air system is okay, no repair is required. If an intake air system issue is found, repair as required.
If fuel level is low, ll the fuel tanks to a level that is sufcient to operate the engine. Inspect for leaks, fuel dilution or inoperable tank transfer pump.
Possible Causes Fuel contamination Incorrect fuel grade for cold temperatures Fuel leaks Fuel line damage
Possible Causes Loose or damaged clamps Damaged connectors Restricted air lter Restricted air intake (debris) Stuck closed ITV
Engine Coolant Level NOTE: Engine should not be running. 1. Park vehicle on level ground. 2. Check coolant level as indicated on deaeration tank level window. 3. Record results on Engine Performance Diagnostic Form (Hard Start and No Start side). Possible Causes Engine coolant is within normal operating range No repair is required
Exhaust System 1. Inspect exhaust system (engine and vehicle) for leaks or damage that would restrict exhaust ow. Some conditions that could restrict the exhaust are damaged exhaust, plugged Diesel Oxidation Catalyst (DOC), plugged Diesel Particulate Filter (DPF), or exhaust manifold with buttery stuck closed. If exhaust system is okay, no repair is required. If exhaust system issue is found, repair as required.
Engine coolant is below normal operating range Improper servicing External coolant leaks Coolant in combustion cylinder(s) Coolant leak in the Low Pressure Charge Air Cooler (LPCAC) Coolant leak in the High Pressure Charge Air Cooler (HPCAC) Coolant leak in the Exhaust Gas Recirculation (EGR) module Coolant leak in the Aftertreatment (AFT) system
Possible Causes Loose or damaged clamps Damaged exhaust pipes Exhaust manifold with buttery stuck closed AFT system regeneration required Restricted AFT system Failed turbocharger or turbochargers
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Electrical System NOTE: The engine will not start if any of the following components are damaged, failed or disconnected: Batteries Starter Engine Interface Module (EIM) Engine Control Module (ECM) Camshaft Position (CMP) sensor (the engine starts but crank time is extended) Crankshaft Position (CKP) sensor (the engine starts but crank time is extended) Driveline Disengagement Switch (DDS)
2. Inspect the engine wiring harness for correct routing and protection from chang. Possible Causes Damaged, failed or incorrectly installed electrical connectors Open or blown fuses Damaged or failed EIM Damaged or failed ECM Damaged or failed CMP sensor (the engine starts but crank time is extended) Damaged or failed CKP sensor (the engine starts but crank time is extended) Damaged or failed DDS Damaged or failed batteries Damaged or failed starter
1. Check all battery cables and fuse connections for corrosion. Inspect for open or blown fuses. All connections must be properly connected, in good condition and free of corrosion or damage. Repair as necessary.
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2. Initial Ignition Switch ON (Do not start) Purpose To determine if the Engine Interface Module (EIM) and Engine Control Module (ECM) are powered up. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Air pressure gauge with
3. If the ECM and EIM calibrations are not displayed, cycle the ignition switch and test again. If the ECM and EIM calibrations are not displayed on the second attempt, the ECM or EIM may not be powered up. Check for Diagnostic Trouble Codes (DTCs). If the EIM is not communicating with the EST, see CAN Communications (Controller Area Network) (Public) (page 258) in the Electronic Control System Diagnostics section of this manual.
Possible Causes No key power (VIGN) No voltage from the main power relay to the EIM EIM grounds No voltage from the main power relay to the ECM ECM grounds WAIT TO START lamp malfunction at temperatures below 11C (52F) (will not cause a starting issue) EIM failure ECM failure Public CAN link to instrument panel is not working (will not cause hard start or no start) Private CAN network failure
Procedure WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. 1. Turn ignition switch to ON position. Do not start the engine. 2. Connect the EST to the vehicle. Press the VIN+ button. If the EIM and ECM are powered up and communicating, the ECM and EIM calibrations are displayed.
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3. Engine Cranking Purpose To determine if crankshaft rotates at correct rpm and if instrument panel is receiving signals from the Engine Interface Module (EIM). Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
NOTE: If the rpm is at or above minimum cranking speed and the engine does not start correctly, on cold starts below 11C (52F) only, the cause may be the cold start assist system. Proceed to Cold Start Assist System (page 145) in this section. Possible Causes Engine will not rotate Loose or corroded battery connections Low or no battery power No key power (vIGN) Insufcient power to EIM Loose or damaged connections at the EIM or the Engine Control Module (ECM) Starting system failure Circuit fault for Engine Crank Inhibit (ECI) Cylinder hydraulic lock Cylinder mechanical valve/piston contact) lock (timing incorrect,
Procedure WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. 1. See Appendix A: Performance Specications in this manual for specications. Enter data in spec column for rpm on Diagnostic Form. 2. If an EST is available, connect it to the vehicle. If an EST is not available monitor the engine rpm on the instrument cluster. 3. Turn ignition switch to ON position. Do not start engine. 4. Open COM device. 5. Open the D_HardstartNostart.ssn le and monitor the rpm and battery voltage Parameter Identiers (PIDs). 6. Turn the ignition switch to START position. 7. Check rpm on the instrument panel and the EST. Record results on Engine Performance Diagnostic Form (Hard Start and No Start side). If engine speed is below minimum cranking speed, the engine will not start.
Driveline Disengagement Switch (DDS)
Insufcient rpm Loose or corroded battery connections Low battery power/cold batteries Starter motor problem Incorrect oil viscosity for climate Starting system failure Internal engine damage
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4. Diagnostic Trouble Codes (DTCs) Purpose To determine if the Engine Interface Module (EIM) has detected any DTCs. To check for abnormal sensor readings.
Reading DTCs Codes associated with a Suspect Parameter Number (SPN), Parameter Identier (PID) and a Failure Mode Indicator (FMI) DTC: Diagnostic Trouble Code Status: Indicates active or inactive DTCs Active: With the ignition switch on, active indicates a DTC for a condition currently in the system. When the ignition switch is turned off, an active DTC becomes inactive. (If a problem remains, the DTC will be active on the next ignition switch cycle and the EST displays active/inactive.) Inactive: With the ignition switch on, inactive indicates a DTC for a condition during a previous key cycle. When the ignition switch is turned off, inactive DTCs from a previous ignition switch cycle, remain in the Engine Control Module (ECM) memory until cleared. Active/Inactive: With the ignition switch on, active/inactive indicates a DTC for a condition currently in the system and was present in previous key cycles, if the codes were not cleared.
NOTE: Before continuing with testing, ll out the Engine Performance Diagnostic Form (Hard Start and No Start side) header information. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
Check for DTCs 1. Connect the EST to the vehicle and start the EST. Select Service Assistant icon. Turn the ignition to the ON position. Start the software and record values given onto the Engine Performance Diagnostic Form (Hard Start and No Start side).
Description: Denes each DTC Possible Causes Electronics failure Failure of the high pressure fuel system Failure of the Air Management System (AMS) Failure of the low pressure fuel system Failure of the Aftertreatment (AFT) system Failure of the Intake Throttle Valve (ITV) Failure of the cold start assist system
2. Launch the software using the LAUNCH button in the lower right corner. 3. Click the VIN+ button. Record all DTCs on the Engine Performance Diagnostic Form (Hard Start and No Start side). See Appendix B: Diagnostic Trouble Code Index in this manual. Correct the cause of the active DTCs before continuing. Clear the DTCs.
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5. Actuator Test Purpose The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Air pressure gauge with
the range operation of the throttle valve actuator, the Intake Throttle Valve (ITV), and the engine retarder actuator. Failure of any of these actuators may cause a hard start/no start condition. 5. Listen for movement at the Cold Start Relay (CSR). Failure of the CSR may cause a hard start/no start condition on a cold start. 6. Record all Diagnostic Trouble Codes (DTCs) on the Engine Performance Diagnostic Form (Hard Start and No Start side). See Appendix B: Diagnostic Trouble Code Index in this manual. 7. Correct any problems identied by DTC or actuators functioning outside of specication. If the ITV is suspect, proceed to the next step. 8. Remove the ITV. Refer to the procedures in the International MaxxForce 11 and 13 Engine Service Manual. Do not disconnect the ITV electrical connector. 9. Repeat the actuator test and visually observe the ITV. If the ITV does not cycle, diagnose the ITV. Refer to ITV (page 410) in the Electronic Control System Diagnostics section of this manual. If the ITV does cycle, the system is operating correctly at this time.
Entering Vehicle Information Using The EST 1. Set the parking brake. 2. Turn the ignition key to the ON position. 3. Select Diagnostics from the menu and select Actuator Test. NOTE: The air pressure in the truck air tank must be at least 620 kPa (90 psi) to operate the actuators correctly. NOTE: This diagnostic test also operates the engine fan control (air and electrical operated fans), the Boost Control Solenoid (BCS) valve, the aftertreatment system valves and the coolant control valves. These components do not have an effect on engine starting and do not require verication at this time. 4. The Engine Interface Module (EIM) commands the engine actuators to cycle once energizing each actuator for 3.5 seconds. Visually verify
Possible Causes Electrical components or circuit failure Failed actuator or insufcient air pressure
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6. Electronic Service Tool (EST) Data List Purpose To determine if the engine systems meet operating specications needed to start the engine.
Record the results on the Engine Performance Diagnostic Form (Hard Start and No Start side). If the engine has not been operated for 8 to 12 hours, the Engine Coolant Temperature (ECT), Engine Coolant Temperature 2 (ECT2), Engine Oil Temperature (EOT), Intake Air Temperature 2 (IAT2), Manifold Air Temperature (MAT), Exhaust Gas Temperature 1 (EGT1), Exhaust Gas Temperature 2 (EGT2) and Exhaust Gas Temperature 3 (EGT3) sensors should be within 1C (2 F) of each other. The Intake Air Temperature (IAT) sensor may be a few F higher or lower due to outside air temperature changes. The IAT2 sensor may be hotter than other sensors if the cold start assist system is activated. The Engine Fuel Pressure (EFP) sensor, Fuel Rail Pressure (FRP) sensor, Aftertreatment Fuel Pressure (AFP), sensor, EOP sensor, and the Manifold Air Pressure (MAP) sensor values may uctuate as much as 7 kPa (1 psi). Barometric Absolute Pressure (BAP) should be equal to local barometric readings. Are the values normal? If the BAP readings are out-of-range based on local barometric pressure readings, record the BAP reading on the Engine Performance Diagnostic Form (Hard Start and No Start side) and see operational voltage tables on the Signal Values Form for applicable sensors.
Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Digital Multimeter (DMM) (page 444) 4-Pin Round Gray Breakout Harness (page 439) FRP Breakout Harness (page 447) with
NOTE: Make sure the vehicle batteries are fully charged before carrying out the following procedures. Monitoring Engine Systems Using An EST NOTE: Inspect exhaust system (engine and vehicle) for leaks or damage that would restrict exhaust ow. Some conditions that could restrict the exhaust are damaged exhaust, plugged Diesel Oxidation Catalyst (DOC), plugged Diesel Particulate Filter (DPF), or exhaust manifold with buttery stuck closed. Repair any exhaust issues prior to using the EST to diagnose the vehicle. 1. See Appendix A: Performance Specications in this manual for engine cranking specications. 2. Open the D_HardStart_NoStart.ssn to monitor engine operations. 3. Turn the ignition key to the ON position. 4. Use EST to check Key On Engine Off (KOEO) values for the temperature and pressure sensors.
5. Crank the engine for 20 seconds and read the EST to monitor the following Parameter Identiers (PIDs). Cranking system PIDs: IVPWR (expected VBAT), RPM and VBAT Fuel system PIDs: FPCV duty cycle, desired FRP, EFP and fuel rate Exhaust system PIDs: DELTA_P and exhaust backpressure Actuator PIDs: Intake Throttle Valve (ITV) position, Exhaust Gas Recirculation (EGR) desired position and EGR position
134
NOTE: Make sure the batteries are fully charged. If the voltage to the Engine Control Module (ECM) drops below 9 volts, the ECM will not remain powered up. NOTE: If the battery voltage IVPWR PID is less than the actual battery voltage or the EST is not communicating with the Engine Interface Module (EIM), see EIM/ACM Power (Engine Interface Module/Aftertreatment Control Module) (page 352) in the Electronic Control System Diagnostics section of this manual. NOTE: Engine cranking speed must generate the required pressure pipe rail pressure to fuel the fuel injectors. Make sure that the engine cranking speed exceeds 100 rpm. 6. Record the values on the Engine Performance Diagnostic Form (Hard Start and No Start side) for IVPWR, CKP, CMP, FRP, EFP, EOP, ITV and EGRP. Compare the values with expected values for each parameter. If any IVPWR, CKP, CMP, EOP, ITV and EGRP values are out of the ranges of the allowed specications, refer to Electronic Control System Diagnostics section of this manual for diagnosis. If any FRP values are out of the ranges of the allowed specications, refer to High Pressure Fuel System (page 140) in this section for diagnosis. If any EFP values are out of the ranges of the allowed specications, refer to Low Pressure Fuel System (page 137) in this section for diagnosis. If the values are within acceptable specications, continue with the next test.
If the value is within the range of allowed specication, proceed to Relative Compression Test (page 136) in this section.
Monitoring Engine Systems Without An EST NOTE: Inspect exhaust system (engine and vehicle) for leaks or damage that would restrict exhaust ow. Some conditions that could restrict the exhaust are damaged exhaust, plugged Diesel Oxidation Catalyst (DOC), plugged Diesel Particulate Filter (DPF), or exhaust manifold with buttery stuck closed. Repair any exhaust issues prior to diagnosing the vehicle. 1. Disconnect the EFP sensor electrical connector.
Figure 118 installed
4-pin round gray breakout harness
2. Install 4-pin round gray breakout harness between the EFP sensor electrical connector and the EFP sensor. 3. Crank the engine and monitor the EFP sensor voltage. If the EFP voltage is less than 1 volt, see Low Pressure Fuel System (page 137) in this section. If the EFP voltage is 1 volt or greater, proceed to the next step.
7. Monitor the Exhaust Gas Differential Pressure (EGDP) sensor. Record the values on the Engine Performance Diagnostic Form (Hard Start and No Start side), and compare the actual readings with the expected values. If the value is out of the range of allowed specication, carry out diagnostics for excessive exhaust backpressure.
4. Disconnect the FRP sensor electrical connector.
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5. Install FRP breakout harness between FRP sensor electrical connector and FRP sensor. 6. Crank engine and monitor FRP sensor voltage. If the FRP voltage is less than 1 volt, see High Pressure Fuel System (page 140) in this section. If the FRP voltage is 1 volt or greater, proceed to the next test.
Figure 119
FRP breakout harness installed
136
7. Relative Compression Test Purpose This test determines cylinder integrity. The Engine Control Module (ECM) measures the time it takes for each piston to travel upward during the compression stroke. Timing is based on information from the Camshaft Position (CMP) sensor and Crankshaft Position (CKP) sensor. A cylinder with low compression allows the piston to travel faster during the compression stroke. This test is accomplished by cranking the engine and following the on-screen instructions. The engine does not start when running this test. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with 10. Select Display Data. 11. The EST displays the compression stroke timing. If one cylinder is signicantly faster than the others, the cylinder is suspect for compression loss. If all cylinders exhibit comparable compression times, the engine has passed the IBB Relative Compression Test.
Figure 120
EST Display
Procedure WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. 1. Turn the ignition switch to ON position. Do not start engine. 2. Connect the EST with MasterDiagnostics software to the vehicle. 3. Open the COM device. 4. Verify correct engine family and model year is selected. 5. Launch EST. 6. Select Diagnostics dropdown menu. 7. Select IBB Relative Compression Test from the menu. 8. When the EST requests, crank the engine. 9. When the EST requests, stop cranking the engine.
Relative Compression Test Interpretation The test results are displayed by either numerical text or graphical display. Assuming there are no mechanical problems with the engine, the numbers or graphs displayed should be approximately the same value or height. A smaller number or lower level graph would indicate a problem with that particular cylinder. Possible Causes Valve train damage Valves out of adjustment Worn or broken piston rings Excessive cylinder wall wear Damaged piston
137
Special Test Procedures

The following test should only be completed if referred to by a previous procedure.
1. See Appendix A: Performance Specications in this manual for correct specication. Obtain the correct specications for the engine and application in question. Proceed to step 2. 2. Connect the EST to the vehicle.
3. Open the COM device. 4. Verify correct engine family and model year is selected. 5. Launch EST. 6. Select the Sessions drop downmenu. 7. Select the D_HardStartNoStart.ssn le. 8. Read the Engine Fuel Pressure (EFP) sensor pressure using the EST. Read while cranking the engine. If the low pressure fuel system pressure is at or above specication, see High Pressure Fuel System (page 140) in this section. If the low pressure fuel system pressure is below specication, proceed to the next step.
WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. 8. Fuel System 8.1. Low Pressure Fuel System Purpose To check for correct fuel pressure and aerated fuel. NOTE: Plugged supplemental lters or separators mounted on vehicle will inuence fuel pressure, restriction, and aeration. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Vacuum gauge Fuel Pressure Gauge (page 452) Fuel Inlet Restriction and Aeration Tool (page 451) Fuel Block Off Tool (page 450) Fuel Line Disconnect Tool (11.8 mm) (page 451) Fuel Line Disconnect Tool (16 mm) (page 451) with
Figure 121
Restriction Measurement
Procedure CAUTION: To prevent damage to engine, plug component connections immediately after each fuel line is removed using clean fuel system caps.
9. Using a locally available adaptor, connect a vacuum gauge to the test tting on the fuel primer pump. Measure the restriction while cranking the engine. If the restriction is below 7 in-Hg, skip to step 13. If the restriction is above 7 in-Hg, proceed to the next step.
138
10. Clean the fuel strainer element and install a new fuel pre-lter. See the International MaxxForce 11 and 13 Engine Operation and Maintenance Manual. 11. Measure the restriction while cranking the engine. If the restriction is below 7 in-Hg, skip to step 13. If the restriction is above 7 in-Hg, proceed to the next step.
WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. 17. Route the drain hose into a suitable container. 18. Open the valve and crank the engine for no more than 30 seconds and check the fuel in the drain hose for aeration and ow. If fuel aeration or no fuel ow is present, proceed to the next step. If no fuel aeration is present, proceed to step 29.
12. Check the fuel supply for kinked fuel lines or debris in the fuel tank. Repair as necessary and retest the system. 13. Remove the locally available adaptor and the vacuum gauge. 14. Using the EST, test the low pressure fuel pressure. If low pressure fuel pressure is within specication, the system is operating normally and the cause was debris in the fuel strainer. If low pressure fuel pressure is below specication, proceed to the next step.
19. Disconnect the pre-lter supply fuel line at the engine connector.
15. Remove the EFP sensor.
Figure 123
Fuel supply hose
NOTE: Fabricate a clean fuel supply hose using a fuel line connector and a locally obtained fuel hose. 20. Using a clean fuel supply hose, connect a clean fuel supply to the pre-lter supply fuel line inlet. 21. Crank the engine and check the fuel in the drain hose for aeration and ow. Figure 122 Fuel Pressure Gauge If no fuel aeration or ow is present, repair the fuel line between the fuel tank and the engine. Restore the fuel system to operating condition. If fuel aeration is present, proceed to the next step.
16. Using a locally available adaptor, connect a Fuel Pressure Gauge to the fuel lter housing in the EFP sensor location.
22. Reconnect the fuel line to pre-lter supply fuel line inlet.
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23. Disconnect the pre-lter supply fuel line at the fuel primer pump assembly.
Figure 125
Check for fuel aeration
Figure 124 Fuel Inlet Restriction and Aeration Tool installed
29. Connect Fuel Inlet Restriction and Aeration Tool to the fuel primer pump assembly and the low pressure pump inlet. 30. Crank the engine and check the fuel for aeration. If no fuel aeration is present, see High Pressure Fuel System (page 140) in this section. If fuel aeration is present, inspect the fuel primer pump assembly for air leaks. Repair as necessary and retest the system.
24. Connect Fuel Inlet Restriction and Aeration Tool to the fuel pump primer assembly and a clean fuel source. 25. Crank the engine and check the fuel in Fuel Pressure Gauge for aeration. If no fuel aeration is present, proceed to the next step. If fuel aeration is present, install a new pre-lter supply fuel line.
26. Restore the fuel system to operating condition. 27. Disconnect the preliminary lter feed fuel line from the fuel primer pump assembly. 28. Disconnect the preliminary lter feed fuel line from the low pressure pump.
NOTE: Make sure the fuel connection to the high pressure fuel pump and surrounding area is clean. If the connection area needs to be cleaned, pressure wash or steam clean the area. NOTE: To prevent water intrusion do not directly spray electrical connectors with a pressure washer. 31. Disconnect the lter T-connector fuel line at the high pressure pump.
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Air leak in suction side fuel line or lter assembly Combustion gases entering fuel supply system
8.2. High Pressure Fuel System Purpose To check for correct pressure pipe rail pressure. Tools Figure 126 Fuel Block Off Tool installed NOTE: Make sure that the Fuel Block Off Tool is clean. 32. Install Fuel Block Off Tool in the end of the lter T-connector fuel line. 33. Crank the engine and monitor the EFP sensor. If the fuel pressure is below minimum specication, install a new high pressure pump. See high pressure pump in the International MaxxForce 11 and 13 Engine Service Manual. If the fuel pressure meets or exceeds specication, proceed to High Pressure Fuel System (page 140) in this section. Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Fuel Pressure Gauge (page 452) Fuel Inlet Restriction and Aeration Tool (page 451) Fuel Block Off Tool (page 450) Fuel Line Disconnect Tool (11.8 mm) (page 451) Aftertreatment 2 Pin Breakout Harness (page 441) CMP, CKP and FPCV Breakout Harness (page 444) Fuel Fitting Adapter (page 450) High Pressure Return Line Tester (17mm) (page 453) High Pressure Return Line Tester (19mm) (page 453) High Pressure Rail Plugs (page 452) Fuel Line Coupler with
Possible Causes Blocked pre-lter or lter element in the housing Blocked fuel strainer element Fuel grade incorrect for cold temperatures Fuel line damage or blockage Failed high pressure pump
Procedure CAUTION: To prevent damage to engine, plug component connections immediately after each fuel line is removed using clean fuel system caps.
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If the aftertreatment fuel pressure is less than 41 kPa (6 psi) of the fuel pressure recorded in step 33 of Low Pressure Fuel System, proceed to the next step.
6. Disconnect the Fuel Rail Pressure (FRP) sensor electrical connector and attempt to start the vehicle. If the vehicle starts, diagnose the FRP circuits. See FRP Sensor (Fuel Rail Pressure) (page 383) in the Electronic Control System Diagnostics section of this manual. If the vehicle does not start, proceed to the next step.
Figure 127
1. 2. 3. 4.
Fuel Pressure Gauge installed
Fuel Line Coupler Fuel Inlet Restriction and Aeration Tool Fuel Pressure Gauge Fuel Block Off Tool
7. Disconnect the Fuel Pressure Control Valve (FPCV) electrical connector.
NOTE: Make sure that the fuel connection to the Hydrocarbon (HC) cut-off valve and surrounding area is clean. If the connection area needs to be cleaned, pressure wash or steam clean the area. NOTE: To prevent water intrusion do not directly spray electrical connectors with a pressure washer. 1. Disconnect the lter T-connector fuel line from the HC cut-off valve. 2. Using the Fuel Line Coupler connect the Fuel Inlet Restriction and Aeration Tool to the lter T-connector fuel line. 3. Using a locally available adaptor, connect the Fuel Pressure Gauge to the Fuel Inlet Restriction and Aeration Tool. 4. Install Fuel Block Off Tool in the end of the Fuel Inlet Restriction and Aeration Tool. 5. Crank the engine and monitor the aftertreatment fuel pressure. If the aftertreatment fuel pressure is more than 41 kPa (6 psi) lower than the fuel pressure recorded in step 33 of Low Pressure Fuel System, install a new fuel lter. See fuel lter in the International MaxxForce 11 and 13 Engine Service Manual. Retest the system for correct operation.
Figure 128 CMP, CKP and FPCV Breakout Harness installed
8. Connect the CMP, CKP and FPCV Breakout Harness to the FPCV. 9. Attempt to start the engine. If the vehicle starts, proceed to the next step. If the vehicle does not start, skip to step 12.
10. Connect the engine wiring harness to the CMP, CKP and FPCV Breakout Harness.
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11. Using a Digital Multimeter (DMM), measure and record the FPCV duty cycle while cranking and idling the engine. If the duty cycle is between 10 and 60%, proceed to the next step. If the duty cycle is not between 10 and 60%, see FPCV (page 379) in Electronic Control System Diagnostics section of this manual.
15. Restore the fuel system to operational condition. WARNING: To prevent personal injury or death, engine must be stationary for at least 5 minutes before doing any work on high pressure fuel system to allow for system depressurization. 16. Allow the engine fuel system to depressurize by turning the engine off and waiting 5 minutes before opening any high pressure fuel line.
12. Restore the fuel system to operational condition. 13. Disconnect the fuel return line at the high pressure pump.
Figure 130 High Pressure Return Line Tester (17 mm) installed Figure 129 Measuring fuel return line pressure 17. Remove the size 8 hollow screw in the pressure pipe rail return and install the High Pressure Return Line Tester (17 mm). Crank or start and idle the engine and watch for fuel coming from the pressure pipe rail. If a continuous ow of fuel comes out from the pressure pipe rail, install a new fuel rail pressure relief valve. Retest the vehicle for normal operation. If no continuous ow of fuel comes out from the pressure pipe rail, proceed to the next step.
14. Connect Fuel Fitting Adapter in series to Fuel Inlet Restriction and Aeration Tool, and the fuel return line from the high pressure pump. Using a locally available adaptor, connect the Fuel Pressure Gauge to the tting on the Fuel Inlet Restriction and Aeration Tool. Crank the engine and record the pressure reading. If the reading is above 21 kPa (3 psi), repair/replace the fuel return lines to the fuel tank. If the reading is below 21 kPa (3 psi), proceed to the next step.
18. Restore the fuel system to operational condition.
143
Figure 131 High Pressure Return Line Tester (19 mm) installed
Figure 132
High Pressure Rail Plug installed
19. Remove the hollow screw and install High Pressure Return Line Tester (19 mm) in the cylinder head fuel return port. Start and run the engine.
If fuel ow is greater than 150 ml per minute ow rate, install Injector Fuel Blocking tool and check each injector, if a decrease of more than 20 ml per minute is found install a new injector and pressure tube. If ow rate is less an 150 ml per minute install a new high pressure fuel pump. See high pressure fuel pump in the International MaxxForce 11 and 13 Engine Service Manual. Retest system.
Possible Causes Failed fuel rail regulator valve Failed high pressure pump Air leak in suction side fuel line or fuel lter housing assembly Combustion gases entering fuel system Fuel injector and pressure pipe
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9. Aftertreatment (AFT) System NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures. Purpose To check AFT system performance. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
If soot level is 2 or greater, run the Aftertreatment (AFT) Cleanliness Test. See Aftertreatment (AFT) Cleanliness Test (page 173) in the Performance Diagnostics section of this manual.
8. Start the engine. NOTE: Make sure that the engine is at or above operating temperature (71C [160F]) before starting AFT Cleanliness Test. 9. Select Diagnostic Tests, then the Aftertreatment Tests from the drop-down menu. The Aftertreatment Control Module (AFCM) starts the AFT Cleanliness Test and commands the engine to accelerate to a default rpm to prepare for regeneration. The AFCM monitors the effects of the regeneration system by using feedback signals from the temperature and pressure sensors. If no problems are detected, the test completes the regeneration cycle and resumes low idle rpm. If a problem is detected, the AFCM cancels the test, sets a Diagnostic Trouble Code (DTC), and resumes low idle rpm.
Procedure WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay. 1. See Appendix A: Performance Specications in this manual for correct specication. 2. Turn the ignition switch to ON position. 3. Open COM device. 4. Open Aftertreatment session. 5. Record sensor value results on the Engine Performance Diagnostic Form (Hard Start and No Start side). NOTE: This is only accurate if done after a cold soak of at least eight hours on the engine. 6. Verify Exhaust Gas Temperature 1 (EGT1), Exhaust Gas Temperature 2 (EGT2) and Exhaust Gas Temperature 3 (EGT3) sensors are operating at similar values. 7. Using EST, verify soot loading is less than 2. If soot level is less than 2, continue with the next test.
10. Record sensor value results on Diagnostic Form. 11. Compare test result readings to pretest readings. If EGT2 temperature exceeded 482C (900F) and soot level is 0, test the performance complaint again. If EGT2 temperature did not exceed 482C (900F) and soot level is above 0, inspect AFT system components.
Possible Causes High Diesel Particulate Filter (DPF) loading EGDP sensor circuit faults or sensor failure DPF damage (plugged, cracked or leaking substrate)
Preliminary (Cold Start Diagnostics - September 2008
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10. Cold Start Assist System NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose The engine requires a starting aid for efcient starting when temperatures are below 11 C (52 F). The purpose of the cold start assist test is to check for correct operation of the system. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Digital Multimeter (DMM) (page 444) Amp Clamp (page 442) Cold Start Relay Breakout Harness (page 443) 4-Pin Round Black Breakout Harness (page 439) Fuel Pressure Gauge (page 452) with
1. Verify vehicle is within the conditions for the cold start assist system to be active. 2. Connect the EST and D_HardstartNostart.ssn from the list. select session
3. Monitor the EOT, IAT, IAT2, ECT and ECT2 sensor readings using the EST to verify the cold start assist system is active. 4. Turn the key to the ON position. Monitor the IAT2 sensor reading for the initial 20 seconds after the key is turned to the ON position. If the IAT2 sensor temperature reading does not rise, skip to step 6. If the IAT2 sensor temperature reading rises, proceed to the next step.
5. Monitor the Manifold Absolute Temperature (MAT) sensor reading while cranking the engine. The temperature reading for the MAT sensor should rise slowly. If the MAT sensor temperature does not rise, skip to step 11. If the MAT sensor temperature rises, the system is operating correctly. Return to the referring test to continue diagnostics.
Procedure WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay. NOTE: The cold start assist system only operates when one or more of the Engine Oil Temperature (EOT), Engine Coolant Temperature (ECT), Engine Coolant Temperature 2 (ETC2), Intake Air Temperature (IAT) or Intake Air Temperature 2 (IAT2) signal values is at 11 C (52 F) or below, or if the vehicle is at an altitude greater than 5500 ft. above sea level.
6. Using a DMM and an Amp Clamp simultaneously, measure the amperage draw on both of the glow plug connector wires, with the key switch ON. If the amperage draw is less than 20 amps, proceed to the next step. If the amperage draw is 20-50 amps, the glow plug is working correctly, skip to step 11.
7. Measure the voltage at the glow plug. If the voltage is B+, install a new glow plug. See International MaxxForce 11 and 13 Engine Service Manual. If the voltage is less than B+, proceed to the next step.
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Cold Start Relay Breakout Harness
4-Pin Round Black Breakout Harness
8. Install the Cold Start Relay Breakout Harness on the Cold Start Relay (CSR). 9. Cycle the key to the OFF position for 20 seconds then back to the ON position to reactivate the cold start assist system. 10. Measure the voltage at pin 3. If the voltage is less than B+, inspect wire from the B+ cable to the CSR pin 3 for an open, short, or high resistance. Repair as necessary. If the voltage is B+, check control side of cold start assist relay, see Cold Start Relay (page 287) in the Electronic Control System Diagnostics section of this manual. If the control side of the relay is OK, install a new CSR. See International MaxxForce 11 and 13 Engine Service Manual.
11. Install 4-Pin Round Black Breakout Harness between the Cold Start Solenoid (CSS) valve and the engine harness. 12. Measure the voltage between pins 1 and 2 while cranking the engine for 20 seconds. If the voltage is less than B+, diagnose the CSS voltage circuit. See Cold Start Relay (page 287) in the Electronic Control System Diagnostics section of this manual. If the voltage is B+, proceed to the next step.
NOTE: Make sure that no dirt or debris enters the fuel line. 13. Disconnect the MV-glow plug fuel line from the glow plug and route the fuel into an approved container. 14. Crank the engine. 15. Using Fuel Pressure Gauge, verify fuel ow with the valve open. Close the valve and verify fuel pressure of 55 kPa (8 psi) from the fuel line. If there is fuel ow and pressure, install a new glow plug. If there is no fuel ow or pressure, reconnect the fuel line and proceed to the next step.
NOTE: Make sure that no dirt or debris enters the fuel line. 16. Disconnect the fuel line from the CSS valve inlet and route the fuel into an approved container.
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17. Crank the engine. 18. Using Fuel Pressure Gauge, verify fuel ow with the valve open. Close the valve and verify fuel pressure of 55 kPa (8 psi) from the fuel line. If there is fuel ow and pressure, install a new CSS valve. If there is no fuel ow or pressure, reconnect the fuel line and proceed to the next step.
If there is no fuel ow or pressure: Check the remainder of the fuel system for the lack of fuel (blocked or plugged fuel lter, low pressure pump, no fuel in the fuel tanks). Check to see if the orices to the fuel line are plugged. Clean the orice in the fuel lter housing assembly and retest the system. If the system fails a second time install a new fuel lter housing assembly. See International MaxxForce 11 and 13 Engine Service Manual.
NOTE: Make sure that no dirt or debris enters the fuel line. 19. Disconnect the cold start supply tube from the fuel lter housing assembly and route the fuel into an approved container. 20. Crank the engine. 21. Using Fuel Pressure Gauge, verify fuel ow with the valve open. Close the valve and verify fuel pressure of 55 kPa (8 psi) from the fuel line. If there is fuel ow and pressure, the cold start system is operating correctly.
Possible Causes Failed CSR CSR circuit faults Failed CSS valve CSS valve circuit faults
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6 PERFORMANCE DIAGNOSTICS
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Table of Contents
Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 Order Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 1. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 Intake Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155 2. Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156 2.1 Fuel Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156 2.2. Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156 3. Sensor Compare / Diagnostic Trouble Codes (DTCs) and Engine Control Module (ECM). . .160 3.1 Checking ECM and Engine Interface Module (EIM) Calibration. . . . .. . . . . . . . . . . . . . . . . . .160 3.2 Checking for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 3.3 Sensor Compare. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 4. Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162 Entering Vehicle Information Using The EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162 5. Air Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164 6. Road Test (Full load, rated speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 6.1 On Road Session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 6.2 Road Test Results Interpretation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 7. Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173 7.1. Aftertreatment (AFT) Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173 7.2. Aftertreatment Fuel Injector (AFI) Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174 7.3. Aftertreatment (AFT) System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 7.4. Aftertreatment Fuel Supply (AFS) Valve Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177 Special Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178 8. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178 9. Engine Run-up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179 10. Injector Disable Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179 11. High Pressure Pump Run-up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181 12. High Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181 13. Exhaust Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 14. Valve Lash and Retarder Lash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
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151
Diagnostic Form
Engine Performance form assists technicians in troubleshooting International diesel engines. The diagnostic tests help technicians nd problems to avoid unnecessary repairs. This section shows detailed instructions of tests on the form. The manual should be used with the form and referenced for supplemental test information. Use the form as a worksheet to record all test results. Do all tests in sequence, unless otherwise stated. Doing a test out of sequence can cause incorrect results. If a problem was found and corrected, it is not necessary to complete the remaining tests. See appendices for Diagnostic Trouble Codes (DTCs) and engine specications. Order Information Engine Performance Form EGED-425 is available in 50 sheet pads. To order technical service literature, contact your Internationaldealer. Header Information
Entering Header Information 1. Technician 2. Date 3. Unit No. (dealers quick reference number) 4. Customer complaint Vehicle Information The Vehicle Identication Number (VIN) is located on VIN plate. Obtain the VIN information from ISIS. 5. VIN last 8 digits (verify to VIN plate) 6. Build date (verify to VIN plate) 7. Engine Horsepower (hp)
8. Engine Interface Module (EIM) calibration 9. Engine Control Module (ECM) calibration 10. Aftertreatment Control Module (ACM) calibration 11. Transmission type 12. Engine Serial Number (ESN) Performance Specication Information NOTE: Performance specications are periodically published in a Technical Service Information (TSI) format to support new model year products. Check service bulletin repository on ISIS for appropriate model year application.
152
13. See Appendix A: Performance Specications in this manual, or TSI to obtain the following header information: Engine Family Rating Code (EFRC) Turbocharger No.
Verify EIM Calibration with Vehicle Specications
Figure 136
Select VIN + session (example)
14. Using Electronic Service Tool (EST) with MasterDiagnostics, open VIN session by selecting VIN+ icon.
153
Figure 137
VIN session (example)
15. Verify the following match vehicle specications: VIN EIM calibration ECM calibration ACM calibration Rated hp EFRC ESN Note: The ESN is located on the engine block, on the left side of the crankcase above the high pressure pump, and on the exhaust emission label on the valve cover.
Transmission
16. Enter the following information: Odometer (miles) Engine hours Intake Air Temperature (IAT) Intake Air Temperature 2 (IAT2) Engine Coolant Temperature (ECT) Engine Coolant Temperature 2 (ECT2) Engine Oil Temperature (EOT) Manifold Absolute Temperature (MAT) Barometric Absolute Pressure (BAP)
154
Test Procedures
2. Use dash gauge to verify fuel level. Inspect fuel tank ll ports. 3. Record results on Engine Performance Form.
If level is within operating range, and no tank contamination is evident, no repair is required. If level is below operating range, inspect for leaks, fuel dilution, inoperable tank transfer pump, or improper servicing.
Engine Coolant Level NOTE: Engine should not be running.
1. Visual Inspection WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. Purpose To check all uid levels and inspect engine systems for problems such as leaks, open connections and harness chafng. Tools Inspection lamp
1. Park the vehicle on level ground. 2. Check engine coolant level as indicated on deaeration tank level window. 3. Record results on Engine Performance Form. If level is within operating range, and no deaeration tank contamination is evident, no repair is required. If level is below operating range, inspect for leaks, coolant in oil, coolant in combustion, coolant in exhaust, or improper servicing.
Charge Air Cooler (CAC) System Engine Oil 1. Park the vehicle on level ground and shut down the engine for ve minutes. 2. Use oil level gauge to verify engine oil level. 3. Record results on Engine Performance Form. If level is within operating range, no repair is required. If level is below operating range, inspect for leaks, oil consumption, or improper servicing. If level is above operating range, inspect for fuel dilution, coolant contamination, or improper servicing. 1. Inspect CAC system, including the HPCAC, LPCAC and piping for leaks. 2. Inspect all CAC connections and clamps. If CAC system shows no signs of damage or evidence of leakage, no repair is required. If any CAC system issues are found, repair as required.
Intake Air System 1. See Appendix A Performance Specications in this manual for Intake Restriction specications and record on Engine Performance Form. 2. Locate and reset air restriction indicator. engine at high idle, no load. Run
Fuel Level NOTE: Engine should not be running. 1. Park the vehicle on level ground.
155
3. Record intake restriction on Engine Performance Form. If restriction is not apparent, no repair is required. If restriction is detected, repair as required. Test again to validate repair.
Some conditions that could restrict the exhaust are damaged exhaust, plugged Diesel Oxidation Catalyst (DOC), plugged Diesel Particulate Filter (DPF), or exhaust manifold with buttery stuck closed. If the exhaust system shows no signs of damage or evidence of leakage, no repair is required. If an exhaust system issue is found, repair as required.
Exhaust System 1. Inspect exhaust system (engine and vehicle) for leaks or damage that would restrict exhaust ow.
156
2. Fuel System 2.1 Fuel Quality Purpose To check fuel quality. Tools Clear container (approximately 1 liter [1 quart] )
Fuel Inlet Restriction and Aeration Tool (page 451) Fuel Block Off Tool (page 450)
Procedure CAUTION: To prevent damage to engine, plug component connections immediately after each fuel line is removed using clean fuel system caps. 1. See Appendix A: Performance Specications, in this manual for correct specication. Obtain the correct specications for the engine and application in question. Proceed to step 2. 2. Connect the EST to the vehicle. 3. Open the COM device. 4. Verify correct engine family and model year is selected. 5. Launch EST. 6. Select the Sessions drop downmenu. 7. Select the D_HardStartNoStart.ssn le. 8. Read the low pressure fuel sensor pressure using the EST. Read while cranking the engine. If the low pressure fuel system pressure is at or above specication, See High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual. If the low pressure fuel system pressure is below specication, proceed to the next step.
Procedure WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. 1. Retrieve a fuel sample from the fuel tank. 2. Check for water, waxing, sediment, gasoline, or kerosene. If fuel quality is satisfactory, no action is required. If fuel quality is questionable, correct problem. Take another sample to verify fuel quality.
Possible Causes Debris, water, or ice in fuel system Oil, gasoline, or kerosene present in fuel tank Incorrect fuel grade for cold temperatures
2.2. Low Pressure Fuel System Purpose To check for correct fuel pressure and aerated fuel. NOTE: Plugged supplemental lters or separators mounted on vehicle inuence fuel pressure, restriction, and aeration. Make sure that any supplemental lters or separators have been maintained following the manufacturers recommendations. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Vacuum gauge Fuel Pressure Gauge (page 452)
with
Figure 138
Restriction measurement
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9. Using a locally available adaptor, connect a vacuum gauge to the test tting on the fuel primer pump. Measure the restriction while idling the engine at the low and high idle specication. If the restriction is below 7 in-Hg, skip to step 13. If the restriction is above 7 in-Hg, proceed to the next step.
10. Clean the fuel strainer element and install a new fuel pre-lter. See the International MaxxForce 11 and 13 Engine Operation and Maintenance Manual. Inspect the fuel lines between the fuel strainer and the fuel tank, repair as required. 11. Measure the restriction while idling the engine at the low and high idle specication. If the restriction is below 7 in-Hg, skip to step 13. If the restriction is above 7 in-Hg, proceed to the next step. Figure 139 Fuel Pressure Gauge
16. Using a locally available adaptor, connect the Fuel Pressure Gauge to the fuel lter housing in the EFP sensor location. WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. 17. Route the drain hose into a suitable container. 18. Open the valve and idle the engine at the low and high idle specication and check the fuel in the drain hose for aeration and ow. If fuel aeration or no fuel ow is present, proceed to the next step. If no fuel aeration is present, proceed to step 29.
12. Check the fuel supply for kinked fuel lines or debris in the fuel tank. Repair as necessary and retest the system. 13. Remove the locally available adaptor and the vacuum gauge. 14. Using the EST, test the low pressure fuel pressure. If low pressure fuel pressure is within specication, the system is operating normally and the cause was debris in the fuel strainer. If low pressure fuel pressure is below specication, proceed to the next step.
19. Disconnect the pre-lter supply fuel line at the engine connector.
15. Remove the EFP sensor.
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Figure 140
Fuel supply hose
Figure 141 Fuel Inlet Restriction and Aeration Tool installed
NOTE: Fabricate a clean fuel supply hose using a fuel line connector and a locally obtained fuel hose. 20. Using a clean fuel supply hose, connect a clean fuel supply to the pre-lter supply fuel line inlet. 21. Idle the engine at the low and high idle specication and check the fuel in the drain hose for aeration and ow. If no fuel aeration or ow is present, repair the fuel line between the fuel tank and the engine. Restore the fuel system to operating condition. If fuel aeration is present, proceed to the next step.
24. Connect Fuel Inlet Restriction and Aeration Tool to the fuel pump primer assembly and a clean fuel source. 25. Idle the engine at the low and high idle specication and check the fuel in Fuel Pressure Gauge for aeration. If no fuel aeration is present, proceed to the next step. If fuel aeration is present, install a new pre-lter supply fuel line.
26. Restore the fuel system to operating condition. 27. Disconnect the preliminary lter feed fuel line from the fuel primer pump assembly. 28. Disconnect the preliminary lter feed fuel line from the low pressure pump.
22. Reconnect the fuel line to pre-lter supply fuel line inlet. 23. Disconnect the pre-lter supply fuel line at the fuel primer pump assembly.
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Figure 142
Check for fuel aeration
Figure 143
Fuel Block Off Tool installed
29. Connect Fuel Inlet Restriction and Aeration Tool to the fuel primer pump assembly and the low pressure pump inlet. 30. Idle the engine at the low and high idle specication and check the fuel for aeration. If no fuel aeration is present, see High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual. If fuel aeration is present, inspect the fuel primer pump assembly for air leaks. Repair as necessary and retest the system.
NOTE: Make sure the Fuel Block Off Tool is clean. 32. Install Fuel Block Off Tool in the end of the lter T-connector fuel line. 33. Crank the engine and monitor EFP sensor. If fuel pressure is below minimum fuel system specication, install a high pressure pump. See High Pressure Pump in the International MaxxForce 11 and 13 Engine Service Manual. If fuel pressure meets or exceeds fuel system specication, proceed to High Pressure Fuel Pump Run Up Test (page 181) in this section.
NOTE: Make sure the fuel connection to the high pressure fuel pump and surrounding area is clean. If the connection area needs to be cleaned, pressure wash or steam clean the area. NOTE: To prevent water intrusion do not directly spray electrical connectors with a pressure washer. 31. Disconnect the lter T-connector fuel line at the high pressure pump.
Possible Causes Fuel lter or strainer blocked Incorrect fuel grade for cold temperatures Fuel supply line damage or blockage Failed high pressure pump Air leak in suction side fuel line or lter assembly Combustion gases entering fuel supply system
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3. Sensor Compare / Diagnostic Trouble Codes (DTCs) and Engine Control Module (ECM) 3.1 Checking ECM and Engine Interface Module (EIM) Calibration Purpose To verify ECM and EIM calibrations match the vehicle.
Inactive: With ignition switch on, inactive indicates a DTC for a condition during a previous key cycle. When ignition switch is turned to OFF, inactive DTCs from a previous ignition switch cycle remain in ECM memory until cleared. Active/Inactive: With ignition switch on, active/inactive indicates a DTC for a condition currently in system and was present in previous key cycles, if codes were not cleared.
Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
Description: Denes each DTC 1. Record all active or inactive DTCs on the Engine Performance Form. If no DTCs are set, continue to next test. Correct any active DTCs related to performance. See Electronic Control Systems Diagnostics section of this manual. Investigate any inactive DTCs that affect performance.
Procedure 1. Turn ignition switch to ON. Do not start the engine. 2. Using EST with MasterDiagnostics software, open VIN session. Select VIN+ icon. 3. Verify the vehicle information on ECM, EIM, and ACM match vehicle. See Vehicle Information (page 151) in this section of manual. 4. Record the calibration level on the Engine Performance Form.
3.3 Sensor Compare NOTE: See Diagnostic Software Operation section in this manual for specic EST software procedures to do this test. Purpose To validate sensor accuracy. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
3.2 Checking for DTCs Purpose To determine if the ECM has detected faults indicating conditions that could cause engine problems and logging DTCs.
Procedure NOTE: Batteries must be fully charged before doing this test. If multiple tests are required, use a battery charger during testing to prevent battery drain. 1. Turn ignition switch to ON. Do not start engine. 2. Connect EST with Master Diagnostics software to vehicle. 3. Open COM device by clicking the connection button. 4. Verify correct engine family and model year is selected.
Controller Area Network (CAN) code: Codes associated with a Suspect Parameter Number (SPN) and Failure Mode Indicator (FMI) Status: Indicates active or inactive DTCs Active: With ignition switch on, active indicates a DTC for a condition currently in system. When ignition switch is turned off, an active DTC becomes inactive. If the problem remains, the DTC is active on next ignition switch cycle and EST displays active/inactive.
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5. Launch EST. 6. Open D_SensorCompare.ssn session by: Click Session drop-down menu. Click open. Select D_SensorCompare.ssn le. Click OPEN.
8. Verify if sensor values are normal. If sensor values differ signicantly from current conditions, see Electronic Control Systems Diagnostics section of this manual for applicable sensor. If sensor values do not differ signicantly from current conditions, no repair is required. Continue to next test.
7. Record results on Engine Performance Form. NOTE: If engine has not been run for 8 to 12 hours, Engine Coolant Temperature (ECT), Engine Coolant Temperature 2 (ECT2), Engine Oil Temperature (EOT), and Manifold Air Temperature (MAT) sensors should be within 2C (5F) of each other. The Intake Air Temperature (IAT), Intake Air Temperature 2 (IAT2), Exhaust Gas Temperature 1 (EGT1), Exhaust Gas Temperature 2 (EGT2) and Exhaust Gas Temperature 3 (EGT3) sensors could be a few degrees higher or lower due to faster outside engine temperature change. The Engine Fuel Pressure (EFP) and Fuel Rail Pressure (FRP) values may uctuate and affect performance. Engine Oil Pressure (EOP), Manifold Air Pressure (MAP), and Exhaust Back Pressure (EBP) sensors values may uctuate as much as 7 kPa (1 psi). Barometric Absolute Pressure (BAP) sensor value should equal barometric reading for your region.
Possible Causes Failed sensor circuits Biased or damaged sensor Faulty ground circuits
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4. Actuator Test Purpose This test determines if the actuators listed below are functioning properly. The actuator test activates each of the actuators in the sequence listed below for 3.5 seconds. For the air actuated component, the truck air system is required to be charged to a minimum of 621 kPa (90 psi) for the actuator to function properly. NOTE: The Engine Interface Module (EIM) controlled actuators are energized, and de-energized at the same time. Engine Control Module (ECM) controlled actuators are: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Retarder Control Coolant Flow Valve (CFV)
Air pressure gauge
Entering Vehicle Information Using The EST 1. Set parking brake. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate the air operated actuators correctly. 2. Check for system air pressure using instrument panel gauge. If instrument panel gauge reads 621 kPa (90 psi) or greater, proceed to next step. If instrument panel gauge reads less than 621 kPa (90 psi), charge the truck air system to 827 kPa (120 psi). If instrument panel gauge does not build to 621 kPa (90 psi), diagnose truck air system. Repair as necessary.
3. Select Diagnostics from menu and select Actuator Test. 4. The EIM and ECM command engine actuators to cycle once, energizing each actuator for 3.5 seconds. Visually verify range operation of the EGR throttle valve actuator, the ITV, the boost control solenoid (BCS) valve and retarder control. Failure of any of these actuators may cause a performance problem or a hard start/no start condition. 5. If the ambient temperature is below 11C (52F), listen for activation at the CSR. Failure of the CSR may cause a hard start/no start condition on a cold start. 6. Record any active Diagnostic Trouble Codes (DTCs) on the Engine Performance Form. See Appendix B: Diagnostic Trouble Code Index in this manual for any DTCs.
Aftertreatment Control Module (ACM) controlled actuators are: Aftertreatment Fuel Injector (AFI) Aftertreatment Fuel Supply (AFS) valve Aftertreatment Fuel Drain (AFD) valve
EIM controlled actuators are: Cold Start Relay (CSR) Engine Crank Inhibit (ECI) Electronic Engine Fan (EFAN)
7. Correct any problems identied by active DTC or actuators functioning outside of specication. If ITV is suspect, proceed to the step.
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8. Disengage the four captured bolts and remove one M10 x 30 hex bolt and the ITV. Do not disconnect ITV electrical connector. 9. Position the ITV so that the ITV plate is visible. 10. Repeat Actuator Test and visually observe ITV movement. Possible Causes Electrical components or circuitry failure Failed actuator or insufcient air pressure
Figure 144
1. 2. 3.
ITV
ITV bolt (4) ITV M10 x 30 hex bolt
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5. Air Supply System Purpose To determine if the air system operating the actuators is working correctly. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Air pressure gauge with
Figure 145
Air Supply System
Procedure NOTE: The air supply system is only diagnosed due to a failed actuator test. NOTE: See Diagnostic Software Operation section in this manual for specic EST software procedures to do this test. 1. Check for system air pressure using instrument panel gauge. If instrument panel gauge reads 621 kPa (90 psi) or greater, proceed to next step.
If instrument panel gauge reads less than 621 kPa (90 psi), charge the truck air system to 827 kPa (120 psi). If instrument panel gauge does not build to 621 kPa (90 psi), diagnose truck air system. Repair as necessary.
2. Carry out actuator test and identify inoperative air actuated component. If Exhaust Gas Recirculation (EGR) throttle valve does not actuate, proceed to next step.
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If the Retarder Control does not chatter or actuate the exhaust manifold with buttery, skip to step 8. If high pressure turbocharger does not actuate, skip to step 16.
Figure 147
EGR control valve connection
5. Connect EGR control valve - EGR module air line assembly to EGR control valve and disconnect air supply line assembly from EGR control valve. Figure 146 EGR throttle valve connection 6. Connect an air pressure gauge to air supply line assembly. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 7. Measure the air pressure at air supply line assembly. If air pressure reading on gauge is at least 621 kPa (90 psi), diagnose EGR control circuits, see EGR (page 327) in the Electronic Control System Diagnostics section of this manual. If control circuits are OK, install a new EGR control valve following procedures in International MaxxForce 11 and 13 Engine Service Manual. If air pressure reading on gauge is less than 621 kPa (90 psi), diagnose truck air system. Repair as necessary.
3. Disconnect EGR control valve EGR module air line assembly from EGR throttle valve and connect an air pressure gauge to EGR control valve EGR module air line assembly. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 4. Carry out actuator test, see Actuator Test (page 162) in this section. If air pressure reading on the gauge is at least 621 kPa (90 psi) when the EGR control valve is activated, install a new EGR throttle valve following procedures in International MaxxForce 11 and 13 Engine Service Manual. If air pressure reading on the gauge is less than 621 kPa (90 psi) when the EGR control valve is activated, proceed to next step.
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Figure 148 Exhaust manifold with buttery connection
Figure 149
Retarder control connection
8. Disconnect pressure air line from the Retarder Control on the exhaust manifold with buttery, and connect an air pressure gauge to pressure air line. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 9. Carry out Actuator Test, see Actuator Test (page 162) in this section. If air pressure reading on gauge is at least 621 kPa (90 psi), when retarder control is activated, install a new exhaust manifold with buttery following procedures in International MaxxForce 11 and 13 Engine Service Manual. If air pressure reading on gauge is less than 621 kPa (90 psi), when retarder control valve is activated, proceed to next step.
10. Connect pressure air line to exhaust manifold with buttery and disconnect pressure air line from retarder control. 11. Connect an air pressure gauge to retarder control outlet port. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 12. Carry out Actuator Test, see Actuator Test (page 162) in this section. If air pressure reading on gauge is at least 621 kPa (90 psi), when retarder control is activated, install a new pressure air line following procedures in International MaxxForce 11 and 13 Engine Service Manual. If air pressure reading on gauge is less than 621 kPa (90 psi), when the retarder control is activated, proceed to next step.
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Figure 150
Air supply line assembly connection
Figure 151 High pressure turbocharger air line connection
13. Connect pressure air line to retarder control and disconnect air supply line assembly from retarder control. 14. Connect an air pressure gauge to air supply line assembly. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 15. Measure air pressure. If air pressure is at least 621 kPa (90 psi), diagnose the retarder control circuits see Retarder Control (page 425) in the Electronic Control System Diagnostics section of this manual. If control circuits are OK, install a new retarder control valve following procedures in International MaxxForce 11 and 13 Engine Service Manual. If air pressure is less than 621 kPa (90 psi), diagnose truck air system. Repair as necessary.
16. Disconnect air line from high pressure turbocharger and install an air pressure gauge on air line. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 17. Carry out the Actuator Test, see Actuator Test (page 162) in this section. If air pressure reading on the gauge is 296 kPa (43 psi) when Boost Control Solenoid (BCS) valve is activated and high pressure turbocharger has not passed actuator test, install a new high pressure turbocharger assembly following procedures in International MaxxForce 11 and 13 Engine Service Manual. If air pressure reading on gauge is below 296 kPa (43 psi) when the BCS valve is activated, proceed to next step.
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Figure 152
BCS valve air line connection
Figure 153 BCS valve pressure air line (Supply) connection
18. Connect air line to high pressure turbocharger and disconnect air line from BCS valve. 19. Install an air pressure gauge on BCS valve outlet port. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 20. Carry out actuator test, see Actuator Test (page 162) in this section. If air pressure reading on the gauge is 296 kPa (43 psi) when the BCS valve is activated, install a new air line to the high pressure turbocharger. If air pressure reading on the gauge is below 296 kPa (43 psi) when the BCS valve is activated, proceed to next step.
21. Connect air line to BCS valve and disconnect pressure air line (supply) from BCS valve. 22. Install an air pressure gauge on pressure air line. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 23. Measure air pressure. If air pressure is at least 296 kPa (43 psi), install a new BCS valve following procedures in International MaxxForce 11 and 13 Engine Service Manual. If air pressure is less than 296 kPa (43 psi), proceed to next step.
24. Connect pressure air line to BCS valve and disconnect pressure air line from boost control regulator. 25. Install an air pressure gauge on boost control regulator outlet port. NOTE: The air pressure in truck air tank must be at least 621 kPa (90 psi) to operate actuators correctly. 26. Measure air pressure. If air pressure is 296 kPa (43 psi), repair or install a new pressure air line as necessary. If air pressure is below 296 kPa (43 psi), install a new boost control regulator following procedures in the appropriate vehicle service manual.
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If air pressure is above 296 kPa (43 psi), adjust the boost control regulator and retest the system. If the air pressure remains above 296 kPa (43 psi) after the second test, install a new boost control regulator following procedures in the appropriate vehicle service manual.
Failed boost control regulator Failed EGR throttle valve Failed EGR control valve Failed BCS valve Failed high pressure turbocharger Failed retarder control Failed engine retarder control on the exhaust manifold with buttery
Possible Causes Air leaks or blockage in the system air lines Failed air compressor Failed air dryer
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6. Road Test (Full load, rated speed) 6.1 On Road Session NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose To verify engine performance at full load and rated speeds. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
Accelerator Position Sensor (APS) Intake Throttle Valve (ITV)
6. Find an open stretch of road and start snapshot recording. When driving conditions are safe, select a suitable gear, press accelerator pedal fully to the oor, and accelerate to rated speed at 100% load. 7. When road test is complete, stop snapshot recording. 8. Save snapshot for review and future reference. 9. Replay snapshot in graphic or text view to review results for RPM, MAP, EFP, FRP, EGR and EL %. Pay close attention to rated HP and peak TQ rpm. EL % should be near 100 percent.
Procedure 1. See Appendix A: Performance Specications in this manual for specications and record on Engine Performance Form. 2. Turn ignition switch to ON and start engine. NOTE: Make sure engine is at or above minimum operating temperature of 71C (160F) and the engine is in closed loop by monitoring Exhaust Lambda Sensor (ELS) and verifying that readings are greater than 1. If ELS reading is exactly 1, the vehicle is in open loop. See Exhaust Lambda Sensor (ELS) (page 358) in the Electronic Control System Diagnostics section of this manual. 3. Open COM device. 4. Open D_Performance.ssn session. 5. Set the Performance snapshot to record at 0.2 second interval for the following PIDs: Engine speed (rpm) Manifold Absolute Pressure (MAP) Engine Fuel Pressure (EFP) Fuel Rail Pressure (FRP) actual FRP desired Exhaust Gas Recirculation (EGR) actual EGR desired Engine load (EL %) Exhaust Gas Differential Pressure (EGDP)
10. Record results on Engine Performance Form. If results are in normal operating range for driving conditions, no repair is required. If results are out of normal operating range for driving conditions, proceed to next step.
11. Address out of range concerns in the following order: 1. If EFP sensor is out of range (low or high), repair as necessary. 2. If FRP sensor is out of range (low), repair as necessary. 3. If Delta_P is out of range, repair as necessary. 4. If EGR actuator and position sensor are out of range, repair as necessary. 5. If Brake Control Pressure (BCP) sensor is out of range, repair as necessary. 6. If above repairs do not correct the concern, proceed to Road Test Results Interpretation (page 170) in this section.
6.2 Road Test Results Interpretation NOTE: Performance road test readings can be interrelated and the following steps identify some interrelated readings and the possible causes to be investigated.
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1. Monitor the MAP sensor and EGDP sensor readings taken during the snapshot recording. If the MAP reading is LOW and EGDP reading is HIGH, the Diesel Particulate Filter (DPF) is suspect. Proceed to Aftertreatment Cleanliness Test (page 173) in this section. If the MAP reading is LOW and EGDP reading is NORMAL, the intake air system leaks, EGR system, exhaust system leaking before DOC or a plugged Diesel Oxidation Catalyst (DOC) are suspect. Inspect for leaks, proceed to Visual Inspection (page 154) in this section. Diagnose the EGR activation, proceed to Air Supply System (page 164) in this section. Diagnose the DOC, proceed to Aftertreatment Cleanliness Test (page 173) in this section. If the MAP reading is HIGH and EGDP reading is NORMAL, the boost control system is suspect. Proceed to Air Supply System (page 164) in this section. If the MAP reading is NORMAL and EGDP reading is NORMAL, exhaust system leaks are suspect. Inspect for leaks, proceed to Visual Inspection (page 154) in this section.
2. If the previous testing does not correct the problem, review the concern and specic conditions that may cause it, with the customer then attempt to duplicate the concern. Low Boost Possible Causes Boost leaks Restricted intake or exhaust Control system faults Biased BAP or MAP sensors Power cylinder condition Low fuel pressure Failed EGR control valve Failed turbocharger Failed fuel injectors Failed ITV Failed Charge Air Coolers (CACs)
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Low Fuel Pressure Possible Causes Fuel lter or strainer blockage Incorrect fuel grade for cold temperatures Debris, water, or ice in fuel system Oil, gasoline, or kerosene present in fuel system Combustion gases entering fuel system Fuel supply line leak, damage, or blockage Air leak in suction side fuel line or lter assembly Failed high pressure pump
Exhaust or Intake System Possible Causes Intake air lter restriction Collapsed intake hose Exhaust restriction Charge air leak to atmosphere Charge air leak to coolant
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7. Aftertreatment (AFT) System 7.1. Aftertreatment (AFT) Cleanliness Test NOTE: The vehicle does not complete a regeneration if the Exhaust Gas Recirculation (EGR) control valve or the Intake Throttle Valve (ITV) are damaged. NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This procedure is used to induce a Diesel Particulate Filter (DPF) regeneration cycle. The regeneration process may take up to one hour depending on the condition of the DPF. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
Gas Temperature 1 (EGT1), Exhaust Gas Temperature 2 (EGT2), and Exhaust Gas Temperature 3 (EGT3) sensors. The sensors should be operating at similar values. 8. Verify and record the operating value on the Engine Performance Form for Exhaust Gas Differential Pressure (EGDP) sensor. The EGDP should be operating near zero. 9. Verify soot and ash loading. If soot and ash loading are below allowable maximum, system is operating correctly at this time. If soot and ash loading are above the allowable maximum, proceed to the next step.
10. Make sure engine is at or above minimum operating temperature of (71C [160F]) before starting Activation Regen. 11. Select Diagnostics tests from the EST menu, select After-Treatment Tests then the AFT Cleanliness Test from the drop-down menu. The ECM waits 15 seconds then starts the Activation Regen and commands the engine to accelerate to a preset or default rpm to prepare for regeneration. The ECM monitors the effects of the regeneration system by using feedback signals from the temperature and pressure sensors. If no problems are detected, the test completes the regeneration cycle and resumes low idle rpm. If a problem is detected, the ECM cancels the test, sets a DTC, and resumes low idle rpm.
Procedure WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay. 1. Park the vehicle outside of the building during the test. 2. See Appendix A: Performance Specications in this manual for correct specication. 3. Start and idle the engine for two minutes. 4. Open COM device. 5. Open D_Aftertreatment.ssn session. 6. Record sensor value Performance Form. results on Engine
12. Record sensor value results on the Engine Performance Form. NOTE: An undamaged cleaned DPF will have no visual evidence of plugging or discoloration on the output side of the lter, or collapsed media.
7. Verify and record the operating values on the Engine Performance Form for Exhaust
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DPF damage (cracked or leaking substrate) DPF contamination
7.2. Aftertreatment Fuel Injector (AFI) Flow Test NOTE: Do not carry out this procedure unless referred here by the Aftertreatment Cleanliness Test. NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This test veries the condition of the Aftertreatment Fuel Injector (AFI). The test runs for 60 seconds and injects fuel in a pulsing mist pattern. During this test the AFI injects approximately 177 ml (6 oz.) of fuel. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
Figure 154
Damaged DPF
WARNING: To prevent personal injury or death, make sure the engine has cooled before removing components. NOTE: Do not carry out the Aftertreatment Fuel Injector (AFI) Flow Test, Aftertreatment (AFT) System Leak Test or Aftertreatment Fuel Supply (AFS) valve Leak Test unless the vehicle fails the Aftertreatment (AFT) Cleanliness Test. 13. Compare EGDP sensor test result readings to pretest readings. If a signicant drop in the EGDP reading occurs, retest the performance complaint. If a signicant drop in EGDP reading does not occur, remove and inspect the DPF and DOC for signs of damage, plugged media or contamination. Clean the DPF following the procedures in the vehicle Operators Manual. Verify the aftertreatment fuel system is operating correctly. See Aftertreatment Fuel Injector (AFI) Flow Test (page 174), Aftertreatment Fuel Supply (AFS) Valve Leak Test (page 177) and Aftertreatment (AFT) System Leak Test (page 175) in this section. Repeat the Aftertreatment Cleanliness Test. If the Activation Regen fails a second time install a new DPF.
Procedure WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay. NOTE: The engine should be relatively cool before carrying out this test. 1. See Appendix A: Performance Specications in this manual for correct specication. 2. Remove the AFI from the exhaust manifold using the procedures in International MaxxForce 11 and 13 Engine Service Manual, except do not disconnect the fuel line, the coolant lines or the electrical connector from the AFI. WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. WARNING: To prevent personal injury or death, wear safety glasses with side shields when doing the following procedure.
Possible Causes High DPF loading AFT sensor circuit faults or sensor failure
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If the AFI is operating correctly, reinstall the AFI injector using a new AFI injector gasket using the procedures in International MaxxForce 11 and 13 Engine Service Manual. Proceed to next test.
Possible Causes Failed AFI AFI circuit faults
7.3. Aftertreatment (AFT) System Leak Test NOTE: Do not carry out this procedure unless referred here by the Aftertreatment Cleanliness Test. Figure 155 AFI NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This test veries the AFI does not leak when de-energized, and there are no leaks in the fuel lines leading to the AFI. This test runs for 120 seconds. Once started the Aftertreatment Fuel Supply (AFS) valve is energized for 60 seconds, this may be veried by monitoring the Aftertreatment Fuel Pressure (AFP), and monitoring the AFI for any signs of fuel leakage. At the end of the rst 60 seconds, the AFS valve is de-energized and the Aftertreatment Fuel Drain (AFD) valve is energized for 60 seconds, this drops the AFP to less than 7 kPa (1 psi). Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
3. Position the AFI in a suitable metal container that can hold at least 296 mL (10 oz) of fuel. 4. Turn the ignition switch to ON. 5. Open COM device. 6. Open D_Aftertreatment.ssn session. 7. Start and idle the engine for two minutes. 8. Select the AFI Flow Test. 9. The test starts after 15 seconds and runs for 60 seconds. The AFI should inject fuel at a rate of 3 mL (0.1 oz)/second for a total of 177 mL (6 oz). 10. Monitor the fuel ow and spray from the AFI. If the AFI does not spray any fuel, diagnose the AFI control circuits. See Electronic Control Systems Diagnostics in this manual. Install the AFI injector following the procedures in International MaxxForce 11 and 13 Engine Service Manual. If the AFI does not spray the specied amount of fuel in a pulsed mist, install a new AFI following the procedures in the International MaxxForce 11 and 13 Engine Service Manual.
Procedure WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay. 1. See Appendix A: Performance Specications in this manual for correct specication. 2. Start and idle the engine for two minutes. 3. Open COM device.
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4. Open D_Aftertreatment.ssn session. 5. Select the AFT System Leak Test. 6. The test starts after 15 seconds and runs for two minutes. The test energizes the Aftertreatment Fuel Supply (AFS) valve for 60 seconds. After 60 seconds the test deenergizes the AFS valve and energizes the AFD valve for 60 seconds. The AFI should not leak any fuel. 7. Monitor the AFI fuel pressure and Engine Fuel Pressure (EFP) Parameter Identiers (PIDs) during the test. The AFI fuel pressure should be within 34 kPa (5 psi) of the EFP sensor reading when the HC cut-off valve is energized and under 34 kPa (5 psi) when the AFD valve is energized. 8. If the test indicates a leak, inspect the aftertreatment fuel system for an external leak. If an external leak is located, repair as necessary. If an external leak is not located, proceed to the next step. Figure 156 AFI
11. Position the AFI in a suitable metal container that can hold at least 296 mL (10 oz) of fuel. 12. Start and idle the engine for two minutes. 13. Open COM device. 14. Open D_Aftertreatment.ssn session. 15. Select the AFT System Leak Test. 16. The test starts after 15 seconds and runs for two minutes. The test energizes the AFS valve for 60 seconds. After 60 seconds the test deenergizes the AFS valve and energizes the AFD valve for 60 seconds. The AFI should not leak any fuel. 17. Monitor the AFI fuel pressure and EFP PIDs during the test. The AFI fuel pressure should be within 34 kPa (5 psi) of the EFP sensor reading when the AFS is energized and under 34 kPa (5 psi) when the AFD valve is energized. 18. Monitor the fuel ow from the AFI. If the AFI does not leak or spray fuel, the HC cut-off valve is operating correctly. Install the AFI injector following the procedures in International MaxxForce 11 and 13 Engine Service Manual If the AFI has fuel leakage (dripping), install a new AFI following the procedures in the International MaxxForce 11 and 13 Engine Service Manual.
9. Remove the AFI from the exhaust manifold using the procedures in International MaxxForce 11 and 13 Engine Service Manual, except do not disconnect the fuel line or coolant lines from the AFI. 10. Using a clean shop rag, clean any fuel from the AFI tip. WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. WARNING: To prevent personal injury or death, wear safety glasses with side shields when doing the following procedure.
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If the fuel supply assembly is leaking fuel, repair or replace the fuel supply assembly following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. Install the AFI injector following the procedures in International MaxxForce 11 and 13 Engine Service Manual.
1. See Appendix A: Performance Specications in this manual for correct specication. 2. Remove fuel return line from HC cut off valve. 3. Connect Fuel Inlet Restriction and Aeration Tool to HC cut-off valve return port and route the open end into a suitable container that can hold at least 296 mL (10 oz) of fuel. WARNING: To prevent personal injury or death, do not smoke or park vehicle near open ames or sparks when taking a fuel sample. 4. Start and idle the engine for two minutes.
Possible Causes Failed AFI Failed AFS valve Failed AFD valve
7.4. Aftertreatment Fuel Supply (AFS) Valve Leak Test NOTE: Do not do this procedure unless referred here by the Aftertreatment Cleanliness Test. NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This test veries the Aftertreatment Fuel Supply (AFS) valve does not leak after it is closed. This test runs for 60 seconds, during which time AFS valve and the Aftertreatment Fuel Injector (AFI) are closed, and the Aftertreatment Fuel Drain (AFD) valve is opened. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) Fuel Inlet Restriction and Aeration Tool (page 451) with
5. Open COM device. 6. Open D_Aftertreatment.ssn session. 7. Select the AFS Leak Test. 8. The test starts after 15 seconds and will run for 60 seconds, the AFI should not inject any fuel. 9. Inspect the Fuel Inlet Restriction & Aeration Tool for fuel. If the Fuel Inlet Restriction & Aeration Tool has continuous fuel ow, install a new HC cut off valve following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. Retest the system. If the Fuel Inlet Restriction and Aeration Tool does not have fuel in the tube, the system is operating correctly at this time.
Possible Causes Failed AFS valve AFS valve circuit faults
Procedure WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay.
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Special Tests
IC4 USB interface cable (page 447)
Procedure GOVERNMENT REGULATION: Engine uids (oil, fuel, and coolant) may be a hazard to human health and the environment. Handle all uids and other contaminated materials (e.g. lters, rags) in accordance with applicable regulations. Recycle or dispose of engine uids, lters, and other contaminated materials according to applicable regulations. 1. Turn ignition switch to ON. Do not start engine. 2. Open COM device. 3. Select IBB Relative Compression Test from Diagnostics drop-down menu. 4. Follow on-screen instructions.
WARNING: To prevent personal injury or death, read all safety instructions in the Safety Information section of this manual. 8. Relative Compression Test NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This test determines cylinder integrity. The Engine Control Module (ECM) measures the time it takes for each piston to travel upward during the compression stroke. Timing is based on information from the Camshaft Position (CMP) sensor and Crankshaft Position (CKP) sensor. A cylinder with low compression allows the piston to travel faster during the compression stroke. This test is accomplished by cranking the engine and following the on-screen instructions. The engine does not start when running this test. NOTE: Batteries must be fully charged before doing this test. If multiple tests are required, use a battery charger during the test to prevent battery drain. NOTE: If running a second test, wait two minutes between tests to allow the starter motor to cool. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) with Figure 157 Relative Compression Test Results
5. Record results on Engine Performance Form. If Relative Compression Test or Injector Disable Test do not identify a suspect cylinder, no action is required. If Relative Compression Test and Injector Disable test identify the same suspect cylinder, check for cylinder mechanical issue. Proceed to the next test.
NOTE: If only the Injector Disable Test identies a suspect cylinder, check for injector issue rst. Relative Compression Test Interpretation The test results are displayed by either a numerical text, or by graphical display. Assuming there are no mechanical problems with the engine the numbers displayed, or graph should be approximately the same value or height. A smaller number or lower level graph would indicate a problem with that particular cylinder.
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Possible Causes Incorrect valve lash adjustment Loose fuel injector Valve train damage Power cylinder damage
9. Engine Run-up Test NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This test determines cylinder contribution. The engine accelerates from low engine idle to 1400 rpm and disables each of the injectors in sequence. A baseline test is run with all of the injectors enabled at both the beginning and end of the test. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with Figure 158 Engine Run-up Test Results
5. Record results on Engine Performance Form. If the engine run-up test does not identify a suspect cylinder, no action is required. If the engine run-up identies a suspect cylinder, check for cylinder mechanical issue.
Engine Run-Up Test Interpretation The test results may be displayed in either numerical or graphical form. A problem cylinder has the same run-up period as the baseline test. Possible Causes Incorrect valve lash adjustment Valve train damage Power cylinder damage Failed injector
Procedure 1. Start and idle the engine. 2. Open COM device. 3. Select IBB Engine Run-up Tests from the Diagnostics drop-down menu. 4. Follow the on-screen instructions.
10. Injector Disable Test NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This test is used to determine the contribution of each injector by manually disabling each of the injectors.
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NOTE: The Injector Disable Test is used in conjunction with Relative Compression Test (page 178) and Engine Run Up Test (page 179) to distinguish between an injector problem or a mechanical problem. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
Procedure WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay. NOTE: Before doing this test, complete all preceding tests. 1. Turn ignition switch to ON. 2. Open COM device. 3. Start and idle the engine. 4. Select Diagnostics from menu bar. 5. Select IBB Injector Disable Tests from drop down menu. NOTE: Run Injector Disable Test only when engine temperature reaches 71C (160F) or higher. The Engine Oil Temperature (EOT) indicator changes from red to green when engine temperature reaches 71C (160F) or higher.
Figure 159
Injector Disable Test
6. Select cylinder number 1 and select Run. (Injector selected will be disabled and engine noise should change.) 7. Record results on Engine Performance Form. 8. Select Normal Operation. Injector will be enabled and engine noise should return to previous state of operation. 9. Repeat steps 6 and 7 for remaining 5 cylinders. Listen for tone changes from cylinder to cylinder. If test does not identify a suspect cylinder, do Relative Compression Test (page 178) and Engine Run Up Test (page 179). If test identies a suspect cylinder, do Relative Compression Test (page 178) and Engine Run Up Test (page 179). Do not attempt to repair injectors without completing tests rst.
Injector Disable Test Interpretation Test interpretation is through a visual, or audible change in engine performance. Possible Causes Open or short injector wiring Scuffed or failed injector Failed Engine Control Module (ECM) Power cylinder issue
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11. High Pressure Pump Run-up Test NOTE: See Diagnostic Software Operation section in this manual for specic Electronic Service Tool (EST) software procedures to do this test. Purpose This test determines the integrity of the low and high pressure fuel systems. This test does not identify a specic system component failure. The test accelerates the engine from idle speed to each of the following steps, 1100, 1300, 1450, and 1600 rpm. During each of these runs the high pressure fuel in the fuel rail is increased from 500 bar (7250 psi ) to 1800 bar (26,100 psi), and then drops back to 500 bar (7250 psi). The Engine Control Module (ECM) monitors the time for fuel pressure to increase and drop back to the starting fuel pressure. Engine RPM during test; 1100, 1300, 1450, 1600 rpm. Fuel rail pressure increases during this test in increments of 1800 bar (26,100 psi).
Figure 160 results
High pressure pump run-up test
5. Record results on Engine Performance Form. If the results of the test show the high pressure pump output is at specication at the 4 measurement points, no action is required. If the results of the test show the high pressure pump output is below specication at any of the measurement points, diagnose the fuel system, do Low Pressure Fuel System (page 156) in this section and the High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual.
Results are displayed as cylinder status of normal, slow or fast during run-up. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
Procedure 1. Start and idle the engine. 2. Open COM device. 3. Select IBB High Pressure Fuel Pump Tests from the Diagnostics drop-down menu. 4. Follow the on-screen instructions.
High Pressure Run-Up Test Interpretation Test results are displayed in text only. Test results may be displayed as normal, slow, or fast. A normal indicates no problems with the fuel system. A fast or slow return indicates a problem which requires investigation of the low and high pressure fuel systems. Possible Causes Fuel system issues
12. High Crankcase Pressure Test Purpose To identify the cause of high crankcase pressure.
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Possible Causes Air compressor Turbocharger(s) Cylinder damage Internal engine damage
Tools Crankcase Pressure Test Adapter (page 449) Gauge Bar Tool (page 452) Slack Tube Manometer (page 454)
Procedure 1. Start and run the engine until it reaches operating temperature. 2. Turn the key to the OFF position. Figure 162 Upper tube assembly at lower tting
4. Disconnect upper tube assembly from lower tting on service breather assembly and plug the upper tube assembly.
Figure 161
Breather outlet tube Figure 163 Upper tube assembly at upper tting and middle tube assembly connections
1. 2. Upper tube assembly Middle tube assembly
NOTE: There is a small amount of lube oil normally present in the intake due to the conguration of the closed crankcase breather system. 3. Disconnect the breather outlet tube assembly from the air intake manifold and inspect for excessive oil or coking. If excessive oil or coking is present, proceed to next step. If excessive oil or coking is not present, skip to step 9.
5. Disconnect the upper tube assembly and the middle tube assembly from the service breather assembly.
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Figure 164 Upper tube assembly at upper tting and middle tube assembly connections
Figure 165 Crankcase pressure test adapter at breather inlet
6. Disconnect the lower tube assembly from the M26 x 1.5 threaded union. 7. Test the check valves by applying regulated shop air 14-34 kPa (2-5 psi) to the lower tube assembly connection and inspect the open upper and middle tube assembly connections for air ow. If any air ow is present, install a new upper or middle tube assembly as necessary. If no air ow is present, proceed to next step.
10. Disconnect breather inlet tube assembly from breather cup. NOTE: Do not connect breather tube inlet assembly to Crankcase Pressure Test Adapter at this time. 11. Install Crankcase Pressure Test Adapter and the Gauge Bar Tool on the breather cup. 12. Start and idle engine at high idle/no load specication. 13. Using the Gauge Bar Tool, measure and record the crankcase ow. If the ow exceeds engine crankcase pressure specication, skip to step 28. If the ow is within engine crankcase pressure specication, proceed to next step.
8. Test the check valves by applying regulated shop air 14-34 kPa (2-5 psi) to the open upper and middle tube assembly connections and inspect the lower tube assembly connection for air ow. If any air ow is present, proceed to next step. If no air ow is present, install a new upper or middle tube assembly as necessary.
14. Remove Crankcase Pressure Test Adapter and Gauge Bar Tool from breather cup. 15. Connect breather inlet tube assembly to breather cup.
9. Connect breather outlet tube assembly to air intake manifold.
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Figure 166
Measurement at CDR valve assembly
Figure 167
Crankcase pressure measurement
16. Disconnect breather outlet tube assembly from Crankcase Depression Regulator (CDR) valve assembly. NOTE: Do not connect breather outlet tube assembly to Crankcase Pressure Test Adapter at this time. 17. Install Crankcase Pressure Test Adapter and the Gauge Bar Tool on the CDR valve assembly. 18. Start and idle engine at high idle/no load specication. 19. Using the Gauge Bar Tool, measure and record the crankcase ow. If output ow is the same as input ow, crankcase breather system is operating correctly at this time. If output ow is less than input ow, proceed to next step.
22. Connect the Crankcase Pressure Test Adapter and Gauge Bar Tool to the oil level gauge tube and plug the Crankcase Pressure Test Adapter outlet. 23. Start and idle the engine at high idle/no load specication. 24. Using the Gauge Bar Tool, measure and record the crankcase pressure. If the crankcase pressure is above 374 Pa (1.5 in-H2O) with the engine cooling fan off or 498 Pa (2.0 in-H2O) with the engine cooling fan on, install a new breather lter element. Retest the system. If the crankcase pressure, after installing a new breather lter element, is above 374 Pa (1.5 in-H2O) with the engine cooling fan off or 498 Pa (2.0 in-H2O) with the engine cooling fan on, proceed to the next step. If reading is within specication, the system is operating correctly at this time.
20. Turn the key to the OFF position. NOTE: Do not connect breather outlet tube assembly to CDR valve assembly at this time. 21. Disconnect Crankcase Pressure Test Adapter and Gauge Bar Tool from the CDR valve assembly
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31. Using the Gauge Bar Tool, measure and record the crankcase pressure. If the reading is within specication the system is operating correctly. If the reading is above specication, proceed to the next step.
32. Turn the key to the OFF position. 33. Install wheel chocks on the vehicles wheels. 34. Disconnect the air compressor from the brake air tank. 35. Start and idle the engine at the high idle/no load specication. Figure 168 Crankcase pressure measurement 36. Using the Gauge Bar Tool, measure and record the crankcase pressure. If the reading is within specication, install a new air compressor following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. Retest the system. If the reading is above specication, proceed to next step.
25. Disconnect the CDR hose assembly from the CDR valve assembly inlet. 26. Start and idle the engine at high idle/no load specication. 27. Using the Gauge Bar Tool, measure and record the crankcase pressure. If the crankcase pressure is above 374 Pa (1.5 in-H2O) with the engine cooling fan off or 498 Pa (2.0 in-H2O) with the engine cooling fan on, inspect the breather system for a plugged pathway and repair as necessary. Retest the system. If the crankcase pressure is below 374 Pa (1.5 in-H2O) with the engine cooling fan off or 498 Pa (2.0 in-H2O) with the engine cooling fan on, inspect the breather system for a leak and repair as necessary. Retest the system. If reading is within specication, install a new CDR valve assembly, following the procedure in the International MaxxForce 11 and 13 Engine Service Manual. Retest the system.
37. Turn the key to the OFF position.
28. Disconnect breather inlet tube assembly from breather cup. 29. Install Crankcase Pressure Test Adapter and Gauge Bar Tool between the breather cup and breather inlet tube assembly. 30. Start and idle the engine at high idle/no load specication.
Figure 169 pipe
Low pressure turbocharger oil return
38. Disconnect the low pressure turbocharger oil return pipe nut from the crankcase and route the pipe into a clean 5 gallon bucket. 39. Plug the low pressure turbocharger oil return pipe nut port in the crankcase.
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CAUTION: To prevent engine damage, quickly shut off the engine. Take the crankcase pressure reading quickly and shut off the engine. Failure to quickly shut off the engine leads to oil loss. 40. Start and idle the engine at the high idle/no load specication. 41. Using the Gauge Bar Tool, measure and record the crankcase pressure then quickly shut down the engine to prevent excessive oil loss. If the reading is within specication, install a new turbocharger assembly following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. Retest the system. If the reading is above specication, proceed to next step.
Possible Causes Air compressor Turbocharger(s) Cylinder damage Internal engine damage Restricted crankcase breather system
13. Exhaust Restriction Purpose To check for exhaust system restrictions. Tools Electronic Service Tool (EST) MasterDiagnostics software (page 447) IC4 USB interface cable (page 447) with
42. Restore the low pressure turbocharger oil return system. 43. Observe the Crankcase Pressure Test Adapter gauge tting with the engine running at low idle. If the engine has high crankcase pressure readings and heavy pulsations from the Crankcase Pressure Test Adapter gauge tting, carry out the IBB relative compression test to isolate a scored cylinder. See Relative Compression Test (page 178) in this section. If the engine has high crankcase pressure readings but does not have heavy pulsations from the Crankcase Pressure Test Adapter gauge tting, proceed to the next step.
Procedure 1. See Appendix A: Performance Specications in this manual for Exhaust Restriction specications and record on Engine Performance Form. 2. Turn the ignition switch to ON. 3. Open COM device. 4. Open D_AirManagement.ssn session. 5. Disconnect the Exhaust Gas Recirculation (EGR) control valve connector during the test. Ignore the Diagnostic Trouble Code (DTC) that sets. WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission is in neutral or park, and the wheels are blocked when running the engine in the service bay. 6. Run engine at high idle, no load. 7. Record Exhaust Back Pressure (EBP) on Engine Performance Form. If EBP is in specication, reconnect EGR control valve and clear DTCs. No repair is required. If EBP is above specication, continue to next step.
44. Inspect for leaks in the inlet piping between the air lter element and the low pressure turbocharger. If leaks are located, the engine may be dusted or the piston rings worn causing compression loss. Proceed to next step. 45. Remove the cylinder head following the procedures in the International MaxxForce 11 and 13 Engine Service Manual. 46. Inspect the cylinder liners for polishing. If the cylinder wall hatch marks are polished off the cylinder liner, the engine needs to be rebuilt. See the procedures in the International MaxxForce 11 and 13 Engine Service Manual.
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8. Remove exhaust pipe from turbo exhaust pipe and test again. If EBP is in specication, reconnect EGR control valve, clear DTCs, and repair issue between turbocharger outlet and tailpipe. If EBP is above specication, reconnect exhaust pipe, reconnect EGR control valve, clear DTCs, and repair issue with turbocharger(s).
Restricted or collapsed exhaust piping Restricted or damaged exhaust components Turbocharger issue
14. Valve Lash and Retarder Lash The valve lash and retarder lash cannot be veried through simple measurement. Adjust the valve lash and retarder lash following the complete procedure in the International MaxxForce 11 and 13 Engine Service Manual.
Possible Causes Damaged or biased EBP sensor
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7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
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Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193 Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193 Engine Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194 EGED-430 Engine Wiring Diagram Example. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194 Sensor and Actuator Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 Engine Mounted Components. . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 Vehicle Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Diagnostic Procedure Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Pin Grip Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Diagnostics with Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Diagnostics without EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Sensor End Diagnostics (EST with MasterDiagnostics). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 Sensor End Diagnostics (2-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 Sensor End Diagnostics (3-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 Pin-Point Diagnostics (without MasterDiagnostics). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 Actuator Operational Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .207 Harness Resistance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208 Operational Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210 AFD Valve (Aftertreatment Fuel Drain). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210 AFD Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 AFI (Aftertreatment Fuel Injector). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .214 AFI Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .216 AFP Sensor (Aftertreatment Fuel Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218 AFP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219 AFP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 AFP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .222 AFS Valve (Aftertreatment Fuel Supply). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .223 AFS Valve Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225 AFT System (Aftertreatment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227 AFT System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229 AFT System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .234 AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238 AMS System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240 APS/IVS (Accelerator Position Sensor/Idle Validation Switch). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243 APS/IVS Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245 APS/IVS Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247 APS/IVS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
190
ATA Datalink (American Trucking Association). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250 ATA Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 ATA Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252 BCS (Boost Control Solenoid) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253 BCS Valve Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254 BCS Valve Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256 CAN Communications (Controller Area Network) (Public). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .258 CAN (Public) Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259 CAN (Public) Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 CAN Communications (Controller Area Network) (Private). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262 CAN (Private) Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 CAN (Private) Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264 CFV (Coolant Flow Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266 CFV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268 CKP Sensor (Crankshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .270 CKP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271 CKP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 CMP Sensor (Camshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273 CMP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .274 CMP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276 CMV (Coolant Mixer Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .277 CMV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .279 Control Module Self-Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 ECM Self Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282 CSR (Cold Start Relay). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 CSR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288 CSR Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .291 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292 CSS Valve (Cold Start Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 CSS Valve Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .294 CSS Valve Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296 Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297 Cylinder Balance Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297 Cylinder Balance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .298 EBP Sensor (Exhaust Back Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .300 EBP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .301 EBP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302 EBP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 ECL Switch (Engine Coolant Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304 ECL Switch Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .305 ECL Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306 ECM Power (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307 ECM PWR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308 ECM PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309 ECT Sensor (Engine Coolant Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 ECT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .311 ECT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312
191
ECT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .313 ECT2 Sensor (Engine Coolant Temperature 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .314 ECT2 Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315 ECT2 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .316 ECT2 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 EFP Sensor (Engine Fuel Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318 EFP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .319 EFP Sensor Pin-Point Diagnostics. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .320 EFP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .321 EGDP Sensor (Exhaust Gas Differential Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .322 EGDP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323 EGDP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .325 EGDP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 EGR Control Valve (Exhaust Gas Recirculation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .327 EGR Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .328 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 EGRP Sensor (Exhaust Gas Recirculation Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331 EGRP Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .332 EGRP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334 EGRP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 EGT1 Sensor (Exhaust Gas Temperature 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338 EGT1 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 EGT1 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341 EGT1 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342 EGT2 Sensor (Exhaust Gas Temperature 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343 EGT2 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344 EGT2 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 EGT2 Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .346 EGT3 Sensor (Exhaust Gas Temperature 3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .347 EGT3 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348 EGT3 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350 EGT3 Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 EIM/ACM Power (Engine Interface Module/Aftertreatment Control Module). . . . . . . . . . . . . . . . . . . . . . .352 EIM/ACM Power Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 EIM/ACM Power Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .357 ELS (Exhaust Lambda Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358 ELS Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .359 ELS Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364 EOP Sensor (Engine Oil Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .365 EOP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 EOP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .367 EOP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .368 EOT Sensor (Engine Oil Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .369 EOT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .370 EOT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .371 EOT Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .372 EWPS (Engine Warning Protection System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 EWPS Programmable Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374 FPCV (Fuel Pressure Control Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379
192
FPCV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .380 FPCV Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382 FRP Sensor (Fuel Rail Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383 FRP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384 FRP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 FRP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386 FRP System (Fuel Rail Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387 FRP System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390 FRP System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393 IAT Sensor (Intake Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394 IAT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395 IAT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 IAT Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397 Injector (INJ) Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398 Injector 1 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 Injector 2 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400 Injector 3 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401 Injector 4 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 Injector 5 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403 Injector 6 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .404 Injector Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 IST (Idle Shutdown Timer) System (California - Standard). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406 IST Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406 IST (Idle Shutdown Timer) System (Federal - Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 IST Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 ITV (Intake Throttle Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .410 ITV End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .412 ITV Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415 MAP/IAT2 Sensor (Manifold Absolute Pressure/Intake Air Temperature 2). . . . . . . . . . . . . . . . . . . . . . . .416 MAP/IAT2 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 MAP/IAT2 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .419 MAP/IAT2 Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 MAT Sensor (Manifold Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .421 MAT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .422 MAT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 MAT Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .424 Retarder Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425 Retarder Control Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428 Service Interval Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429 Service Interval Messages Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429 Single and Two-Speed EFAN Control (Electronic Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . .430 Single and Two-Speed EFAN Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431 Single or Two-Speed EFAN Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 Variable EFAN Control (Electronic Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433 EFAN Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434 Variable EFAN Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
193
Description
Section Information All electrical faults in the engine control system can be diagnosed in this section. All components are divided into separate test procedures and contain the following information: Diagnostic Trouble Code (DTC) with possible cause Circuit diagram Component function
Circuit operation Component location Diagnostic tool list Sensor End Diagnostics (with MasterDiagnostics software) Pin-Point Diagnostics (without MasterDiagnostics software) Harness resistance checks Operational voltage check (most components)
194
Engine Wiring Diagram

EGED-430 Engine Wiring Diagram Example
Figure 170
EGED-430 (Front Side)
Engine diagnostic forms assist technicians in troubleshooting International diesel engines. Diagnostic schematics and signal values help technicians nd problems to avoid unnecessary repairs. The Engine Wiring Diagram consists of a circuit diagram for electrical components mounted on the engine side and vehicle side. For a detailed
description of vehicle circuits, circuit numbers, or connector and fuse locations, see truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide. Engine Wiring Diagram EGED-430 is available in color-coded 11 x 17 inch double side 50 sheet pads. To order technical service literature, contact your International dealer.
195
Sensor and Actuator Locations

Engine Mounted Components
Figure 171
1.
Component location top

2. 3. Intake Throttle Valve (ITV) Glow plug
Exhaust Gas Recirculation (EGR) control valve
196
Figure 172
1.
Component location front

2. Manifold Absolute Pressure/Intake Air Temperature (MAP/IAT2) 3. 4. Coolant heater (if equipped) Coolant Flow Valve (CFV)
Coolant Mixer Valve (CMV)
197
Figure 173
1. 2.
Component location right

4. 5. 6. Engine Oil Temperature (EOT) sensor adapter line Engine Oil Pressure (EOP) sensor adapter line Boost Control Solenoid (BCS) valve 7. Retarder control with internal Engine Back Pressure (EBP) sensor Exhaust Lambda Sensor (ELS) Engine Coolant Temperature (ECT) sensor
3.
Aftertreatment Fuel Injector (AFI) Exhaust Gas Recirculation (EGR) throttle valve with internal Exhaust Gas Recirculation Position (EGRP) sensor Engine Coolant Temperature 2 (ECT2) sensor
8. 9.
198
Figure 174
1. 2. 3. 4. 5. 6. 7.
Component location left

8. Crankshaft Position (CKP) sensor 9. Aftertreatment Fuel Pressure (AFP) sensor 10. Aftertreatment Fuel Supply (AFS) valve 11. Aftertreatment Fuel Drain (AFD) valve 12. Engine Fuel Pressure (EFP) sensor 13. High pressure pump with internal Fuel Pressure Control Valve (FPCV) 14. Fuel Rail Pressure (FRP) sensor
Cold Start Solenoid (CSS) valve Cold Start Relay (CSR) Engine Control Module (ECM) Injector harness Manifold Air Temperature (MAT) sensor Engine Interface Module (EIM) Camshaft Position (CMP) sensor
199
Vehicle Mounted Components
Pin Grip Inspection
Figure 176 Figure 175 Accelerator Position Sensor/Idle Validation Switch (APS/IVS)
Pin grip check
1. Disconnect the electrical connector from the sensor or actuator. The APS/IVS is mounted on the accelerator pedal. 2. Inspect for corrosion, bent pins, spread pins, or conditions that could cause a loose or intermittent connection. 3. Check the pin grip in the female pin by inserting the correct tool from Terminal Test Adapter Kit.
Diagnostic Procedure Process

Description The test procedures in this section are written based on the assumption that a Diagnostic Trouble Code (DTC) is set or there is a problem with the component being tested. Do checks in sequence unless directed otherwise. If a test point is out of specication, the comment area directs you to the possible cause or to another test point. It is not necessary to complete all of the test points, unless additional assistance is needed to pinpoint the fault.
Diagnostics with Electronic Service Tool (EST) Sensors can be diagnosed quickly using an EST with MasterDiagnostics software. The EST monitors sensor signal back to the Engine Control Module (ECM) while testing the sensors harness connection. Start this procedure with Sensor End Diagnostics (EST with MasterDiagnostics) (page 200). Diagnose actuators by running the Actuator Test using an EST with MasterDiagnostics software. The actuator test commands the actuators to cycle to high and low state while measuring voltage at the actuators harness connection.
Diagnostics without EST Sensors can also be diagnosed by only using a Digital Multimeter (DMM). Start this test procedure with Pin-Point Diagnostics (without MasterDiagnostics) (page 206).
200
Sensor End Diagnostics (EST with MasterDiagnostics) Sensor End Diagnostics (2-Wire) 1. Connect the EST to the vehicle diagnostic connector. 2. Turn the ignition switch to ON. Do not start the engine. 3. Start MasterDiagnostics software. 4. Open the Continuous Monitor session. session lists all engine sensors. This
5. Monitor the sensor voltage and verify that an active DTC is present. If the code is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at suspected locations. If the circuit is interrupted, the signal will spike. Isolate the fault and repair. If the code is active, continue to the next step.
6. Disconnect the sensor. Inspect the connector for corrosion or damaged pins using the Pin Grip Inspection (page 199). Repair as necessary. 7. Connect breakout harness to the engine harness. Leave the sensor disconnected. 8. Monitor the sensor signal voltage with the EST. The voltage should be greater than 4.87 volts with the sensor disconnected, unless the circuit is shorted to ground.
Figure 177
Sensor voltage
201
Example Test Point EST Monitor EOTV Spec > 4.78 V Comments If < 4.78 V, check EOT signal for short to GND. Do Harness Resistance Check.
If below specication, repair short to ground on the sensor signal circuit. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. If within specication, continue to next test point.
9. Short a 3-banana plug harness across the sensor signal circuit and engine ground. 10. Monitor the sensor signal voltage with the EST. The voltage should be 0 volts, unless the sensor signal circuit is open. Example Test Point EST Monitor EOTV Short 3-banana plug harness across 2 and GND If above specication, repair open in sensor signal circuit. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. If within specication, continue to next test point. Spec 0V Comments If > 0.2 V, check EOT signal for OPEN. Do Harness Resistance Check.
11. Short a 3-banana plug harness across the sensor signal circuit and SIG GND circuit. 12. Monitor the sensor signal voltage with the EST. The voltage should be 0 volts, unless the SIG GND circuit is open. Example Test Point EST Monitor EOTV Short 3-banana plug harness across 1 and 2 If above specication, repair open in SIG GND circuit. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. Spec 0V Comments If > 0.2 V, check SIG GND for OPEN. Do Harness Resistance Check.
If within specication, continue to next test point.
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13. Short a 500 ohm resistor harness across the sensor signal circuit and SIG GND circuit. 14. Monitor the sensor signal voltage with the EST. The voltage should be less than 1.0 volt, unless the sensor signal circuit is shorted to voltage. Example Test Point EST Monitor EOTV Short 500 ohm resistor between 1 and 2 If above specication, repair the short to voltage in the sensor signal circuit. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. If within specication, and both circuits tested okay, continue to the last step. Spec < 1.0 V Comments If > 1.0 V, check EOT signal circuit for short to PWR. Do Harness Resistance Check.
15. Connect the sensor and clear the DTCs, start the engine, and cycle the accelerator pedal a few times. If the active code remains, the sensor is at fault. Replace the failed sensor. Example If checks are within specication, connect sensor and clear DTCs. If active code remains, replace sensor.
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Sensor End Diagnostics (3-Wire) 1. Connect the EST to the vehicle diagnostic connector. 2. Turn the ignition switch to ON. Do not start engine. 3. Start MasterDiagnostics software. 4. Run Continuous Monitor session. (This session lists all engine sensors.)
5. Monitor the sensor voltage and verify that an active DTC is present. If the code is inactive, monitor the PID while wiggling the connector and all wires at suspected locations. If the circuit is interrupted, the signal will spike. Isolate the fault and repair. If the code is active, continue to the next step.
6. Disconnect the sensor. Inspect the connector for corrosion or damaged pins using the Pin Grip Inspection (page 199). Repair as necessary. 7. Connect the breakout harness to the wiring harness. Leave the sensor disconnected. 8. Monitor sensor signal voltage with EST. The voltage should read near 0 volts with the sensor disconnected, unless the sensor signal circuit is shorted to power.
Figure 178
Sensor voltage
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Example Test Point EST Monitor MAPV Spec 0V Comments If > 0.039 V, check MAP signal for short to PWR
If above specication, repair short to voltage on sensor signal circuit. If within specication, continue to next test point.
9. Use a DMM to measure voltage on the VREF circuit. The voltage should read 5 volts, unless VREF is open or shorted to ground, or a voltage is greater than VREF. Example Test Point DMM Measure volts 2 to GND Spec 5 V 0.5 V Comments If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Check.
If not within specication, repair open or short in VREF circuit. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. If within specication, continue to the next test point.
10. Short 500 ohm resistor across VREF and the sensor signal circuit. 11. Monitor the sensor signal voltage with the EST. The voltage should read 5 volts, unless the sensor signal circuit is open. Example Test Point EST Monitor MAPV Short 500 ohm resistor harness across 2 and 3 If below specication, repair open in sensor signal circuit. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. Spec 5V Comments If < 4.5 V, check MAP signal for OPEN. Do Harness Resistance Check.
If within specication, continue to the next test point.
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12. Use a DMM to measure resistance on the SIG GND circuit to ground. Resistance should read less than 5 ohms, unless the SIG GND is open. Example Test Point DMM Measure resistance 1 to GND If not within specication, repair open in the SIG GND circuit. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. If within specication, and all three circuits tested okay, continue to the last step. Spec <5 Comments If > 5 , check SIG GND for OPEN. Do Harness Resistance Check.
13. Connect the sensor and clear the DTCs. If the active code remains, the sensor is at fault. Replace the failed sensor. Example If checks are within specication, connect sensor and clear DTCs. If active code remains, replace sensor.
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Pin-Point Diagnostics (without MasterDiagnostics) 1. Connect breakout harness to the engine harness. Leave sensor disconnected. 2. Turn the ignition switch to ON. Do not start the engine. 3. Use a DMM to measure voltage on each circuit to engine ground. Example Test Point C to GND Spec 5V Comment If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Check. If the circuit is not within specication, the comment area lists possible causes or directs you to the next test point. Do Harness Resistance Check if additional assistance is needed in diagnosing fault. If the circuit is within specication, continue to the next test point.
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Actuator Operational Voltage Check This test allows you to take voltage measurements on actuators commanded high or low. 1. Disconnect the actuator. Inspect the connector for corrosion or damaged pins using the Pin Grip Inspection (page 199). Repair as necessary. 2. Connect the breakout harness between the engine harness and actuator. 3. Connect the EST to the vehicle diagnostic connector. 4. Turn the ignition switch to ON. Do not start the engine. 5. Start MasterDiagnostics software. 6. Open the Actuator session. This session allows you to monitor the state of all engine actuators. 7. Run the Actuator Test. 8. Use a DMM to measure voltage on each circuit to engine ground. Example Test Point B to GND Test Actuator State HIGH Actuator State LOW Spec B+ 7.5 V Comment If < B+, check actuator control circuit for short to GND. If > 7.5 V, check actuator control circuit for OPEN or short to PWR or OPEN across coil. If all circuits are within specication, the actuator may not be operating mechanically.
If any circuit is not within specication, the comment area lists possible causes or directs you to the next test point.
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Harness Resistance Check Complete Sensor End Diagnostics or Pin-Point Diagnostics tests before using this procedure. Resistance cannot be measured on a circuit if voltage is present. Isolate the circuit from voltage before continuing. 1. Turn the ignition switch to OFF or disconnect the batteries. WARNING: To prevent personal injury or death, always disconnect main negative battery cable rst. Always connect the main negative battery cable last. 2. Connect breakout box and breakout harness to vehicle or engine harness. Leave ECM and sensor or actuator disconnected. 3. Use a DMM to measure resistance on each circuit from point to point, then to engine ground. Example Test Point A-85 to 1 A-85 to GND Spec <5 > 1 k Comment If > 5 , check EOT signal circuit for OPEN. If < 1 k, check EOT signal circuit for short to GND. If the circuit is within specication, continue to the next test point.
If the circuit is not within specication, the comment area lists possible circuit faults.
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Operational Voltage Check This test shows what a normal sensor or actuator should read at certain operating conditions. This test is helpful in diagnosing in-range faults or intermittent problems. 1. Connect breakout box or breakout harness between ECM and the component being tested. 2. Turn the ignition switch to ON. Do not start the engine. 3. Open Sensor Compare session or Actuator test session (depending on what is being tested) using the EST with MasterDiagnostics software. 4. Verify actual sensor or actuator readings are within specication. Example Test Point APS A to GND or C-48 to GND IVS D to GND or C-47 to GND Condition Foot off pedal Pedal to oor Foot off pedal Pedal to oor DMM 0.64 V 0.5 V 3.85 V 0.5 V 0V B+ PID 0% 102% 0V B+
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Circuit Diagnostics
AFD Valve (Aftertreatment Fuel Drain) DTC 6902 6906 SPN 8307 8306 FMI 5 14 Condition AFD valve circuit fault AFS valve and AFD valve connections reversed
Figure 179
Functional diagram for AFD valve
The functional diagram for the AFD valve includes the following: Aftertreatment Control Module (ACM) Aftertreatment Fuel Pressure (AFP) sensor AFD valve Engine lamp (amber) CAN (public) Hydrocarbon (HC) cut-off valve
Component Location The AFD valve is integrated into the HC cut-off valve which is located on the right side of the fuel lter. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Aftertreatment 2-pin Breakout Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) Terminal Test Adapter Kit (page 448) with
Function The AFD valve is used to relieve the pressure from the aftertreatment fuel system. A fuel overpressure can occur due to fuel thermal expansion inside the Aftertreatment Fuel Injector (AFI) fuel supply line. When the fuel pressure increases, the ACM commands the AFD to open and relieve the fuel pressure into the fuel return line.
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AFD Connector End Diagnostics DTC 6902 Condition AFD valve circuit fault Possible Causes 6906 AFS valve and AFD valve connections reversed AFD circuit OPEN or short to GND AFD circuit short to PWR ACM PWR circuit OPEN Failed AFD valve AFS and AFD connectors reversed
Figure 180
AFD circuit diagram
1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. Connector Voltage Check Connect breakout harness to engine harness and leave AFD valve disconnected. Turn ignition switch ON. Use DMM to measure voltage after 60 seconds. Test Point 1 to GND 2 to GND Spec 0V B+ Comment If > 0 V, check for short to PWR. If < B+, check for OPEN circuit or blown fuse. Do Harness Resistance Check (page 212).
If measurements are within specications, do Operational Voltage Check - Actuator Test (page 212).
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Operational Voltage Check - Actuator Test Connect breakout harness between AFD valve and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure volts across pin 1 and GND Normal state Actuator state LOW Actuator state HIGH B+ <2V >9V If < B+, check for OPEN circuit. Do Harness Resistance Check (page 212). If > 2 V, check for OPEN AFD circuit. If < 9 V, check AFD circuit for short to GND, or failed AFD.
If measurements are within specications, do Actuator Resistance Check (page 212). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to AFD valve and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 1 to 8 Comment If not within specication, replace the HC cut-off valve.
If measurements are within specications, do Harness Resistance Check (page 212). Harness Resistance Check Turn ignition switch OFF. Connect breakout box and breakout harness to engine harness and leave AFD valve and ACM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to A-1 2 to GND 2 to fuse Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If < 1k , check for short circuit. If > 5 , check for OPEN circuit.
Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. This test rst runs through the Engine Control Module (ECM) actuators, then the Aftertreatment Control Module (ACM) actuators, and nishes with the Engine Interface Module (EIM) actuators. ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to
15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is
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commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off. This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
EIM actuators: Cold Start Relay (CSR) Cold Start Solenoid (CSS) valve Electronic Fan Control (EFAN)
ACM actuators: Aftertreatment Fuel Drain (AFD) valve Aftertreatment Fuel Supply (AFS) valve Aftertreatment Fuel Injector (AFI)
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AFI (Aftertreatment Fuel Injector) DTC 6900 SPN 8305 FMI 12 Condition AFI circuit fault
Figure 181
Functional diagram for AFI
The functional diagram for the AFI includes the following: Aftertreatment Control Module (ACM) Aftertreatment Fuel Pressure (AFP) sensor Aftertreatment/Regen calibration AFI CAN (public) Engine lamp (amber) Hydrocarbon (HC) cut-off valve
Component Location The AFI is located on the right side of the engine and is installed on the turbo exhaust pipe after the Exhaust Lambda Sensor (ELS). Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Aftertreatment 2-pin Breakout Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) Terminal Test Adapter Kit (page 448) with
Function Pressurized fuel is supplied to the AFI from the HC cut-off valve through the fuel lter housing assembly. When the conditions required for regeneration are met, the ACM sends voltage to the AFI to open and inject fuel into the turbo exhaust pipe.
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AFI Connector End Diagnostics DTC 6900 Condition AFI circuit fault Possible Causes AFI circuit fault Failed AFI
Figure 182
AFI circuit diagram
1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. Connector Voltage Check Connect breakout harness to engine harness and leave AFI disconnected. Turn ignition switch ON. Use DMM to measure voltage. Test Point 1 to GND 2 to GND Spec B+ B+ Comment If < B+, check for OPEN circuit or short to GND. Do Harness Resistance Check (page 216). If < B+, check for OPEN circuit or short to GND. Do Harness Resistance Check (page 216).
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Operational Voltage Check - Actuator Test Connect breakout harness between AFI and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure volts across pin 1 and GND Normal state Actuator state LOW Actuator state HIGH B+ 8 V +/- 1 V > 10 V If < B+, check for OPEN circuit. Do Harness Resistance Check (page 216). If > 2 V, check for OPEN AFI circuit. If < 10 V, check AFI circuit for short to GND, or failed AFI.
If measurements are within specications, do Actuator Resistance Check (page 216). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to AFI and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec <2 Comment If not within specication, replace the AFI.
If measurements are within specications, do Harness Resistance Check (page 216). Harness Resistance Check Turn ignition switch OFF. Connect breakout box and breakout harness to engine harness and leave AFI and ACM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to A-17 2 to GND 2 to A-18 Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short to GND. If > 5 , check for OPEN circuit. If < 1k , check for short to GND. If > 5 , check for OPEN circuit.
Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. This test rst runs through the Engine Control Module (ECM) actuators, then the Aftertreatment Control Module (ACM) actuators, and nishes with the Engine Interface Module (EIM) actuators. ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to
15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is
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commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off. This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
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AFP Sensor (Aftertreatment Fuel Pressure) DTC 5558 5560 5561 SPN FMI 7314 7310 7310 4 4 3 Condition AFP VREF out-of-range AFP signal out-of-range LOW AFP signal out-of-range HIGH
Figure 183
Functional diagram for the AFP sensor
The functional diagram for the AFP sensor includes the following: Aftertreatment Control Module (ACM) Aftertreatment Fuel Drain (AFD) valve Aftertreatment Fuel Supply (AFS) valve Aftertreatment Fuel Injector (AFI) AFP sensor CAN (public) Engine lamp (amber) Hydrocarbon (HC) cut-off valve
Sensor Location The AFP sensor is integrated into the Hydrocarbon (HC) cut-off valve which is located on the right side of the fuel lter. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) Aftertreatment Fuel Pressure Breakout Harness (page 442) Terminal Test Adapter Kit (page 448) with
Function The AFP sensor monitors the fuel pressure in the aftertreatment fuel system and provides a feedback signal to the ACM.
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AFP Sensor End Diagnostics DTC 5558 5560 Condition AFP VREF out-of-range AFP signal out-of-range LOW Possible Causes 5561 AFP signal out-of-range HIGH AFP VREF circuit shorted or OPEN AFP signal circuit OPEN or short to GND Failed AFP sensor AFP signal circuit short to PWR Failed AFP sensor
Figure 184
AFP circuit diagram
1. Using the EST, D_ContinuousMonitor.ssn.
open
the
If DTC is active, proceed to the next step.
2. Monitor sensor voltage. Verify an active Diagnostic Trouble Code (DTC) for the sensor. If DTC is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at the suspected location. If the circuit is interrupted, the PID spikes and the DTC goes active.
3. Disconnect engine harness from sensor. Inspect connectors for damaged pins, corrosion, or loose pins using the Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave sensor disconnected.
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Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PIDs and DMM to measure voltage. Test Point EST Monitor AFPv DMM Measure volts 1 to GND EST Monitor AFPv Short across breakout harness pins 1 and 3 DMM Measure voltage 1 to 2 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace HC cut-off valve. 5 v +/- 0.5 V 5V Spec 0V 5.0 V +/- 0.5 V Comment If > 0.25 V, check AFP signal circuit for short to PWR If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Checks (page 222). If < 4.5 V, check AFP signal circuit for OPEN. Do Harness Resistance Checks (page 222).
If < 4.5 V, check SIG GND for OPEN. Do Harness Resistance Checks (page 222).
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AFP Pin-Point Diagnostics
Figure 185
AFP circuit diagram
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND Spec 5V Comment If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Checks (page 222). 2 to GND 3 to GND 0V 0V If > 0.25 V, check SIG GND circuit for short to PWR. If > 0.25 V, check AFP for short to PWR
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 2 to GND 3 to GND Spec > 1 k <5 > 1 k Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. Do Harness Resistance Checks (page 222). If < 1 k, check for short to GND.
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Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ACM and AFP sensor disconnected. Use DMM to measure resistance. Test Point 1 to B-24 2 to B-1 3 to B-23 Spec <5 <5 <5 Comment If > 5 , check VREF signal circuit for OPEN. If > 5 , check SIG RTN circuit for OPEN. If > 5 , check AFP circuit for OPEN.
AFP Circuit Operation The AFP sensor is a pressure sensor that is supplied with 5 volts at Pin 1 from ACM Pin B-24. The sensor
is grounded at Pin 2 from ACM Pin B-1 and returns a variable voltage signal from Pin 3 to ACM Pin B-23.
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AFS Valve (Aftertreatment Fuel Supply) DTC 6901 6906 SPN 8306 8306 FMI 5 14 Condition AFS Valve circuit fault AFS valve and AFD valve connections reversed
Figure 186
Functional diagram for AFS valve
The functional diagram for the AFS valve includes the following: Aftertreatment Control Module (ACM) Aftertreatment Fuel Pressure (AFP) Sensor Aftertreatment/Regen calibration AFS valve CAN (public) Engine lamp (amber) Hydrocarbon (HC) cut-off valve
Component Location The AFS valve is integrated into the HC cut-off valve which is located on the right side of the fuel lter. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Aftertreatment 2-pin Breakout Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) Terminal Test Adapter Kit (page 448) with
Function The AFS valve controls the fuel supply to the AFI when regeneration is required. The AFS valve is controlled by the ACM.
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AFS Valve Connector End Diagnostics DTC 6901 Condition AFS Valve circuit fault Possible Causes 6906 AFS valve and AFD valve connections reversed AFS signal circuit fault Failed AFS valve AFS and AFD connectors reversed
Figure 187
AFS circuit diagram
1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. Connector Voltage Check Connect breakout harness to engine harness and leave AFS valve disconnected. Turn ignition switch ON. Use DMM to measure voltage after 60 seconds. Test Point 1 to GND 2 to GND Spec 0V B+ Comment If > 0 V, check for short to PWR. If < B+, check for OPEN circuit or blown fuse. Do Harness Resistance Check (page 225)
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Operational Voltage Check - Actuator Test Connect breakout harness between AFS valve and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure volts across pin 1 and GND Normal state Actuator state LOW Actuator state HIGH B+ <2V >9V If < B+, check for OPEN circuit. Do Harness Resistance Check (page 225). If > 2 V, check for OPEN AFS circuit. If < 9 V, check AFS circuit for short to GND, or failed AFS valve.
If measurements are within specications, do Actuator Resistance Check (page 225). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to AFS valve and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 1 to 8 Comment If not within specication, replace the HC cut-off valve.
If measurements are within specications, do Harness Resistance Check (page 225). Harness Resistance Check Turn ignition switch OFF. Connect breakout box and breakout harness to engine harness and leave AFS valve and ACM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to A-2 2 to GND 2 to fuse Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short to GND. If > 5 , check for OPEN circuit. If < 1k , check for short to GND. If > 5 , check for OPEN circuit.
Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. This test rst runs through the Engine Control Module (ECM) actuators, then the Aftertreatment Control Module (ACM) actuators, and nishes with the Engine Interface Module (EIM) actuators.
ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel
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Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off.
This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
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AFT System (Aftertreatment) DTC 2687 2698 2773 2774 3787 5559 6814 6817 6905 6910 6912 6913 6914 SPN 8302 3251 8303 8303 8326 7310 3242 3245 8306 8307 8308 7310 7310 FMI 1 0 10 1 2 2 7 7 7 12 7 7 1 Condition DPF low ow resistance DPF high restriction DOC unable to reach regen temp DOC efciency AFI low ow DPF cleanliness test soot level too high AFP sensor failed ambient pressure test EGT2 Temp above maximum severe EGT3 Temp above maximum severe Aftertreatment fuel leak: fuel line, AFD, or AFI AFD valve fail to open AFP above normal with AFS closed AFP above normal with AFD open AFP below normal during DPF regen
Figure 188
Functional diagram for AFT System
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The functional diagram for the AFT System includes the following: Aftertreatment Fuel Drain (AFD) valve Aftertreatment Fuel Injector (AFI) Aftertreatment Fuel Pressure (AFP) sensor Aftertreatment Fuel Supply (AFS) valve Engine Control Module (ECM) Diesel Oxidation Catalyst (DOC) Diesel Particulate Filter (DPF) Exhaust Gas Temperature 1 (EGT1) sensor Exhaust Gas Temperature 2 (EGT2) sensor Exhaust Gas Temperature 3 (EGT3) sensor Exhaust Gas Differential Pressure (EGDP) sensor Warning lamps AFT regen switch Accelerator Position Sensor (APS)/Idle Validation Switch (IVS)
Vehicle Speed Sensor (VSS) Driveline Disconnect Switch (DDS) Power Takeoff (PTO)
Function The AFT System is designed to decrease the exhaust particulate emissions leaving the tailpipe. The DPF captures particulate matter (soot) and ash from the exhaust. Eventually soot and ash exceeds DPF capacity and must be removed. Soot build-up is removed by heating the lter until the soot turns into carbon dioxide gas. This is the DPF regeneration process. Ash build-up is periodically removed from the lter by a special cleaning machine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) with
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AFT System Diagnostics DTC 2687 Condition DPF low ow resistance Possible Causes 2698 2773 2774 3787 DPF high restriction DOC unable to reach regen temp DOC efciency AFI low ow DPF cleanliness test soot level too high 5559 AFP sensor failed ambient pressure test 6814 EGT2 temp above maximum severe 6817 EGT3 temp above maximum severe 6905 Aftertreatment fuel leak: fuel line, AFD, or AFI 6910 6912 AFD valve fail to open AFP above normal with AFS closed Exhaust leak before DPF Leaking or reversed EGDP sensor hoses Failed DPF (open ow) Biased EGDP sensor or circuit DPF needs to regenerate Failed DOC AFI injection fault DPF soot load too high DPF service required Biased circuit or AFP sensor Open AFS valve Closed AFD sensor EGT2 above 800C (1472F) for 10 seconds Over-fueling Plugged DPF or exhaust system Biased EGT2 sensor or circuit EGT3 above 800C (1472F) for 10 seconds Over-fueling Plugged DPF or exhaust system Biased EGT3 sensor or circuit Leaking fuel line AFS valve fault AFD valve fault Biased AFP sensor or circuit AFD valve or circuit fault AFS valve or circuit fault Biased AFP sensor or circuit
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6913
AFP above normal with AFD open
AFD valve or circuit fault Biased AFP sensor or circuit Fuel pressure below 296 kPa (43 psi) for 5 seconds during regen AFD valve or circuit fault AFS valve or circuit fault Biased AFP sensor or circuit
6914
AFP below normal during DPF regen
Alert Levels of DPF Soot Loading There are four indication levels that the DPF is accumulating a level of soot and needs to be cleaned, each with an increasing urgency for action. Levels Regeneration lamp on solid Conditions Exhaust regeneration required Action Drive on highway at highway speeds so the system can go into active regeneration. OR Start a parked regeneration to prevent loss of power. Pull vehicle safely off of the road and start a parked regeneration to prevent loss of power. Pull vehicle safely off of the road and start a parked regeneration to prevent engine stopping. Pull vehicle safely off of the road, turn on ashers, place warning devices and STOP ENGINE, DO NOT USE parked regeneration. Call for service.
Regeneration lamp ashing
DPF is full
Regeneration lamp ashing Warn Engine lamp on solid Audio alarm beeps 5 times every minute Regeneration lamp ashing Engine STOP lamp on solid Audio alarm beeps continuously
DPF is full engine performance is limited
DPF is overfull engine may shutdown soon
When the High Exhaust System Temperature lamp is illuminated, the exhaust temperature is above 400C (750F) and a regeneration could be in process.
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DTC 2687 DPF low ow resistance DTC 2687 is set when the measured DPF differential pressure is less than a minimum value for a certain exhaust ow rate. Pin-Point AFT System Fault 1. Inspect exhaust and EGDP sensor for damage. Check for leaks in exhaust or EGDP sensor hose. Check that EGDP sensor hoses are not reversed. 2. Check for active EGDP sensor DTCs. See EGDP Sensor (Exhaust Gas Differential Pressure) (page 322) in this section of the manual. 3. Check for high exhaust back pressure due to a plugged DOC. See Appendix A: Performance Specications in this manual for maximum EBP. 4. Check for damaged DPF. Remove and inspect for cracks that could allow exhaust gas to bypass the lter.
DTC 2698 DPF high restriction DTC 2698 is set when the measured DPF differential pressure exceeds a maximum value for a certain exhaust ow rate. Pin-Point AFT System Fault 1. Check for active DTCs that could prevent AFT system regeneration. 2. Do a Parked Regeneration. See Manual Parked Regeneration (page 235) in this section. 3. If unable to do a parked regeneration, use the EST and run the Aftertreatment (AFT) Cleanliness Test (page 173) in the Performance Diagnostics section of this manual.
DTC 2773 DOC unable to reach regen temp DTC 2773 is set when the EGT2 sensor is not heating up during a fuel injected regen. EGT3 is heating up indicating that fuel is not igniting until it reaches the DPF. Pin-Point AFT System Fault 1. Check for active DTCs that could prevent AFT system regeneration. 2. Check all Exhaust Gas Temperature sensors for in-range biased signal. See Appendix A: Performance Specications in this manual. 3. Check for engine performance problems. 4. Test Aftertreatment (AFT) System for faults. Run the Aftertreatment Fuel Injector (AFI) Flow Test (page 174) in the Performance Diagnostics section of this manual. 5. Check for damaged DOC. Remove and inspect for damage.
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DTC 2774 DOC efciency - AFI low ow DTC 2774 is set when the EGT2 and EGT3 sensors are not warming up during a fuel injected regen. Pin-Point AFT System Fault 1. Check for active DTCs that could prevent AFT system regeneration. 2. Check all Exhaust Gas Temperature sensors for in-range biased signal. See Appendix A: Performance Specications in this manual. 3. Check for engine performance problems. 4. Test Aftertreatment (AFT) System for faults. Run the Aftertreatment Fuel Injector (AFI) Flow Test (page 174) in the Performance Diagnostics section of this manual.
DTC 3787 DPF cleanliness test - soot level too high DTC 3787 is set when the DPF soot level has reached its set limit. Pin-Point AFT System Fault 1. Remove and service the DPF. DTC 5559 AFP sensor failed ambient pressure test DTC 5559 is set when the AFP signal is not changing with the system in operation. Pin-Point AFT System Fault 1. Check for biased AFP sensor or circuit. 2. Check for active AFD or AFS DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) and AFS (Aftertreatment Fuel Supply) Valve (page 223) in this section. 3. Run Aftertreatment (AFT) System Leak Test (page 175) and Aftertreatment Fuel Supply (AFS) Valve Leak Test (page 177) while monitoring AFP PID in the Performance Diagnostics section of this manual.
DTC 6814 EGT2 temp above maximum severe DTC 6814 is set when the DOC outlet temperature exceeds the safe maximum temperature for more than 10 seconds. Pin-Point AFT System Fault 1. Check engine performance and verify engine is not over-fueling. 2. Check for damaged DPF. Remove and inspect for blockage. 3. Check for active EGT2 sensor DTCs. See EGT2 Sensor (Exhaust Gas Temperature 2) (page 343) in this section. 4. Check for active EGR control valve faults or DTCs. See EGR Control Valve (Exhaust Gas Recirculation) (page 327) in this section. 5. Check for active ITV faults or DTCs. See ITV (Intake Throttle Valve) Actuator (page 410) in this section.
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6. Test Aftertreatment (AFT) System for faults. Run the Aftertreatment Fuel Injector (AFI) Flow Test (page 174) in the Performance Diagnostics section of this manual.
DTC 6817 EGT3 temp above maximum severe DTC 6817 is set when the DPF outlet temperature exceeds the safe maximum temperature for more than 10 seconds. Pin-Point AFT System Fault 1. Check engine performance and verify engine is not over-fueling. 2. Check for other active DTCs that would cause an over-fueling issue. 3. Check EGT3 sensor for a biased signal. See EGT3 Sensor (Exhaust Gas Temperature 3) (page 347) in this section. 4. Test Aftertreatment (AFT) System for faults. Run the Aftertreatment Fuel Injector (AFI) Flow Test (page 174) in the Performance Diagnostics section of this manual.
DTC 6905 Aftertreatment fuel leak: fuel line, AFD, or AFI DTC 6905 is set when the AFS is opened yet the pressure in the aftertreatment fuel system does not build up as expected. Pin-Point AFT System Fault 1. Check for biased AFP sensor or circuit. 2. Check for active AFD or AFS DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) and AFS Valve (Aftertreatment Fuel Supply) (page 223) in this section. 3. Run Aftertreatment (AFT) System Leak Test (page 175) and Aftertreatment Fuel Supply (AFS) Valve Leak Test (page 177) while monitoring AFP PID in the Performance Diagnostics section of this manual.
DTC 6910 AFD valve fail to open DTC 6910 is set when the ACM detects that the driver output for the AFD valve is opened or shorted. Pin-Point AFT System Fault 1. Check for biased AFP sensor or circuit. 2. Check for active AFD or AFS DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) and AFS Valve (Aftertreatment Fuel Supply) (page 223) in this section. 3. Run Aftertreatment (AFT) System Leak Test (page 175) and Aftertreatment Fuel Supply (AFS) Valve Leak Test (page 177) while monitoring AFP PID in the Performance Diagnostics section of this manual.
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DTC 6912 AFP above normal with AFS closed DTC 6912 is set when the ACM fails its internal system leak test (which happens once per key-cycle or on demand from the service tool), or if the pressure in the system rises when the AFS is not being commanded open. Pin-Point AFT System Fault 1. Check for biased AFP sensor or circuit. 2. Check for active AFD or AFS DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) and AFS Valve (Aftertreatment Fuel Supply) (page 223) in this section. 3. Run Aftertreatment (AFT) System Leak Test (page 175) and Aftertreatment Fuel Supply (AFS) Valve Leak Test (page 177) while monitoring AFP PID in the Performance Diagnostics section of this manual.
DTC 6913 AFP above normal with AFD open DTC 6913 is set when the AFP signal is above normal with the AFD valve open. Pin-Point AFT System Fault 1. Check for biased AFP sensor or circuit. 2. Check for active AFD DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) in this section. 3. Run Aftertreatment (AFT) System Leak Test (page 175) while monitoring AFP PID in the Performance Diagnostics section of this manual. DTC 6914 AFP below normal during DPF regen DTC 6914 is set when the AFP signal is below 234 kPa (34 psi) during a fuel injected regen. Pin-Point AFT System Fault 1. Check for biased AFP sensor or circuit. 2. Check for active AFD or AFS DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) and AFS Valve (Aftertreatment Fuel Supply) (page 223) in this section. 3. Run Aftertreatment (AFT) System Leak Test (page 175) and Aftertreatment Fuel Supply (AFS) Valve Leak Test (page 177) while monitoring AFP PID in the Performance Diagnostics section of this manual.
AFT System Operation When driving at high speeds or with heavy loads, the exhaust temperature is hot enough to convert the soot to ash. When driving at lower speeds or lighter loads, the exhaust temperature is typically not hot enough to convert the soot to ash. In these situations, the engine control system increases the exhaust temperature and the particulate matter can be converted to ash.
Automatic regeneration occurs when driving. The operator is not required to do anything to start regeneration. Automatic regeneration is not possible during frequent stops or low operating speeds. If a regeneration is required in these conditions, a manual parked regeneration must be done.
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Active Rolling Regeneration When the Engine Control Module (ECM) determines the DPF needs to be regenerated, the aftertreatment lamp illuminates. The ECM controls the engine operation to increase exhaust temperature. This enables the DPF to convert accumulated particulate matter to ash. The following entry conditions are required for active rolling regeneration: No disabling DTCs 1741, 1742, or 2674 ECT above 75C (170F) PTO not active; Standby mode OK Inhibit regeneration switch not active EGT1 below 500C (932F) EGT2 below 650C (1202F) EGT3 below 750C (1382F)
Manual Parked Regeneration Manual parked regeneration occurs when the operator requests the control system to do a stationary regeneration. Exhaust temperature is increased and particulate matter is converted to ash. The following entry conditions are required for manual parked regeneration: DPF lamp ON, signaling need to regenerate No disabling DTCs 1114, 1115, 1141, 1142, 1311, 1312, 1741, 1742, or 2674 ECT above 75C (170F) ECT above 65C (150F) Engine running Vehicle speed below 2 mph (3 km/h) Parking brake must be set Brake pedal not pressed Accelerator pedal not pressed PTO not active Driveline disengaged AFT regen switch in OFF position EGT2 and EGT3 below 500C (932F)
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Manual Parked Regeneration Procedure WARNING: To prevent personal injury or death, make certain vehicle is safely off roadway and away from people, ammable materials or structures, as the regeneration process creates elevated exhaust temperatures that can cause a re. To start parked regeneration (cleaning) of exhaust DPF, do the following steps: 1. Park the vehicle safely off the road and away from ammable materials and vapors. 2. Before starting parked regeneration (using AFT regen switch), the following conditions must be in place: Parking brake must be set Transmission must be in neutral or park Engine coolant temperature must be a minimum of 71C (160F) Accelerator, foot brake, or clutch pedal (if equipped) must not be pressed
3. Press the AFT regen switch to the ON position to initiate the regeneration cycle. The engine speed automatically ramps up to a preset rpm. The AFT regen switch indicator illuminates when the cycle has started. If the indicator is blinking, verify all conditions in Step 2 are met. If the AFT regen switch continues blinking, press the switch again. The regeneration cycle lasts approximately 20 minutes. 4. When the regeneration cycle is complete, the AFT regen switch turns off. The engine rpm returns to normal idle and all exhaust lter indicators turn off. The vehicle is now ready for normal driving operation. Diesel Oxidation Catalyst (DOC) The DOC converts fuel to heat for DPF regeneration. Diesel Particulate Filter (DPF) The DPF lters and stores particulate matter (soot) and ash (non-combustibles) from leaving the tailpipe. Regeneration Regeneration is the process of converting particulate matter trapped in the DPF to ash. Passive Rolling Regeneration Passive rolling regeneration occurs when the engine provides sufcient temperature through the exhaust gases to convert the particulate matter to ash. AFT Cleanliness Test (EST enabled) The on-board cleanliness test forces the system into a manual regeneration and measures DPF ash/soot levels before and after the test. This test is required to DPF Status Lamp The DPF status lamp provides information on need to regenerate the DPF. Several levels of status are reset the DPF monitors after a DPF has been serviced or replaced. AFT Regen Switch The AFT regen switch enables the operator to request a stationary regeneration for the DPF. Inhibit Regeneration Switch (optional) The inhibit regeneration switch enables the operator to cancel and prevent a DPF regeneration. DPF Soot Loading Percentage ECM calculation of the soot level in DPF. DPF Ash Loading Percentage ECM calculation of the ash level in DPF.
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available. The lamp changes states from OFF, to solid ON to ashing. The lamp is used in combination with the check engine and stop engine lamps.
High Exhaust System Temperature Indicator (HEST) The HEST alerts the operator when the exhaust temperature is elevated above 400C (750F). This may or may not be due to DPF regeneration.
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AMS (Air Management System) DTC 1166 2351 2352 2357 6258 SPN 105 7129 7129 7129 102 FMI 0 1 0 7 7 Condition MAT temperature above maximum EBP below desired level EBP above desired level Retarder control valve unable to achieve desired EBP Boost below desired
Figure 189
Functional diagram for AMS
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The functional diagram for AMS includes the following: Air lter assembly Low pressure turbocharger Low Pressure Charge Air Cooler (LPCAC) High pressure turbocharger High Pressure Charge Air Cooler (HPCAC) Intake Throttle Valve (ITV) Air inlet duct Cold start assist Exhaust and intake valves Exhaust Gas Recirculation (EGR) system Exhaust system Engine retarder exhaust manifold with buttery
Diesel Oxidation Catalyst (DOC) aftertreatment Diesel Particulate Filter (DPF) aftertreatment
Function The AMS monitors intake air temperature and pressure relative to the BAP, which is internal to the ECM. The ECM interprets the inputs from the various sensors and correspondingly adjusts the fuel injection, the EGR, the BCS, and the ITV for maximum performance and fuel economy under the current conditions. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) with
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AMS System Diagnostics DTC 1166 Condition MAT temperature above maximum Possible Causes 2351 EBP below desired level 2352 EBP above desired level 2357 Retarder control valve unable to achieve desired EBP 6258 Boost below desired Biased MAT sensor or circuit EGR system or circuit fault ITV or circuit fault Exhaust leakage Failed turbochargers Biased EBP circuit Retarder control failure Exhaust restriction Plugged DPF Biased EBP circuit Retarder control failure Exhaust leak Failed DPF Failed turbocharger Retarder control failure Low engine performance Engine performance issue Engine mechanical failure Low fuel pressure Failed turbochargers EGR stuck open Biased MAP/IAT2 sensor or circuit ITV or circuit fault
DTC 1166 - MAT temperature above maximum DTC 1166 is set when the MAT temperature rises above 80C (176F) at normal operation, or 90C (194F) with the retarder control activated. Pin-point AMS System Fault 1. Check for biased MAT sensor or circuit. See Sensor Compare (page 160) in the Performance Diagnostics section of this manual. 2. Check for active EGR control valve faults or DTCs. See EGR Control Valve (Exhaust Gas Recirculation) (page 327) in this section.
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DTC 1166 - MAT temperature above maximum (cont.) 3. Check for active ITV faults or DTCs. See ITV (Intake Throttle Valve) Actuator (page 410) in this section.
DTC 2351 - EBP below desired level DTC 2351 is set when the ECM has determined that the exhaust back pressure is lower than normal. Pin-point AMS System Fault 1. Inspect exhaust system for leakage. 2. Check for EBP circuit fault and for biased EBP sensor or circuit. See Sensor Compare (page 160) in the Performance Diagnostics section of this manual. 3. Check for active retarder control faults or DTCs. See Retarder Control (page 425) in this section.
DTC 2352 - EBP above desired level DTC 2352 is set when the ECM has determined that the exhaust back pressure is higher than normal. Pin-point AMS System Fault 1. Inspect exhaust system for any restrictions or DPF restriction. See Exhaust System in the Performance Diagnostics section of this manual. Do a Parked Regeneration. See Manual Parked Regeneration (page 235) in this section. 2. Check for EBP circuit fault and for biased EBP sensor or circuit. See Sensor Compare (page 160) in the Performance Diagnostics section of this manual. 3. Check for active retarder control faults or DTCs. See Retarder Control (page 425) in this section.
DTC 2357 - Retarder control valve unable to achieve desired EBP DTC 2357 is set when the ECM has determined that the exhaust back pressure is below normal. Pin-point AMS System Fault 1. Inspect exhaust system for any leaks. 2. Inspect DPF and DOC for any leaks 3. Inspect the turbochargers and Charge Air Coolers (CACs) for damage. See Charge Air Cooler (CAC) System (page 154) in the Performance Diagnostics section of this manual. 4. Check for engine performance issues. See the Performance Diagnostics section of this manual section. 5. Check for active retarder control faults or DTCs. See Retarder Control (page 425) in this section.
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DTC 6258 - Boost below desired DTC 6258 is set when the boost pressure is not within a certain range of the boost pressure set point (inability to meet the boost pressure set point). Pin-point AMS System Fault 1. Check for engine performance issues. See the Performance Diagnostics section of this manual. 2. Inspect the turbochargers and Charge Air Coolers (CACs) for damage. See Charge Air Cooler (CAC) System (page 154) in the Performance Diagnostics section of this manual. 3. Check for low fuel pressure. See Low Pressure Fuel System (page 137) in the Hard Start and No Start Diagnostics section of this manual. 4. Inspect turbochargers for damage. 5. Check for active EGR control valve faults or DTCs. See EGR Control Valve (Exhaust Gas Recirculation) (page 327) in this section. 6. Check for active MAP/IAT2 sensor faults or DTCs. See MAP/IAT2 Sensor (Manifold Absolute Pressure/Intake Air Temperature 2) (page 416) in this section. 7. Check for active ITV faults or DTCs. See ITV (Intake Throttle Valve) Actuator (page 410) in this section.
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APS/IVS (Accelerator Position Sensor/Idle Validation Switch) DTC 1129 1130 1131 1132 1133 1134 1135 SPN FMI 91 91 91 91 91 91 558 0 1 4 3 2 7 11 Condition APS VREF out-of-range HIGH APS VREF out-of-range LOW APS signal out-of-range LOW APS signal out-of-range HIGH APS in-range fault APS and IVS disagree IVS signal fault
Figure 190
Functional diagram for the APS/IVS
The functional diagram for the APS/IVS includes the following: APS/IVS Engine Interface Module (EIM) Engine lamp (amber) Engine rpm and torque calibration
Function The APS/IVS sensor is controlled by the operator. The ECM uses this sensor to control engine acceleration based off of the operators demand for power. Sensor Location The APS/IVS sensor is installed in the cab on the accelerator pedal.
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Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) with
3-Banana Plug Harness (page 439) 96-Pin Breakout Box DLC II (page 440) APS/IVS Sensor Breakout Harness (page 442) Terminal Test Adapter Kit (page 448)
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APS/IVS Sensor End Diagnostics DTC 1129 Condition APS VREF out-of-range HIGH Possible Causes 1130 APS VREF out-of-range LOW 1131 APS signal out-of-range LOW 1132 APS signal out-of-range HIGH 1133 APS in-range fault 1134 APS and IVS disagree 1135 IVS signal fault VREF circuit shorted to PWR Failed sensor VREF circuit OPEN or shorted to GND Failed sensor APS signal OPEN or shorted to GND Failed sensor APS signal shorted to VREF or PWR SIG RTN circuit OPEN Failed sensor Circuit fault Failed sensor Circuit fault Failed sensor IVS circuit OPEN or shorted to GND IVS circuit shorted to PWR Failed sensor
Figure 191
APS/IVS circuit diagram
1. Using the EST, D_ContinuousMonitor.ssn.
open
the
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2. Monitor sensor voltage. Verify an active Diagnostic Trouble Code (DTC) for the sensor. If DTC is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at suspected location. If the circuit is interrupted, the PID spikes and the DTC goes active. If DTC is active, proceed to the next step.
3. Disconnect engine harness from sensor. Inspect connectors for damaged pins, corrosion, or loose pins using the Pin Grip Inspection (page 199). Repair if necessary. 4. Connect Breakout Harness to engine harness. Leave sensor disconnected.
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to verify correct DTC becomes active when corresponding fault is induced. Use DMM to measure circuits. Test Point EST Check DTC DMM Measure volts C to GND EST Check DTC Short across breakout harness pins A and C DMM Measure resistance B to GND DMM Measure voltage D to GND DMM Measure voltage F to GND If checks are within specication, connect sensor, clear DTCs, and cycle the accelerator pedal a few times. If active code returns, replace APS/IVS sensor. B+ If < B+, check for OPEN circuit or blown fuse. 0V If > 0.25 V, check IVS circuit for short to PWR. < 5 DTC 1132 Spec DTC 1131 5 V +/ 0.5 V Comment If DTC 1132 is active, check APS signal for short to PWR. If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Checks (page 248). If DTC 1131 is active, check APS signal for OPEN. Do Harness Resistance Checks (page 248). If > 5, check SIG GND for OPEN. Do Harness Resistance Checks (page 248).
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APS/IVS Pin-Point Diagnostics
Figure 192
APS/IVS circuit diagram
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point A to GND B to GND C to GND Spec 0V 0V 5V Comment If > 0.25 V, check for short to PWR. If > 0.25 V, check for short to PWR. If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Checks (page 248). D to GND F to GND 0V B+ If > 0.25 V, check for short to PWR. If < B+, check for OPEN or blown fuse.
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point A to GND B to GND C to GND D to GND F to GND Spec > 1 k <5 > 1 k 500 to 600 > 1 k Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. If < 1 k, check for short to GND. If < 500 , check for short to GND. If < 1 k, check for short to GND.
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Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave Engine Interface Module (EIM) and sensor disconnected. Use DMM to measure resistance. Test Point A to X4-18 B to X4-24 C to X4-4 D to X4-23 F to Fuse X4-4 to X4-15 Spec <5 <5 <5 <5 <5 1 - 1.5 k Comment If > 5 , check APS signal circuit for OPEN. If > 5 , check SIG GND circuit for OPEN. If > 5 , check VREF circuit for OPEN. If > 5 , check IVS signal circuit for OPEN. If > 5 , check PWR circuit for OPEN. If not within specication, replace resistor.
Operational Voltage Check Connect breakout box or breakout harness between EIM and sensor. Turn ignition switch ON. Use DMM to measure voltage and EST to read PID. Test Point APS A to GND or X4-18 to GND IVS D to GND or X4-23 to GND Condition Foot off pedal Pedal to oor Foot off pedal Pedal to oor DMM 0.64 V 0.5 V 3.85 V 0.5 V 0V B+ PID 0% 100% Low idle Off idle
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APS/IVS Circuit Operation The APS/IVS is integrated into one component and mounted on the pedal. The APS/IVS switch can be replaced without replacing the complete assembly. The EIM determines accelerator pedal position by processing input signals from the APS and the IVS. APS The APS is a potentiometer sensor that is supplied with a 5 V reference voltage at Pin C from EIM Pin X4-4 and is grounded at Pin B from EIM Pin X4-24. The sensor returns a variable voltage signal from Pin A to EIM Pin X4-18. IVS The IVS is an ON/OFF switch that is supplied B+ on Pin F from the PWR fuse. The switch sends an ON or OFF idle voltage signal from Pin D to EIM Pin X4-23. APS Auto-Calibration The EIM auto-calibrates the APS signal every time the ignition key is turned on. The EIM learns the lowest and highest pedal positions allowing for maximum pedal sensitivity. When the key is turned off, this information is lost until the next key cycle where the process is repeated. No accelerator pedal adjustment is needed with this feature.
Fault Detection / Management When the key is on, the EIM continuously monitors the APS/IVS circuits for expected voltages. It also compares the APS and IVS signals for conict. If a conict occurs, the EIM sets a DTC. Any malfunction of the APS/IVS sensor circuit illuminates the amber engine lamp. If the EIM detects an APS signal out of range HIGH or LOW, the engine ignores the APS signal and operates at low idle. If a disagreement in the state of IVS and APS is detected by the EIM and the EIM determines that it is an IVS fault, the EIM only allows a maximum of 50% APS to be commanded. If the EIM cannot discern if it is an APS or IVS fault, the engine is allowed to operate at low idle only. Diagnostic Trouble Codes (DTCs) NOTE: If multiple APS/IVS DTCs are present, verify that the APS/IVS part number is correct for the specic vehicle model. NOTE: If elevated low idle rpm is experienced after replacing the pedal assembly or APS/IVS sensor, and there are no DTCs present, check pedal assembly or APS/IVS sensor part numbers for correctness.
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ATA Datalink (American Trucking Association) DTC None SPN FMI Condition No communication with TCM
Figure 193
Functional diagram for ATA
The functional diagram for ATA includes the following: Engine Interface Module (EIM) Transmission Control Module (TCM) Vehicle diagnostic connector
connector is located under the dash on the drivers side. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Terminal Test Adapter Kit (page 448) 96-Pin Breakout Box DLC II (page 440) with
Function The ATA datalink provides communication between the EIM and an ATA compatible TCM. The EST tool can access this datalink at the vehicle diagnostic connector. Location The ATA circuits are connected to the EIM, TCM and vehicle diagnostic connector. The vehicle diagnostic
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ATA Pin-Point Diagnostics DTC None Condition No communication with EST Possible Causes B+ circuit OPEN or shorted to GND GND circuit OPEN ATA circuits OPEN or shorted to PWR or GND
Figure 194
ATA circuit diagram
Connector Voltage Check - EST Turn ignition switch to ON. Use DMM to measure voltage. Test Point B to GND B to A F to GND G to GND Spec B+ B+ 1 V to 4 V 1 V to 4 V Comment If < B+, check B+ circuit to vehicle diagnostic connector for OPEN or short to GND, or blown fuse. If < B+, check GND circuit to vehicle diagnostic connector for OPEN. The sum of F to GND and G to GND should equal 4 V to 5 V. The sum of G to GND and F to GND should equal 4 V to 5 V.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box. Leave EIM disconnected. Test Point F to X4-20 F to GND Spec <5 > 1 k Comment If > 5 , check ATA-H for OPEN in circuit If < 1 k, check ATA-H for short to GND
G to X4-21
<5
If > 5 , check ATA-L for OPEN in circuit
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Harness Resistance Check (cont.) G to GND A to GND > 1 k <5 If < 1 k, check ATA-L for short to GND If > 5 , check GND for OPEN in circuit
ATA Operation Vehicle Diagnostic Connector The fuse protected B+ signal is supplied to the vehicle diagnostic connector through Pin B, and ground is through Pin A. American Trucking Association High (ATA-H) signal runs from EIM Pin X4-20 and vehicle diagnostic connector Pin F. American Trucking Association Low (ATA-L) signal runs from EIM Pin X4-21 and vehicle diagnostic connector Pin G. Engine Gauge Cluster (EGC) There are two types of EGC modules; one uses CAN communication and the other uses ATA communication. The following information is sent through data communication: Engine lamp (red) Engine lamp (amber) Coolant level lamp Wait to start lamp Water in fuel lamp
Speedometer Tachometer Odometer / hourmeter Change oil message Oil pressure gauge Engine oil temperature gauge Engine coolant temperature gauge
Fault Detection / Management There are no engine Diagnostic Trouble Codes (DTCs) for ATA communication faults. See truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide. Repair Information The ATA circuits use a twisted wire pair. All repairs must maintain one complete twist per inch along the entire length of the circuit. This circuit is polarized, one positive and one negative. Reversing the polarity of this circuit disrupts communication.
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BCS (Boost Control Solenoid) Valve DTC 1256 1257 SPN 7312 7312 FMI 5 11 Condition Boost Control Solenoid open circuit Boost Control Solenoid short circuit
Figure 195
Functional diagram for boost control actuator
The functional diagram for the boost control actuator includes the following: BCS valve Engine lamp (amber) Engine Control Module (ECM) Engine speed/load calibration Manifold Absolute Pressure/Intake Temperature 2 (MAP/IAT2) sensor Air
Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Boost Control Solenoid Breakout Harness (page 442) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) with
Function The BCS valve changes the boost control actuator linear position by controlling the air supply ow. Component Location The BCS valve is mounted on a bracket on the lower right side of the engine, near the front.
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BCS Valve Connector End Diagnostics DTC 1256 Condition Boost Control Solenoid open circuit Possible Causes 1257 Boost Control Solenoid short circuit BCS OPEN circuit BCS valve failure BCS short circuit Failed BCS valve
Figure 196
BCS valve circuit diagram
5. Run Actuator Test. WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. NOTE: Air tanks must be above 620 kPa (90 psi) before running this test. 1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. 6. Visually monitor boost control actuator linkage movement. If linkage moves through its full travel, the system is working correctly. If linkage does not move through full travel, check for a mechanical problem such as sticking linkage, low actuator supply pressure, plugged or open air supply hose. If the linkage does not move at all, do Connector Voltage Checks (page 255).
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Connector Voltage Check Connect breakout harness to engine harness and leave BCS valve disconnected. Turn ignition switch ON. Use DMM to measure voltage. Test Point 2 to Battery Positive 1 to 2 Spec B+ 6 V to 9 V Comment If < B+, check for OPEN BCS GND circuit. If 0 V, check for OPEN or short to GND. If < 6 V, check for poor connection, corroded circuits. If > 9 V, check for short to PWR If measurements are within specications, do Operational Voltage Check - Actuator Test (page 255). Operational Voltage Check - Actuator Test Connect breakout harness between BCS valve and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pins 1 and GND Normal state Actuator state LOW Actuator state HIGH <1V 1 V +/- 0.5 V >9V If > 1 V, check for short to PWR. If > 1.5 V, check for OPEN circuit or BCS valve. If < 9 V, check for OPEN circuit or short to GND
If measurements are within specications, do Actuator Resistance Check (page 255). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to BCS valve and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 21 to 24 Comment If not within specication, replace the BCS valve.
If measurements are within specications, do Harness Resistance Check (page 256).
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Harness Resistance Check Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness, leave BCS valve and ECM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to E1-2 2 to GND 2 to E1-4 Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If < 1k , check for short circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, and there are no mechanical faults, such as low boost control actuator supply psi, damaged air supply hoses, failed actuator valve or sticky linkage, and the boost control actuator does not actuate, replace BCS valve.
BCS Valve Operation The BCS valve controls the boost control actuator position by regulating the compressed air based on a Pulse Width Modulated (PWM) signal received from the ECM. With no PWM signal, the BCS valve is open and air is supplied to the boost control actuator maintaining it in the open position. When an increase in the charge air pressure is required, the ECM supplies PWM voltage to close the BCS valve. The limit values of the PWM signal are between 0% (fully opened BCS valve), to 100% (closed BCS valve). When the BCS valve closes, it interrupts the air supply to the boost control actuator and at the same time it relieves the air pressure from the boost control actuator by opening the vent to the atmosphere. The boost control actuator then closes, resulting in increased charge air pressure.
ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators
During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off.
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258
CAN Communications (Controller Area Network) (Public) DTC None SPN FMI Condition No communication with EST
Figure 197
Functional diagram for the CAN (public)
The functional diagram for the CAN (public) includes the following: 120 ohm terminating resistors Vehicle diagnostic connector Electronic System Control (ESC) body controller Engine Interface Module (EIM) Instrument cluster Other nodes Transmission Control Module (TCM)
Location The public CAN circuits run throughout the vehicle harness. The vehicle diagnostic connector is located under the dash on the drivers side. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 96-Pin Breakout Box DLC II (page 440) Terminal Test Adapter Kit (page 448) with
Function The public CAN network provides a communication link between all connecting modules. The EST uses this network system to communicate with the EIM.
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CAN (Public) Pin-Point Diagnostics DTC None Condition No communication with EST Possible Causes CAN-H or CAN-L circuits OPEN or shorted to PWR or GND B+ OPEN or shorted to GND GND circuit OPEN
Figure 198
CAN (public) communication circuit diagram
Connector Voltage Check Turn ignition switch to ON. Use DMM to measure voltage at the vehicle diagnostic connector. Test Point B to GND B to A C to GND D to GND Spec B+ B+ 1 V to 4 V 1 V to 4 V Comment If < B+, check B+ circuit to vehicle diagnostic connector for OPEN or short to GND, or blown fuse. If < B+, check GND circuit to vehicle diagnostic connector for OPEN. The sum of C to GND and D to GND should be < 0.2 V. The sum of D to GND and C to GND should be <0.2 V.
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EST Communication Check Turn ignition switch to ON. Connect EST to vehicle diagnostic connector. If the EST is unable to communicate with the EIM, disconnect each module connected to the CAN (public) individually until communication can be established. NOTE: If communication to EIM is established, check CAN (public) circuits to disconnected node for correct wiring. See truck Electrical System Troubleshooting Guide. If communication to EIM is not established, go to next test point. Test Point Disconnect TCM Disconnect ESC Disconnect instrument cluster Disconnect other nodes Comment See note. See note. See note. See note.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box. Leave EIM disconnected.
Test Point C to X3-12 C to GND D to X3-13 D to GND A to GND
Spec <5 > 1 k <5 > 1 k <5
Comment If > 5 , check CAN-H for OPEN in circuit. If < 1 k, check CAN-H for short to GND. If > 5 , check CAN-L for OPEN in circuit. If < 1 k, check CAN-L for short to GND. If > 5 , check GND for OPEN in circuit.
CAN (Public) Circuit Operation CAN is a J1939 serial bus system, also known as the Drivetrain Datalink. The public CAN network provides a communication link between all connecting modules, sending and receiving messages. The EST with MasterDiagnostics software communicates with the EIM through the vehicle diagnostic connector. The EST, through the public CAN network, is able to retrieve Diagnostic Trouble Codes (DTCs), run diagnostic tests, and view Parameter Identiers (PIDs) from all inputs and outputs of the Aftertreatment Control Module (ACM), Engine Control Module (ECM), and Engine Interface Module (EIM).
CAN public supports the following functions: Transmission of engine parameter data Transmission and clearing of DTCs Diagnostics and troubleshooting Programming performance parameter values Programming engine and vehicle features Programming calibrations and strategies in the ACM, ECM and EIM.
Public CAN versus Private CAN The public CAN network is set up to communicate with many different modules. The network branches off into many different locations with each path ending
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in a module connection or a 120 ohm terminating resistor. The termination resistors are used to reduce reections. The private CAN system is set up to only communicate between the ACM, ECM and EIM. Vehicle Diagnostic Connector The vehicle diagnostic connector provides an interface for the EST. The EST communicates with the joining modules through the CAN network for diagnostics and module programming. The vehicle diagnostic connector is supplied with fused B+ at Pin B and GND at Pin A. Public CAN-H runs between EIM Pin X3-12 and vehicle diagnostic connector Pin C. Public CAN-L runs between Pin X3-13 and vehicle diagnostic connector Pin D. Instrument Cluster The following information is sent through data communication: Engine lamp (red) Engine lamp (amber)
Coolant level lamp Wait to start lamp Water in fuel lamp Speedometer Tachometer Odometer/hourmeter Change oil message Oil pressure gauge Engine oil temperature gauge Engine coolant temperature gauge
Repair Information The public CAN circuits use a twisted wire pair. All repairs must maintain one complete twist per inch along the entire length of the circuit. This circuit is polarized, one positive and one negative. Reversing the polarity of this circuit disrupts communications.
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CAN Communications (Controller Area Network) (Private) DTC 6314 6315 6316 6317 6318 None SPN FMI 8342 8309 8311 8316 7 2 2 2 Condition ECM CAN message not received from EIM ACM CAN message not received ECM ACM CAN message not received EIM EIM CAN message not received ACM EIM CAN message not received ECM Engine crank, no start condition
8342 14
Figure 199
Functional diagram for the CAN (private) Location The private CAN circuits run throughout the vehicle harness and are connected to ACM, ECM and EIM. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Terminal Test Adapter Kit (page 448) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) E1-Engine Harness (page 445) with
The functional diagram for the CAN (private) includes the following: Aftertreatment Control Module (ACM) Engine Control Module (ECM) Engine Interface Module (EIM) CAN (private)
Function The private CAN network provides a communication link between the ACM, ECM and EIM. Some of the information communicated through private CAN include Diagnostic Trouble Codes (DTCs) and parameter identier (PID) information.
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E2-Engine, D-Injector, C-Chassis Harness (page 445) 96-Pin Breakout Box DLC II (page 440)
CAN (Private) Pin-Point Diagnostics DTC 6314 Condition ECM CAN message not received from EIM Possible Causes 6315 ACM CAN message not received from ECM 6316 ACM CAN message not received from EIM 6317 EIM CAN message not received from ACM 6318 EIM CAN message not received from ECM CAN-H or CAN-L circuits OPEN or shorted to PWR or GND EIM power circuit fault Failed EIM CAN-H or CAN-L circuits OPEN or shorted to PWR or GND ECM power circuit fault Failed ECM CAN-H or CAN-L circuits OPEN or shorted to PWR or GND EIM power circuit fault Failed EIM CAN-H or CAN-L circuits OPEN or shorted to PWR or GND ACM power circuit fault Failed ACM CAN-H or CAN-L circuits OPEN or shorted to PWR or GND ECM power circuit fault Failed ECM
264
Figure 200
CAN communication circuit diagram
CAN (private) Communication Check Turn ignition switch to ON. Connect EST to vehicle diagnostic connector. Open continuous monitor session and monitor EIM, ECM and ACM PIDs. If the EIM PIDs are reading correctly but both ECM and ACM are reading N/A or Error, do Harness Resistance Check (page 264). If EIM PIDs are reading correctly but only the ECM or ACM are reading N/A or Error, verify PWR, GND and CAN circuits to that module.
Harness Resistance Check Turn ignition switch to OFF. Disconnect EIM, ECM and ACM. Connect breakout box. Leave EIM, ECM and ACM disconnected. Use DMM to measure resistance. Test Point X2-6 to E2-22 X2-6 to B-20 X2-6 to GND X2-13 to E2-21 X2-13 to B-21 X2-13 to GND Spec <5 <5 > 1 k <5 <5 > 1 k Comment If > 5 , check CAN-H for OPEN in circuit. If > 5 , check CAN-H for OPEN in circuit. If < 1 k, check CAN-H for short to GND. If > 5 , check CAN-L for OPEN in circuit. If > 5 , check CAN-L for OPEN in circuit. If < 1 k, check CAN-L for short to GND.
CAN (Private) Circuit Operation The EIM communicates with the ECM and ACM through CAN (private) circuits. CAN-H circuit connects EIM pin X26 with ECM pin E222 and ACM pin B20, and CAN-L circuit connects EIM pin X213 with ECM pin E221 and ACM pin B21.
Some of the information communicated through private CAN include DTCs and PID information. Public CAN versus Private CAN The public CAN network is set up to communicate with many different modules. The network branches
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off into many different locations with each path ending in a module connection or a 120 ohm terminating resistor. The termination resistors are used to reduce reections. The private CAN system is set up to only communicate between the EIM, ECM and ACM.
Repair Information The private CAN circuits use a twisted wire pair. All repairs must maintain one complete twist per inch along the entire length of the circuit. This circuit is polarized, one positive and one negative. Reversing the polarity of this circuit disrupts communications.
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CFV (Coolant Flow Valve) DTC 1260 1261 SPN FMI 7321 5 Condition Coolant Flow Valve open circuit Coolant Flow valve short circuit
7321 11
Figure 201
Functional diagram for CFV
The functional diagram for the CFV includes the following: CFV Engine Control Module (ECM) Engine Coolant Temperature (ECT) sensor ECT2 sensor Manifold Absolute Pressure/Intake Temperature 2 (MAP/IAT2) sensor Air
Component Location The CMV and CFV are part of the CCV, which is located on the right side of the front cover. They are serviced as an assembly. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Coolant Flow Valve Breakout Harness (page 443) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448) with
Function The Coolant Mixer Valve (CMV) and CFV are located in the Coolant Control Valve (CCV). These valves are controlled by the ECM to regulate the ow, and mix coolant going through the Change Air Coolers (CAC). CFV controls the rate of coolant ow through the CACs and the CMV regulates the temperature of the coolant, by directing the coolant either through the low temperature radiator or through an internal bypass.
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CFV Connector End Diagnostics DTC 1260 Condition Coolant Flow Valve open circuit Possible Causes 1261 Coolant Flow Valve short circuit CFV circuits OPEN Failed CFV CFV circuits shorted Failed CFV
Figure 202
CFV circuit diagram
1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. Connector Voltage Check Connect breakout harness to engine harness and leave CFV disconnected. Turn ignition switch ON. Use DMM to measure voltage after 60 seconds. Test Point 2 to battery positive 1 to 2 Spec B+ 6 V to 9 V Comment If < B+, check for OPEN CFV GND circuit. If 0 V, check for OPEN or short to GND. If < 6 V, check for poor connection, corroded circuits. If > 9 V, check for short to PWR If measurements are within specications, do Operational Voltage Check - Actuator Test (page 268).
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Operational Voltage Check - Actuator Test Connect breakout harness between CFV and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pin A and GND Normal state Actuator state LOW Actuator state HIGH <1V 1 V +/- 0.5 V >9V If > 1 V, check for short to PWR. If > 1.5 V, check for OPEN circuit or CFV. If < 9 V, check for OPEN circuit or short to GND
If measurements are within specications, do Actuator Resistance Check (page 268). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to CFV and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 4 to 8 Comment If not within specication, replace the CCV.
If measurements are within specications, do Harness Resistance Check (page 268). Harness Resistance Check Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness and leave CFV and ECM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to E2-7 2 to GND 2 to E2-3 Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If < 1k , check for OPEN circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, the CFV is working correctly. See Coolant System (page 92) in the Engine Symptoms Diagnostics section in this manual, to diagnose a mechanical fault.
ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one,
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each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off.
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CKP Sensor (Crankshaft Position) DTC 1614 1615 4553 4554 4555 4556 SPN FMI 8064 8064 8064 8064 8064 3 4 5 7 8 Condition CKP signal out-of-range HIGH CKP signal out-of-range LOW CKP - no signal, open circuit CKP missing gap detection error CKP excessive pulses CKP circuits reversed
8064 14
Figure 203
Functional diagram for the CKP sensor Component Location The CKP sensor is installed in the top left side of the ywheel housing. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448) with
The functional diagram for the CKP sensor includes the following: CKP sensor Engine Control Module (ECM) Fuel injector (INJ) Engine lamp (amber)
Function The CKP sensor provides the ECM with a crankshaft speed and position signal. The ECM uses this signal to calculate engine speed, fuel timing, fuel quantity and duration of fuel injection.
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CMP, CKP and FPCV Breakout Harness (page 444)
CKP Sensor Pin-Point Diagnostics DTC 1614 Condition CKP Signal out-of-range HIGH Possible Causes 1615 CKP Signal out-of-range LOW 4553 CKP - No signal, open circuit 4554 CKP missing gap detection error 4555 CKP excessive pulses 4556 CKP circuits reversed CKP-H signal OPEN or shorted to GND or PWR CKP-L signal OPEN Failed sensor CKP-H signal OPEN or shorted to GND or PWR CKP-L signal OPEN Failed sensor Circuit fault Failed sensor Circuit fault Failed sensor CKP-H signal OPEN or shorted to GND or PWR CKP-L signal OPEN Failed sensor Circuits reversed Failed sensor
Figure 204
CKP sensor circuit diagram
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Sensor Resistance Check Turn the ignition switch to OFF. Connect breakout harness to CKP sensor and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 774 to 946 Comment If measurement is within specication, do Harness Resistance Checks (page 272).
If measurement is not within specication, replace CKP sensor. Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and leave ECM and CKP sensor disconnected. Use DMM to measure resistance. Test Point E1-55 to 2 E1-55 to GND E1-73 to 1 E1-73 to GND E1-73 to E1-55 Spec <5 > 1 k <5 > 1 k > 1 k Comment If > 5 , check for OPEN circuit. If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. If < 1 k, check for short to GND. If < 1 k, check for CKP-H short to CKP-L.
If measurements are within specication, do Operational Checks (page 272). Operational Checks Connect breakout harness between CKP sensor and engine harness. Use DMM set to AC Volts-Hz. Test Point E1-55 to E1-73 Condition Engine crank Low idle High idle DMM 100 Hz to 250 Hz 630 Hz to 730 Hz 2230 Hz Engine Speed 100 rpm to 250 rpm 600 rpm to 700 rpm 2180 rpm
CKP Sensor Circuit Operation The CKP sensor contains a permanent magnet that creates a magnetic eld. The signal is created when the timing disk rotates and breaks the magnetic eld created by the sensor. The ECM pins for the CKP sensor are CKP-L E1-55 and CKP-H E1-73. As the crankshaft turns, the CKP sensor detects a 60 hole timing disk on the ywheel. Holes 59 and 60 are missing so the ECM calculates and identies the position of the crankshaft based on the signal gap. The CKP sensor produces pulses for each hole edge that passes it. Crankshaft speed is derived from the
frequency of the CKP sensor signal. The crankshaft position is determined by synchronizing the SYNC tooth with the SYNC gap signals from the target disk. From the CKP signal frequency, the ECM can calculate engine rpm. By comparing the CKP signal with the Camshaft Position (CMP) signal, the ECM calculates engine rpm and timing. Diagnostic information on the CKP input signal is obtained by performing accuracy checks on frequency and duty cycle with software strategies.
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CMP Sensor (Camshaft Position) DTC 1607 1608 1609 1610 1611 1612 SPN FMI 8021 8021 8021 5 7 8 Condition CMP - No signal CMP sensor angle based phase system error- disagreement CMP sensor time based phase system disagreement CMP circuits reversed CMP signal out-of-range HIGH CMP signal out-of-range LOW
8021 14 8021 8021 3 4
Figure 205
Functional diagram for the CMP sensor
The functional diagram for the CMP sensor includes the following: CMP sensor Engine Control Module (ECM) Fuel Injector (INJ) Engine lamp (amber)
Sensor Location The CMP sensor is installed on the left rear side of the cylinder head. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) with
Function The CMP sensor provides the ECM with a camshaft speed and position signal. The ECM uses this signal with the Crankshaft Position (CKP) signal to calculate engine speed and position.
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E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448) CMP, CKP and FPCV Breakout Harness (page 444)
CMP Sensor Pin-Point Diagnostics DTC 1607 Condition CMP - No signal Possible Causes 1608 CMP sensor angle based phase system error disagreement CMP sensor time based phase system disagreement 1610 CMP circuits reversed 1611 CMP signal out-of-range HIGH 1612 CMP signal out-of-range LOW Circuit fault Failed CMP sensor Circuit fault Failed CMP sensor CMP-H signal OPEN or shorted to GND or PWR CMP-L signal OPEN Failed CMP sensor CMP circuits reversed Failed CMP sensor CMP-H signal OPEN or shorted to GND or PWR CMP-L signal OPEN Failed CMP sensor CMP-H signal OPEN or shorted to GND or PWR CMP-L signal OPEN Failed CMP sensor
1609
Figure 206
CMP sensor circuit diagram
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Sensor Resistance Check Turn the ignition switch to OFF. Connect breakout harness to CMP sensor and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 774 to 946 Comment If measurement is within specication, do Harness Resistance Checks (page 275).
If measurement is not within specication, replace CMP sensor. Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and leave ECM and CMP sensor disconnected. Use DMM to measure resistance. Test Point E1-72 to 2 E1-72 to GND E1-54 to 1 E1-54 to GND E1-72 to E1-54 Spec <5 > 1 k <5 > 1 k > 1 k Comment If > 5 , check for OPEN circuit. If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. If < 1 k, check for short to GND. If < 1 k, check for CMP-H short to CMP-L.
If measurements are within specication, do Operational Checks (page 275). Operational Checks Connect breakout box between ECM and CMP sensor. Use DMM set to AC volts RPM2. Test Point E1-54 to E1-72 Condition Engine crank Low idle High idle Spec 100 rpm to 250 rpm 650 rpm to 700 rpm 2180 rpm
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CMP Sensor Circuit Operation
Figure 207
CMP sensor circuit diagram
The CMP sensor provides the ECM with a signal that indicates camshaft speed and position. The CMP sensor contains a permanent magnet that creates a magnetic eld. The signal is created when a peg on the camshaft disk rotates and breaks the magnetic eld. As the cam rotates, the sensor identies camshaft position. The ECM pins for the
CMP sensor are CMP-L negative E1-54 and CMP-H positive E1-72. By comparing the CMP signal with the CKP signal, the ECM calculates engine rpm and timing. Diagnostic information on the CMP input signal is obtained by performing accuracy checks on frequency and duty cycle with software strategies.
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CMV (Coolant Mixer Valve) DTC 1258 1259 SPN FMI 7320 5 Condition Coolant Mixer Valve open circuit Coolant Mixer Valve short circuit
7320 11
Figure 208
Functional diagram for CMV
The functional diagram for the CMV includes the following: CMV Engine Control Module (ECM) Engine Coolant Temperature (ECT) sensor ECT 2 sensor Manifold Absolute Pressure/Intake Temperature 2 (MAP/IAT2) sensor Air
Component Location The CMV and CFV are mounted as an assembly on the right side of the front cover. They are serviced as an assembly. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Coolant Mixer Valve Breakout Harness (page 444) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448) with
Function The CMV and Coolant Flow Valve (CFV) are located in the Coolant Control Valve (CCV). These valves are controlled by the ECM and regulate the ow, and mix coolant going through the Change Air Coolers (CAC). CFV controls the rate of coolant ow through the CACs and the CMV regulates the temperature of the coolant, by directing the coolant either through the low temperature radiator or through an internal bypass.
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CMV Connector End Diagnostics DTC 1258 Condition Coolant Mixer Valve open circuit Possible Causes 1259 Coolant Mixer Valve short circuit CMV circuits OPEN Failed CMV CMV circuits shorted Failed CMV
Figure 209
CMV circuit diagram
1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST 4. Open D_Actuator.ssn session. Connector Voltage Check Connect breakout harness to engine harness and leave CMV disconnected. Turn ignition switch ON. Use DMM to measure voltage after 60 seconds. Test Point 1 to battery positive 1 to 2 Spec B+ 6 V to 9 V Comment If < B+, check for OPEN CMV GND circuit. If 0 V, check for OPEN or short to GND. If < 6 V, check for poor connection, corroded circuits. If > 9 V, check for short to PWR If measurements are within specications, do Operational Voltage Check - Actuator Test (page 279).
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Operational Voltage Check - Actuator Test Connect breakout harness between CMV and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pin 2 and GND Normal state Actuator state LOW Actuator state HIGH <1V 1 V +/- 0.5 V >9V If > 1 V, check for short to PWR. If > 1.5 V, check for OPEN circuit or CMV. If < 9 V, check for OPEN circuit or short to GND
If measurements are within specications, do Actuator Resistance Check (page 279). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to CMV and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 4 to 8 Comment If not within specication, replace the CCV.
If measurements are within specications, do Harness Resistance Check (page 279). Harness Resistance Check Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness and leave CMV and ECM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to E2-4 2 to GND 2 to E2-13 Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If < 1k , check for OPEN circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, the CMV is working correctly. See Coolant System (page 92) in the Engine Symptoms Diagnostics section in this manual to diagnose a mechanical fault.
ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one,
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each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off.
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Control Module Self-Diagnostics DTC 1151 1152 1153 1377 1378 1379 4511 4512 4513 4514 4515 4516 4517 4521 4522 4523 4524 4525 4526 4527 4528 5536 5541 5549 5632 5637 6319 6320 SPN 108 108 108 1136 1136 158 8358 8358 8358 8358 8358 8358 8358 8359 8359 8359 8359 8359 8359 8359 7253 8253 8254 8240 8254 3511 8487 8484 FMI 3 4 10 3 4 0 2 3 4 5 6 8 10 2 3 4 5 6 8 10 14 1 8 11 12 5 19 19 Condition BAP signal out-of-range HIGH BAP signal out-of-range LOW BAP signal abnormal rate of change ECM Temp above maximum ECM Temp below minimum B+ to ECM out-of-range HIGH Bank A Injector driver over voltage Bank A Injector driver under voltage Bank A Injector driver under current Bank A Injector driver over current Bank A Injector low driver over current Bank A Injector on phase time-out Bank A Injector time-out Bank B Injector driver over voltage Bank B Injector driver under voltage Bank B Injector driver under current Bank B Injector driver over current Bank B Injector low driver over current Bank B Injector on phase time-out Bank B Injector time-out ECM Error - Injector control out of normal operating range EIM Error - Manufacturing defaults were selected EIM Error - Unexpected reset fault EIM Error - RAM programmable parameter list corrupted EIM Error - RAM/CPU self-test fault ECM Error - Fuel Rail Pressure error EFRC information not received by ECM EFRC invalid value or time-out by ECM include memory, programming, and internal power supply checks. The ECM and EIM detect internal module failure and set the Diagnostic Trouble Codes (DTCs) depending on the severity of the problem. Additionally, the ECM provides DTC management
Fault Detection / Management The Engine Control Module (ECM) and Engine Interface module (EIM) automatically perform diagnostic self-checks. The ECM and EIM self-tests
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strategies to permit limited engine and vehicle operation.
ECM Self Diagnostic Trouble Codes (DTCs) DTC 1151 - Barometric Absolute Pressure (BAP) signal out-of-range HIGH Checks whether the signal from the BAP sensor is above the maximum threshold. Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace ECM. DTC 1152 - BAP signal out-of-range LOW Checks whether the signal from the BAP sensor is below the minimum threshold. Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace ECM. DTC 1153 - BAP signal abnormal rate of change Checks whether the signal from the BAP increases of decreases within expected range. Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace ECM. DTC 1377 - ECM Temp above maximum Checks whether the signal from the ECM temperature sensor is below the maximum threshold. Pin-Point ECM Self-Diagnostic Fault 1. Correct any abnormal condition of ECM overheating. 2. If DTC is set in cool conditions, then replace ECM. DTC 1378 - ECM Temp below minimum Checks whether the signal from the ECM temperature sensor is below the above minimum threshold. Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace ECM.
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DTC 1379 - B+ to ECM out-of-range HIGH Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace ECM. DTC 4511 - Bank A Injector driver over voltage Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4512 - Bank A Injector driver under voltage Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4513 - Bank A Injector driver under current Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4514 - Bank A Injector driver over current Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4515 - Bank A Injector low driver over current Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM.
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DTC 4516 - Bank A Injector on phase time-out Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4517 - Bank A Injector time-out Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4521 - Bank B Injector driver over voltage Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4522 - Bank B Injector driver under voltage Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4523 - Bank B Injector driver under current Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4524 - Bank B Injector driver over current Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM.
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DTC 4525 - Bank B Injector low driver over current Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4526 - Bank B Injector on phase time-out Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4527 - Bank B Injector time-out Pin-Point ECM Self-Diagnostic Fault 1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section. 2. If OK, clear DTC, cycle ignition switch. 3. If DTC is still active, replace ECM. DTC 4528 - ECM Error - Injector control out of normal operating range Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace ECM. DTC 5536 - EIM Error - Manufacturing defaults were selected Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, reprogram or update EIM with the latest calibration. 3. Check for other DTCs or drive symptoms for further action. DTC 5541 - EIM Error - Unexpected reset fault Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, check for intermittent loss of B+ to EIM. 3. If DTC is still active, replace EIM.
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DTC 5549 - EIM Error - RAM programmable parameter list corrupted Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, reprogram or update module with the latest calibration. 3. If DTC is still active, replace EIM. DTC 5632 - EIM Error - RAM/CPU self-test fault Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace EIM. DTC 5637 - ECM Error - Fuel Rail Pressure error Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, replace ECM. DTC 6319 - EFRC information not received by ECM Pin-Point ECM Self-Diagnostic Fault 1. Check EIM for correct vehicle conguration. 2. Clear DTC, cycle ignition switch. 3. If DTC is still active, replace EIM. DTC 6320 - EFRC invalid value or time-out by ECM Pin-Point ECM Self-Diagnostic Fault 1. Clear DTC, cycle ignition switch. 2. If DTC is still active, reprogram or update module with the latest calibration.
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CSR (Cold Start Relay) DTC 1372 1373 1375 SPN 676 7263 7264 FMI 17 11 7 Condition Cold Start Relay control fault Cold Start Relay fault Cold Start Relay circuit fault
Figure 210
Functional diagram for CSR
The functional diagram for the CSR includes the following: CSR Engine Coolant Temperature (ECT) sensor Engine Interface Module (EIM) Engine Oil Temperature (EOT) sensor Glow plug Intake Air Temperature (IAT) sensor Wait to Start indicator
Component Location The CSR is located on the left side of the engine above the Engine Control Module (ECM). Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Cold Start Relay Breakout Harness (page 443) 96-Pin Breakout Box DLC II (page 440) with
Function The CSR provides voltage to the glow plug and is controlled by the EIM.
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CSR Pin-Point Diagnostics DTC 1372 Condition Cold Start Relay control fault Possible Causes 1373 Cold Start Relay fault 1375 Cold Start Relay circuit fault Control circuit fault Failed CSR Circuit fault Failed CSR Circuit fault Failed CSR
Figure 211
CSR circuit diagram
1. Key ON, engine OFF. WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. NOTE: Air tanks must be above 620 kPa (90 psi) before running this test. 2. Connect the EST with Master Diagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session.
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Voltage Check on Glow Plug - Actuator Test Turn the ignition switch to ON. Run Actuator Test. Use DMM to measure voltage when CSR is cycled on. Batteries must be fully charged before performing this test. Test Point Glow Plug to GND Spec B+ Comment If > 0 V to B+, do Amperage Draw Check - Actuator Test (page 289). If 0 V, do Voltage Checks on Relay Connector (page 289). Amperage Draw Check - Actuator Test Turn the ignition switch to ON. Run Actuator Test. Measure amperage draw to glow plug using DMM and Amp clamp. Set the DMM to DCmV and Zero the Amp clamp. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure amperage to glow plug Glow plug 30 Amps (within 2 seconds) If within specication, CSR and glow plug are working correctly. If not within specication, do Voltage Checks on Relay Actuator Test (page 290). If Amps are within specication, do Harness Resistance Check (page 291) for CSRD circuit. Voltage Checks on Relay Connector Connect breakout box to CSR harness, leave CSR disconnected. Turn ignition switch to ON. Use DMM to measure voltage after 60 seconds. Test Point 1 to GND 2 to GND 3 to GND 6 to GND 7 to GND Spec 0V 0V B+ 9 V +/- 1 V 4 V +/- 1 V Comment If > 0 V, check for short to PWR. If > 0 V, check for short to PWR. If < B+, check for OPEN or short to GND. If < 9 V, check for OPEN or short to GND. If < 4 V, check for OPEN or short to GND. If > 5.5 V, check for short to PWR. 8 to GND 5 V +/- 1 V If < 4 V, check for OPEN or short to GND. If > 5.5 V, check for short to PWR. If voltages are within specication, do Voltage Checks on Relay - Actuator Test (page 290).
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Voltage Checks on Relay - Actuator Test Connect breakout harness between CSR and engine harness. Turn the ignition switch ON. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
6 to GND, Run Actuator Test Normal state Actuator state LOW Actuator state HIGH >8V >8V < 0.5 V If < 8 V, check CSRE circuit for OPEN or short to GND. Do Harness Resistance Check (page 291). If < 8 V, check CSRE circuit for OPEN or short to GND. Do Harness Resistance Check (page 291). If > 0.5 V, check CSRE circuit for short to PWR. Do Harness Resistance Check (page 291). 7 to GND, Run Actuator Test. Normal state Actuator state LOW Actuator state HIGH >8V >8V < 0.5 V If < 8 V, check CSRC circuit for OPEN or short to GND. Do Harness Resistance Check (page 291). If < 8 V, check CSRC circuit for OPEN or short to GND. Do Harness Resistance Check (page 291). If > 0.5 V, check CSRD circuit for short to PWR. Do Harness Resistance Check (page 291). 8 to GND, Run Actuator Test. Normal state Actuator state LOW Actuator state HIGH 5 V +/- 0.5 V 5 V +/- 0.5 V 5 V +/- 0.5 V If < 5 V, check CSRD circuit for OPEN or short to GND. Do Harness Resistance Check (page 291). If < 5 V, check CSRD circuit for OPEN or short to GND. Do Harness Resistance Check (page 291). If < 5 V, check CSRD circuit for OPEN or short to GND. Do Harness Resistance Check (page 291). 1 to GND, Run Actuator Test. Normal state Actuator state LOW Actuator state HIGH 0V 0V B+ If > 0 V, replace CSR. If > 0 V, replace CSR. If < B+, replace CSR.
2 to GND, Run Actuator Test. Normal state Actuator state LOW Actuator state HIGH 0V 0V B+ If > 0 V, replace CSR. If > 0 V, replace CSR. If < B+, replace CSR.
If measurements are not within specications, do Harness Resistance Check (page 291). Glow Plug Resistance Check Turn ignition switch OFF. Use DMM to measure resistance between glow plug and engine GND. Test Point Glow Plug to GND Spec <5 Comment If > 5 , replace failed glow plug.
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Harness Resistance Check Connect breakout harness and breakout box and leave EIM and CSR disconnected. Use DMM to measure resistances. Test Point 1 to Glow Plug 1 to GND 2 to Glow Plug 2 to GND 3 to B+ 6 to X2-18 6 to GND 7 to X4-14 7 to GND 8 to X1-13 8 to GND Spec <5 <5 <5 <5 <5 <5 > 1 k <5 > 1 k <5 > 1 k Comment If > 5 , check for OPEN circuit. If > 5 , check for OPEN glow plug. If > 5 , check for OPEN circuit. If > 5 , check for OPEN glow plug. If > 5 , check for OPEN circuit. If > 5 , check for OPEN circuit. If < 1 k check for short to GND. If > 5 , check for OPEN circuit. If < 1 k check for short to GND. If > 5 , check for OPEN circuit. If < 1 k check for short to GND.
If all checks are within specication, but DTCs are still active, replace the CSR.
CSR Operation The CSRE Pin X218 is connected to a switched B+ output from the EIM and is energized for the duration of the CSR controlling the glow plug. The CSRC Pin X414 is connected to a Pulse Width Modulated (PWM) output on the EIM that controls the heating of the glow plug. The CSRE and CSRC outputs work in conjunction.
The CSRD Pin X113 provides a PWM signal back to the EIM that mimics or is identical to the CSRC signal under normal conditions. When a fault condition occurs, the CSRD signal goes high when the CSRC signal is low to indicate to the EIM that a fault is present.
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Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. This test rst runs through the Engine Control Module (ECM) actuators, then the Aftertreatment Control Module (ACM) actuators, and nishes with the Engine Interface Module (EIM) actuators. ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater.
is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off. This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status
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CSS Valve (Cold Start Solenoid) DTC 1371 SPN 676 FMI 18 Condition Cold Start Solenoid fault
Figure 212
Functional diagram for CSS valve
The functional diagram for the CSS valve includes the following: CSS valve Engine Coolant Temperature (ECT) sensor Engine Interface Module (EIM) Engine Oil Temperature (EOT) sensor Intake Air Temperature (IAT) sensor
Component Location The CSS valve is located in the front, on the left side of the engine Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 4-Pin Round Black Breakout Harness (page 439) 96-Pin Breakout Box DLC II (page 440) with
Function The CSS valve is controlled by the EIM and allows low pressure fuel from the fuel lter assembly to ow through the cold start supply tube to the glow plug.
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CSS Valve Connector End Diagnostics DTC 1371 Condition Cold Start Solenoid fault Possible Causes CSS circuit short to GND or OPEN CSS GND circuit OPEN Failed CSS valve
Figure 213
CSS valve circuit diagram
1. Key ON, engine OFF. WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. NOTE: Air tanks must be above 620 kPa (90 psi) before running this test. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session.
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Connector Voltage Check Connect breakout harness to engine harness and leave CSS valve disconnected. Turn ignition switch ON. Use DMM to measure voltage. Test Point 2 to battery positive 1 to 2 Spec B+ 6 V to 9 V Comment If < B+, check for OPEN in GND circuit. If 0 V, check for OPEN or short to GND. If < 6 V, check for poor connection, corroded circuits. If > 9 V, check for short to PWR If measurements are within specications, do Operational Voltage Check - Actuator Test (page 295). Operational Voltage Check - Actuator Test Connect breakout harness between CSS valve and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pin 1 and GND Normal state Actuator state LOW Actuator state HIGH <1V 1 V +/- 0.5 V >9V If > 1 V, check for short to PWR. If > 1.5 V, check for OPEN circuit or CSS valve. If < 9 V, check for OPEN circuit or short to GND
If measurements are within specications, do Actuator Resistance Check (page 295). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to CSS valve and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 7.2 to 8.8 Comment If not within specication, replace the CSS valve.
If measurements are within specications, do Harness Resistance Check (page 295). Harness Resistance Check Turn ignition switch OFF. Connect EIM breakout box and breakout harness to engine harness and leave CSS valve and EIM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to X1-17 2 to GND Spec > 1 k <5 <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, replace the CSS valve.
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CSS Valve Operation Pin 1 of the CSS valve is driven by a switched B+ output from the EIM module, pin X117. Pin 2 of the CSS valve is grounded. The solenoid is held on for a xed duration of time allowing fuel to enter the heater.
EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off. This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. This test rst runs through the Engine Control Module (ECM) actuators, then the Aftertreatment Control Module (ACM) actuators, and nishes with the Engine Interface Module (EIM) actuators. ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on).
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Cylinder Balance DTC 4571 4572 4573 4574 4575 4576 SPN FMI 8001 8002 8003 8004 8005 8006 0 0 0 0 0 0 Condition Cyl 1 cyl balance max limit exceeded Cyl 2 cyl balance max limit exceeded Cyl 3 cyl balance max limit exceeded Cyl 4 cyl balance max limit exceeded Cyl 5 cyl balance max limit exceeded Cyl 6 cyl balance max limit exceeded
Figure 214
Functional diagram for the cylinder balance
Cylinder Balance Operation Many factors inuence the combustion process in a power cylinder. This can affect the production of torque or horsepower from that cylinder. Some of the factors include piston and cylinder geometry, injector performance, and fuel rail pressure. Variations in these factors can cause unevenness in torque and horsepower from one cylinder to the next. Power cylinder unevenness also causes increased engine noise and vibration, especially at low idle conditions. This is also referred to as rough idle. The Engine Control Module (ECM) uses a Cylinder Balance control strategy to even the power contribution of the cylinders, particularly at low idle
conditions. This strategy incorporates information from the Crankshaft Position (CKP) system. The ECM uses the instantaneous engine speed near Top Dead Center (TDC) for each cylinder as an indication of that cylinders power contribution. The ECM computes a nominal instantaneous engine speed value based on all cylinders. The nominal value would be the expected value from all cylinders if the engine is balanced. By knowing the error quantities, the ECM can add or subtract fuel from a particular cylinder. The control strategy attempts to correct the cylinder unbalance by using fuel quantity compensation through adjustments of the pulse width values for each fuel injector. This method of compensation is repeated until all error quantities are
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close to zero causing all cylinders to contribute the same amount.
Cylinder Balance Diagnostics DTC 45714576 Condition Cyl (number) balance max limit exceeded Possible Causes Electrical fault Low fuel pressure Aerated fuel Contaminated fuel EGR control valve stuck open Failed injector Base engine compression imbalance
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DTC 45714576 Cylinder balance max limit exceeded The ECM continuously calculates the balance of each cylinder during normal engine operation. If a cylinder is over performing, a cylinder balance Diagnostic Trouble Code (DTC) sets. Pin-Point Cylinder Balance Fault 1. Visually inspect engine for damaged or disconnected components. Check all uid levels. Check engine and control system for electrical or mechanical damage.
2. Check for other active DTCs that could cause a cylinder imbalance. If injector electrical faults are set, diagnose the electrical fault before diagnosing a cylinder imbalance.
3. Check fuel pressure, fuel aeration, and possible fuel contamination. Note: See Fuel Pressure and Aeration (page 114) in the Engine Symptoms Diagnostics section of this manual. 4. Check Fuel Rail Pressure (FRP) and voltage. Check FRP voltage at KOEO. See Appendix A: Performance Specications in this manual for specication. Check FRP system pressure during KOER. Run Engine Run-Up Test.
5. Inspect Exhaust Gas Recirculation (EGR) control valve. Verify valve is not stuck open. Repair any faults found in any of the preceding checks before continuing. 1. Run Injector Disable Test and Engine Run Up Test to identify imbalanced cylinder. 2. Run Relative Compression Test to verify if cylinder imbalance is a mechanical issue or an injector issue. If the Relative Compression Test fails the same cylinder as indicated by the Injector Disable Test, the fault is a mechanical failure. See Appendix A: Performance Specications in this manual for specication. Check crankcase pressure.
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EBP Sensor (Exhaust Back Pressure) DTC 3341 3342 SPN 7129 7129 FMI 4 3 Condition EBP signal out-of-range LOW EBP signal out-of-range HIGH
Figure 215
Functional diagram for the EBP sensor
The functional diagram for the EBP sensor includes the following: Engine Control Module (ECM) Engine lamp (amber) Retarder control
IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Retarder Control Breakout Harness (page 448) Terminal Test Adapter Kit (page 448)
Function The EBP sensor measures exhaust back pressure and allows the ECM to control the retarder control system. Sensor Location The EBP sensor is internal to the retarder control and is installed on the lower right side of the engine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) with
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EBP Sensor End Diagnostics DTC 3341 Condition EBP signal out-of-range LOW Possible Causes 3342 EBP signal out-of-range HIGH EBP circuit OPEN or short to GND Failed sensor EBP circuit short to PWR Failed sensor
Figure 216
EBP circuit diagram
1. Using EST, open the D_ContinuousMonitor.ssn. 2. Monitor sensor voltage. Verify an active Diagnostic Trouble Code (DTC) for the sensor. If DTC is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at suspected location. If the circuit is interrupted, the PID spikes and the DTC goes active.
3. Disconnect engine harness from retarder control. Inspect connectors for damaged pins, corrosion, or loose pins using the Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave sensor disconnected.
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Sensor Circuit Check Connect breakout harness. Leave retarder control disconnected. Turn the ignition switch to ON. Use EST to monitor PID and DMM to measure voltage. Test Point EST Monitor EBPv DMM Measure voltage 2 to GND DMM Measure voltage 1 to 2 EST Monitor EBPv Short across breakout harness pins 1 and 5 0V If > 0.25 V, check EBP signal for OPEN. Do Harness Resistance Check (page 303). 5 V +/- 0.5 V Spec 5V 5.0 V +/- 0.5 V Comment If < 4.5 V, check EBP signal circuit for to GND. Do Connector Resistance Check to GND (page 303). If > 5.5 V, check EBP VREF for short to PWR. If < 4.5 V, check EBP VREF for OPEN or short to GND. Do Harness Resistance Check (page 303). If < 4.5 V, check EBP GND for OPEN. Do Harness Resistance Check (page 303).
If checks are within specication, connect retarder control and clear DTCs. If active code remains, replace retarder control.
EBP Pin-Point Diagnostics
Figure 217
EBP circuit diagram
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Connector Voltage Check Connect breakout harness. Leave retarder control disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 2 to GND Spec 5V Comment If > 5.5 V, check EBP VREF for short to PWR. If < 4.5 V, check EBP VREF for OPEN or short to GND. Do Harness Resistance Checks (page 303). 1 to GND 5 to GND 0V > 4.5 V If > 0.25 V, check EBP GND circuit for short to PWR. If < 4.5 V, check EBP signal circuit for short to GND. Do Connector Resistance Check to GND (page 303).
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave retarder control disconnected. Use DMM to measure resistance. Test Point 2 to GND 1 to GND 5 to GND Spec > 1 k <5 > 1 k Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. Do Harness Resistance Checks (page 303). If < 1 k, check for short to GND.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and retarder control breakout harness. Leave ECM and retarder control disconnected. Use DMM to measure resistance. Test Point 5 to E1-67 1 to E1-49 2 to E1-46 Spec <5 <5 <5 Comment If > 5 , check EBP signal circuit for OPEN. If > 5 , check EBP GND circuit for OPEN. If > 5 , check EBP VREF circuit for OPEN.
EBP Circuit Operation The EBP sensor is a variable capacitance sensor that is supplied with a 5 V reference voltage at Pin 2 from ECM Pin E1-46. The sensor is grounded at Pin 1 from
ECM Pin E1-49. The sensor returns a variable voltage signal proportional to the measured pressure from Pin 5 to ECM Pin E1-67.
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ECL Switch (Engine Coolant Level) DTC 1236 SPN FMI 111 2 Condition ECL switch circuit fault
Figure 218
Functional diagram for the ECL switch
The functional diagram for the ECL switch includes the following: ECL switch Engine Interface Module (EIM) Engine lamp (red)
operational if programmed for 3-way warning or 3-way protection. Location The ECL switch is installed in the vehicle plastic deaeration tank. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 96-Pin Breakout Box DLC II (page 440) with
Function The Engine Interface Module (EIM) monitors engine coolant level and alerts the operator when coolant is low. The ECM can be programmed to shut the engine off when coolant is low. Coolant level monitoring is a customer programmable feature that can be programmed by the Electronic Service Tool (EST). The coolant level feature is
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ECL Switch Pin-point Diagnostics DTC 1236 Condition ECL switch circuit fault Possible Causes ECL1 or ECL2 circuit short to GND or OPEN ECL switch
Figure 219
ECL switch circuit diagram
Connector Voltage Check Disconnect ECL switch. Turn ignition switch to ON. Use DMM to measure voltage. Test Point C to GND Spec 5 V +/- 0.5 V Comment If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Check (page 306). B to C A to GND D to GND 5 V +/- 0.5 V 5V 5V If < 4.5 V, check SIG RTN circuit for OPEN or short to GND. Do Harness Resistance Check (page 306). If < 5 V, check the ECL1 circuit for OPEN or short to GND. Do Connector Resistance Check to GND (page 306). If < 5 V, check the ECL2 circuit for OPEN or short to GND. Do Connector Resistance Check to GND (page 306).
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Connector Resistance Check to GND Turn ignition switch to OFF. Leave sensor disconnected. Use DMM to measure resistance. Test Point A to GND C to GND B to GND D to GND Spec > 1 k > 1 k <5 > 1 k Comment If < 1 k, check for short to GND. If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 306). If < 1 k, check for short to GND.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box. Leave EIM and sensor disconnected. Use DMM to measure resistance. Test Point A to X3-4 B to X1-6 C to X1-14 D to X3-2 Spec <5 <5 <5 <5 Comment If > 5 , check for OPEN circuit. If > 5 , check for OPEN circuit. If > 5 , check for OPEN circuit. If > 5 , check for OPEN circuit.
ECL Circuit Operation The ECL switch operates on a capacitance sensing principle. The probe of the ECL switch is installed in the plastic deaeration tank and it forms one plate of the capacitor, while the coolant forms the other plate. With the coolant present the capacitance is greater than when the coolant is absent. This difference in capacitance is used by the electronic sensor to provide a solid-state ON-OFF signal at EIM Pins X34
and X32. The ECL switch is supplied VREF from EIM Pin X114 and SIG GND from Pin X16. Fault Detection / Management The EIM continuously monitors the ECL circuit for in-range faults. The EIM does not detect open or short circuits in the ECL system. When the EIM detects an in-range fault, a Diagnostic Trouble Code (DTC) sets.
307
ECM Power (Engine Control Module) DTC 1380 1381 1382 SPN FMI 158 158 158 1 3 4 Condition B+ to ECM out-of-range LOW B+ to ECM out-of-range spiked HIGH B+ to ECM out-of-range spiked LOW
Figure 220
Functional diagram for the ECM PWR
The functional diagram for ECM PWR includes the following: Engine Control Module (ECM) Ignition switch
ECM Location The ECM is located on the upper left side of the engine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) with
Function The ECM requires battery power to operate the electronic control system. When the ECM receives the VIGN signal from the ignition switch, the ECM powers up. When the ignition switch is turned off, the ECM performs internal maintenance through an internal relay, then disables itself.
308
ECM PWR Pin-Point Diagnostics DTC 1380 Condition B+ to ECM out-of-range LOW Possible Causes 1381 B+ to ECM out-of-range spiked HIGH 1382 B+ to ECM out-of-range spiked LOW ECM PWR below 7.5 V Charging system fault Low batteries ECM PWR spiked above 16 V Charging system fault 24 V jump start ECM PWR spiked below 7V, low battery voltage during engine crank ECM PWR circuit fault
Figure 221
ECM PWR circuit diagram
NOTE: Reference the truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide for vehicle side electrical system.
309
Voltage Checks at ECM Connect breakout box between ECM and vehicle harness. Turn the ignition switch ON. Use DMM to measure voltage. Test Point E1-1 to GND E1-7 to GND E1-12 to GND E1-13 to GND E2-36 to GND E1-3 to GND E1-9 to GND E1-14 to GND E1-15 to GND Spec B+ B+ B+ B+ B+ < 0.5 V < 0.5 V < 0.5 V < 0.5 V Comment If < B+, check B+ circuit for OPEN or short to GND, or blown fuse. If < B+, check B+ circuit for OPEN or short to GND, or blown fuse. If < B+, check B+ circuit for OPEN or short to GND, or blown fuse. If < B+, check B+ circuit for OPEN or short to GND, or blown fuse. If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse. If > 0.5 V, check GND circuit for short to PWR. If > 0.5 V, check GND circuit for short to PWR. If > 0.5 V, check GND circuit for short to PWR. If > 0.5 V, check GND circuit for short to PWR.
ECM PWR Circuit Operation The ECM receives VIGN power at Pin E2-36. B+ is supplied to the ECM through Pins E1-1, E1-7, E1-12, and E1-13. The ECM is grounded through Pins E1-3, E1-9, E1-14, and E1-15.
Fault Detection / Management The ECM internally monitors battery voltage. When the ECM continuously receives less than 7.5 V or more than 19 V, a Diagnostic Trouble Code (DTC) sets.
310
ECT Sensor (Engine Coolant Temperature) DTC 1114 1115 SPN FMI 110 110 4 3 Condition ECT signal out-of-range LOW ECT signal out-of-range HIGH
Figure 222
Functional diagram for the ECT sensor Cold Ambient Protection (CAP) Idle Shutdown Timer (IST) Cold idle advance Coolant compensation
The functional diagram for the ECT sensor includes the following: Coolant Control Valve (CCV) Coolant Flow Valve (CFV) Coolant Mixer Valve (CMV) Engine Control Module (ECM) ECT sensor Engine lamp (red) Exhaust Gas Recirculation (EGR) control valve Fuel Injector (INJ)
The Engine Warning Protection System (EWPS) is an optional feature that can be enabled or disabled. When the EWPS is enabled, the operator is warned of an overheat condition and, if programmed, shuts down the engine. Sensor Location The ECT sensor is installed in the underside of the EGR coolant elbow at the back of the engine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) with
Function The ECT sensor provides a feedback signal to the ECM indicating engine coolant temperature. During engine operation, the ECM monitors the ECT signal to control the following features: Instrument panel temperature gauge Engine Warning and Protection System (EWPS)
311
3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) 4-Pin Round Black Breakout Harness (page 439) Terminal Test Adapter Kit (page 448)
ECT Sensor Connector End Diagnostics DTC 1114 Condition ECT signal out-of-range LOW Possible Causes 1115 ECT signal out-of-range HIGH ECT signal circuit short to GND Failed sensor ECT signal OPEN or short to PWR ECT GND circuit OPEN Failed sensor
Figure 223
ECT sensor circuit diagram If DTC is active, proceed to the next step.
3. Disconnect engine harness from sensor. Inspect connectors for damaged pins, corrosion, or loose pins using the Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave sensor disconnected.
312
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PIDs and DMM to measure voltage. Test Point EST-Monitor ECTv EST-Monitor ECTv Short breakout harness across pin 1 and GND EST-Monitor ECTv Short breakout harness across pins 1 and 3 EST-Monitor ECTv Short 500 resistor across pins 1 and 3 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace ECT sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check ECT signal circuit for short to GND. Do Connector Resistance Checks to GND (page 313). If > 0.25 V, check ECT signal circuit for OPEN. Do Harness Resistance Check (page 313).
If > 0.25 V, check ECT GND circuit for OPEN. Do Harness Resistance Check (page 313).
If > 1.0 V, check ECT signal circuit for short to PWR.
ECT Sensor Pin-Point Diagnostics
Figure 224
ECT sensor circuit diagram
313
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 3 to GND Spec 4.5 V to 5 V 0V Comment If < 4.5 V, check for short to GND. Do Connector Resistance Checks to GND (page 313). If > 0.25 V, check for short to PWR. Do Harness Resistance Check (page 313).
Connector Resistance Checks to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 3 to GND Spec > 1 k <5 Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 313).
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to E1-77 3 to E1-58 Spec <5 <5 Comment If > 5 , check ECT signal for OPEN. If > 5 , check ECT GND signal for OPEN.
ECT Circuit Operation The ECT sensor is a thermistor sensor that is supplied with a 5 V reference voltage at Pin 1 from ECM Pin E177. The sensor is grounded at Pin 3 from ECM Pin E158. As the coolant temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease. Fault Detection / Management The ECM continuously monitors the control system. If the sensor signal is higher or lower than expected,
the ECM disregards the sensor signal and uses a calibrated default value. The ECM sets a DTC, illuminates the amber engine lamp, and runs the engine in a default range. When this occurs, the EWPS, CAP, IST, cold idle advance, and coolant temperature compensation features are disabled.
314
ECT2 Sensor (Engine Coolant Temperature 2) DTC 1635 1636 SPN FMI 7311 7311 4 3 Condition ECT2 signal out-of-range LOW ECT2 signal out-of-range HIGH
Figure 225
Functional diagram for the ECT2 sensor
The functional diagram for the ECT2 sensor includes the following: Coolant Control Valve (CCV) Coolant Flow Valve (CFV) Coolant Mixer Valve (CMV) Engine Control Module (ECM) ECT2 sensor Engine lamp (red) Exhaust Gas Recirculation (EGR) control valve Fuel Injector (INJ)
Sensor Location The ECT2 sensor is installed in the Charge Air Cooler (CAC) coolant return pipe on the upper right side of the engine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) 4-Pin Round Black Breakout Harness (page 439) with
Function The ECT2 signal is monitored by the ECM for operation of coolant temperature compensation, charge air temperature control, optional Engine Warning Protection System (EWPS), and the wait to start lamp.
315
Terminal Test Adapter Kit (page 448)
ECT2 Sensor Connector End Diagnostics DTC 1635 Condition ECT2 signal out-of-range LOW Possible Causes 1636 ECT2 signal out-of-range HIGH ECT2 signal circuit short to GND Failed sensor ECT2 signal OPEN or short to PWR SIG GND circuit OPEN Failed sensor
Figure 226
ECT2 sensor circuit diagram
3. Disconnect engine harness from sensor. Inspect connectors for damaged pins, corrosion, or loose pins using Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave sensor disconnected.
316
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PID and DMM to measure voltage. Test Point EST-Monitor ECTv EST-Monitor ECTv Short breakout harness across pin 1 and GND EST-Monitor ECTv Short breakout harness across pins 1 and 3 EST-Monitor ECTv Short 500 resistor across pins 1 and 3 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace ECT2 sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check ECT2 signal circuit for short to GND. Do Connector Resistance Checks to GND (page 317). If > 0.25 V, check ECT2 signal circuit for OPEN. Do Harness Resistance Check (page 317).
If > 0.25 V, check ECT2 GND circuit for OPEN. Do Harness Resistance Check (page 317).
If > 1.0 V, check ECT2 signal circuit for short to PWR.
ECT2 Sensor Pin-Point Diagnostics
Figure 227
ECT2 sensor circuit diagram
317
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 3 to GND Spec 4.5 V to 5 V 0V Comment If < 4.5 V, check for short to GND. Do Connector Resistance Checks to GND (page 317). If > 0.25 V, check for short to PWR. Do Harness Resistance Checks (page 317).
Connector Resistance Checks to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 3 to GND Spec > 1 k <5 Comment If < 1 k, check for short to GND. Do Harness Resistance Check (page 317). If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 317).
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to E1-84 3 to E1-65 Spec <5 <5 Comment If > 5 , check ECT2 signal for OPEN. If > 5 , check ECT2 GND signal for OPEN.
ECT2 Circuit Operation The ECT2 sensor is a thermistor sensor that is supplied with a 5 V reference voltage at Pin 1 from ECM Pin E184. The sensor is grounded at Pin 3 from ECM Pin E165. As the coolant temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease.
Fault Detection / Management The ECM continuously monitors the control system. If the sensor signal is higher or lower than expected, the ECM disregards the sensor signal and uses a calibrated default value. The ECM sets a DTC, illuminating the amber engine lamp, and runs the engine in a default range.
318
EFP Sensor (Engine Fuel Pressure) DTC 1136 1137 2371 2372 SPN FMI 94 94 94 94 4 3 0 1 Condition EFP signal out-of-range LOW EFP signal out-of-range HIGH Fuel pressure above normal Fuel pressure below normal
Figure 228
Functional diagram for the EFP sensor Sensor Location The EFP sensor is installed on the front side of the fuel lter housing assembly. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) 4-Pin Round Gray Breakout Harness (page 439) with
The functional diagram for the EFP sensor includes the following: EFP sensor Engine Control Module (ECM) Engine lamp (amber)
Function The EFP sensor measures fuel pressure between the low pressure fuel pump and the lter cartridge. The EFP sensor provides a feedback signal to the ECM indicating engine fuel pressure. During engine operation, if pressure is not satisfactory, the ECM turns on the amber FUEL lamp to alert the operator when the fuel lter needs servicing.
319
EFP Sensor End Diagnostics DTC 1136 Condition EFP signal out-of-range LOW Possible Causes 1137 EFP signal out-of-range HIGH 2371 Fuel pressure above normal 2372 Fuel pressure below normal EFP signal circuit OPEN or short to GND EFP VREF circuit short to GND or OPEN Failed sensor EFP signal circuit short to PWR EFP GND circuit OPEN Failed sensor Biased EFP sensor or circuit Restricted fuel return line Regulator valve Biased EFP sensor or circuit Restricted fuel lter Regulator valve Low fuel supply level
Figure 229
EFP sensor circuit diagram
1. Using EST, open the D_ContinuousMonitor.ssn.
2. Monitor sensor voltage. Verify an active Diagnostic Trouble Code (DTC) for the sensor. If DTC is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at suspected location. If the circuit is interrupted, the PID spikes and the DTC goes active.
320
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PID and DMM to measure voltage. Test Point EST Monitor EFPv DMM Measure volts 1 to GND EST Monitor EFPv Short across breakout harness pins 1 and 3 DMM Measure voltage 1 and 2 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace EFP sensor. 5 V +/- 0.5 V 5V Spec 0V 5.0 V +/- 0.5 V Comment If > 0.25 V, check EFP signal circuit for short to PWR If > 5.5 V, check EFP VREF for short to PWR. If < 4.5 V, check EFP VREF for OPEN or short to GND. Do Harness Resistance Check (page 321). If < 4.5 V, check EFP signal for OPEN. Do Harness Resistance Check (page 321).
If < 4.5 V, check EFP GND for OPEN. Do Harness Resistance Check (page 321).
EFP Sensor Pin-Point Diagnostics
Figure 230
EFP sensor circuit diagram

321
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND Spec 5V Comment If > 5.5 V, check EFP VREF for short to PWR. If < 4.5 V, check EFP VREF for OPEN or short to GND. Do Harness Resistance Check (page 321). 2 to GND 3 to GND 0V 0V If > 0.25 V, check EFP GND circuit for short to PWR. If > 0.25 V, check EFP signal circuit for short to PWR.
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 2 to GND 3 to GND Spec > 1 k <5 > 1 k Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 368). If < 1 k, check for short to GND.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to E1-40 2 to E1-37 3 to E1-20 Spec <5 <5 <5 Comment If > 5 , check EFP VREF circuit for OPEN. If > 5 , check EFP GND circuit for OPEN. If > 5 , check EFP signal circuit for OPEN.
EFP Circuit Operation The EFP sensor is a variable capacitance sensor that is supplied with a 5 V reference voltage at Pin 1 from ECM Pin E1-40. The sensor is grounded at Pin 2 from
ECM Pin E1-37 and returns a variable voltage signal proportional to the measured pressure from Pin 3 to ECM Pin E1-20.
322
EGDP Sensor (Exhaust Gas Differential Pressure) DTC 1729 1731 2732 SPN FMI 3251 3251 3251 4 3 2 Condition EGDP signal out-of-range LOW EGDP signal out-of-range HIGH EGDP stuck in-range fault
Figure 231
Functional diagram for the EGDP sensor (EGT1), Exhaust Gas Temperature 2 (EGT2) and Exhaust Gas Temperature 3 (EGT3). Sensor Location The EGDP sensor is a differential pressure sensor with two tap-offs installed past the turbocharger. A tap-off is located before and after the DPF. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) EGDP Breakout Harness (page 445) with
The functional diagram for the EGDP sensor includes the following: Aftertreatment Control Module (ACM) EGDP sensor Aftertreatment Fuel Supply (AFS) valve Aftertreatment Fuel Drain (AFD) valve Aftertreatment Fuel Injector (AFI) Intake Throttle Valve (ITV) Engine lamp
Function The EGDP sensor provides a feedback signal to the ACM indicating the pressure difference between the inlet and outlet of the Diesel Particulate Filter (DPF). During a catalyst regeneration, the ACM monitors this sensor along with three aftertreatment system temperature sensors, Exhaust Gas Temperature 1
323
EGDP Sensor End Diagnostics DTC 1729 Condition EGDP signal out-of-range LOW Possible Causes 1731 EGDP signal out-of-range HIGH 2732 EGDP stuck in-range fault EGDP signal circuit OPEN or short to GND VREF circuit OPEN or short to GND Failed sensor EGDP signal short to PWR SIG GND circuit OPEN Failed sensor Biased circuit or sensor EGDP sensor tubes restricted, open, or assembled incorrectly
Figure 232
EGDP sensor circuit diagram
324
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PID and DMM to measure voltage. Test Point EST Monitor EGDPv DMM Measure volts 3 to GND EST Monitor EGDPv Short across breakout harness pins 2 and 3 DMM Measure voltage 1 to 3 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace EGDP sensor. 5 V +/- 0.5 V 5V Spec 0V 5.0 V +/- 0.5 V Comment If > 0.25 V, check EGDP signal circuit for short to PWR If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Check (page 326). If < 4.5 V, check EGDP signal circuit for OPEN. Do Harness Resistance Check (page 326).
If < 4.5 V, check SIG GND for OPEN. Do Harness Resistance Check (page 326).
325
EGDP Sensor Pin-Point Diagnostics
Figure 233
EGDP sensor circuit diagram
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 2 to GND 3 to GND Spec 0V 0V 5V Comment If > 0.25 V, check SIG GND circuit for short to PWR. If > 0.25 V, check EGDP for short to PWR If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Check (page 326).
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 2 to GND 3 to GND Spec <5 > 1 k > 1 k Comment If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 326). If < 1 k, check for short to GND. If < 1 k, check for short to GND.
326
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ACM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to B-1 2 to B-18 3 to B-24 Spec <5 <5 <5 Comment If > 5 , check SIG RTN circuit for OPEN. If > 5 , check EGPD circuit for OPEN. If > 5 , check VREF signal circuit for OPEN.
EGDP Sensor Circuit Operation The EGDP sensor is a differential pressure sensor that is supplied with a 5 V reference voltage at Pin 3 from
ACM Pin B-24. The sensor is grounded at Pin 1 from ACM Pin B-1 and returns a variable voltage signal from Pin 2 to ACM Pin B-18.
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EGR Control Valve (Exhaust Gas Recirculation) DTC 2391 6262 SPN FMI 2791 11 2791 5 Condition EGR internal circuit failure EGR control valve open circuit
Figure 234
Functional diagram for the EGR system
The functional diagram for the EGR system includes the following: Engine Control Module (ECM) Engine lamp (amber) Exhaust Gas Recirculation Position (EGRP) sensor EGR control valve Manifold Absolute Pressure/Intake Temperature 2 (MAP/IAT 2) sensor Exhaust Lambda Sensor (ELS) Air
burn again. This cools the combustion process and reduces the formation of NOX. Component Location EGR control valve is installed on top of the coolant elbow (upper). Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 4-Pin Round Black Breakout Harness (page 439) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448) with
EGR throttle valve function Oxides of nitrogen (NOX) in the atmosphere contribute to the production of smog. NOX is formed when temperatures in the combustion chamber get too hot. The EGR system is used to reduce the amount of NOX created by the engine. The EGR control valve recirculates exhaust back into the intake stream. Exhaust gases that have already burned do not
328
EGR Connector End Diagnostics DTC 2391 Condition EGR valve internal circuit failure Possible Causes 6262 EGR control valve open circuit EGR control valve circuit fault EGR control valve fault EGR control open circuit EGR control valve fault
Figure 235
EGR control valve circuit diagram
5. Run Actuator Test. WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. NOTE: Air tanks must be above 620 kPa (90 psi) before running this test. 1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. 6. Visually monitor EGR throttle valve actuator linkage movement. If linkage moves through its full travel, the system is working correctly. If linkage does not move full travel, check for mechanical problem such as sticking linkage, low actuator supply pressure, plugged or open air supply hose. If the linkage does not move at all, do Connector Voltage Check (page 329).
329
Connector Voltage Check Connect breakout harness to harness and leave EGR control valve disconnected. Turn ignition switch ON. Use DMM to measure voltage. Test Point 1 to battery positive 1 to 2 Spec B+ 6 V to 9 V Comment If < B+, check for OPEN EGR GND circuit. If 0 V, check for OPEN or short to GND. If < 6 V, check for poor connection, corroded circuits. If > 9 V, check for short to PWR If measurements are within specications, do Operational Voltage Check - Actuator Test (page 329). Operational Voltage Check - Actuator Test Connect breakout harness between EGR control valve and harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pin 2 and GND Normal state Actuator state LOW Actuator state HIGH <1V 1 V +/- 0.5 V >9V If > 1 V, check for short to PWR. If > 1.5 V, check for OPEN circuit or EGR control valve. If < 9 V, check for OPEN circuit or short to GND
If measurements are within specications, do Actuator Resistance Check (page 329). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to EGR control valve and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 4 to 8 Comment If not within specication, replace the EGR control valve.
330
Harness Resistance Check Turn ignition switch OFF. Connect ECM breakout box and breakout harness to harness and leave EGR control valve and ECM disconnected. Use DMM to measure resistance. Test Point 2 to GND 2 to E1-17 1 to GND 1 to E1-11 Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If < 1k , check for OPEN circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, and there are no mechanical faults, such as low actuator supply psi, damaged air supply hoses, failed EGR throttle valve actuator or sticky linkage, and the actuator does not actuate, replace EGR control valve.
331
EGRP Sensor (Exhaust Gas Recirculation Position) DTC 1163 1164 6259 6260 6270 6271 SPN FMI 2791 2791 2791 2791 4 3 7 0 Condition EGRP signal out-of-range LOW EGRP signal out-of-range HIGH EGR valve unable to achieve commanded position EGRP unable to detect close position EGRP valve stuck open EGRP valve stuck closed
2791 14 2791 12
Figure 236
Functional diagram for the EGRP sensor
The functional diagram for the EGRP sensor includes the following: Engine Control Module (ECM) EGR control valve EGRP sensor Exhaust Lambda Sensor (ELS) Engine lamp (amber)
and provides an EGR throttle valve actuator position signal to the ECM. Component Location The EGRP sensor is integrated into the EGR throttle valve actuator which is part of the EGR throttle valve. The EGR throttle valve is located on the rear of the EGR module. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) with
Function The EGRP sensor is integrated into the EGR throttle valve actuator and uses compressed air controlled by the EGR control valve. The EGRP sensor monitors
332
EGR Position and ITV Breakout Harness (page 445) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448)
EGRP Sensor Connector End Diagnostics DTC 1163 Condition EGRP signal out-of-range LOW Possible Causes 1164 EGRP signal out-of-range HIGH 6259 EGR valve unable to achieve commanded position 6260 EGRP unable to detect close position 6270 EGRP value stuck open 6271 EGRP value stuck closed EGRP circuit short to GND Failed sensor EGRP circuit OPEN or short to PWR Failed sensor Air supply or mechanical linkage fault Failed EGRP sensor Failed EGR control valve Air supply or mechanical linkage fault Failed EGRP sensor Failed EGR control valve Air supply or mechanical linkage fault EGRP sensor or circuit fault EGR control valve or circuit fault Air supply or mechanical linkage fault EGRP sensor or circuit fault EGR control valve or circuit fault
333
Figure 237
EGRP sensor circuit diagram
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. NOTE: Air tanks must be above 620 kPa (90 psi) before running this test. 1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. 5. Run Actuator Test. 6. Visually monitor EGR throttle valve actuator linkage movement. If the linkage does not move at all, go to EGR Control Valve (Exhaust Gas Recirculation) (page 327). If linkage does not move full travel, check for mechanical problem such as sticking linkage, low actuator supply pressure, plugged or open air supply hose.
If linkage moves through its full travel, proceed to the next step
7. Using EST, open the D_ContinuousMonitor.ssn. 8. Monitor sensor voltage. Verify an active Diagnostic Trouble Code (DTC) for the sensor. If DTC is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at suspected locations. If the circuit is interrupted, the PID spikes and the DTC goes active. If DTC is active, proceed to the next step.
9. Disconnect engine harness from sensor. Inspect connector for damaged pins, corrosion, or lose pins using Pin Grip Inspection (page 199). Repair if necessary. 10. Connect breakout harness to engine harness. Leave sensor disconnected.
334
Connector Circuit Checks Connect sensor breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to verify correct DTC goes active when corresponding fault is induced. Used DMM to measure circuits. Test Point EST Monitor EGRPv DMM Measure volts 2 to GND DMM Measure voltage 2 to 4 EST Monitor EGRPv Short across breakout harness pins 3 and 4 0V If > 0.5 V, check EGRP signal for OPEN or short to PWR. Do Harness Resistance Check (page 335). 5 V +/- 0.5 V Spec 5V 5.0 V +/- 0.5 V Comment If < 4.5 V, check EGRP signal circuit for short to GND. Do Connector Resistance Check to GND (page 335). If > 5.5 V, check EGR VREF for short to PWR. If < 4.5 V, check EGR VREF for OPEN or short to GND. Do Harness Resistance Check (page 335). If < 4.5 V, check EGRP GND for OPEN. Do Harness Resistance Check (page 335).
If checks are within specication, connect sensor and clear DTCs. If active code remains, replace EGRP throttle valve.
EGRP Sensor Pin-Point Diagnostics
Figure 238
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Connector Voltage Check Connect breakout harness to engine harness and leave EGR control valve disconnected. Turn ignition switch ON. Use DMM to measure voltage. Test Point 3 to GND 2 to GND Spec 5V 5V Comment If < 4.5 V, check EGRP signal circuit for short to GND. If > 5.5 V, check EGR VREF for short to PWR. If < 4.5 V, check EGR VREF for OPEN or short to GND. Do Harness Resistance Check (page 335). 4 to GND 0V If > 0.25 V, check EGR GND for short to PWR.
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 4 to GND 2 to GND 3 to GND Spec <5 > 1 k > 1 k Comment If > 5 , check for OPEN circuit. If < 1 k, check for short to GND. If < 1 k, check for short to GND.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor disconnected. Use DMM to measure resistance. Test Point 4 to E1-39 2 to E1-32 3 to E1-87 Spec <5 <5 <5 Comment If > 5 , check EGR GND circuit for OPEN. If > 5 , check EGR VREF circuit for OPEN. If > 5 , check EGRP circuit for OPEN.
If voltage and resistance checks are within specications, and there are no mechanical faults, such as low actuator supply psi, damaged air supply hoses, failed EGR throttle valve actuator or sticky linkage, and the actuator does not actuate, replace EGR throttle valve. Operational Voltage Check Turn Ignition switch to ON. Run Actuator Test. Use EST to monitor S_EGRP Volts and EGR Position PIDs or DMM to measure EGRP signal voltage. Test Point 3 to GND or E1-87 to GND Actuator State LOW HIGH Volts 0.7 V 3.9 V Position 0.00% 98.8%
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EGRP Sensor Circuit Operation
Figure 239
Fault Detection / Management The ECM continuously monitors the EGR system. If EGRP sensor signal is higher or lower than expected, the ECM disregards the sensor signal and uses a calibrated default value. The ECM sets a DTC and illuminates the amber engine lamp.
(AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off. This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain
337
338
EGT1 Sensor (Exhaust Gas Temperature 1) DTC 1737 1738 2675 6813 SPN FMI 3241 3241 3241 3241 4 3 2 0 Condition EGT1 signal out-of-range LOW EGT1 signal out-of-range HIGH EGT1 signal in-range fault EGT1 or EGT2 high temp without regen
Figure 240
Functional diagram for the EGT1 sensor
The functional diagram for the EGT1 sensor includes the following: Aftertreatment Control Module (ACM) Engine lamp (amber) EGT1 sensor Aftertreatment Fuel Injector (AFI) Exhaust Gas Recirculation (EGR) control valve Intake Throttle Valve (ITV)
inlet temperature. Before and during a catalyst regeneration, the ACM monitors this sensor along with the Exhaust Gas Temperature 2 (EGT2) sensor, Exhaust Gas Temperature 3 (EGT3) sensor and the Exhaust Gas Differential Pressure (EGDP) sensor. Sensor Location The EGT1 sensor is the rst temperature sensor installed past the turbocharger and just before the DOC.
Function The EGT1 sensor provides a feedback signal to the ACM indicating Diesel Oxidation Catalyst (DOC)
339
Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) Aftertreatment 2-pin Breakout Harness (page 441) Terminal Test Adapter Kit (page 448) with
EGT1 Sensor End Diagnostics DTC 1737 Condition EGT1 signal out-of-range LOW Possible Causes 1738 EGT1 signal out-of-range HIGH 2675 6813 EGT1 signal in-range fault EGT1 or EGT2 high temp without regen EGT1 signal circuit short to GND Failed sensor EGT1 signal OPEN or short to PWR SIG GND circuit OPEN Failed sensor EGT1 biased sensor or circuit EGT1 or EGT2 biased sensor or circuit Engine over-fueling Fuel leaking into exhaust
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Figure 241
EGT1 circuit diagram
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. 1. Using EST, open the D_ContinuousMonitor.ssn. 2. Monitor sensor voltage. Verify an active Diagnostic Trouble Code (DTC) for the sensor. If DTC is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at suspected location. If the circuit is interrupted, the PID spikes and the DTC goes active.
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Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PID during Continuous Monitor test. Test Point EST - Monitor EGT1v EST - Monitor EGT1v Short breakout harness across pins 1 and GND EST - Monitor EGT1v Short breakout harness across pins 1 and 2 EST - Monitor EGT1v Short 500-Ohm resistor across pins 1 and 2 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace EGT1 sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check EGT1 signal for short to GND. Do Connector Resistance Checks to GND (page 342). If > 0.25 V, check EGT1 signal circuit for OPEN. Do Harness Resistance Check (page 342).
If > 0.25 V, check SIG GND circuit for OPEN. Do Harness Resistance Check (page 342).
If > 1.0 V, check EGT1 signal circuit for short to PWR.
EGT1 Sensor Pin-Point Diagnostics
Figure 242
EGT1 sensor circuit diagram
342
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 2 to GND Spec 0V 4.5 V to 5 V Comment If > 0.25 V, check for short to PWR. If < 4.5 V, check short to GND. Do Connector Resistance Checks to GND (page 342).
Connector Resistance Checks to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 2 to GND Spec <5 > 1 k Comment If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 342). If < 1 k, check for short to GND. Do Harness Resistance Check (page 342).
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ACM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to B-1 2 to B-12 Spec <5 <5 Comment If > 5 , check SIG GND signal for OPEN. If > 5 , check EGT1 signal for OPEN.
EGT1 Circuit Operation The EGT1 is a thermistor sensor that is supplied with a 5 V reference voltage at Pin 2 from ACM Pin B-12. The sensor is grounded at Pin 1 from ACM Pin B-1. As temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease.
Fault Detection / Management The ACM continuously monitors the control system. If the sensor signal is higher or lower than expected, the ACM disregards the sensor signal and uses a calibrated default value. The ACM sets a DTC, illuminates the amber engine lamp, and runs the engine in a default range.
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EGT2 Sensor (Exhaust Gas Temperature 2) DTC 1741 1742 2674 6813 SPN FMI 3242 3242 3242 3241 4 3 2 0 Condition EGT2 signal out-of-range LOW EGT2 signal out-of-range HIGH EGT2 signal in-range fault EGT1 or EGT2 high temp without regen
Figure 243
Functional diagram for the EGT2 sensor Sensor Location The EGT2 sensor is the second exhaust temperature sensor installed downstream of the turbocharger. It is located between the Diesel Oxidation Catalyst (DOC) and the DPF. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) with
Function The EGT2 sensor provides a feedback signal to the ACM indicating Diesel Particulate Filter (DPF) inlet temperature. Before and during a catalyst regeneration, the ACM monitors this sensor along with the Exhaust Gas Temperature 1 (EGT1) sensor, Exhaust Gas Temperature 3 (EGT3) sensor and the Exhaust Gas Differential Pressure (EGDP) sensor.
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Aftertreatment 2-pin Breakout Harness (page 441) Terminal Test Adapter Kit (page 448)
EGT2 Sensor End Diagnostics DTC 1741 Condition EGT2 signal out-of-range LOW Possible Causes 1742 EGT2 signal out-of-range HIGH 2674 6813 EGT2 signal in-range fault EGT1 or EGT2 high temp without regen EGT2 signal circuit short to GND Failed sensor EGT2 signal OPEN or short to PWR SIG GND circuit OPEN Failed sensor EGT2 biased sensor or circuit EGT1 or EGT2 biased sensor or circuit Engine over-fueling Fuel leaking into exhaust
Figure 244
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. 1. Using EST, open the D_ContinuousMonitor.ssn.
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3. Disconnect engine harness from sensor. Inspect connectors for damaged pins, corrosion, or loose pins using Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave sensor disconnected. Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PID during Continuous Monitor test. Test Point EST - Monitor EGT2v EST - Monitor EGT2v Short breakout harness across pin 1 and GND EST - Monitor EGT2v Short breakout harness across pins 1 and 2 EST - Monitor EGT2v Short 500-Ohm resistor across pins 1 and 2 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace EGT2 sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check EGT2 signal for short to GND. Do Connector Resistance Checks to GND (page 346). If > 0.25 V, check EGT2 signal circuit for OPEN. Do Harness Resistance Check (page 346).
Figure 245
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Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 2 to GND Spec 0V 4.5 V to 5 V Comment If > 0.25 V, check for short to PWR. If < 4.5 V, check for short to GND. Do Connector Resistance Checks to GND (page 346).
EGT2 Sensor Circuit Operation The EGT2 sensor is a thermistor sensor that is supplied with a 5 V reference voltage at Pin 2 from ACM Pin B-15. The sensor is grounded at Pin 1 from ACM Pin B-1. As temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease.
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EGT3 Sensor (Exhaust Gas Temperature 3) DTC 1744 1745 2676 SPN FMI 3245 3245 3245 4 3 2 Condition EGT3 signal out-of-range LOW EGT3 signal out-of-range HIGH EGT3 signal in-range fault
Figure 246
Functional diagram for the EGT3 sensor
outlet temperature. Before and during a catalyst regeneration, the ACM monitors this sensor along with the Exhaust Gas Temperature 1 (EGT1) sensor, Exhaust Gas Temperature 2 (EGT2) sensor and Exhaust Gas Differential Pressure (EGDP) sensor. Sensor Location The EGT3 sensor is the third exhaust temperature sensor installed downstream of the turbocharger. It is located just after the DPF.
Function The EGT3 sensor provides a feedback signal to the ACM indicating Diesel Particulate Filter (DPF)
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Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) Aftertreatment Harness (page 441) Aftertreatment 2-pin Breakout Harness (page 441) Terminal Test Adapter Kit (page 448) with
EGT3 Sensor End Diagnostics DTC 1744 Condition EGT3 signal out-of-range LOW Possible Causes 1745 EGT3 signal out-of-range HIGH 2676 EGT3 signal in-range fault EGT3 signal circuit short to GND Failed sensor EGT3 signal OPEN or short to PWR SIG GND circuit OPEN Failed sensor EGT3 biased sensor or circuit
Figure 247
349
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. 1. Using EST, open the D_ContinuousMonitor.ssn. 2. Monitor sensor voltage. Verify an active Diagnostic Trouble Code (DTC) for the sensor. If DTC is inactive, monitor the Parameter Identier (PID) while wiggling the connector and all wires at suspected location. If the circuit is interrupted, the PID spikes and the DTC goes active. If DTC is active, proceed to the next step.
3. Disconnect engine harness from sensor. Inspect connectors for damaged pins, corrosion, or loose pins using Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave sensor disconnected. Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PID during Continuous Monitor test. Test Point EST - Monitor EGT3v EST - Monitor EGT3v Short breakout harness across pin 1 and GND EST - Monitor EGT3v Short breakout harness across pins 1 and 2 EST - Monitor EGT3v Short 500 Ohm resistor across pins 1 and 2 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace EGT3 sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check EGT3 signal for short to GND. Do Connector Resistance Checks to GND (page 350). If > 0.25 V, check EGT3 signal circuit for OPEN. Do Harness Resistance Check (page 350).
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Figure 248
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 2 to GND Spec 0V 4.5 V to 5 V Comment If > 0.25 V, check for short to PWR. If < 4.5 V, check for short to GND. Do Connector Resistance Checks to GND (page 350).
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EGT3 Sensor Circuit Operation The EGT3 sensor is a thermistor sensor that is supplied with a 5 V reference voltage at Pin 2 from ACM Pin B-14. The sensor is grounded at Pin 1 from ACM Pin B-1. As temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease.
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EIM/ACM Power (Engine Interface Module/Aftertreatment Control Module) DTC 1112 1113 SPN FMI 168 168 3 4 Condition B+ to EIM out-of-range HIGH B+ to EIM out-of-range LOW
Figure 249
Functional diagram for the EIM/ACM Power When the ignition switch is turned off, the EIM performs internal maintenance, then disables the EIM/ACM main power relay. Component Location The EIM/ACM relay is located inside the cab in the main fuse/relay block. The ACM is located on the inside of the left frame rail, adjacent to the ywheel housing. The EIM is located on the left side of the engine behind the fuel lter housing assembly. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) with
The functional diagram for EIM/ACM Power includes the following: ACM EIM/ACM main power relay EIM Ignition switch Fuses
Function The ACM and EIM require battery power to operate the electronic control system and perform maintenance after the ignition switch is turned off. To do this, the EIM must control its own power supply. When the EIM receives the VIGN signal from the ignition switch, it enables the relay to power-up.
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Digital Multimeter (DMM) (Fluke 88V) (page 444) 96-Pin Breakout Box DLC II (page 440) 180-Pin Breakout Box (page 440)
Aftertreatment Harness (page 441) EIM Power Relay Breakout Harness (page 446) Terminal Test Adapter Kit (page 448)
354
EIM/ACM Power Pin-Point Diagnostics DTC 1112 Condition B+ to EIM out-of-range HIGH Possible Causes 1113 B+ to EIM out-of-range LOW EIM PWR above 17 volts Charging system fault EIM PWR below 7.5 volts Low discharged batteries Charging system fault High resistance in EIM powering circuits (EIM PWR, EIM GND, or VIGN) Failed EIM Relay
Figure 250
EIM/ACM Power circuit diagram
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NOTE: Refer to the truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide for vehicle side electrical system. Voltage Checks at Relay Connect relay breakout harness between relay and relay socket. Turn the ignition switch ON. Use DMM to measure voltage. CAUTION: To avoid engine damage, turn the ignition switch to OFF before removing main power relay or any EIM connector supplying power to the EIM. Failure to turn the ignition switch to OFF causes a voltage spike and damage to electrical components. Test Point 86 to GND Spec B+ Comment If 0 V, check power circuit to relay coil for OPEN or short to GND, or blown fuse. If < B+, check for failed circuitry between batteries and relay. Do Relay Power Circuit Harness Resistance Check (page 356). 30 to GND B+ If 0 V, check power circuit to relay switch for OPEN or short to GND, or blown fuse. If < B+, check for failed circuitry between batteries and relay. Do Relay Power Circuit Harness Resistance Check (page 356). 85 to GND 87 to GND 0 V to 2 V B+ If > 2 V, check MPR control circuit for OPEN or short to PWR. Do Relay Power Circuit Harness Resistance Check (page 356). If < B+, replace relay.
Voltage Checks at EIM Connect breakout box between EIM and vehicle harness. Turn the ignition switch ON. Use DMM to measure voltage at battery GND or PWR. Test Point X3-3 to GND X3-6 to PWR X3-7 to PWR X3-5 to GND X4-1 to GND X4-2 to GND Spec B+ B+ B+ 0 V to 2 V B+ B+ Comment If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse. If < B+, check GND for OPEN circuit. Do EIM Harness Resistance Check (page 356). If > 2 V, check MPR control circuit for OPEN or short to PWR. Do EIM Harness Resistance Check (page 356). If < B+, check for OPEN circuit, failed relay, or blown fuse. Do EIM Harness Resistance Check (page 356).
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Voltage Checks at ACM Connect breakout box between ACM and vehicle harness. Turn the ignition switch ON. Use DMM to measure voltage at battery GND or PWR. Test Point A-16 to PWR B-17 to PWR B-8 to GND B-22 to GND A-23 to GND Spec B+ B+ B+ B+ B+ If < B+, check for OPEN circuit, failed relay, or blown fuse. Do ACM Harness Resistance Check (page 356). Comment If < B+, check GND for OPEN circuit. Do ACM Harness Resistance Check (page 356).
EIM Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and relay breakout harness. Leave EIM, EIM/ACM Main Power relay disconnected. Use DMM to measure resistance. Test Point X3-5 to 85 X3-5 to GND X4-1 to 87 X4-1 to GND X4-2 to 87 X4-2 to GND X3-6 to GND X3-7 to GND Spec <5 > 1 k <5 > 1 k <5 > 1 k <5 <5 Comment If > 5 , check MPR control circuit for OPEN. If < 1 k, check MPR control circuit for short to GND. If > 5 , check EIM PWR circuit for OPEN. If < 1 k, check EIM PWR circuit for short to GND. If > 5 , check EIM PWR circuit for OPEN. If < 1 k, check EIM PWR circuit for short to GND. If > 5 , check EIM GND circuit for OPEN. If > 5 , check EIM GND circuit for OPEN.
ACM Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and relay breakout harness. Leave ACM, EIM/ACM Main Power relay disconnected. Use DMM to measure resistance. Test Point B-8 to 87 B-8 to GND B-22 to 87 B-22 to GND A-23 to 87 A-23 to GND A-16 to GND B-17 to GND Spec <5 > 1 k <5 > 1 k <5 > 1 k <5 <5 Comment If > 5 , check ACT PWR circuit for OPEN. If < 1 k, check ACT PWR circuit for short to GND. If > 5 , check ACT PWR circuit for OPEN. If < 1 k, check ACT PWR circuit for short to GND. If > 5 , check ACT PWR circuit for OPEN. If < 1 k, check ACT PWR circuit for short to GND. If > 5 , check ACM GND circuit for OPEN. If > 5 , check ACM GND circuit for OPEN.
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Harness Resistance Checks on Relay Power Circuits Turn ignition switch to OFF. Disconnect both battery GND cables. Use DMM to measure resistance. WARNING: To prevent personal injury or death, always disconnect main negative battery cable rst. Always connect the main negative battery cable last. Test Point Relay (30) to battery positive post Relay (30) to GND Relay (86) to battery positive post Relay (86) to GND Spec <5 Comment If > 5 , check for OPEN circuit or blown fuse.
> 1 k <5
If < 1 k, check for short to GND. If > 5 , check for OPEN circuit or blown fuse.
> 1 k
If < 1 k, check for short to GND.
EIM/ACM Power Circuit Operation The EIM receives VIGN power at Pin X3-3. This signals the EIM to provide a ground path MPR from Pin X3-5 to 85 to switch the EIM/ACM Main Power relay. Switching the relay provides power from the battery positive terminal through one fuse and relay contacts 30 and 87 to EIM Pins X4-1, X4-2 and ACM Pins B-8, B-22 and A-23.
The EIM is grounded through Pins X3-6 and X3-7. The ACM is grounded through Pins B-17 and A-16. Fault Detection Management The Engine Interface Module (EIM) internally monitors battery voltage. When the EIM continuously receives less than 7 V or more than 17.5 V, a Diagnostic Trouble Code (DTC) is set.
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ELS (Exhaust Lambda Sensor) DTC 1618 1619 1620 1621 1622 1623 1624 1625 1626 1627 1628 1629 1630 SPN 1119 1119 1119 1119 1119 1119 7319 7319 7319 7319 1119 1119 1119 FMI 0 1 2 5 7 11 16 17 18 19 22 12 15 Condition Lambda Sensor correction value above normal Lambda Sensor not plausible Lambda Sensor circuit intermittent contact Lambda Sensor monitoring below lower limit Lambda Sensor circuit fault Lambda heater circuit fault Lambda Temp calculation above normal Lambda Temp calculation below normal Lambda Temp calibration calculation value above normal Lambda Temp calibration calculation value below normal Lambda Sensor Temp above maximum Lambda Sensor not detected in exhaust system Lambda Sensor SPI communication error status
Figure 251
Functional diagram for ELS
359
The functional diagram for the ELS includes the following: ELS Engine lamp (amber) Engine fueling calibration Exhaust Gas Recirculation (EGR) control valve Intake Throttle Valve (ITV)
Function The Exhaust Lambda Sensor (ELS) is an emission control feedback sensor. The ELS is used to monitor the amount of oxygen entering the exhaust system. The Engine Control Module (ECM) uses this information to control engine fueling and Exhaust Gas Recirculation (EGR) operation. Component Location The ELS is located on the right side of the engine and is installed on the turbo exhaust pipe before the Aftertreatment Fuel Injector (AFI). Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) ELS and V8 EGR Breakout Harness (page 446) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448) with
ELS Connector End Diagnostics DTC 1618 Condition Lambda Sensor correction value above normal Possible Causes Correction value above 200 mV for more then 2 seconds Intermittent circuit fault Failed ELS sensor
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1619
Lambda Sensor not plausible
Lambda sensor signal changed more than 5 V within 2 seconds Intermittent open or short circuit Lambda sensor intermittent circuit fault Lambda sensor circuit fault Failed sensor Lambda sensor below 0.2 V Lambda heater circuit fault Failed sensor Lambda temp above 800C (1472F) for 60 seconds Plugged exhaust Over-fueling Biased sensor Lambda temperature below 650C (1202F) for 60 seconds when it should be fully warmed up. Failed Lambda heater or circuit fault Biased ELS sensor or circuit Failed ELS sensor Biased ELS sensor or circuit Failed ELS sensor Lambda temp above 800C (1472F) for 60 seconds Plugged exhaust Over-fueling Biased sensor Lambda sensor internal resistance has changed more than 1500 Circuit faults Failed sensor Biased ELS sensor or circuit Failed ELS sensor
1620 1621
Lambda Sensor circuit intermittent contact Lambda sensor monitoring below lower limit Lambda Sensor circuit fault Lambda heater circuit fault
1622 1623
1624
Lambda Temp calculation above normal
1625
Lambda Temp calculation below normal
1626
Lambda Temp calibration calculation value above normal Lambda Temp calibration calculation value below normal Lambda Sensor Temp above maximum
1627
1628
1629
Lambda sensor not detected in exhaust system
1630
Lambda Sensor SPI communication error status
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Figure 252
ELS circuit diagram
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Connector Voltage Check Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND Spec 2.82 V +/- 1 V Comment If < specication, check for OPEN or short to GND. If > specication, check for short to PWR. 2 to GND 2.48 V +/- 1 V If < specication, check for OPEN or short to GND. If > specication, check for short to PWR. 3 to GND 6.7 V +/- 1 V If < specication, check for OPEN or short to GND. If > specication, check for short to PWR. 4 to GND 5 to GND 0V 2.82 V +/- 1 V If > 0 V, check for short to PWR. If < specication, check for OPEN or short to GND. If > specication, check for short to PWR. 6 to GND 2.91 V +/- 1 V If < specication, check for OPEN or short to GND. If > specication, check for short to PWR. If measurements are within specication, do Harness Resistance Check (page 362). Harness Resistance Check Turn ignition switch to OFF. Connect the ECM breakout box. Leave ECM and ELS disconnected. Test Point Spec Comment
1 to E2-24 1 to GND 2 to E2-23 2 to GND 3 to E2-8 3 to GND
<5 > 1 k <5 > 1 k <5 > 1 k
If > 5 , check ELSPCUR for OPEN in circuit. If < 1 k, check ELSPCUR for short to GND. If > 5 , check ELSVGND for OPEN in circuit. If < 1 k, check ELSVGND for short to GND. If > 5 , check ELSHTR for OPEN in circuit. If < 1 k, check ELSHTR for short to GND.
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Harness Resistance Check (cont.) 4 to E2-5 4 to GND 5 to E2-31 5 to GND 6 to E2-30 6 to GND <5 > 1 k <5 > 1 k <5 > 1 k If > 5 , check ELSHTR GND for OPEN in circuit. If < 1 k, check ELSHTR GND for short to GND. If > 5 , check ELSTRIM for OPEN in circuit. If < 1 k, check ELSTRIM for short to GND. If > 5 , check ELS for OPEN in circuit. If < 1 k, check ELS for short to GND.
If measurements are in specication, replace the ELS.
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ELS Operation The ELS monitors exhaust emissions and operates in an open loop/closed loop system. The system remains in open loop until the following conditions are met: No active Engine Coolant Temperature (ECT) or ELS fault codes. Engine Speed above 500 rpm. Battery voltage above 10.8 V. Engine Coolant Temperature above 40C (104F).
Exhaust Gas Temperature above 100C (212F) for 10 seconds.
Once the above conditions are met, the ECM enables the ELS internal heater and raises sensor temperature above 750C (1,382F) and goes into closed loop operation. Actuator Test The actuator test will not cycle the Fuel Pressure Control Valve (FPCV) or Exhaust Lambda Sensor (ELS) heater.
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EOP Sensor (Engine Oil Pressure) DTC 1211 1212 2310 2311 SPN FMI 100 100 100 100 4 3 10 0 Condition EOP signal out-of-range LOW EOP signal out-of-range HIGH EOP abnormal rate of change EOP above maximum
Figure 253
Functional diagram for the EOP sensor Sensor Location The EOP sensor is installed in the side of the oil module, on the right side of the engine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) 4-Pin Round Green Breakout Harness (page 440) with
The functional diagram for the EOP sensor includes the following: EOP sensor Engine Control Module (ECM) Engine lamp (red)
Function The EOP sensor provides a feedback signal to the ECM indicating engine oil pressure. During engine operation, the ECM monitors the EOP signal to determine if the oil pressure is satisfactory. If oil pressure is below desired pressure, the ECM illuminates the red engine lamp. An optional feature, the Engine Warning Protection System (EWPS), can be enabled to warn the engine operator through the red engine lamp and buzzer, and shut the engine down when a low engine oil pressure condition occurs.
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EOP Sensor End Diagnostics DTC 1211 Condition EOP signal out-of-range LOW Possible Causes 1212 EOP signal out-of-range HIGH 2310 EOP abnormal rate of change 2311 EOP above maximum EOP signal circuit OPEN or short to GND EOP VREF circuit short to GND or OPEN Failed sensor EOP signal circuit short to PWR EOP GND circuit OPEN Failed sensor Intermittent circuit fault EOP sensor wired incorrectly Failed sensor Oil pressure above 48 kPa (7 psi) with engine not running Biased EOP circuit Biased sensor
Figure 254
EOP sensor circuit diagram If DTC is active, proceed to the next step.
3. Disconnect engine harness from EOP sensor adapter line. Inspect connectors for damaged pins, corrosion, or loose pins using the Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave EOP sensor adapter line disconnected.
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Sensor Circuit Check Connect breakout harness. Leave EOP sensor adapter line disconnected. Turn the ignition switch to ON. Use EST to monitor PID and DMM to measure voltage. Test Point EST Monitor EOPv DMM Measure volts 1 to GND EST Monitor EOPv Short across breakout harness pins 1 and 3 DMM Measure voltage 1 to 2 If checks are within specication, connect sensor and clear DTCs. If active code remains, verify EOP sensor adapter line integrity. If OK, replace EOP sensor. 5 V +/- 0.5 V 5V Spec 0V 5.0 V +/- 0.5 V Comment If > 0.25 V, check EOP signal circuit for to PWR If > 5.5 V, check EOP VREF for short to PWR. If < 4.5 V, check EOP VREF for OPEN or short to GND. Do Harness Resistance Check (page 368). If < 4.5 V, check EOP signal for OPEN. Do Harness Resistance Check (page 368).
If < 4.5 V, check EOP GND for OPEN. Do Harness Resistance Check (page 368).
EOP Sensor Pin-Point Diagnostics
Figure 255
EOP sensor circuit diagram
368
Connector Voltage Check Connect breakout harness. Leave EOP sensor adapter line disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND Spec 5V Comment If > 5.5 V, check EOP VREF for short to PWR. If < 4.5 V, check EOP VREF for OPEN or short to GND. Do Harness Resistance Check (page 368). 2 to GND 3 to GND 0V 0V If > 0.25 V, check EOP GND circuit for short to PWR. If > 0.25 V, check EOP signal circuit for short to PWR.
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave EOP sensor adapter line disconnected. Use DMM to measure resistance. Test Point 1 to GND 2 to GND 3 to GND Spec > 1 k <5 > 1 k Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 368). If < 1 k, check for short to GND.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and EOP sensor adapter line disconnected. Use DMM to measure resistance. Test Point 1 to E1-24 2 to E1-38 3 to E1-21 Spec <5 <5 <5 Comment If > 5 , check EOP VREF circuit for OPEN. If > 5 , check EOP GND circuit for OPEN. If > 5 , check EOP signal circuit for OPEN.
EOP Sensor Circuit Operation The EOP sensor is a variable capacitance sensor that is supplied with a 5 V reference voltage at Pin 1 from ECM Pin E1-24. The sensor is grounded at Pin 2 from
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EOT Sensor (Engine Oil Temperature) DTC 1311 1312 SPN FMI 175 175 4 3 Condition EOT signal out-of-range LOW EOT signal out-of-range HIGH
Figure 256
Functional diagram for the EOT sensor
The functional diagram for the EOT sensor includes the following: Engine Control Module (ECM) EOT sensor Engine lamp (amber) Exhaust Gas Recirculation (EGR) control valve Fuel Injector (INJ) High pressure fuel pump
Fast Idle Advance Fast idle advance increases engine cold idle speed up to 750 rpm (normally 600 rpm) for faster warm-up to operating temperature. This is accomplished by the ECM monitoring the EOT sensor input and adjusting the fuel injector operation accordingly. Low idle speed is increased proportionally when the engine oil temperature is between 15C (59F) at 600 rpm to below -10C (14F) at 750 rpm. Sensor Location
Function The EOT sensor provides a feedback signal to the ECM indicating engine oil temperature. The ECM monitors the EOT signal to control fuel quantity and timing throughout the operating range of the engine. The EOT signal allows the ECM to compensate for oil viscosity variations due to temperature changes in the operating environment, ensuring that adequate power and torque are available for all operating conditions.
The EOT sensor is installed in the side of the oil module, on the right side of the engine. Tools (EST) Electronic Service Tool MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) with
370
3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) 4-Pin Round Black Breakout Harness (page 439) Terminal Test Adapter Kit (page 448)
EOT Sensor Connector End Diagnostics DTC 1311 Condition EOT signal out-of-range LOW Possible Causes 1312 EOT signal out-of-range HIGH EOT signal circuit short to GND Failed sensor EOT signal OPEN or short to PWR EOT GND circuit OPEN Failed sensor
Figure 257
EOT sensor circuit diagram If DTC is active, proceed to the next step.
3. Disconnect engine harness from EOT sensor adapter line. Inspect connectors for damaged pins, corrosion, or loose pins using Pin Grip Inspection (page 199). Repair if necessary. 4. Connect breakout harness to engine harness. Leave EOT sensor adapter line disconnected.
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Sensor Circuit Check Connect breakout harness. Leave EOT sensor adapter line disconnected. Turn the ignition switch to ON. Use EST to monitor PID and DMM to measure voltage. Test Point EST-Monitor EOTv EST-Monitor EOTv Short breakout harness across pin 1 and GND EST-Monitor EOTv Short breakout harness across pins 1 and 3 EST-Monitor EOTv Short 500 resistor across pins 1 and 3 If checks are within specication, connect EOT sensor adapter line and clear DTCs. If active code remains, verify EOT sensor adapter line integrity. If OK, replace EOT sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check EOT signal circuit for short to GND. Do Connector Resistance Checks to GND (page 372). If > 0.25 V, check EOT signal circuit for OPEN. Do Harness Resistance Check (page 372).
If > 0.25 V, check EOT GND circuit for OPEN. Do Harness Resistance Check (page 372).
If > 1.0 V, check EOT signal circuit for short to PWR.
EOT Sensor Pin-Point Diagnostics
Figure 258
EOT sensor circuit diagram
Connector Voltage Check Connect breakout harness. Leave EOT sensor adapter line disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 3 to GND Spec 4.5 V to 5 V 0V Comment If < 4.5 V, check for short to GND. Do Connector Resistance Checks to GND (page 372). If > 0.25 V, check for short to PWR.
372
Connector Resistance Checks to GND Turn ignition switch to OFF. Connect breakout harness. Leave EOT sensor adapter line disconnected. Use DMM to measure resistance. Test Point 1 to GND 3 to GND Spec > 1 k <5 Comment If < 1 k, check for short to GND. Do Harness Resistance Check (page 372). If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 372).
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and EOT sensor adapter line disconnected. Use DMM to measure resistance. Test Point 1 to E1-85 3 to E1-83 Spec <5 <5 Comment If > 5 , check EOT signal for OPEN. If > 5 , check EOT GND signal for OPEN.
EOT Sensor Circuit Operation The EOT sensor is a thermistor sensor that is supplied with a 5 V reference voltage at Pin 1 from ECM Pin E185. The sensor is grounded at Pin 3 from ECM Pin E183. As the temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease.
Fault Detection / Management The ECM continuously monitors the control system. If the sensor signal is higher or lower than expected, the ECM disregards the sensor signal and use a calibrated default value. The ECM sets a DTC, illuminates the amber engine lamp, and runs the engine in a default range of -20C (-4F) for starting and 100C (212F) for engine running conditions.
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EWPS (Engine Warning Protection System) DTC 1119 2212 2312 2313 2314 2315 2316 2321 2322 2323 2325 6321 6322 6823 SPN 110 175 190 100 100 190 190 110 110 111 110 7311 7311 7311 FMI 12 0 11 1 7 0 16 0 7 1 14 0 7 14 Condition ECT Temp above maximum EOT Temp above maximum EOP below minimum EOP below warning level EOP below critical level Engine speed above warning level Engine speed above maximum at ECM ECT above warning level ECT above critical level ECL below warning/critical level ECT value reached de-rate temperature ECT2 above warning level ECT2 above critical level ECT2 Temp above maximum
Figure 259
Functional diagram for the EWPS
The functional diagram for the EWPS includes the following: Camshaft Position (CMP) sensor Crankshaft Position (CKP) sensor
Engine Control Module (ECM) Engine Coolant Level (ECL) sensor Engine Coolant Temperature (ECT) sensor Engine Oil Pressure (EOP) switch
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Engine lamp (red) and buzzer Calibration/Reduce power, Engine shutdown
EWPS Programmable Parameters ENG-PROT-MODE 0 = Standard Warning 1 = 3-way Warning 2 = 3-way Protection 3 = 2-way Warning
Function The EWPS warns the operator of conditions that can damage the engine. The Standard Warning System is the base system in which all engines are equipped. If one of these faults are detected, the ECM illuminates the red engine lamp and sets a corresponding Diagnostic Trouble Code (DTC). Standard Warning No engine shut down available. RPM - Engine overspeed warning ECT - Engine overheat warning
ECT-WARNING Species temperature threshold where the OIL/WATER lamp and warning buzzer is turned on. ECT-CRITICAL Species temperature threshold where an engine shutdown is commanded. PROT-ENG SPD1 Species at what RPM a specied oil pressure (OIL-PRES-CRIT-SPD1) should be detected. PROT-ENG SPD2 Species at what RPM a specied oil pressure (OIL-PRES-CRIT-SPD2) should be detected. PROT-ENG SPD3 Species at what RPM a specied oil pressure (OIL-PRES-CRIT-SPD3) should be detected. OIL-PRES-WARN-SPD1 Species the minimum oil pressure with engine speed greater than (PROT-ENG-SPD1). Failure to meet set point turns on the OIL/WATER lamp and warning buzzer. OIL-PRES-WARN-SPD2 Species the minimum oil pressure with engine speed greater than (PROT-ENG-SPD1) but less than (PROT-ENG-SPD2). Failure to meet set point turns on the OIL/WATER lamp and warning buzzer. OIL-PRES-WARN-SPD3 Species the minimum oil pressure with engine speed greater than (PROT-ENG-SPD2) but less than (PROT-ENG-SPD3). Failure to meet set point turns on the OIL/WATER lamp and warning buzzer. OIL-PRES-CRIT-SPD1 Species the minimum oil pressure with engine speed greater than (PROT-ENG-SPD1). Failure to meet set point commands an engine shut down. OIL-PRES-CRIT-SPD2 Species the minimum oil pressure with engine speed greater than (PROT-ENG-SPD1) but less than (PROT-ENG-SPD2). Failure to meet set point commands an engine shutdown.
The following optional features to this base system provide added warning or protection. 2-way Warning No engine shutdown available. ECT - Engine overheat warning EOP - Low engine oil pressure warning
3-way Warning No engine shutdown available. ECT - Engine overheat warning EOP - Low engine oil pressure warning ECL - Low engine coolant level warning
3-way Protection Engine shutdown is available if critical condition is detected. ECT, EOP, ECL - Same as 3-way Warning ECT - Engine overheat critical protection EOP - Low engine oil pressure critical protection ECL - Low engine coolant level critical protection
Warning Temperature above specic threshold sounds a buzzer, illuminates the red OIL/WATER (OWL) lamp and sets a DTC. Critical Temperature above specic threshold shuts down the engine and sets a DTC. Event log This feature logs occurrences of the event according to the engine hours and odometer readings.
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OIL-PRES-CRIT-SPD3 Species the minimum oil pressure with engine speed greater than (PROT-ENG-SPD2) but less than
(PROT-ENG-SPD3). Failure to meet set point commands an engine shutdown.
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DTC 1119 ECT Temp above maximum DTC 1119 is set by the ECM when the engine coolant temperature is above 120C (128F). The ECM illuminates the red lamp. When the temperature drops below 120C (128F) the DTC becomes inactive. For diagnostics, see Coolant Over-Temperature (page 101) in the Engine Symptoms Diagnostics section in this manual.
DTC 2313 EOP below warning level DTC 2313 is set by the ECM when engine oil pressure is lower than expected while the engine is running. Dealer programmable option. threshold pressure. Dealer sets
DTC 2212 EOT Temp above maximum DTC 2212 is set by the ECM when the engine oil temperature is above 122C (252F). The ECM illuminates the red lamp. When the temperature drops below 122C (252F) the DTC becomes inactive. For diagnostics, see EOT Sensor (page 369) in this section. DTC 2212 can be set by a biased EOT sensor or circuit.
For diagnostics, see Low Oil Pressure (page 108) in the Engine Symptoms Diagnostics section in this manual. DTC 2313 can be set by an open, circuit short to voltage source in the EOP circuit, a loose or failed EOP sensor, or low oil pressure. When DTC 2313 is active, the red lamp is illuminated.
DTC 2314 EOP below critical level DTC 2314 is set by the ECM when the engine oil pressure drops below the critical level while the engine is running. Dealer programmable option. threshold pressure. Dealer sets
DTC 2312 EOP below minimum DTC 2312 is set by the ECM when engine oil pressure is lower than expected while the engine is idling. The specications for the warning are: For diagnostics, see Low Oil Pressure (page 108) in the Engine Symptoms Diagnostics section in this manual. DTC 2312 can be set by a biased EOP sensor or circuit or by low engine oil pressure. When DTC 2312 is active, the red lamp is illuminated.
For diagnostics, see Low Oil Pressure in the Engine Symptoms Diagnostics section in this manual. DTC 2314 can be set by an open, circuit short to voltage source in the EOP circuit, a loose or failed EOP sensor, or low oil pressure. When DTC 2314 is active, the red lamp ashes and sounds an audible signal.
377
DTC 2315 Engine speed above warning level DTC 2315 is set by the ECM when the engine rpm exceeds 2450 rpm. DTC 2315 can be set by any of the following conditions: Excessive engine speed in an unintended downshift Steep acceleration downhill without correct brake application External fuel source being ingested into air intake system
DTC 2322 ECT above critical level Dealer programmable option DTC 2322 is set by the ECM when the engine coolant temperature is above dealer set point. For diagnostics, see Coolant Over-Temperature (page 101) in the Engine Symptoms Diagnostics section in this manual.
DTC 2323 ECL below warning/critical level Dealer programmable option DTC 2323 is set by the ECM when coolant is low. When the EWPS mode is 3-way protection and DTC 2323 is active, the engine shuts down. The ECM logs the engine hours and odometer reading at the time of occurrence. After the shutdown, the engine can be restarted for thirty seconds. When the coolant has returned to correct levels, DTC 2323 becomes inactive. If the coolant level is correct, do ECL Connector Voltage Check (page 305) in this section.
When DTC 2315 is active, the amber lamp is illuminated. The engine hours and miles of the last two over speed occurrences are recorded in the engine event log.
DTC 2316 Engine speed above maximum at ECM DTC 2316 is set by the ECM when the engine rpm exceeds 2500 rpm. DTC 2316 can be set by any of the following conditions: Excessive engine speed in an unintended downshift Steep acceleration downhill without correct brake application External fuel source being ingested into air intake system
DTC 2325 ECT value reached de-rate temperature Dealer programmable option DTC 2325 is set by the ECM when the engine coolant temperature is above a dealer programmed set point. The ECM illuminates the red lamp and the engine enters in de-rate mode. For diagnostics, see Coolant Over-Temperature (page 101) in the Engine Symptoms Diagnostics section in this manual.
When DTC 2316 is active, the amber lamp is illuminated. The engine hours and miles of the last two over speed occurrences are recorded in the engine event log.
DTC 6321 ECT2 above warning level Dealer programmable option DTC 6321 is set by the ECM when the engine coolant temperature at the ECT2 is above a dealer programmed set point. The ECM illuminates the red lamp. For diagnostics, see Coolant Over-Temperature (page 101) in the Engine Symptoms Diagnostics section in this manual.
DTC 2321 ECT above warning level Dealer programmable option DTC 2321 is set by the ECM when the engine coolant temperature is above dealer set point. For diagnostics, see Coolant Over-Temperature (page 101) in the Engine Symptoms Diagnostics section in this manual.
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DTC 6322 ECT2 above critical level Dealer programmable option DTC 6322 is set by the ECM when the engine coolant temperature at the ECT2 is above a dealer programmed set point. The ECM illuminates the red lamp. For diagnostics, see Coolant Over-Temperature (page 101) in the Engine Symptoms Diagnostics section in this manual.
DTC 6823 ECT2 Temp above Maximum DTC 6823 is set by the ECM when the engine coolant temperature is above 119C (246F), or above 135C (275F) for 10 seconds during engine retarder operation. For diagnostics, see Coolant Over-Temperature (page 101) in the Engine Symptoms Diagnostics section of this manual.
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FPCV (Fuel Pressure Control Valve) DTC 1616 1617 SPN 1442 1442 FMI 5 11 Condition Fuel Pressure Control Valve open circuit Fuel Pressure Control Valve short circuit
Figure 260
Functional diagram for FPCV
The functional diagram for the FPCV includes the following: Engine lamp (amber) Engine Control Module (ECM) FPCV Fuel Rail Pressure (FRP) sensor
Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) CMP, CKP and FPCV Breakout Harness (page 444) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) Terminal Test Adapter Kit (page 448) with
Function The FPCV is a variable position valve that regulates fuel pressure in the pressure pipe rail. The FPCV changes valve position through Pulse Width Modulated (PWM) signals from the ECM. It controls the ow of fuel to the suction side of the high pressure pump. Component Location The FPCV is mounted on the upper side of the high pressure pump on the left side of the engine. They are serviced as an assembly.
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FPCV Connector End Diagnostics DTC 1616 Condition Fuel Pressure Control Valve open circuit Fuel Pressure Control Valve short circuit Possible Causes FPCV circuit OPEN Failed FPCV FPCV circuits shorted Failed FPCV
1617
Figure 261
FPCV circuit diagram
1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session.
CAUTION: Do not try to start the engine with the FPCV disconnected. This may cause damage to the fuel pressure relief valve. NOTE: When the ignition is switched ON, the ECM commands the FPCV on at 50% duty cycle for 60 seconds.
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Connector Voltage Check Connect breakout harness to engine harness, leave FPCV disconnected. Turn ignition switch ON and wait 60 seconds before reading voltage. Use DMM to measure voltage. The batteries must be fully charged before performing this test. Test Point 2 to battery positive 1 to 2 Spec B+ 5 V to 11 V Comment If < B+, check for FPC GND circuit for OPEN. If < 5 V, check FPCV control circuit for OPEN or short to GND.
If measurements are within specications, do Operational Voltage Check (page 381). Operational Voltage Check Connect breakout harness between FPCV and engine harness. Turn the ignition switch ON. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pins 1 and GND Key ON within 60 seconds 4 V +/- 2 V If > 6 V, check FPCV GND circuit for OPEN, or failed open FPCV. If < 2 V, check FPCV control circuit for OPEN or short to GND. Key ON after 60 seconds DMM - Measure Duty Cycle across 1 and 2 < 0.2 V 40% - 60% If > 1 V, check for short to PWR. If not within specication, replace the ECM.
If measurements are within specications, do Actuator Resistance Check (page 381). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to FPCV and leave engine harness disconnected. Use DMM to measure resistance. Test Point 1 to 2 Spec 2 to 6 Comment If not within specication, replace the high pressure pump following the procedure in the International MaxxForce 11 and 13 Engine Service Manual.
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Harness Resistance Check Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness and leave FPCV and ECM disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to E1-8 2 to GND 2 to E1-10 Spec > 1 k <5 > 1 k <5 Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. If < 1 k, check for OPEN circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, the FPCV is working correctly. See High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual.
FPCV Operation The FPCV regulates fuel pressure to the fuel injectors. The ECM uses the FRP sensor to monitor system pressure and adjust the duty cycle of the valve to match engine requirements (starting, engine load, speed and temperature).
When the ignition switch is turned on, the ECM commands a 50% duty cycle to the FPCV for 60 seconds, then turns it off if the engine is not started. NOTE: The Actuator Test does not cycle this valve.
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FRP Sensor (Fuel Rail Pressure) DTC 1124 1125 6233 6234 SPN FMI 164 164 3511 3511 4 3 3 4 Condition FRP signal out-of-range LOW FRP signal out-of-range HIGH FRP VREF out-of-range HIGH FRP VREF out-of-range LOW
Figure 262
Functional diagram for the FRP sensor Sensor Location The FRP sensor is mounted in the front of the high pressure pipe rail on the left side of the engine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) FRP Breakout Harness (page 447) with
The functional diagram for the FRP sensor includes the following: Engine Control Module (ECM) Engine lamp (amber) Engine speed/load calibration FRP sensor High pressure pump Injectors
Function The FRP sensor is a variable capacitance sensor that monitors the fuel pressure in the pressure pipe rail. The ECM controls the Fuel Pressure Control Valve (FPCV) while monitoring the FRP sensor to provide the engine with the desired starting and operating pressures.
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FRP Sensor End Diagnostics DTC 1124 Condition FRP signal out-of-range LOW Possible Causes 1125 FRP signal out-of-range HIGH 6233 6234 FRP VREF out-of-range HIGH FRP VREF out-of-range LOW FRP signal circuit short to GND FRP VREF circuit short to GND or OPEN Failed sensor FRP signal circuit OPEN or short to PWR FRP GND circuit OPEN Failed sensor FRP VREF circuit short to PWR FRP VREF circuit short to GND
Figure 263
FRP sensor circuit diagram
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Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PID and DMM to measure voltage. Test Point EST Monitor FRPv DMM Measure volts 3 to GND DMM Measure voltage 1 to 3 EST Monitor FRPv Short across breakout harness pins 1 and 2 0V If > 0.25 V, check FRP signal for OPEN or short to PWR. Do Harness Resistance Check (page 386). 5.0 V +/- 0.5 V Spec 5V 5.0 V +/- 0.5 V Comment If < 4.5 V, check FRP signal circuit for to GND. Do Connector Resistance Check to GND (page 386). If > 5.5 V, check FRP VREF for short to PWR. If < 4.5 V, check FRP VREF for OPEN or short to GND. Do Harness Resistance Check (page 386). If < 4.5 V, check FRP GND for OPEN. Do Harness Resistance Check (page 386).
If checks are within specication, connect sensor and clear DTCs. If active code remains, replace FRP sensor.
FRP Sensor Pin-Point Diagnostics
Figure 264
FRP sensor circuit diagram
386
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 3 to GND Spec 5V Comment If > 5.5 V, check FRP VREF for short to PWR. If < 4.5 V, check FRP VREF for OPEN or short to GND. Do Harness Resistance Check (page 386). 1 to GND 2 to GND 0V 5V If > 0.25 V, check FRP GND circuit for short to PWR. If < 4.5 V, check FRP signal circuit for short to GND. Do Connector Resistance Check to GND (page 386).
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 3 to GND 1 to GND 2 to GND Spec > 1 k <5 > 1 k Comment If < 1 k, check for short to GND. If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 386). If < 1 k, check for short to GND.
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to E1-61 2 to E1-80 3 to E1-43 Spec <5 <5 <5 Comment If > 5 , check FRP GND circuit for OPEN. If > 5 , check FRP signal circuit for OPEN. If > 5 , check FRP VREF circuit for OPEN.
FRP Circuit Operation The FRP sensor is a variable capacitance sensor that is supplied with a 5 V reference voltage at Pin 3 from ECM Pin E1-43. The sensor is grounded at Pin 1 from
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FRP System (Fuel Rail Pressure) DTC 2235 2243 2244 2245 2246 2247 2248 3333 SPN 8354 8351 8351 8352 8352 8353 8354 164 FMI 1 7 0 1 0 7 0 0 Condition FRP unable to build during engine cranking FRP above pressure relieve valve limitation Fuel Rail Pressure Relief Valve opened (pressure was too high) Fuel Pressure Controller output high at low idle FRP above or below desired HP fuel pump erratic fuel quantity balancing Fuel Rail pressure above maximum Fuel Rail Pressure above maximum
388
Figure 265
1. 2. 3.
FRP system
4. 5. 6. Fuel lter housing assembly Fuel primer pump assembly Low pressure fuel pump 7. High pressure pump
Injector (6) Engine Control Module (ECM) Pressure pipe rail
Function The ECM controls the Fuel Pressure Control Valve (FPCV) while monitoring the FRP sensor to provide the engine with the desired starting and operating pressures. The FPCV changes valve position through Pulse Width Modulated (PWM) signals from the ECM. It controls the ow of fuel to the suction side of the high pressure pump. The injector injects fuel into the cylinders. The ECM controls the timing and the amount of fuel being
sprayed from each injector. The ECM also controls the Fuel Rail Pressure (FRP) system to regulate the amount of pressure of fuel being sprayed. System Component Location The FRP sensor is mounted in the front of the high pressure pipe rail on the left side of the engine. The FPCV is mounted on the upper side of the high pressure pump on the left side of the engine. The FPCV is not serviced separately but as an assembly with the high pressure pump. The injectors are installed in the cylinder head under the valve cover.
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Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) with
IC4 USB Interface Cable (page 447)
390
FRP System Diagnostics DTC 2235 Condition FRP unable to build during engine cranking Possible Causes 2243 FRP above pressure relieve valve limitation 2244 Fuel Rail Pressure Relief Valve opened (pressure was too high) 2245 Fuel Pressure Controller output high at low idle 2246 FRP above or below desired 2247 HP fuel pump erratic fuel quantity balancing 2248 Fuel Rail pressure above maximum 3333 Fuel Rail Pressure above maximum Failed FPCV Fuel system restriction Low fuel supply pressure Failed high pressure pump Pressure relief valve failed to open Biased FRP sensor or circuit Failed pressure relief valve FRP circuit OPEN or short to PWR FPCV circuit OPEN Fuel rail pressure too high High pressure fuel system leak Low fuel supply pressure Failed high pressure pump Biased FRP sensor or circuit Stuck or sticking FPCV or circuit fault High pressure fuel system leak Biased FRP sensor or circuit Stuck or sticking FPCV or circuit fault Fuel system leak Low fuel supply pressure Fuel supply restriction Fuel system aeration Biased FRP sensor or circuit Stuck or sticking FPCV or circuit fault FPCV circuit OPEN FPCV stuck closed Biased FRP sensor or circuit Biased FPCV or circuit FPCV circuit OPEN FPCV stuck closed Biased FRP sensor or circuit
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DTC 2235 - FRP unable to build during engine cranking DTC 2235 is set when the fuel rail pressure is below 10 MPa (1450 psi) during engine crank Pin-point FRP System Fault 1. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379) in this section. 2. Check for low fuel supply pressure, restriction, or aeration. See Low Pressure Fuel System (page 156) in the Performance Diagnostics section of this manual. 3. Check for a damaged high pressure pump. See High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual.
DTC 2243 - FRP above pressure relief valve limitation DTC 2243 is set when the fuel pressure is above maximum and the fuel rail pressure relief valve did not open. Pin-point FRP System Fault 1. Check for a damaged fuel rail pressure relief valve. See High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual. 2. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379) in this section.
DTC 2244 - Fuel Rail Pressure Relief Valve opened (pressure was too high) DTC 2244 is set when the ECM detects 5 Volts from the FRP sensor, or if the FPCV circuit is open. Pin-point FRP System Fault 1. Check for active FRP sensor faults or DTCs. See FRP Sensor (Fuel Rail Pressure) (page 383) in this section of the manual. 2. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379) in this section of the manual.
DTC 2245 - Fuel Pressure Controller output high at low idle DTC 2245 is set when the engine is at low idle and the FPCV needs more than 10% duty cycle to meet fuel demand. Pin-point FRP System Fault 1. Check for low fuel supply level or problems with the low pressure fuel system. See Low Pressure Fuel System (page 137) in the Hard Start and No Start Diagnostics section of this manual. 2. Check for high pressure fuel system leaks. See High Pressure Fuel System (page 140) in the Hard Start and No Start Diagnostics section of this manual. 3. Run High Pressure Pump Run-Up Test (page 181) in the Performance Diagnostics section of this manual. 4. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379) in this section.
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DTC 2246 - FRP above or below desired DTC 2246 is set when the fuel pressure cannot meet (too high or too low) the desired fuel pressure set point for 5 seconds. Pin-point FRP System Fault 1. Test the low pressure fuel system. Check for low fuel pressure and aeration. See Fuel Pressure and Aeration (page 114) in the Engine Symptoms Diagnostics section of this manual. 2. Check for intermittent FRP sensor or FPCV circuit faults. Run Continuous Monitor session and wiggle harness connections.
DTC 2247 - HP fuel pump erratic fuel quantity balancing DTC 2247 is set when the control signal to the fuel pressure controller is monitored and saved. If, on the very next zero fueling condition, the same controller output results in a fuel pressure difference of more than 5 MPa (725 psi), this DTC sets. Pin-point FRP System Fault 1. Test the low pressure fuel system. Check for low fuel pressure and aeration. See Fuel Pressure and Aeration (page 114) in the Engine Symptoms Diagnostics section of this manual. 2. Check for intermittent FRP sensor or FPCV circuit faults. Run Continuous Monitor session and wiggle harness connections.
DTC 2248 - Fuel Rail pressure above maximum DTC 2248 is set when the fuel pressure rises higher than 195 MPa (28,282 psi) for 5 seconds. Pin-point FRP System Fault 1. Check for active FRP sensor faults or DTCs. See FRP Sensor (Fuel Rail Pressure) (page 383) in this section. 2. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379) in this section.
DTC 3333 - Fuel Rail Pressure above maximum DTC 3333 is set when the fuel rail pressure is too high. Pin-point FRP System Fault 1. Check for active FRP sensor faults or DTCs. See FRP Sensor (Fuel Rail Pressure) (page 383) in this section. 2. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379) in this section.
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FRP System Operation Electrical Operation The FRP system is a closed loop system. The ECM controls the FPCV duty cycle while monitoring the FRP sensor. This provides the engine with the desired starting and operating pressure. When demand for fuel pressure increases, the ECM increases duty cycle to the FPCV. When demand for fuel pressure decreases, the ECM decreases the duty cycle to the FPCV.
Fault Detection / Management The Diagnostic Trouble Codes (DTCs) associated with this system may indicate an electrical or mechanical problem with the FRP system. The ECM continuously monitors the FRP sensor to ensure the system constantly provides correct pressure. When feedback from the FRP sensor does not meet desired pressure, the ECM sets a DTC and illuminates the amber engine lamp.
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IAT Sensor (Intake Air Temperature) DTC 1154 1155 SPN FMI 171 171 4 3 Condition IAT signal out-of-range LOW IAT signal out-of-range HIGH
Figure 266
Functional diagram for the IAT sensor
The functional diagram for the IAT sensor includes the following: IAT sensor Engine Interface Module (EIM) Engine lamp (amber) Fuel Injector (INJ)
Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 96-Pin Breakout Box DLC II (page 440) Temperature Sensor Breakout Harness (page 448) Terminal Test Adapter Kit (page 448) with
Function The IAT sensor provides a feedback signal to the EIM indicating intake air temperature. The EIM monitors the IAT signal to control the timing and fuel rate for cold starting. The IAT sensor is monitored while the engine is running to limit smoke and reduce exhaust emissions. Sensor Location The IAT sensor is installed in the intake tube next to the air cleaner, on top of the engine.
395
IAT Sensor Connector End Diagnostics DTC 1154 Condition IAT signal out-of-range LOW Possible Causes 1155 IAT signal out-of-range HIGH IAT signal circuit short to GND Failed sensor IAT signal OPEN or short to PWR SIG GND circuit OPEN Failed sensor
Figure 267
IAT sensor circuit diagram
396
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PIDs and DMM to measure voltage. Test Point EST-Monitor IATv EST-Monitor IATv Short breakout harness across pin A and GND EST-Monitor IATv Short breakout harness across pins A and B EST-Monitor IATv Short 500 resistor across pins A and B If checks are within specication, connect sensor and clear DTCs. If active code remains, replace IAT sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check IAT signal circuit for short to GND. Do Connector Resistance Checks to GND (page 397). If > 0.25 V, check IAT signal circuit for OPEN. Do Harness Resistance Check (page 397).
If > 1.0 V, check IAT signal circuit for short to PWR.
IAT Sensor Pin-Point Diagnostics
Figure 268
IAT sensor circuit diagram
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point A to GND Spec 4.5 V to 5 V Comment If < 4.5 V, check for short to GND. Do Connector Resistance Checks to GND (page 397). If > 0.25 V, check for short to PWR.
B to GND
0V
397
Connector Resistance Checks to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point A to GND B to GND Spec > 1 k <5 Comment If < 1 k, check for short to GND. Do Harness Resistance Check (page 397). If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 397).
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave EIM and sensor disconnected. Use DMM to measure resistance. Test Point A to X1-7 B to X1-6 Spec <5 <5 Comment If > 5 , check IAT signal for OPEN. If > 5 , check SIG GND signal for OPEN.
IAT Sensor Circuit Operation The IAT sensor is a thermistor sensor that is supplied with a 5 V reference voltage at Pin A from EIM Pin X1-7. The sensor is grounded at Pin B from EIM Pin
X1-6. As the temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease.
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Injector (INJ) Circuits DTC 4421-4426 SPN 8001-8006 FMI 5 Condition (Cyl no.) open coil, open circuit
Figure 269
Functional diagram for the INJ circuit
The functional diagram for INJ circuit includes the following: Fuel Injectors (INJ) Engine Control Module (ECM) Engine lamp (amber)
Component Location The injectors are installed in the cylinder head under the valve cover. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Terminal Test Adapter Kit (page 448) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) with
Function The injector injects fuel into the cylinders. The ECM controls the timing and the amount of fuel being sprayed from each injector. The ECM also controls the Fuel Rail Pressure (FRP) system to regulate the amount of pressure of fuel being sprayed. The injectors operate with pre-injection and main injection. Pre-injection reduces combustion noise, mechanical load and exhaust emissions.
399
Injector 1 Checks
Figure 270
Injector 1 circuit diagram
Injector 1 Resistance Checks Through Harness and Injector WARNING: To prevent personal injury or death, shut engine down before doing voltage checks for injector solenoids. When the engine is running, injector circuits have high voltage and amperage. CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components. Turn ignition switch OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM disconnected. Use DMM to measure resistance. Test Point D-4 to GND D-13 to GND D-4 to D-13 Spec > 1 k > 1 k 0.4 to 0.6 Comment If < 1 k, check circuit for short to GND or injector coil for internal short. If > 0.6 , check for OPEN circuit or OPEN injector coil. If < 0.4 , check for cross-shorted circuits or injector coil for internal short.
400
Injector 2 Checks
Figure 271
401
Injector 3 Checks
Figure 272
402
Injector 4 Checks
Figure 273
403
Injector 5 Checks
Figure 274
404
Injector 6 Checks
Figure 275
405
Injector Circuit Operation Each injector has an actuator that indirectly opens or closes the injector nozzle. Charging the actuator opens the nozzle, and discharging it closes the nozzle. The ECM charges and discharges the actuators by switching on the appropriate high side and low side output. The high side output supplies the actuator with voltage. The low side output supplies a return circuit for each injector actuator. High Side Drive Output There is one high side switch circuit that is common to all injector circuits. DC voltage is present on these circuits.
Low Side Drive Return The injector actuators are grounded through the low side return switches; one for each injector. Fault Detection/Management The ECM can detect if the output is shorted to ground/battery, output is open load or short of injector.
406
IST (Idle Shutdown Timer) System (California Standard) DTC 2324 SPN FMI 593 14 Condition Engine stopped by IST
Figure 276
Functional diagram for the IST system
The functional diagram for the IST system includes the following: Brake ON/OFF (BOO) input Brake Pressure Switch (BPS) input Driveline Disengagement Switch (DDS) Engine Control Module (ECM) Engine lamp (red) Intake Air Temperature (IAT) sensor Power Takeoff (PTO) Vehicle Speed Sensor (VSS) Engine low idle time/Calibration Engine shutdown/Calibration
brake is set, the idle time can be programmed up to 5 minutes. When parking brake is released, the idle time can be programmed up to 15 minutes. No parking brake, the idle time can be programmed up to 15 minutes. During service, the idle time can be programmed up to 60 minutes. The ECM deactivates the IST when the PTO is active. Thirty seconds before engine shutdown, the red engine lamp illuminates. This continues until the engine shuts down or the low idle shutdown timer is reset. Idle time is measured from the last clutch or brake pedal transition. The engine must be out of gear for the IST to work. Engine shutdown time deactivates for one or more of the following conditions: Engine speed is not at idle speed (600 rpm). Vehicle movement or a Vehicle Speed Sensor (VSS) fault is detected. Manual DPF Regeneration is enabled. Accelerator pedal movement or an Accelerator Pedal Sensor (APS) fault is detected.
IST Operation The California Air Resources Board (CARB) Idle Shutdown Timer (IST) allows the ECM to shut down the engine during extended idle. When parking
407
Engine coolant operating temperature is below 16C (60F). Brake pedal movement or a brake switch fault is detected. Parking brake transition is detected. Clutch pedal is pressed or clutch pedal switch fault is detected (manual transmissions, if equipped with a clutch switch). Shift selector is moved from neutral (automatic transmissions).
If the IST is enabled, the CAP will not function.
Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) with
Fault Detection / Management The IST DTC does not indicate a system fault. DTC 2324 is set by the ECM when the engine has been shut down due to exceeding the programmed idle time criteria. The IST feature must be enabled for DTC 2324 to be displayed.
408
IST (Idle Shutdown Timer) System (Federal Optional) DTC 2324 SPN FMI 593 14 Condition Engine stopped by IST
Figure 277
Functional diagram for the IST system
The functional diagram for the IST system includes the following: Brake ON/OFF (BOO) input Brake Pressure Switch (BPS) input Driveline Disengagement Switch (DDS) Engine Control Module (ECM) Engine lamp (red) Intake Air Temperature (IAT) sensor Power Takeoff (PTO) Vehicle Speed Sensor (VSS) Engine low idle time/Calibration Engine shutdown/Calibration
The ECM can be programmed to deactivate the IST when the Power Takeoff (PTO) is active. Thirty seconds before engine shutdown, the red engine lamp illuminates. This continues until the engine shuts down or the low idle shutdown timer is reset. Idle time is measured from the last clutch or brake pedal transition. The engine must be out of gear for the IST to work. Engine shutdown time deactivates for one or more of the following conditions: Engine speed is not at idle speed (600 rpm). Vehicle movement or a Vehicle Speed Sensor (VSS) fault is detected. Manual DPF Regeneration is enabled. Accelerator pedal movement or an Accelerator Pedal Sensor (APS) fault is detected. Engine coolant operating temperature is below 60C (140F). Ambient temperature below 16C (60F) or above 44C (110F).
IST Operation The optional Idle Shutdown Timer (IST) allows the ECM to shut down the engine during extended idle. Idle time can be programmed from 5 to 120 minutes.
409
Brake pedal movement or a brake switch fault is detected. Parking brake transition is detected. Clutch pedal is pressed or clutch pedal switch fault is detected (manual transmissions, if equipped with a clutch switch). Shift selector is moved from neutral (automatic transmissions). If the IST is enabled, the CAP will not function.
Fault Detection / Management The IST DTC does not indicate a system fault. DTC 2324 is set by the ECM when the engine has been shut down due to exceeding the programmed idle time criteria. The IST feature must be enabled for DTC 2324 to be displayed.
Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) with
410
ITV (Intake Throttle Valve) DTC 1286 1289 1295 1296 1297 1298 6840 6841 6842 SPN FMI 51 51 3464 7 0 5 Condition ITV unable to achieve commanded position ITV overtemperature Intake Throttle Valve open circuit Intake Throttle Valve short circuit ITV no input signal ITV operation fault - under V, over amp, over temp ITV broken spring or linkage ITV feedback outside duty cycle range ITV feedback signal not plausible
3464 11 51 51 51 51 51 5 2 12 8 19
Figure 278
Functional diagram for the ITV
The functional diagram for the ITV includes the following: Exhaust Gas Recirculation Position (EGRP) sensor ITV Manifold Absolute Pressure/Intake Temperature 2 (MAP/IAT 2) sensor Air
Exhaust Lambda Sensor (ELS)
Function The ITV controls air/fuel mixture during a regeneration process of the aftertreatment system and helps reduce emissions during normal operation.
411
Component Location The ITV is installed on the air intake between the High Pressure Charge Air Cooler (HPCAC) and the intake manifold. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) with
500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) EGR Position and ITV Breakout Harness (page 445) Terminal Test Adapter Kit (page 448)
412
ITV End Diagnostics DTC 1286 Condition ITV unable to achieve commanded position Possible Causes 1289 1295 ITV overtemperature Intake Throttle Valve open circuit 1296 Intake Throttle Valve short circuit 1297 ITV no input signal 1298 ITV operation fault - under V, over amp, over temp 6840 6841 ITV broken spring or linkage ITV feedback outside duty cycle range 6842 ITV feedback signal not plausible Failed VIGN or GND circuits Failed ITVC, ITVC GND or ITVD circuits Failed ITV Failed ITV ITVC circuit OPEN Failed ITV ITVC circuit shorted Failed ITV Failed VIGN or GND circuits Failed ITVC, ITVC GND or ITVD circuits Failed ITV Failed VIGN or GND circuits Failed ITVC, ITVC GND or ITVD circuits Failed ITV Failed ITV Failed VIGN or GND circuits Failed ITVC, ITVC GND or ITVD circuits Failed ITV Failed VIGN or GND circuits Failed ITVC, ITVC GND or ITVD circuits Failed ITV
Figure 279
ITV valve circuit diagram
413
1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected and launch EST. 4. Open D_Actuator.ssn session. Connector Voltage Check ITV Disconnected Connect breakout harness to engine harness, leave ITV disconnected. Turn ignition switch ON and record voltage within 60 seconds of the key ON. Use DMM to measure voltage. Test Point 4 to battery positive 3 to GND 2 to GND 1 to GND Spec B+ B+ 5V 1V Comment If < B+, check for OPEN in GND circuit. If < B+, check for OPEN in VIGN circuit or blown fuse. If < 4 V, check for OPEN or short to GND in ITVD circuit. Do Harness Resistance Check (page 414). If < 0.5 V, check for OPEN or short to GND in E1-18 circuit. Do Harness Resistance Check (page 414) If > 1.5 V, check for OPEN or short to PWR in E1-36 circuit. If measurements are within specications, do Connector Voltage Check (page 413). Connector Voltage Check Connect breakout harness between engine harness and ITV. Turn ignition switch ON and record voltage within 60 seconds of the key ON. Use DMM to measure voltage. Test Point 4 to battery positive 3 to GND 2 to GND Spec B+ B+ 2.5 V Comment If < B+, check for OPEN in GND circuit. If < B+, check for OPEN in VIGN circuit or blown fuse. If < 2 V, check for short to GND in ITVD circuit. Do Harness Resistance Check (page 414). If > 3 V, check for OPEN in E1-18, or E1-36, or E2-17, or E2-17 short to PWR, or failed ITV. Do Harness Resistance Check (page 414). 1 to GND 1V If < 0.5 V, check for OPEN or short to GND in E1-18 circuit. Do Harness Resistance Check (page 414). If > 1.5 V, check for OPEN or short to PWR in E1-36 circuit. If measurements are within specications, do Operational Voltage Check - Actuator Test (page 414).
414
Operational Voltage Check - Actuator Test Connect breakout harness between ITV and engine harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pins 1 and GND Actuator state LOW 2 V +/- 1 V If < 1 V, check E1-18 circuit for OPEN, or check E1- 18 or E1-36 for short to GND. Do Harness Resistance Check (page 414). If > 3 V, check E1-36 circuit for OPEN, or check E1-18 or E1-36 for short to PWR. Actuator state HIGH 10 V +/- 1 V If < 9 V, check E1-18 circuit for OPEN, or check E1-18 or E1-36 for short to GND. Do Harness Resistance Check (page 414). If > 11 V, check E1-36 circuit for OPEN, or check E1-18 or E1-36 for short to PWR. If measurements are within specications, do Harness Resistance Check (page 414). Harness Resistance Check Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness and leave ITV and Engine Control Module (ECM) disconnected. Use DMM to measure resistance. Test Point 1 to GND 1 to E1-18 1 to E1-36 2 to GND 2 to E2-17 Spec > 1 k <5 220 <5 <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If not within the specication check for OPEN circuit. If > 5 , check for OPEN circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, check for DTCs. If the DTC returns, replace the ITV.
415
ITV Circuit Operation The ITV is controlled by the ECM. The desired position request is sent from ECM Pins E118 and E136 to the ITV Pin 1. The request may vary between 0% and 100%. After the ITV receives the request from the ECM, the ITV motor controls the throttle plate to the desired position. Fault Detection / Management The ITV performs internal diagnostics and sends the fault status from Pin 2 back to the ECM Pin E217. Under normal conditions the feedback signal may be between 50% and 100%, indicating an actual position of the throttle plate which can be positioned between 0% and 100%. When the fault is present, the fault status changes to one of four signals; 10%, 20%, 30% or 40%. Each signal corresponds to a different failure mode.
each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off. This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. This test rst runs through the Engine Control Module (ECM) actuators, then the Aftertreatment Control Module (ACM) actuators, and nishes with the Engine Interface Module (EIM) actuators. ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one,
416
MAP/IAT2 Sensor (Manifold Absolute Pressure/Intake Air Temperature 2) DTC 1121 1122 1158 1159 1160 SPN FMI 102 102 1131 1131 1131 3 4 0 3 4 Condition MAP signal out-of-range HIGH MAP signal out-of-range LOW IAT2 Temp above maximum IAT2 signal out-of-range HIGH IAT2 signal out-of-range LOW
Figure 280
Functional diagram for the MAP/IAT2 sensor
The functional diagram for the MAP/IAT2 sensor includes the following: Boost Control Solenoid (BCS) valve Engine Control Module (ECM) Engine lamp (amber) Exhaust Gas Recirculation (EGR) control valve Fuel injectors MAP/IAT2 sensor
timing for all engine operating conditions. The ECM also uses the MAP and IAT2 signals to assist in the calculation of the EGR and BCS duty percentage. Sensor Location The MAP/IAT2 sensor is installed in the ITV on top of the engine. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) with
Function The ECM monitors the MAP and IAT2 signals to determine intake manifold (boost) pressure and intake air temperature. From this information the ECM can optimize control of fuel rate and injection
417
180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) MAP/IAT2 Breakout Harness (page 448) Terminal Test Adapter Kit (page 448)
MAP/IAT2 Sensor End Diagnostics DTC 1121 Condition MAP signal out-of-range HIGH Possible Causes 1122 MAP signal out-of-range LOW 1158 IAT2 Temp above maximum 1159 IAT2 signal out-of-range HIGH 1160 IAT2 signal out-of-range LOW MAP signal circuit OPEN or short to PWR MAP GND circuit OPEN Failed sensor MAP signal circuit short to GND MAP VREF circuit OPEN or short to GND Failed sensor Failed Charge Air Cooler (CAC) IAT2 circuit fault Failed sensor IAT2 signal circuit OPEN or short to PWR Failed sensor IAT2 signal circuit short to GND Failed sensor
Figure 281
MAP/IAT2 sensor circuit diagram
1. Using EST, open the D_ContinuousMonitor.ssn.

418
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PIDs and DMM to measure voltage. Test Point EST Monitor MAPv DMM Measure volts 3 to GND DMM Measure voltage 1 to 3 EST Monitor MAPv Short across breakout harness pins 1 and 4 EST-Monitor IAT2v EST-Monitor IAT2v Short breakout harness across pins 1 and 2 EST-Monitor ECTv Short 500 resistor across pins 1 and 2 < 1.0 V 5V 0V 0V If > 0.25 V, check MAP signal for OPEN or short to GND. Do Harness Resistance Check (page 420). 5.0 V +/- 0.5 V Spec 5V 5.0 V +/- 0.5 V Comment If < 4.5 V, check MAP signal circuit for short to GND. Do Connector Resistance Check to GND (page 419). If > 5.5 V, check MAP VREF for short to PWR. If < 4.5 V, check MAP VREF for OPEN or short to GND. Do Harness Resistance Check (page 420). If < 4.5 V, check MAP GND for OPEN. Do Harness Resistance Check (page 420).
If < 4.5 V, check IAT2 signal circuit for short to GND. Do Harness Resistance Check (page 420). If > 0.25 V, check IAT2 signal circuit for OPEN. Do Harness Resistance Check (page 420).
If > 1.0 V, check IAT2 signal circuit for short to PWR. Do Harness Resistance Check (page 420).
If checks are within specication, connect sensor and clear DTCs. If active code remains, replace MAP/IAT2 sensor.
419
MAP/IAT2 Sensor Pin-Point Diagnostics
Figure 282
MAP/IAT2 sensor circuit diagram
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 2 to GND 3 to GND Spec 0V 5V 5V Comment If > 0.25 V, check MAP GND circuit for short to PWR. If < 4.5 V, check IAT2 signal circuit for short to GND. Do Connector Resistance Check to GND (page 419). If > 5.5 V, check MAP VREF for short to PWR. If < 4.5 V, check MAP VREF for OPEN or short to GND. Do Harness Resistance Check (page 420). 4 to GND 5V If < 4.5 V, check MAP signal circuit for short to GND. Do Connector Resistance Check to GND (page 419).
Connector Resistance Check to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 2 to GND 3 to GND 4 to GND Spec <5 > 1 k > 1 k > 1 k Comment If > 5 , check for OPEN circuit. Do Harness Resistance Checks (page 420). If < 1 k, check for short to GND. If < 1 k, check for short to GND. If < 1 k, check for short to GND.
420
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to E1-62 2 to E1-70 3 to E1-25 4 to E1-81 Spec <5 <5 <5 <5 Comment If > 5 , check MAP GND circuit for OPEN. If > 5 , check IAT2 signal circuit for OPEN. If > 5 , check MAP VREF circuit for OPEN. If > 5 , check MAP signal circuit for OPEN.
MAP/IAT2 Sensor Circuit Operation The MAP/IAT2 sensor is a variable capacitance sensor that is supplied with a 5 V reference voltage at Pin 3 from ECM Pin E1-25. The sensor is grounded at Pin 1 from ECM Pin E1-62 and returns a variable voltage signal from Pin 4 to ECM Pin E1-81. The temperature signal returns to the ECM Pin E1-70 from the sensor Pin 2.
Fault Detection / Management The ECM continuously monitors the control system. If sensor signal is higher or lower than expected, the ECM disregards the sensor signal and uses a calibrated default value. The ECM sets a DTC, illuminates the amber engine lamp, and runs the engine in a default range.
421
MAT Sensor (Manifold Air Temperature) DTC 1161 1162 SPN FMI 105 105 4 3 Condition MAT signal out-of-range LOW MAT signal out-of-range HIGH
Figure 283
Functional diagram for the MAT sensor
The functional diagram for the MAT sensor includes the following: Cold start assist system Engine Control Module (ECM) Engine lamp (amber) Exhaust Gas Recirculation (EGR) control valve MAT sensor
Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) 3-Banana Plug Harness (page 439) 500 Ohm Resistor Harness (page 441) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) 4-Pin Round Blue Breakout Harness (page 439) Terminal Test Adapter Kit (page 448) with
Function The MAT sensor provides a feedback signal to the ECM indicating manifold air temperature. The ECM controls the EGR and cold start assist systems based on the air temperature in the intake manifold. This aids in cold engine starting and warm-ups, and also reduces exhaust emissions. Sensor Location The MAT sensor is located on the left side of the engine in the intake manifold.
422
MAT Sensor Connector End Diagnostics DTC 1161 Condition MAT signal out-of-range LOW Possible Causes 1162 MAT signal out-of-range HIGH MAT signal circuit short to GND Failed sensor MAT signal OPEN or short to PWR SIG GND circuit OPEN Failed sensor
Figure 284
MAT sensor circuit diagram
423
Sensor Circuit Check Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor PIDs and DMM to measure voltage. Test Point EST-Monitor MATv EST-Monitor MATv Short breakout harness across pin 1 and GND EST-Monitor MATv Short breakout harness across pins 1 and 3 EST-Monitor MATv Short 500 resistor across pins 1 and 3 If checks are within specication, connect sensor and clear DTCs. If active code remains, replace MAT sensor. < 1.0 V 0V Spec 5V 0V Comment If < 4.5 V, check MAT signal circuit for short to GND. Do Connector Resistance Checks to GND (page 424). If > 0.25 V, check MAT signal circuit for OPEN. Do Harness Resistance Check (page 424).
If > 0.25 V, check MAT GND circuit for OPEN. Do Harness Resistance Check (page 424).
If > 1.0 V, check MAT signal circuit for short to PWR.
MAT Sensor Pin-Point Diagnostics
Figure 285
MAT sensor circuit diagram
Connector Voltage Check Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure voltage. Test Point 1 to GND 3 to GND Spec 4.5 V to 5 V 0V Comment If < 4.5 V, check for short to GND. Do Connector Resistance Checks to GND (page 424). If > 0.25 V, check for short to PWR.
424
Connector Resistance Checks to GND Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure resistance. Test Point 1 to GND 3 to GND Spec > 1 k <5 Comment If < 1 k, check for short to GND. Do Harness Resistance Check (page 424). If > 5 , check for OPEN circuit. Do Harness Resistance Check (page 424).
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor disconnected. Use DMM to measure resistance. Test Point 1 to E1-76 3 to E1-57 Spec <5 <5 Comment If > 5 , check MAT signal for OPEN. If > 5 , check MAT GND signal for OPEN.
MAT Sensor Circuit Operation The MAT sensor is a thermistor sensor that is supplied with a 5 V reference voltage at Pin 1 from ECM Pin E176. The sensor is grounded at Pin 3 from ECM Pin E157. As temperature increases, the resistance of the thermistor decreases, causing the signal voltage to decrease.
Fault Detection / Management The ECM continuously monitors the control system. If the sensor signal is higher or lower than expected, the ECM disregards the sensor signal and uses a calibrated default value. The ECM sets a DTC, illuminates the amber engine lamp, and runs the engine in a default range.
425
Retarder Control DTC 5565 5566 SPN FMI 7313 5 Condition Retarder control valve open circuit Retarder control valve short circuit
7313 11
Figure 286
Functional diagram for the retarder control
The functional diagram for the retarder control includes the following: Engine Control Module (ECM) Retarder control Engine Speed/Load Calibration Exhaust Back Pressure (EBP) sensor input
Component Location The retarder control is installed on the lower right side of the engine Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) IC4 USB Interface Cable (page 447) Digital Multimeter (DMM) (Fluke 88V) (page 444) Retarder Control breakout harness (page 448) 180-Pin Breakout Box (page 440) E1-Engine Harness (page 445) E2-Engine, D-Injector, C-Chassis Harness (page 445) with
Function The retarder control controls the compressed air supply to the actuator located in the exhaust manifold with buttery. The actuator moves the buttery valve to increase exhaust back pressure in the cylinder head exhaust ports to activate the engine retarder system. Compressed air is supplied to the retarder control from the truck air system. The retarder control monitors the exhaust back pressure through a pressure line connected to the retarder exhaust manifold with buttery.
426
Retarder Control Connector End Diagnostics DTC 5565 Condition Retarder control valve open circuit Possible Causes 5566 Retarder control valve short circuit Retarder control circuits OPEN Failed retarder control Retarder control circuits shorted Failed retarder control
Figure 287
Retarder control circuit diagram
5. Run Actuator Test. WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot engine surfaces. NOTE: Air tanks must be above 620 kPa (90 psi) before running this test. 1. Key ON, engine OFF. 2. Connect the EST with MasterDiagnostics software. 3. Verify correct engine is selected, then Launch EST 4. Open D_Actuator.ssn session. 6. Visually monitor actuator linkage movement. If linkage moves through its full travel, the system is working correctly. If linkage does not move through full travel, check for mechanical problem such as sticking linkage, low actuator supply pressure, plugged or open air supply hose. If the linkage does not move at all, do Connector Voltage Checks (page 427).
427
Connector Voltage Check Connect breakout harness to engine harness, leave retarder control disconnected. Turn ignition switch ON. Use DMM to measure voltage. Test Point 4 to battery positive 4 to 6 Spec B+ 5 V to 9 V Comment If < B+, check for OPEN RC GND circuit. If 0 V, check for OPEN or short to GND. If < 5 V, check for poor connection, corroded circuits. If > 9 V, check for short to PWR If measurements are within specications, do Operational Voltage Check - Actuator Test (page 427). Operational Voltage Check - Actuator Test Connect breakout harness between retarder control and harness. Run Actuator Test. Use DMM to measure voltage. Batteries must be fully charged before performing this test. Test Point Spec Comment
DMM - Measure Volts across pin 6 and GND Normal state Actuator state LOW Actuator state HIGH <1V 1 V +/- 0.5 V >9V If > 1 V, check for short to PWR. If > 1.5 V, check for OPEN circuit or OPEN retarder control. If < 9 V, check for OPEN circuit or short to GND
If measurements are within specications, do Actuator Resistance Check (page 427). Actuator Resistance Check Turn ignition switch OFF. Connect breakout harness to retarder control and leave engine harness disconnected. Use DMM to measure resistance. Test Point 4 to 6 Spec 4 to 8 Comment If not within specication, replace the retarder control.
428
Harness Resistance Check Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness and leave retarder control and ECM disconnected. Use DMM to measure resistance. Test Point 6 to GND 6 to E2-12 4 to GND 4 to E2-19 Spec > 1 k <5 > 1 k <5 Comment If < 1k , check for short circuit. If > 5 , check for OPEN circuit. If < 1k , check for OPEN circuit. If > 5 , check for OPEN circuit.
If voltage and resistance checks are within specications, and there are no mechanical faults such as low actuator supply psi, damaged air supply hoses, failed exhaust manifold with buttery or sticky linkage, and the actuator does not actuate, replace exhaust manifold with buttery.
429
Service Interval Messages DTC 2369 2370 SPN FMI 1378 94 2 17 Condition Engine oil service required Fuel lter change reminder
Service Interval Messages Operation The service interval messages are displayed on the instrument cluster message center and include engine oil and fuel lter change reminders. The change oil reminder can be programmed for kilometers, miles, hours or calculated fuel consumption. These service interval limits may be adjusted at the owners discretion. The change engine oil message below the odometer illuminates after a preselected parameter is reached. There fuel lter change message displays when the fuel lter needs replacement due to high lter restriction. Tools Electronic Service Tool (EST) MasterDiagnostics Software (page 447) with
Fault Detection / Management The service interval DTCs do not indicate a system fault. To deactivate DTCs 2369 and 2370, reset service intervals. See Service Interval Messages Reset (page 87) in the Diagnostic Software Operation section of this manual.
430
Single and Two-Speed EFAN Control (Electronic Engine Fan Control) DTC 1246 SPN FMI 7272 11 Condition EFAN control circuit fault
Figure 288
Function diagram for EFAN
The function diagram for EFAN includes the following: EFAN Engine Control Module (ECM) Engine Coolant Temperature (ECT) sensor Engine Interface Module (EIM) Intake Air Temperature (IAT) sensor
sheave speed, and when the air clutch releases, the fan runs at a nominal speed driven by a magnetic eddy current system that produces 300-400 rpm at idle and 700-900 rpm at when the engine rpm is 1900. This provides improved cooling and delays the fan coming on in high ambient temperatures or at high loads. The difference between the single speed and two-speed EFANs is internal to the fan hub; both fans have identical external circuitry. Location The EFAN is mounted to the front of the engine. Tools Digital Multimeter (DMM) (Fluke 88V) (page 444) 96-Pin Breakout Box DLC II (page 440) Terminal Test Adapter Kit (page 448)
Function The purpose of the engine fan is to force a higher airow through the radiator when the A/C is on or the ECT or IAT goes above a set temperature. The single-speed EFAN is an air-actuated belt-driven on-off design. When engaged the fan runs at input sheave speed, and when disengaged the fan speed is close to zero. The two-speed EFAN is an air actuated belt-driven two-speed drive. When engaged the fan runs at input
431
Single and Two-Speed EFAN Circuit Diagnostics DTC 1246 Condition EFAN control circuit fault Possible Causes EFAN circuit fault Failed EFAN
Figure 289
Single or Two-Speed EFAN circuit diagram
Voltage Check at Single or Two-Speed EFAN Connector - Actuator Test Disconnect single or two-speed EFAN 2-pin connector. Turn the ignition switch to ON. Run Actuator Test. Use DMM to measure voltage. Test Point A to GND B to GND Spec 0 V to 0.25 V 0 V to 0.25 V Comment If > 0.25 V, check for short to PWR. If > 0.25 V, check for short to PWR.
Actuator Test - at HIGH state A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR.
Actuator Test - at LOW state A to GND B+ If < B+, check EFAN circuit for OPEN or short to GND. Do Harness Resistance Check (page 431).
Harness Resistance Check Turn ignition switch to OFF. Connect breakout box. Leave EIM disconnected. Test Point X1-18 to A B to GND Spec <5 <5 Comment If > 5 , check for OPEN circuit between EIM and EFAN. If > 5 , check for OPEN circuit between EFAN and GND.
If voltage and resistance measurements are within specication but DTC is still active, or EFAN does not work, replace the EFAN.
432
Single or Two-Speed EFAN Circuit Operation The default state of the EFAN is ON. B+ is needed to turn the fan OFF. EIM Pin X2-2 controls the EFAN to shut off by supplying PWR to the EFAN deactivating it. Single or Two-Speed EFAN Programmable Parameters By using an Electronic Service Tool (EST), an authorized service technician can program the EIM to turn the EFAN on for any desired temperature. Engine fan control - indicates to the on-board electronics whether or not the truck has the electronic engine fan control feature. Disable - enables or disables the EFAN feature. Fan on temperature - indicates at what coolant temperature that the fan will be electronically activated. Fan off temperature - indicates at what coolant temperature that the fan will be electronically deactivated.
commanded to HIGH state, 80% to 100% duty cycle. This test will not cycle the Fuel Pressure Control Valve (FPCV) or the Exhaust Lambda Sensor (ELS) heater. ACM Actuators During the ACM portion of the actuator test, all ACM actuators remain at 0% duty cycle. Then one by one, each actuator is cycled on. The Aftertreatment Fuel Supply (AFS) valve and Aftertreatment Fuel Drain (AFD) valve are commanded to 100%, then drop to 66%. The Aftertreatment Fuel Injector (AFI) is commanded to a low duty cycle measured in seconds from 0 (off) to 0.1 (on). EIM Actuators During the EIM portion of the actuator test, the actuators cycle simultaneously. Fan Control Status is 1 (on), then cycles to 0 (off). The Cold Start Relay (CSR) and Cold Start Solenoid (CSS) is 0 (off), then cycles to 1 (on). NOTE: When the Actuator Test is running, the sensor monitoring Parameter Identiers (PIDs) are turned off. This test cycles the following actuators: ECM actuators: Intake Throttle Valve (ITV) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV)
Fault Detection / Management An open or short to ground in the EFAN can be detected by the EIM during an on-demand engine standard test. The IAT and ECT are continuously monitored. If a DTC is detected in the IAT or ECT circuit, the EFAN control is disabled and the engine fan remains on.
Actuator Test The actuator test allows a technician to test the actuators by measuring voltage changes and visually monitoring actuator movement. This test rst runs through the Engine Control Module (ECM) actuators, then the Aftertreatment Control Module (ACM) actuators, and nishes with the Engine Interface Module (EIM) actuators. ECM Actuators During the ECM portion of the actuator test, all ECM actuators are commanded to LOW state, 8% to 15% duty cycle. Then one by one, each actuator is
433
Variable EFAN Control (Electronic Engine Fan Control) DTC 1245 1246 SPN FMI 7272 0 Condition Fan speed above desired EFAN control circuit fault
7272 11
Figure 290
Function diagram for EFAN
The function diagram for EFAN includes the following: EFAN control Engine Control Module (ECM) Engine Coolant Temperature (ECT) sensor Engine Interface Module (EIM) Intake Air Temperature (IAT) sensor
From 1100 to 1750 engine rpm it is a variable speed drive with an effective range of 800 rpm to 99% of input speed. From 1750 to 2150 engine rpm it is on-off again. From 2150 to 2450 engine rpm it is either off or 2625 rpm. Above 2450 engine rpm it is off.
Function The purpose of the variable electronic engine fan is to force a higher airow through the radiator when the A/C is on or when the ECT or IAT goes above a set temperature. The variable EFAN is a direct-driven electronically controlled viscous fan drive. The fan has a number of operating regions. From 300 to 1100 engine rpm it is an on-off drive. Off is under 300 rpm, on is 99% of input speed.
Location The variable EFAN is mounted on the front of the engine. Tools Digital Multimeter (DMM) (Fluke 88V) (page 444) 96-Pin Breakout Box DLC II (page 440) Engine Fan Control Breakout Harness (page 446) Terminal Test Adapter Kit (page 448)
434
EFAN Circuit Diagnostics DTC 1245 Condition Fan speed above desired Possible Causes 1246 EFAN control circuit fault EFAN speed over 500 rpm for 45 seconds EFAN circuits fault Failed EFAN EFAN circuit fault Failed EFAN
Figure 291
Variable EFAN circuit diagram
Voltage Check at Variable EFAN Connector - Actuator Test Connect breakout harness to engine harness and leave Variable EFAN connector disconnected. Turn the ignition switch to ON. Run Actuator Test. Use DMM to measure voltage. Test Point 1 to GND 2 to GND Spec 0V 5V Comment If > 0.25 V, check GND for OPEN or short to PWR. If > 5.5 V, check VREF for short to PWR. If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance Check (page 435). 3 to GND 4 to GND 5 to GND B+ 0V 5V If < B+, check EFAN for OPEN or short to GND. If > 0.25 V, check SIG GND for OPEN or short to PWR. If > 5.5 V, check EFANS for short to PWR. If < 4.5 V, check EFANS for OPEN or short to GND. Do Harness Resistance Check (page 435).
435
Voltage Check at Variable EFAN Connector - Actuator Test (cont.) Actuator Test - at LOW state (normal state) 3 to GND B+ If < B+, check EFAN for OPEN or short to GND.
Actuator Test - at HIGH state 3 to GND 0V If < 0 V, check EFAN for short to PWR.
If measurements are within specication, do Harness Resistance Check (page 435). Harness Resistance Check Turn ignition switch to OFF. Connect the EIM breakout box. Leave EIM and EFAN disconnected. Test Point Spec Comment
1 to GND 2 to X1-14 2 to GND 3 to X1-18 3 to GND 4 to X1-6 4 to GND 5 to X2-2 5 to GND
<5 <5 > 1 k <5 > 1 k <5 > 1 k <5 > 1 k
If > 5 , check for OPEN in circuit. If > 5 , check VREF for OPEN in circuit. If < 1 k, check VREF for short to GND. If > 5 , check EFAN for OPEN in circuit. If < 1 k, check EFAN for short to GND. If > 5 , check SIG GND for OPEN in circuit. If < 1 k, check SIG GND for short to GND. If > 5 , check EFANS for OPEN in circuit. If < 1 k, check EFANS for short to GND.
If voltage and resistance measurements are within specication but DTC is still active, or EFAN does not work, replace the EFAN mounted on engine.
Variable EFAN Circuit Operation The default state of the variable EFAN is ON. B+ is needed to turn the fan OFF. EIM Pin X1-18 controls the EFAN to shut off by supplying B+ to the EFAN, deactivating it.
EIM Pin X2-2 controls EFAN speed by supplying a Pulse Width Modulated (PWM) signal to the EFAN.
436
8 DIAGNOSTIC TOOLS AND ACCESSORIES
437
Table of Contents
Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 4-Pin Round Black Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 4-Pin Round Blue Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 4-Pin Round Gray Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 4-Pin Round Green Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440 96-Pin Breakout Box DLC II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440 180-Pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440 500 Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441 Aftertreatment Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441 Aftertreatment 2-Pin Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441 Aftertreatment Fuel Pressure Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 APS/IVS Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 Boost Control Solenoid Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 Breakout Harnesses Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443 Cold Start Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443 Coolant Flow Valve Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443 Coolant Mixer Valve Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444 CMP, CKP and FPCV Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444 Digital Multimeter (DMM) (Fluke 88V). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444 E1-Engine Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445 E2-Engine, D-Injector, C-Chassis Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445 EGDP Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445 EGR Position and ITV Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445 EIM Power Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446 ELS and V8 EGR Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446 Engine Fan Control Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446 EZ-Tech Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447 MasterDiagnostics Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447 FRP Breakout Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447 IC4 USB Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447 MAP/IAT2 Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 Retarder Control Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 Temperature Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 Terminal Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449 Air Intake Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449 Crankcase Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449 Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449 Disposable Air and Fuel Caps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450 EGR Cooler Pressure Test Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450 Fuel Block Off Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450 Fuel Fitting Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450 Fuel Inlet Restriction and Aeration Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451
438
Fuel Line Disconnect Tool 11.8 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451 Fuel Line Disconnect Tool 16 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451 Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 Gauge Bar Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 High Pressure Rail Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 High Pressure Return Line Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453 Plastic Surge Tank Cap Adaptor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453 Radiator Pressure Testing Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453 Slack Tube Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .454 UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .454 Electronic Circuit Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455 Electrical Theory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455 Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455 Ohms Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455 Using the Digital Multimeter (DMM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .456 Test Meters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457 Jumper Wires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457 Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .458 Ammeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459 Ohmmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .460 Measuring Duty Cycle with Fluke 88. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .462 Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .464
439
Electrical Tools
3-Banana Plug Harness
4-Pin Round Blue Breakout Harness
Figure 294 Figure 292 ZTSE4498
ZTSE4883
The 3-Banana Plug Harness is used for operational diagnostics of sensor circuits.
The 4-Pin Round Blue Breakout Harness is used to measure voltage and resistance on circuits connected to the Manifold Air Temperature (MAT) sensor.
4-Pin Round Black Breakout Harness
4-Pin Round Gray Breakout Harness
Figure 293
ZTSE4827
Figure 295
ZTSE4881
The 4-Pin Round Black Breakout Harness is used to measure voltage and resistance on circuits connected to the Exhaust Gas Recirculation (EGR) control valve, Engine Coolant Temperature (ECT) sensors, Engine Oil Temperature (EOT) sensor, and Cold Start Solenoid (CSS).
The 4-Pin Round Gray Breakout Harness is used to measure voltage and resistance on circuits connected to the Engine Fuel Pressure (EFP) sensor.
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4-Pin Round Green Breakout Harness
The 96-Pin Breakout Box DLC II allows testing of the Engine Interface Module (EIM) controlled components without disturbing connections or piercing wire insulation when accessing various signal voltages in the electronic control system. CAUTION: To prevent damage to the breakout box, the breakout box is used for measurement only, not to activate or control circuits. High current levels passing through the breakout box will burn out the internal circuitry. 180-Pin Breakout Box
Figure 296
ZTSE4882
The 4-Pin Round Green Breakout Harness is used to measure voltage and resistance on circuits connected to the Engine Oil Pressure (EOP) sensor.
96-Pin Breakout Box DLC II
Figure 298
1180-N4-0X0
Figure 297
ZTSE4582
The 180-Pin Breakout Box allows testing of the Engine Control Module (ECM) and Aftertreatment Control Module (ACM) controlled components without disturbing connections or piercing wire insulation when accessing various signal voltages in the electronic control system.
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CAUTION: To prevent damage to the breakout box, the breakout box is used for measurement only, not to activate or control circuits. High current levels passing through the breakout box will burn out the internal circuitry. This box is a universal type box that can adapt to any control system by means of a unique jumper harness. Each jumper harness is a separate part, complete with a breakout box overlay (pin identier) sheet. The standard box layout is as follows: Two 90-pin connectors which feed 90 banana plug probing points. Each 90-pin section of the box is basically a stand alone box. The top row is all fuse protected circuits, the second row is all twisted pair circuits.
Aftertreatment Harness
Figure 300
00-01161-00
500 Ohm Resistor Harness
The Aftertreatment Harness with breakout box overlay (pin identier) sheet is used with the 180-pin breakout box to test circuits connected to the ACM.
Aftertreatment 2-Pin Breakout Harness
Figure 299
ZTSE4497
The 500 Ohm Resistor Harness is used for sensor end diagnostics of sensor circuits.
Figure 301
ZTSE4760A
The Aftertreatment 2-Pin Breakout Harness is used to measure voltage and resistance on circuits connected to the Exhaust Gas Temperature (EGT) sensors, Aftertreatment Fuel Supply (AFS) valve, Aftertreatment Fuel Injector (AFI), and Aftertreatment Fuel Drain (AFD) valve.
442
Aftertreatment Fuel Pressure Breakout Harness
The Amp Clamp is used to measure amperage draw for the cold start assist system glow plug. APS/IVS Sensor Breakout Harness
Figure 302
ZTSE4845
The Aftertreatment Fuel Pressure Breakout Harness is used to measure the voltage and resistance on circuits connected to the Aftertreatment Fuel Pressure (AFP) sensor.
Figure 304
ZTSE4485A
Amp Clamp
The APS/IVS Sensor Breakout Harness is used to measure voltage and resistance on circuits connected to the APS/IVS sensor. Boost Control Solenoid Breakout Harness
Figure 305
ZTSE4831
Figure 303
ZTSE4575
The Boost Control Solenoid Breakout Harness is used to measure voltage and resistance on circuits connected to the Boost Control Solenoid (BCS) valve.
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Breakout Harnesses Kit
Cold Start Relay Breakout Harness
Figure 306
ZTSE4904
Figure 307
ZTSE4885
The Breakout Harness Kit contains the following: 4-Pin Round Black Breakout Harness 4-Pin Round Blue Breakout Harness 4-Pin Round Gray Breakout Harness 4-Pin Round Green Breakout Harness Aftertreatment 2-Pin Breakout Harness Aftertreatment Fuel Pressure Breakout Harness APS/IVS Sensor Breakout Harness Boost Control Solenoid Breakout Harness CMP, CKP and FPCV Breakout Harness Coolant Flow Valve Breakout Harness Coolant Mixer Valve Breakout Harness Cold Start Relay Breakout Harness EGDP Breakout Harness EGR Position and ITV Breakout Harness EIM Power Relay Breakout Harness ELS and V8 EGR breakout Harness Engine Fan Control Breakout Harness FRP Breakout Harness MAP/IAT2 Breakout Harness Retarder Control Breakout Harness
The Cold Start Relay Breakout Harness is used to measure voltage and resistance on circuits connected to the Cold Start Relay (CSR).
Coolant Flow Valve Breakout Harness
Figure 308
ZTSE4871
The Coolant Flow Valve Breakout Harness is used to measure voltage and resistance on circuits connected to the Coolant Flow Valve (CFV).
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Coolant Mixer Valve Breakout Harness
connected to the Fuel Pressure Control Valve (FPCV), Crankshaft Position (CKP) sensor and Camshaft Position (CMP) sensor.
Digital Multimeter (DMM) (Fluke 88V)
Figure 309
ZTSE4870
The Coolant Mixer Valve Breakout Harness is used to measure voltage and resistance on circuits connected to the Coolant Mixer Valve (CMV).
CMP, CKP and FPCV Breakout Harness
Figure 311
ZTSE4357
Figure 310
ZTSE4828
The Digital Multimeter (DMM) (Fluke 88V) is used to troubleshoot electrical components, sensors, injector solenoids, relays, and wiring harnesses. The DMM has a high input impedance that allows testing of sensors while the engine is running, without loading the circuit being tested. This ensures the signal voltage measurement is not affected by the voltmeter.
The CMP, CKP and FPCV Breakout Harness is used to measure voltage and resistance on circuits
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E1-Engine Harness
EGDP Breakout Harness
Figure 312
00-01160-00
Figure 314
ZTSE4761A
The E1-Engine Harness with breakout box overlay (pin identier) sheet is used with the 180-pin breakout box to test circuits connected to the ECM E1 connector. E2-Engine, D-Injector, C-Chassis Harness
The EGDP Breakout Harness is used to measure voltage and resistance on circuits connected to the Exhaust Gas Differential Pressure (EGDP) sensor.
EGR Position and ITV Breakout Harness
Figure 313
00-01162-00
Figure 315
ZTSE4833
The E2-Engine, D-Injector, C-Chassis Harness with breakout box overlay (pin identier) sheet is used with the 180-pin breakout box to test circuits connected to the ECM E2, D, and powertrain harness connectors.
The EGR Position and ITV Breakout Harness is used to measure voltage and resistance on circuits connected to the Exhaust Gas Recirculation Position (EGRP) sensor and Intake Throttle Valve (ITV).
446
EIM Power Relay Breakout Harness
The ELS and V8 EGR Breakout Harness is used to measure voltage and resistance on circuits connected to the Exhaust Lambda Sensor (ELS).
Engine Fan Control Breakout Harness
Figure 316
ZTSE4908
The EIM Power Relay Breakout Harness is used to measure voltage and resistance on circuits to the EIM relay.
Figure 318
ZTSE4844
ELS and V8 EGR Breakout Harness
The Engine Fan Control Breakout Harness is used to measure voltage and resistance on circuits connected to the variable electronic fan control.
Figure 317
ZTSE4735A
447
EZ-Tech Electronic Service Tool (EST)
FRP Breakout Harness
Figure 320
ZTSE4829
The FRP Breakout Harness is used to measure voltage and resistance on circuits connected to the Fuel Rail Pressure (FRP) sensor.
IC4 USB Interface Cable Figure 319 J-45067
The EZ-Tech Electronic Service Tool (EST) is used to run the MasterDiagnostics software for diagnosing and troubleshooting engine and vehicle problems.
MasterDiagnostics Software MasterDiagnostics software, loaded to an EST or laptop computer, is used to check performance of engine systems, diagnose engine problems, and store troubleshooting history for an engine.
Figure 321
ZTSE4632-USB
The IC4 USB Interface Cable connects the EST to the truck Controller Area Network (CAN) through the vehicle diagnostic connector.
448
MAP/IAT2 Breakout Harness
Temperature Sensor Breakout Harness
Figure 324
ZTSE4483
The Temperature Sensor Breakout Harness is used to measure voltage and resistance on circuits connected to the Intake Air Temperature (IAT) sensor. Figure 322 ZTSE4830 Terminal Test Adapter Kit The MAP/IAT2 Breakout Harness is used to measure voltage and resistance on circuits connected to the Manifold Absolute Pressure/ Intake Air Temperature (MAP/IAT2) sensor.
Retarder Control Breakout Harness
Figure 323
ZTSE4834
The Retarder Control Breakout Harness is used to measure voltage and resistance on circuits connected to the retarder control.
Figure 325
ZTSE4435A
The Terminal Test Adapter Kit is used to access circuits in the connector harness and allows for the use of a DMM without damaging the harness
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connectors. The probes may also be used as a guide to determine whether the harness connector is retaining correct tension on the mating terminal.
The Crankcase Pressure Test Adapter is used to measure combustion gas ow from the valve cover and may be used with the magnehelic gauge or slack tube manometer. Use the pressure readings obtained with this adapter as the main source of engine condition. Use oil consumption trend data if the pressure readings are over the specied limits. Neither changes in oil consumption trends nor crankcase diagnostic pressure trends can establish a specic problem. These changes only indicate that a problem exists. Digital Manometer
Mechanical Tools
Air Intake Guard
Figure 326
ZTSE4893
The Air Intake Guard is used to protect the turbochargers while performing diagnostics with the air cleaner disconnected.
Crankcase Pressure Test Adapter
Figure 328
Locally obtained
Figure 327
ZTSE4039 (0.406 in. diameter)
The digital manometer is used to measure low vacuum for intake restriction or low crankcase pressure. A variety of digital manometers are available for purchase locally.
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Disposable Air and Fuel Caps
Fuel Block Off Tool
Figure 329
ZTSE4891
Figure 331
ZTSE4905
The Disposable Air and Fuel Caps are used to cap the fuel system lines and ttings when the fuel system is disconnected for diagnostics. The Disposable Air and Fuel Caps prevent dirt and foreign particles from entering and contaminating the fuel system.
The Fuel Block Off Tool is used to block the T-connector fuel line at the high pressure pump in order to measure the low pressure pump output pressure.
Fuel Fitting Adapter EGR Cooler Pressure Test Plates
Figure 332 Figure 330 ZTSE4877
ZTSE4906
The EGR Cooler Pressure Test Plates are used to pressure test the EGR cooler.
The Fuel Fitting Adapter is used in conjunction with the Fuel Inlet Restriction and Aeration Tool to measure the fuel pressure in the return line.
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Fuel Inlet Restriction and Aeration Tool
The Fuel Line Disconnect Tool 11.8 mm is used to release the locking mechanism on low pressure fuel line connectors.
Fuel Line Disconnect Tool 16 mm
Figure 333
ZTSE4886
The Fuel Inlet Restriction and Aeration Tool is used to check for pressure and aerated fuel in the low fuel pressure system.
Figure 335
ZTSE4772
Fuel Line Disconnect Tool 11.8 mm
The Fuel Line Disconnect Tool 16 mm is used to release the locking mechanism on low pressure fuel line connectors.
Figure 334
ZTSE4773
452
Fuel Pressure Gauge
The Gauge Bar Tool is used to measure intake manifold (boost) pressure, fuel system inlet restriction, fuel pressure, oil pressure, air cleaner intake restriction, and crankcase pressure. 0 kPa to 200 kPa (0 psi to 30 psi) measures intake manifold pressure. 0-30 in-Hg vacuum /0 kPa to 200 kPa (0 psi to 30 psi) compound gauge measures fuel system inlet restriction and intake manifold pressure. 0-30 in-H2O 0 kPa to 7.5 kPa (0 psi to 1 psi) maximum pressure magnehelic gauge measures crankcase pressure and air inlet restriction. 60 kPa to 1100 kPa (0 psi to 160 psi) gauge may be used to check the fuel pressure and oil pressure.
High Pressure Rail Plugs
Figure 336
1. 2. 3. 4. 5.
ZTSE4681
Quick disconnect check valve Fuel test line Fuel Pressure Gauge Inline shut-off valve Clear test line
The Fuel Pressure Gauge is used to check for fuel pressure and aerated fuel in the low fuel pressure system.
Gauge Bar Tool Figure 338 ZTSE4900
The High Pressure Rail Plugs are used to isolate individual injectors by blocking the pressure pipe rail output.
Figure 337
ZTSE4409
453
High Pressure Return Line Tester
Plastic Surge Tank Cap Adaptor
Figure 339
ZTSE4887-1 17 mm
Figure 341
ZTSE23842
The 17 mm High Pressure Return Line Tester is used to check for fuel returning from the pressure pipe rail.
The Plastic Surge Tank Cap Adaptor is used to block off the surge tank while performing a cooling system pressure test.
Radiator Pressure Testing Kit
Figure 340
ZTSE4887-2 19 mm
The 19 mm High Pressure Return Line Tester is used to check for excessive fuel returning from the fuel injectors at the cylinder head fuel return port.
Figure 342
ZTSE2384
The Radiator Pressure Test Kit is used to check pressure caps and cooling systems. The easy-to-read pressure gauge indicates if the cap is in good condition and whether the cooling system leaks.
454
Slack Tube Manometer
1. Support the manometer vertically. Make sure the uid level is in line with the zero indicator on the graduated scale. 2. Connect one leg of the manometer to the source of the pressure or vacuum. Leave the other leg open to atmospheric pressure. 3. Start the engine and allow it to reach normal operating temperature. Then run the engine to high idle. The manometer can be read after 10 seconds. 4. Record the average position of the uid level when it is above and below the zero indicator. Add the two gures together. The sum of the two is the total column of uid (distance A). This represents the crankcase pressure in inches of water (in-H2O). At times, both columns of the manometer will not travel the same distance. This is no concern if the leg not connected to the pressure or vacuum source is open to the atmosphere. 5. Compare the manometer reading with engine specications. 6. When the test is done, clean the tube thoroughly using soap and water. Avoid liquid soaps and solvents.
Figure 343
ZTSE2217A
UV Leak Detection Kit
The Slack Tube Manometer is a U-shaped tube with a scale mounted between the legs of the tube. When the portability of the gauge bar tool is not required, this manometer is used to measure low vacuum for intake restriction or low crankcase pressure. Filling Fill the manometer with water before checking pressure. Use only distilled water. Add some colored water vegetable dye so the scale can be read more easily. With both legs of the manometer open to the atmosphere, ll the tube until the top of the uid column is near the zero mark on the scale. Shake the tube to eliminate any air bubbles. Installing, Reading, and Cleaning The UV Leak Detection Kit is used with fuel dye to quickly identify leaks. The fuel dye combines with
Figure 344
ZTSE4618
455
fuel and migrates out at the leak. The ultraviolet lamp illuminates the leaking fuel dye, which appears uorescent yellow-green in color.
Electronic Circuit Testing

Electrical Theory Voltage Voltage is electrical pressure or force that pushes current through a circuit. The pressure is measured in volts. The symbol V (for example, 12 V) is used in circuit diagrams to denote voltage. The letter E (Electromotive force) is also used for voltage. Voltage can be compared to the pressure necessary to push water through a metering valve. Low voltage to a lamp causes the lamp to glow dimly. This can be caused by low source voltage (discharged battery or low alternator output) or by high circuit resistance resulting from a poor connection. Resistance from a poor connection or poor ground is an additional load in the circuit. The additional load reduces voltage available to push current through the load device. Before making any meter measurements, review Ohms Law.
Figure 345
Ohms Law
Memorize the formula in the circle. Cover the letter with a nger for the desired formula. For example, I is covered, the formula is I = E R. If two values are known for a given circuit, the missing one can be found by substituting the values in amperes, volts, or ohms. The three basic formulas for Ohms Law are as follows: I = Current (amperes) E = Voltage (volts) R = Resistance (ohms) I=ER This formula states that the current ow (I) in the circuit equals the voltage (E) applied to the circuit divided by the total resistance (R) in the circuit. This shows that an increase in voltage or a decrease in resistance increases the current ow. E=IR This formula states that the voltage (E) applied to the circuit equals the current ow (I) in the circuit multiplied by the total resistance (R) in the circuit. The voltage drop is caused by resistance across a particular load device in a series of load devices.
Ohms Law Ohms Law describes the relationship between current, voltage, and resistance in an electrical circuit. Ohms Law also provides the basic formula for calculations.
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R=El This formula states that the total resistance (R) in the circuit equals the voltage (E) applied to the circuit divided by the current ow (I) in the circuit. Resistance can be calculated for a specic current ow when a specic voltage is applied.
Voltage drops are important for the following reasons: High voltage drops indicate excessive resistance. For example, if a blower motor runs too slowly or a light glows too dimly, the circuit may have excessive resistance. Voltage drop readings can isolate problems in parts of a circuit (corroded or loose terminals, for example). Too low of a voltage drop indicates low resistance. For example, if a blower motor runs too fast, the problem could be low resistance in a resistor pack. Maximum allowable voltage drop under load is critical, especially for more than one high resistance problem. All voltage drops in a circuit are cumulative. Corroded terminals, loose connections, damaged wires or other similar conditions create undesirable voltage drops that decrease the voltage available across the key components in the circuit. Increased resistance will decrease current ow in the circuit, preventing other components from operating at peak efciency. A small drop across wires (conductors), connectors, switches, etc., is normal because all conductors have some resistance, but the total should be less than 10% of the total voltage drop in the circuit.
Figure 346
Simple electrical circuit
In a typical circuit, battery voltage is applied to a bulb through a 10 amp fuse and a switch. Closing the switch turns on the bulb. To nd the current ow, use the formula I = E R: Fill in the numbers for the formula: I = 12 V 2 ohms I = 6 amps The bulb in this circuit operates at 6 amps and is rated at 6 amps. With 12 volts applied, the bulb glows at the rated output level (candlepower rating). However, if the voltage applied is low (low battery), the value of E is lower, current ow is less, and the bulb glows less brightly. if connections are loose or the switch is corroded, the circuit resistance are greater (value of R is larger), the current ow is reduced, and the bulb glows less brightly.
Using the Digital Multimeter (DMM) The following electrical test equipment should be available for testing electronic circuits: Voltmeter Ohmmeter Ammeter Jumper wires Test lights
457
Test Meters
Jumper Wires
Figure 347
Typical Test Meters
Test meters come in a variety of models. Any working model will be adequate for simple tests. However, accurate readings are important. Make sure the test meter is of high quality. The Fluke 88 Digital Multimeter (DMM) is recommended because it has very little current and a high impedance (resistance) of 10 megaohms (10 M). CAUTION: Only use a high impedance digital multimeter when troubleshooting an electronic circuit. Do not use any kind of battery powered test light. Battery test lights can damage an electronic control circuit. NOTE: Some devices in an electronic control system are not capable of carrying an appreciable amount of current. Therefore, test equipment must be designed to not damage any part the electronic control system. Do not use analog meters unless specied. Analog meters use too much current to test an electronic control system.
Figure 348
Jumper wires
Jumper wires allow a circuit to bypass a suspected opening or break in a circuit. Use a jumper wire to check for open relay contacts, wire breaks and poor ground connections. Several jumper wires with different tips should be available.
458
What is the voltage reading? What is the voltage drop across a load device?
Figure 349
Troubleshooting with jumper wires
If the circuit works correctly with the jumper wire in place, but does not work when the jumper wire is removed, the circuit is open. A circuit with no openings or breaks has continuity (uninterrupted current ow) and needs no further testing. An opening in the ground circuit exists for the following: A switch is closed but the light does not illuminate. Jumping the switch does not illuminate the light. Jumping the light to the ground causes the light to illuminate. To check for voltage to a load device, connect the positive meter lead to the input connection of the device (positive side) and connect the negative meter lead to a good vehicle ground.
Figure 350
Checking power to a load device
Voltmeter Use a voltmeter to answer the following questions: Does the circuit have voltage?
459
Figure 351
Checking power to a connector
Figure 352
Checking voltage drop
Voltage to a device can also be measured by disconnecting the harness connector and using the correct tool in the Terminal Test Adapter Kit.
To check the voltage drop across a load device, connect the positive lead of the voltmeter to the positive side of the device and the negative meter lead to the negative side of the device. With the device operating, this measures the voltage drop across the device. With only one device, all of the voltage should be dropped at the device. In any circuit, the voltage applied equals the voltage dropped in the circuit. If this circuit only dropped 9 V across the load, it indicates the wires and connections dropped 3 V, indicating excessive circuit resistance.
Ammeter An ammeter measures current ow (amperage) in a circuit. Amperes (or amps) are units of electron ow that indicate how many electrons are passing through the circuit. An amp is the unit of measurement for the current ow in the circuit. Ohms Law states that the current ow is equal to the circuit voltage divided by the total circuit resistance (I = E R). Therefore, increasing the voltage also
460
increases the current ow. Any decrease in resistance also increases the current ow. At normal operating voltage, most circuits have a characteristic amount of current ow (current draw). Current draw can be measured with an ammeter. Valuable diagnostic information can be provided by referring to a specied current draw rating for a component (electrical device), measuring the current ow in the circuit, and then comparing the two measurements (the specied current draw versus the actual measurement).
ammeter measures current ow only when the circuit is powered up and operating. The DMM is fused to measure up to 10 amps using the 10 A connection point. Before measuring current ow, determine approximately how many amps are in the circuit to correctly connect the ammeter. The estimate of current ow can easily be calculated. The resistance of the light bulb is 2 ohms. Applying Ohms law, current ow will be 6 amps (6 amps = 12 V 2 ohms). If the fuse is removed and an ammeter is installed with the switch closed, 6 amps of current is measured owing in the circuit. Notice that the ammeter is installed in series so that all the current in the circuit ows through it. WARNING: To avoid serious personal injury or possible death, always make sure the power is off before cutting, soldering, removing circuit components, or before inserting the digital multimeter for current measurements. Even small amounts of current can be dangerous. Excessive current draw means that more current is owing in a circuit than the fuse and circuit were designed to handle. Excessive current draw opens fuses and circuit breakers, and also quickly discharges batteries. An ammeter can diagnose these conditions. Reduced current draw causes a device (an electric window motor, for example) to operate poorly. Increased circuit resistance causes lower current ow (often due to loose or corroded connections).
Ohmmeter CAUTION: To prevent damage to the test meter, only use the ohmmeter on circuits when the power is OFF. Power from 12 V systems may damage the meter. The ohmmeter measures resistance (ohms) in a circuit. Ohmmeters use a small battery to supply voltage and current ow through the circuit being tested. Based on Ohms Law, the ohmmeter calculates resistance in the circuit by measuring the voltage of the meter battery and the amount of current ow in the circuit. Range selection and meter adjustment are not necessary with the DMM.
Figure 353
Installing the ammeter
An ammeter is connected in series with the load, so that all of the current ows through the meter. The
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by disconnecting one circuit. Place the ohmmeter leads across the component or circuit to display the resistance in ohms. When checking a sensor or variable resistor such as the fuel level gauge, heating the element or moving the arm should move the meter through a range of resistance that can be compared to a specication.
Figure 354
Measuring resistance Figure 355 Checking for open circuits
Resistance measurements are used to determine the resistance of a load or conductors, the value of resistors and the operation of variable resistors. To measure the resistance of a component or a circuit, remove power from the circuit. Isolate the component or circuit from other components and circuits so that the meter current (from probe to probe) only ows through the selected component or circuit. When measuring the resistance of the load, most of the current ow from the meter goes through the indicator lamp because it has less resistance. Remove one connector to the load. It is not always apparent when a component must be isolated, so it is a good practice to isolate a component or circuit
Open electrical circuits can be diagnosed using an ohmmeter. Disconnect the power supply to the circuit and isolate the circuit from all other circuits. The circuit between the light and the ground is disconnected to prevent reading a circuit that may be shorted to ground ahead of the load device as a continuous circuit. Connect the ohmmeter to the open ends of the circuit. A high reading (innity) indicates an open circuit. A reading near zero indicates a continuous circuit. With the Fluke 88 Digital Multimeter (DMM), an open circuit reads OL (over limit).
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Checks for short circuits are similar to checks for open circuits. Isolate the circuit from the power source and the ground point. Connect the ohmmeter between an isolated circuit and a good ground point to check the circuit for a short to ground. A short to ground is indicated by a reading near zero. A circuit that is not shorted to ground causes a high meter reading.
Measuring Duty Cycle with Fluke 88 When measuring duty cycle, make sure the large dial on the meter is pointing to volts DC, the % DUTY button is set to the Duty Cycle function, and the trigger has a positive slope.
Figure 356
Checking for short circuits
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Use the following procedure to check duty cycle:
1. Turn the large dial on the meter to volts DC, indicated by V RPM.
Figure 358 Fluke 88 with negative trigger slope in duty cycle mode
2. Press the % DUTY button to select duty cycle mode. The screen on the meter shows TRIG (with a _ under the TRIG) in the lower left hand corner of the screen. A percent sign appears on the upper right hand corner of the screen.
Figure 357
Fluke 88 in volts DC mode
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Analyze what parts of the system are working.
2. See Section 7 in this manual or the correct chassis manual. Read the electrical operation for the problem circuit and review the circuit diagram. Understanding electrical operation and the circuit diagram can narrow the cause of the problem to one component or certain parts of the circuit. 3. Check the circuit diagram. Check the circuit diagram for possible clues to the problem. Location of specic components in the circuit helps identify the source of the problem. Circuit diagrams are designed to make it easy to identify common points in circuits. This helps to narrow the problem to a specic area. For example, if several circuits fail at the same time, check for a common power source or common ground connection (such as VREF, signal ground, actuator power, actuator ground). If part of a circuit fails, check the connections between the part that works and the part that does not work. For example, if the low beam headlights work, but both high beam headlights and the high beam indicator do not work, the power and ground paths must be good. Since the dimmer switch is the component that switches the power to the high beam headlights, it is probably the cause of failure. 4. Determine the cause of the problem and follow diagnostic procedures in Section 7. 5. Make the repair. Troubleshooting 1. Verify the problem. Operate the complete system and list all symptoms as follows: Check the accuracy and completeness of the complaint. Learn more that might give a clue to the nature and location of the problem. Repair the problem circuit as directed in the diagnostic tables. 6. Verify the repair is complete. Operate the system. Make sure the repair has removed all symptoms and not caused any new symptoms.
Figure 359 Fluke 88 in duty cycle mode with positive trigger slope
3. In duty cycle mode, press the ALERT button to change from negative to positive trigger slope. The slope is indicated by a plus or minus sign below TRIG in the lower left hand corner of the screen. A percent sign appears on the upper right hand corner of the screen. 4. After the meter has been set to the correct settings, connect meter as indicated in Pinpoint Diagnostics.
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Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .467 Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .467
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Abbreviations and Acronyms

Abbreviations and Acronyms A or amp Ampere ABDC After Bottom Dead Center ABS Antilock Brake System AC Alternating Current A/C Air Conditioner ACC Air Conditioner Control ACCEL Accelerator ACD Air Conditioner Demand ACM Aftertreatment Control Module ACT PWR GND Actuator Power Ground A/F Air to Fuel ratio AFD Aftertreatment Fuel Drain AFI Aftertreatment Fuel Injector AFP Aftertreatment Fuel Pressure AFS Aftertreatment Fuel Supply AFT Aftertreatment AIT Air Intake Temperature Amb Ambient amp or A Ampere AMS Air Management System API American Petroleum Institute APS Accelerator Position Sensor APS/IVS Accelerator Position Sensor / Idle Validation Switch ASTM American Society for Testing and Materials ATA American Trucking Association ATDC After Top Dead Center AWG American Wire Gauge B+ or VBAT Battery Voltage BAP or BARO Barometric Absolute Pressure BARO or BAP Barometric Absolute Pressure BBDC Before Bottom Dead Center BCP Brake Control Pressure BCS Boost Control Solenoid BDC Bottom Dead Center bhp Brake Horsepower BNO Brake Normally Open BOO Brake On / Off BPS Brake Pressure Switch BSV Brake Shut-off Valve BTDC Before Top Dead Center BTU British Thermal Unit C Celsius CAC Charge Air Cooler CAN Controller Area Network CAP Cold Ambient Protection CARB California Air Resources Board
cc Cubic centimeter CCA Cold Cranking Ampere CCV Coolant Control Valve CDR Crankcase Depression Regulator CID Cubic Inch Displacement cfm Cubic feet per minute cfs Cubic feet per second CFV Coolant Flow Valve CKP Crankshaft Position CKPO Crankshaft Position Out cm Centimeter CMP Camshaft Position CMPO Camshaft Position Out CMV Coolant Mixer Valve CO Carbon Monoxide COO Cruise On / Off switch CPU Central Processing Unit CSS Cold Start Solenoid CSR Cold Start Relay CTC Coolant Temperature Compensation Cyl Cylinder DB Decibel DCA Diesel Coolant Additive DDI Digital Direct Fuel Injection DDS Driveline Disengagement Switch DLC Data Link Connector DME Dimethyl Ether DMM Digital Multimeter DOC Diesel Oxidation Catalyst DPF Diesel Particulate Filter DT Diesel Turbocharged DTC Diagnostic Trouble Code DTRM Diesel Thermo Recirculation Module EBC Exhaust Brake Controller EBP Exhaust Back Pressure EBPD Exhaust Back Pressure Desired ECI Engine Crank inhibit ECL Engine Coolant Level ECM Engine Control Module ECM PWR Engine Control Module Power ECT Engine Coolant Temperature ECT2 Engine Coolant Temperature 2 EFAN Electronic Engine Fan EFANS Electronic Engine Fan Speed EFP Engine Fuel Pressure EFRC Engine Family Rating Code EFT Engine Fuel Temperature EG Ethylene Glycol EGC Electronic Gauge Cluster EGDP Exhaust Gas Differential Pressure
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EGR Exhaust Gas Recirculation EGRH Exhaust Gas Recirculation High control EGRL Exhaust Gas Recirculation Low control EGRP Exhaust Gas Recirculation Position EGT1 Exhaust Gas Temperature 1 EGT2 Exhaust Gas Temperature 2 EGT3 Exhaust Gas Temperature 3 EIM Engine Interface Module ELS Exhaust Lambda Sensor EMI Electromagnetic Interference EOP Engine Oil Pressure EOT Engine Oil Temperature EPA Environmental Protection Agency EPR Engine Pressure Regulator ESC Electronic System Controller ESN Engine Serial Number EST Electronic Service Tool EVB Exhaust Valve Brake EWPS Engine Warning Protection System F Fahrenheit FCV Fuel Coolant Valve FEL Family Emissions Limit fhp Friction horsepower FMI Failure Mode Indicator FPC Fuel Pump Control FPCV Fuel Pressure Control Valve fpm Feet per minute fps Feet per second FRP Fuel Rail Pressure ft Foot FVCV Fuel Volume Control Valve GND Ground (electrical) gal Gallon gal/h U.S. Gallons per hour gal/min U. S. Gallons per minute GCW Gross Combined Weight GCWR Gross Combined Weight Rating GPC Glow Plug Control GPD Glow Plug Diagnostic GPR Glow Plug Relay GVW Gross Vehicle Weight H2O Water HC Hydrocarbon HCI Hydrocarbon Injection HFCM Horizontal Fuel Conditioning Module Hg Mercury hp Horsepower HPCAC High Pressure Charge Air Cooler hr Hour Hyd Hydraulic
IAT Intake Air Temperature IAHC Inlet Air Heater Control IAHD Inlet Air Heater Diagnostic IAHR Inlet Air heater Relay IC Integrated Circuit ICP Injector Control Pressure ID Inside Diameter IDM Injector Drive Module IGN Ignition ILO Injector Leak Off in Inch inHg Inch of mercury inH2O Inch of water INJ Injector IPR Injection Pressure Regulator ISIS International Service Information System IST Idle Shutdown Timer ITP Internal Transfer Pump ITV Intake Throttle Valve ITVH Intake Throttle Valve High control ITVL Intake Throttle Valve Low control ITVP Intake Throttle Valve Position IVS Idle Validation Switch JCT Junction (electrical) kg Kilogram km Kilometer km/h Kilometers per hour km/l Kilometers per liter KOEO Key-On Engine-Off KOER Key-On Engine-Running kPa Kilopascal L Liter L/h Liters per hour L/m Liters per minute L/s Liters per second lb Pound lbf Pound-force lb/s Pounds per second lbfft Pound-force foot lbfin Pound-force inch lbm Pounds of mass LPCAC Low Pressure Charge Air Cooler LSD Low Sulfur Diesel m Meter m/s Meters per second MAF Mass Air Flow MAG Magnetic MAP Manifold Absolute Pressure
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MAP/IAT Manifold Absolute Pressure/Intake Air Temperature Sensor MAT Manifold Air Temperature mep Mean effective pressure mi Mile mm Millimeter mpg Miles per gallon mph Miles per hour MPR Main Power Relay MSDS Material Safety Data Sheet MSG Micro Strain Gauge MSM Multiplex System Module MY Model Year NC Normally closed (electrical) NETS Navistar Electronics Technical Support Nm Newton meter NO Normally Open (electrical) NOX Nitrogen Oxides OAT Organic Acid Technology OCC Output Circuit Check OCP Overcrank Protection OD Outside Diameter OL Over Limit ORH Out-of-Range High ORL Out-of-Range Low OSHA Occupational Safety Administration OWL Oil/Water Lamp
rev Revolution rpm Revolutions per minute RPRE Remote Preset RSE Radiator Shutter Enable RVAR Remote Variable SAE Society of Automotive Engineers SCA Supplemental Coolant Additive SCCS Speed Control Command Switches SCS Speed Control Switch SHD Shield (electrical) SID Subsystem Identier SIG GRD Signal Ground S/N Serial Number SW Switch (electrical) SYNC Synchronizer TACH Tachometer output signal TBD To Be Determined TCAPE Truck Computer Analysis of Performance and Economy TDC Top Dead Center TCM Transmission Control Module TTS Transmission Tailshaft Speed ULSD Ultra Low Sulfur Diesel UVC Under Valve Cover
and
Health
PID Parameter Identier PN Part Number ppm Parts per million PROM Programmable Read Only Memory psi Pounds per square inch psia Pounds per square inch absolute psig Pounds per square inch gauge pt Pint PTO Power Take-off PWM Pulse Width Modulate PWR Power (voltage) qt Quart RAM Random Access Memory RAS Resume / Accel Switch (speed control) REPTO Rear Engine Power Takeoff RFI Radio Frequency Interference
V Volt VBAT or B+ Battery Voltage VC Volume Control VEPS Vehicle Electronics Programming System VGT Variable Geometry Turbocharger VIGN Ignition Voltage VIN Vehicle Identication Number VOP Valve Opening Pressure VRE Vehicle Retarder Enable VREF Reference Voltage VSO or VSS_CAL Vehicle Speed Output VSS Vehicle Speed Sensor VSS_CAL or VSO Vehicle Speed Output WEL Warn Engine Lamp WIF Water In Fuel WTEC World Transmission Electronically Controlled automatic transmissions (Allison) XMNS Transmission
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Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .473 Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .473
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Terminology
Terms Accessory work The work per cycle required to drive engine accessories (normally, only those essential to engine operation). Actuator A device that performs work in response to an input signal. Aeration The entrainment of air or combustion gas in coolant, lubricant, or fuel. Aftercooler (Charge Air Cooler) A heat exchanger mounted in the charge air path between the turbocharger and engine intake manifold. The aftercooler reduces the charge air temperature by transferring heat from the charge air to a cooling medium (usually air). Ambient temperature The environmental air temperature in which a unit is operating. In general, the temperature is measured in the shade (no solar radiation) and represents the air temperature for other engine cooling performance measurement purposes. Air entering the radiator may or may not be the same ambient due to possible heating from other sources or recirculation. (SAE J1004 SEP81) Ampere (amp) The standard unit for measuring the strength of an electrical current. The ow rate of a charge in a conductor or conducting medium of one coulomb per second. (SAE J1213 NOV82) Analog A continuously variable voltage. Analog to digital converter (A/D) A circuit in the ECM processing section that converts an analog signal (DC or AC) to a usable digital signal for the microprocessor. American Trucking Association (ATA) Datalink A serial datalink specied by the American Trucking Association and the SAE. Boost pressure 1. The pressure of the charge air leaving the turbocharger. 2. Inlet manifold pressure that is greater than atmospheric pressure. Obtained by turbocharging. Bottom Dead Center (BDC) The lowest position of the piston during the stroke. Brake Horsepower (bhp) The power output from an engine, not the indicated horsepower. The power
output of an engine, sometimes-called ywheel horsepower is less than the indicated horsepower by the amount of friction horsepower consumed in the engine. Brake Horsepower (bhp) net Net brake horsepower is measured with all engine components. The power of an engine when congured as a fully equipped engine. (SAE J1349 JUN90) Calibration The data values used by the strategy to solve equations and make decisions. Calibration values are stored in ROM and put into the processor during programming to allow the engine to operate within certain parameters. Catalyst A substance that produces a chemical reaction without undergoing a chemical change itself. Catalytic converter An antipollution device in the exhaust system that contains a catalyst for chemically converting some pollutants in the exhaust gases (carbon monoxide, unburned hydrocarbons, and oxides of nitrogen) into harmless compounds. Cavitation A dynamic condition in a uid system that forms gas-lled bubbles (cavities) in the uid. Cetane number 1. diesel fuel. The auto-ignition quality of
2. A rating applied to diesel fuel similar to octane rating for gasoline. 3. A measure of how readily diesel fuel starts to burn (self-ignites) at high compression temperature. Diesel fuel with a high cetane number self-ignites shortly after injection into the combustion chamber. Therefore, it has a short ignition delay time. Diesel fuel with a low cetane number resists self-ignition. Therefore, it has a longer ignition delay time. Charge air Dense, pressurized, discharged from the turbocharger. heated air
Charge Air Cooler (CAC) See Aftercooler. Closed crankcase A crankcase ventilation that recycles crankcase gases through a breather, then back to the clean air intake. Closed loop operation A system that uses a sensor to provide feedback to the ECM. The ECM uses the sensor to continuously monitor variables and adjust to match engine requirements.
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Cloud point The point when wax crystals occur in fuel, making fuel cloudy or hazy. Usually below -12 C (10 F). Cold cranking ampere rating (battery rating) The sustained constant current (in amperes) needed to produce a minimum terminal voltage under a load of 7.2 volts per battery after 30 seconds. Continuous Monitor Test An ECM function that continuously monitors the inputs and outputs to ensure that readings are within set limits. Coolant A uid used to transport heat from one point to another. Coolant level switch A switch sensor used to indicate low coolant level. Crankcase The housing that encloses the crankshaft, connecting rods, and allied parts. Crankcase breather A vent for the crankcase to release excess interior air pressure. Crankcase pressure The force of air inside the crankcase against the crankcase housing. Current The ow of electrons passing through a conductor. Measured in amperes. Damper A device that reduces the amplitude of torsional vibration. (SAE J1479 JAN85) Deaeration The removal or purging of gases (air or combustion gas) entrained in coolant or lubricating oil. Deaeration tank A separate tank in the cooling system used for one or more of the following functions: Deaeration Coolant reservoir (uid expansion and afterboil) Coolant retention Filling Fluid level indication (visible)
Disable A computer decision that deactivates a system and prevents operation of the system. Displacement The stroke of the piston multiplied by the area of the cylinder bore multiplied by the number of cylinders in the engine. Driver (high side) A transistor within an electronic module that controls the power to an actuator circuit. Driver (low side) A transistor within an electronic module that controls the ground to an actuator circuit. Duty cycle A control signal that has a controlled on/off time measurement from 0 to 100%. Normally used to control solenoids. Engine lamp An instrument panel lamp that comes on when DTCs are set. DTCs can be read as ash codes (red and amber instrument panel lamps). Engine OFF tests Tests that are done with the ignition switch ON and the engine OFF. Engine rating Engine rating includes Rated hp and Rated rpm. Engine RUNNING tests Tests done with the engine running. Exhaust brake A brake device using engine exhaust back pressure as a retarding medium. Exhaust manifold Exhaust gases ow through the exhaust manifold to the turbocharger exhaust inlet and are directed to the EGR cooler. Fault detection/management An alternate control strategy that reduces adverse effects that can be caused by a system failure. If a sensor fails, the ECM substitutes a good sensor signal or assumed sensor value in its place. A lit amber instrument panel lamp signals that the vehicle needs service. Filter restriction A blockage, usually from contaminants, that prevents the ow of uid through a lter. Flash code See Diagnostic Trouble Code (DTC). Fuel inlet restriction A blockage, usually from contaminants, that prevents the ow of uid through the fuel inlet line. Fuel pressure The force that the fuel exerts on the fuel system as it is pumped through the fuel system.
Diagnostic Trouble Code (DTC) Formerly called a Fault Code or Flash Code. A DTC is a three digit numeric code used for troubleshooting. Digital Multimeter (DMM) An electronic meter that uses a digital display to indicate a measured value. Preferred for use on microprocessor systems because it has a very high internal impedance and will not load down the circuit being measured.
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Fuel strainer A pre-lter in the fuel system that keeps larger contaminants from entering the fuel system. Fully equipped engine A fully equipped engine is an engine equipped with only those accessories necessary to perform its intended service. A fully equipped engine does not include components that are used to power auxiliary systems. If these components are integral with the engine or for any reason are included on the test engine, the power absorbed may be determined and added to the net brake power. (SAE J1995 JUN90) Fusible link (fuse link) A fusible link is a special section of low tension cable designed to open the circuit when subjected to an extreme current overload. (SAE J1156 APR86) Gradeability The maximum percent grade which the vehicle can transverse for a specied time at a specied speed. The gradeability limit is the grade upon which the vehicle can just move forward. (SAE J227a) Gross Combined Weight Rating (GCWR) Maximum combined weight of towing vehicle (including passengers and cargo) and the trailer. The GCWR indicates the maximum loaded weight that the vehicle is allowed to tow. Gross brake horsepower The power of a complete basic engine, with air cleaner, without fan, and alternator and air compressor not charging. Hall effect The development of a transverse electric potential gradient in a current-carrying conductor or semiconductor when a magnetic eld is applied. Hall effect sensor Generates a digital on/off signal that indicates speed and timing. High speed digital inputs Inputs to the ECM from a sensor that generates varying frequencies (engine speed and vehicle speed sensors). Horsepower (hp) Horsepower is the unit of work done in a given period of time, equal to 33,000 pounds multiplied by one foot per minute. 1hp = 33,000 lb x 1 ft /1 min. Hydrocarbons Unburned or partially burned fuel molecules. Idle speed Low idle is minimum rpm at no load.
High idle is maximum rpm at no load.
Intake manifold A collection of tubes through which the fuel-air mixture ows from the fuel injector to the intake valves of the cylinders. International NGV Tool Utilized for Next Generation Electronics (INTUNE) The diagnostics software for chassis related components and systems. Low speed digital inputs Switched sensor inputs that generate an on/off (high/low) signal to the ECM. The input to the ECM from the sensor could be from a high input source switch (usually 5 or 12 volts) or from a grounding switch that grounds the signal from a current limiting resistor in the ECM that creates a low signal (0 volts). Lubricity Lubricity is the ability of a substance to reduce friction between solid surfaces in relative motion under loaded conditions. Lug (engine) A condition when the engine is operating at or below maximum torque speed. Manometer A double-leg liquid-column gauge, or a single inclined gauge, used to measure the difference between two uid pressures. Typically, a manometer records in inches of water. MasterDiagnostics (MD) The diagnostics software for engine related components and systems. Microprocessor An integrated circuit in a microcomputer that controls information ow. Nitrogen Oxides (NOx) Nitrogen oxides form by a reaction between nitrogen and oxygen at high temperatures and pressures in the combustion chamber. Normally closed Refers to a switch that remains closed when no control force is acting on it. Normally open Refers to a switch that remains open when no control force is acting on it. Ohm () The unit of resistance. One ohm is the value of resistance through which a potential of one volt will maintain a current of one ampere. (SAE J1213 NOV82) On demand test A self test that the technician initiates using the EST and is run from a program in the processor.
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Output Circuit Check (OCC) An On demand test done during an Engine OFF self test to check the continuity of selected actuators. pH A measure of the acidity or alkalinity of a solution. Particulate matter Particulate matter includes mostly burned particles of fuel and engine oil. Piezometer An instrument for measuring uid pressure. Power Power is a measure of the rate at which work is done. Compare with Torque. Power TakeOff (PTO) Accessory output, usually from the transmission, used to power a hydraulic pump for a special auxiliary feature (garbage packing, lift equipment, etc). Pulse Width Modulate (PWM) The time that an actuator, such as an injector, remains energized. Random Access Memory (RAM) Computer memory that stores information. Information can be written to and read from RAM. Input information (current engine speed or temperature) can be stored in RAM to be compared to values stored in Read Only Memory (ROM). All memory in RAM is lost when the ignition switch is turned off. Rated gross horsepower Engine gross horsepower at rated speed as declared by the manufacturer. (SAE J1995 JUN90) Rated horsepower Maximum brake horsepower output of an engine as certied by the engine manufacturer. The power of an engine when congured as a basic engine. (SAE J1995 JUN90) Rated net horsepower Engine net horsepower at rated speed as declared by the manufacturer. (SAE J1349 JUN90) Rated speed The speed, as determined by the manufacturer, at which the engine is rated. (SAE J1995 JUN90) Rated torque Maximum torque produced by an engine as certied by the manufacturer. Ratiometric Voltage In a Micro Strain Gauge (MSG) sensor pressure to be measured exerts force on a pressure vessel that stretches and compresses to change resistance of strain gauges bonded to the surface of the pressure vessel. Internal sensor electronics convert the changes in resistance to a ratiometric voltage output.
Reference voltage (VREF) A 5 volt reference supplied by the ECM to operate the engine sensors. Reserve capacity Time in minutes that a fully charged battery can be discharged to 10.5 volts at 25 amperes. Signal ground The common ground wire to the ECM for the sensors. Speed Control Command Switches (SCCS) A set of switches used for cruise control, Power TakeOff (PTO), and remote hand throttle system. Steady state condition An engine operating at a constant speed and load and at stabilized temperatures and pressures. (SAE J215 JAN80) Strategy A plan or set of operating instructions that the microprocessor follows for a desired goal. Strategy is the computer program itself, including all equations and decision making logic. Strategy is always stored in ROM and cannot be changed during calibration. Stroke Stroke is the movement of the piston from Top Dead Center (TDC) to Bottom Dead Center (BDC). Substrate Material that supports the washcoating or catalytic materials. System restriction (air) The static pressure differential that occurs at a given air ow from air entrance through air exit in a system. Usually measured in inches (millimeters) of water. (SAE J1004 SEP81) Tachometer output signal Engine speed signal for remote tachometers. Thermistor A semiconductor device. A sensing element that changes resistance as the temperature changes. Thrust load A thrust load pushes or reacts through a bearing in a direction parallel to the shaft. Top Dead Center (TDC) The uppermost position of the piston during the stroke. Torque A force having a twisting or turning effect. For a single force, the cross product of a vector from some reference point to the point of application of the force within the force itself. Also known as moment of force or rotation moment. Torque is a measure of the ability of an engine to do work.
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Truck Computer Analysis of Performance and Economy (TCAPE) Truck Computer Analysis of Performance and Economy is a computer program that simulates the performance and fuel economy of trucks. Turbocharger A turbine driven compressor mounted to the exhaust manifold. The turbocharger increases the pressure, temperature and density of intake air to charge air. Variable capacitance sensor A variable capacitance sensor measures pressure. The pressure forces a ceramic material closer to a thin metal disc in the sensor, changing the capacitance of the sensor. Vehicle Electronic System Programming System The computer system used to program electronically controlled vehicles. Vehicle Retarder Enable/Engage Output from the ECM to a vehicle retarder. Vehicle Speed Sensor (VSS) Normally a magnetic pickup sensor mounted in the tailshaft housing of the transmission, used to indicate ground speed.
Viscosity The internal resistance to the ow of any uid. Viscous fan A fan drive that is activated when a thermostat, sensing high air temperature, forces uid through a special coupling. The uid activates the fan. Volt (v) A unit of electromotive force that will move a current of one ampere through a resistance of one Ohm. Voltage Electrical potential expressed in volts. Voltage drop Reduction in applied voltage from the current owing through a circuit or portion of the circuit current multiplied by resistance. Voltage ignition Voltage supplied by the ignition switch when the key is ON. Washcoat A layer of alumina applied to the substrate in a monolith-type converter.
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11 APPENDIX A: PERFORMANCE SPECIFICATIONS
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Table of Contents
All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .481 MaxxForce 11 (10.5L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .487 330 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .487 370 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488 390 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .489 MaxxForce 13 (12.4L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490 410 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490 430 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .491 475 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492
480
11 APPENDIX A: PERFORMANCE SPECIFICATIONS All Ratings

Key-On Engine-Off Barometric pressure (500 ft above sea level) Engine fuel pressure Engine oil pressure Exhaust gas differential pressure Fuel rail pressure Manifold boost pressure (gauge) Accelerator position sensor (at idle) Accelerator position sensor (depressed to oor) Exhaust gas recirculation (EGR) control valve position Intake throttle valve position 99.01 kPa (14.36 psi) / 3.91 V 0 kPa (0 psi) / 0.5 V 0 kPa (0 psi) / 0.5 V 0.83 kPa (0.12 psi) / 0.5 V 0 MPa (0 psi) / 0.5 V 0 kPa (0 psi) / 1.06 V 0.7 V / 0 % 3.75 V / 99.6 % 0.47 V / 0 % 4.5 %
481
Engine Cranking Cranking rpm (min)

20 seconds minimum crank time per attempt. Wait 2 to 3 minutes before repeating.
100 rpm
Battery voltage (min based on ECM drop out) Fuel rail pressure (min before DTC is set) Fuel rail pressure (min to start engine) Exhaust gas recirculation (EGR) control valve Engine fuel pressure (min) Low Idle, no load, stabilized engine operating temperature Engine coolant temperature (at thermostat opening) Engine coolant temperature (max before DTC is set) Engine coolant temperature 2 (at thermostat opening) Engine coolant temperature 2 (max before DTC is set) Engine oil temperature
7.5 V + or - 20 Mpa (2900 psi) from set point 26 MPa (3771 psi) / 1 V 0% 48 kPa (7 psi) / 0.6 V
83 C (181 F) / 1.41 V 120 C (248 F) / 0.64 V 70 C (157 F) / 1.84 V 120 C (248 F) / 0.64 V 89 C (192 F) / 1.26 V
482
Low Idle, no load, stabilized engine operating temperature (cont.) Intake air temperature 2 (boost) Intake air temperature 2 (boost) (max before DTC is set) Manifold air temperature Manifold air temperature (max before DTC is set) Fuel rail pressure Manifold boost pressure (gauge) Engine fuel pressure (min) Engine fuel pressure (max) Fuel pump inlet restriction (max) Engine oil pressure (min with gauge) Actuator supply pressure (min) Boost control solenoid supply pressure (min) High Idle, no load, stabilized engine operating temperature Air cleaner restriction (max) Fuel rail pressure Engine fuel pressure (min) Engine fuel pressure (max) Fuel pump inlet restriction (max with gauge) Engine oil pressure (min with gauge) Exhaust gas differential pressure (max before DTC is set) Manifold boost pressure (min with gauge) 3.7 kPa (15 in H2O) 148 MPa (21425 psi) / 3.46 V 300 kPa (43.5 psi) / 1.3 V 1000 kPa (145 psi) / 3.2 V 374 mm Hg (14.7 in Hg) 172 kPa (25 psi) / 0.93 V 35 kPa (5 psi) / 1.9 V 69 kPa (10 psi) / 1.85 V 47 C (117 F) / 2.68 V 95 C (203 F) / 1.11 V 61 C (141 F) / 2.14 V 135 C (275 F) / 0.47 V 49 kPa (7176 psi) / 1.49 V 0 MPa (0 psi) / 1.06 V 300 kPa (43.5 psi) / 1.3 V 1000 kPa (145 psi) / 3.2 V 374 mm Hg (14.7 in Hg) 172 kPa (25 psi) / 0.93 V 655 kPa (95 psi) 358 kPa (52 psi)
483
Full load, rated speed on chassis dynamometer or highway, stabilized engine operating temperature Air cleaner restriction (max) Fuel rail pressure Engine fuel pressure (min) Engine fuel pressure (max) Fuel pump inlet restriction (max with gauge) Engine oil pressure (min with gauge) Engine oil temperature (max) Exhaust gas differential pressure (max before DTC is set) Exhaust back pressure (max) Water temperature differential across radiator (top and bottom) 6.2 kPa (25 in H2O) 180 MPa (26,000 psi) / 4.1 V 450 kPa (65 psi) / 1.7 V 1000 kPa (145 psi) / 0.31 V 374 mm Hg (14.7 in Hg) 372 kPa (54 psi) / 1.49 V 115 C (240 F) / 0.73 V 35 kPa (5 psi) / 1.9 V 35 kPa (5 psi) 9 C (16 F)
484
Component Specications Temperature Sensors (Engine Coolant Temperature [ECT], Engine Coolant Temperature 2 [ECT2], Engine Oil Temperature [EOT], Manifold Air Temperature [MAT]) Temperature at -18 C (0 F) Temperature at 0 C (32 F) Temperature at 21 C (70 F) Temperature at 65 C (150 F) Temperature at 93 C (200 F) Temperature Sensors (Intake Air Temperature [IAT]) Temperature at -18 C (0 F) Temperature at 0 C (32 F) Temperature at 21 C (70 F) Temperature at 65 C (150 F) 4.3 V / 276959 3.85 V / 95851 3.07 V / 37340 1.34 V / 7548 4.6 V / 15410 4.3 V / 5876 3.7 V / 2492 2.1 V / 5.6 0.7 V / 212
Temperature Sensors (Exhaust Gas Temperature 1 [EGT1], Exhaust Gas Temperature 2 [EGT2], Exhaust Gas Temperature 3 [EGT3]) Temperature at 21 C (70 F) Temperature at 65 C (150 F) Temperature at 93 C (200 F) Temperature at 204 C (400 F) Temperature at 482 C (900 F) Other Components Camshaft Position (CMP) sensor Crankshaft Position (CKP) sensor Coolant Mixer Valve (CMV) Coolant Flow Valve (CFV) Cold Start Solenoid (CSS) Boost Control Solenoid (BCS) valve Exhaust Gas Recirculation (EGR) control valve Injector coil 860 88 860 86 5.7 0.3 5.7 0.3 81 23 1.2 6 + 0.6 , -0.3 240 5% @ 20 C 5 V / 28100000 4.6 V / 64493 4.35 V / 37258 2.7 V / 6612 0.6 V / 761
485
Component Specications (cont.) Cold start assist glow plug Retarder control 0.17 0.015 2.60 - 3.15 @ 20 C 2.19 - 2.65 @ -20 C Fuel Pressure Control Valve (FPCV) 2.80 - 3.34 @ 40 C 3.29 - 3.99 @ 90 C
Actuator Output State Exhaust Gas Recirculation (EGR) control valve Output state low 9.6 % Output state high 83.6 % Exhaust Gas Recirculation Position (EGRP) Output state low 0.75 V Output state high 3.9 V Coolant Mixer Valve (CMV) Output state low 11 % Output state high 93.5 % Coolant Flow Valve (CFV) Output state low 11 % Output state high 93.5 % Cold Start Solenoid (CSS) Output state low 0 Output state high 1 Intake Throttle Valve (ITV) Output state low 9.5 % Output state high 83.5 % Retarder control Output state low 9.5 % Output state high 83.5 % Boost Control Solenoid (BCS) valve Output state low 9.5 % Output state high 83.5 % Retarder actuator linkage (full travel) Boost control actuator (full travel) 36 mm 10 mm at 60 psi supplied to valve
486
Crankcase Pressure Crankcase pressure (max) using ZTSE4039 with engine cooling fan off Crankcase pressure (max) using ZTSE4039 with engine cooling fan on 374 Pa (1.5 inH2O) @ 2200 rpm 498 Pa (2.0 inH2O) @ 2200 rpm
Cold Start Assist Glow Plug (measurements taken with amp clamp) Amperage draw 30 amps within 2 seconds
11 APPENDIX A: PERFORMANCE SPECIFICATIONS MaxxForce 11 (10.5L)

330 hp @ 1700 rpm International MaxxForce 11 330 hp @ 1700 rpm / 1250 ftlb @ 1000 rpm 50 state 2008 Model Year (MY) Engine model Engine Family Rating Code (EFRC) Injector part number, original equipment Turbocharger part number Injection timing High idle speed - manual transmission High idle speed - automatic transmission Low idle speed GDT330 2232 and 1132 62.10100-6107 62.09100-7793 Nonadjustable 2200 rpm 2200 rpm 600 rpm
487
Full load on chassis dynamometer or highway, stabilized engine operating temperature Manifold boost pressure (gauge) Peak torque 203 kPa (30 psi) / 2.25 V Rated speed 288 kPa (42 psi) / 3.22 V
488
489
490
MaxxForce 13 (12.4L)
491
492
12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX
493
Table of Contents
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .495
494
12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX Diagnostic Trouble Codes

DTC 1112 1113 1114 1115 1119 1121 1122 1124 1125 1129 1130 1131 1132 1133 1134 1135 1136 1137 1141 1142 1148 1149 1151 1152 1153 1154 1155 1158 1159 1160 1161 1162 1163 SPN 168 168 110 110 110 102 102 164 164 91 91 91 91 91 91 558 94 94 84 84 84 84 108 108 108 171 171 1131 1131 1131 105 105 2791 FMI 3 4 4 3 12 3 4 4 3 0 1 4 3 2 7 11 4 3 4 3 8 2 3 4 10 4 3 0 3 4 4 3 4 Circuit EIM PWR (page 352) EIM PWR (page 352) ECT (page 310) ECT (page 310) EWPS (page 373) MAP (page 416) MAP (page 416) FRP (page 383) FRP (page 383) APS/IVS (page 243) APS/IVS (page 243) APS/IVS (page 243) APS/IVS (page 243) APS/IVS (page 243) APS/IVS (page 243) APS/IVS (page 243) EFP (page 318) EFP (page 318) Truck Truck Truck Truck ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) IAT (page 394) IAT (page 394) IAT2 (page 416) IAT2 (page 416) IAT2 (page 416) MAT (page 421) MAT (page 421) EGRP (page 331) Condition Description B+ to EIM out-of-range HIGH B+ to EIM out-of-range LOW ECT signal out-of-range LOW ECT signal out-of-range HIGH ECT temperature above maximum MAP signal out-of-range HIGH MAP signal out-of-range LOW FRP signal out-of-range LOW FRP signal out-of-range HIGH APS VREF out-of-range HIGH APS VREF out-of-range LOW APS signal out-of-range LOW APS signal out-of-range HIGH APS in-range fault APS and IVS disagree IVS signal fault EFP signal out-of-range LOW EFP signal out-of-range HIGH VSS signal out-of-range LOW VSS signal out-of-range HIGH VSS circuit frequency out-of-range HIGH VSS anti-tampering fault BAP signal out-of-range HIGH BAP signal out-of-range LOW BAP signal abnormal rate of change IAT signal out-of-range LOW IAT signal out-of-range HIGH IAT2 Temp above maximum IAT2 signal out-of-range HIGH IAT2 signal out-of-range LOW MAT signal out-of-range LOW MAT signal out-of-range HIGH EGRP signal out-of-range LOW
495
496
DTC 1164 1166 1211 1212 1214 1221 1222 1236 1245 1246 1246 1256 1257 1258 1259 1260 1261 1286 1289 1295 1296 1297 1298 1311 1312 1371 1372 1373 1375 1377 1378 1379
SPN 2791 105 100 100 8029 536 597 111 7272 7272 7272 7312 7312 7320 7320 7321 7321 51 51 3464 3464 51 51 175 175 676 676 7263 7264 1136 1136 158
FMI 3 0 4 3 3 2 2 2 0 11 11 5 11 5 11 5 11 7 0 5 11 5 2 4 3 18 17 11 7 3 4 0
Circuit EGRP (page 331) AMS (page 238) EOP (page 365) EOP (page 365) Truck Truck Truck ECL (page 304) EFAN (variable speed) (page 433) EFAN (two speed) (page 430) EFAN (variable speed) (page 433) BCS (page 253) BCS (page 253) CMV (page 277) CMV (page 277) CFV (page 266) CFV (page 266) ITV (page 410) ITV (page 410) ITV (page 410) ITV (page 410) ITV (page 410) ITV (page 410) EOT (page 369) EOT (page 369) CSS (page 293) CSR (page 287) CSR (page 287) CSR (page 287) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281)
Condition Description EGRP signal out-of-range HIGH MAT temperature above maximum EOP signal out-of-range LOW EOP signal out-of-range HIGH Remote throttle signal out-of-range HIGH SCCS switch circuit fault Brake switch disagreement ECL switch circuit fault Fan speed above desired EFAN control circuit fault EFAN control circuit fault Boost Control Solenoid open circuit Boost Control Solenoid short circuit Coolant Mixer Valve open circuit Coolant Mixer Valve short circuit Coolant Flow Valve open circuit Coolant Flow Valve short circuit ITV unable to achieve commanded position ITV overtemperature Intake Throttle Valve open circuit Intake Throttle Valve short circuit ITV no input signal ITV operation fault under V, over amp, over temp EOT signal out-of-range LOW EOT signal out-of-range HIGH Cold Start Solenoid fault Cold Start Relay control fault Cold Start Relay fault Cold Start Relay circuit fault ECM Temp above maximum ECM Temp below minimum B+ to ECM out-of-range HIGH
497
DTC 1380 1381 1382 1607 1608 1609 1610 1611 1612 1614 1615 1616 1617 1618 1619 1620 1621 1622 1623 1624 1625 1626 1627 1628 1629 1630 1635 1636 1729 1731 1737 1738
SPN 158 158 158 8021 8021 8021 8021 8021 8021 8064 8064 1442 1442 1119 1119 1119 1119 1119 1119 7319 7319 7319 7319 1119 1119 1119 7311 7311 3251 3251 3241 3241
FMI 1 3 4 5 7 8 14 3 4 3 4 5 11 0 1 2 5 7 11 16 17 18 19 22 12 15 4 3 4 3 4 3
Circuit ECM PWR (page 307) ECM PWR (page 307) ECM PWR (page 307) CMP (page 273) CMP (page 273) CMP (page 273) CMP (page 273) CMP (page 273) CMP (page 273) CKP (page 270) CKP (page 270) FPCV (page 379) FPCV (page 379) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ELS (page 358) ECT2 (page 314) ECT2 (page 314) EGDP (page 322) EGDP (page 322) EGT1 (page 338) EGT1 (page 338)
Condition Description B+ to ECM out-of-range LOW B+ to ECM out-of-range spiked HIGH B+ to ECM out-of-range spiked LOW CMP - No signal CMP sensor angle based phase system error disagreement CMP sensor time based phase system disagreement CMP circuits reversed CMP signal out-of-range HIGH CMP signal out-of-range LOW CKP signal out-of-range HIGH CKP signal out-of-range LOW Fuel Pressure Control Valve open circuit Fuel Pressure Control Valve short circuit Lambda Sensor correction value above normal Lambda Sensor not plausible Lambda Sensor circuit intermittent contact Lambda Sensor monitoring below lower limit Lambda Sensor circuit fault Lambda heater circuit fault Lambda Temp calculation above normal Lambda Temp calculation below normal Lambda Temp calibration calculation value above normal Lambda Temp calibration calculation value below normal Lambda Sensor Temp above maximum Lambda Sensor not detected in exhaust system Lambda Sensor SPI communication error status ECT2 signal out-of-range LOW ECT2 signal out-of-range HIGH EGDP signal out-of-range LOW EGDP signal out-of-range HIGH EGT1 signal out-of-range LOW EGT1 signal out-of-range HIGH
498
DTC 1741 1742 1744 1745 2212 2235 2243 2244 2245 2246 2247 2248 2310 2311 2312 2313 2314 2315 2316 2317 2318 2321 2322 2323 2324 2324 2325 2351 2352 2357 2369 2370
SPN 3242 3242 3245 3245 175 8354 8351 8351 8352 8352 8353 8354 100 100 100 100 100 190 190 84 84 110 110 111 593 593 110 7129 7129 7129 1378 94
FMI 4 3 4 3 0 1 7 0 1 0 7 0 10 0 11 1 7 0 16 0 14 0 7 1 14 14 14 1 0 7 2 17
Circuit EGT2 (page 343) EGT2 (page 343) EGT3 (page 347) EGT3 (page 347) EWPS (page 373) FRP SYS (page 387) FRP SYS (page 387) FRP SYS (page 387) FRP SYS (page 387) FRP SYS (page 387) FRP SYS (page 387) FRP SYS (page 387) EOP (page 365) EOP (page 365) EWPS (page 373) EWPS (page 373) EWPS (page 373) EWPS (page 373) EWPS (page 373) Truck Truck EWPS (page 373) EWPS (page 373) EWPS (page 373) IST (California Standard) (page 406) IST (Federal Optional) (page 408) EWPS (page 373) AMS (page 238) AMS (page 238) AMS (page 238) Service (page 429) Service (page 429)
Condition Description EGT2 signal out-of-range LOW EGT2 signal out-of-range HIGH EGT3 signal out-of-range LOW EGT3 signal out-of-range HIGH EOT Temp above maximum FRP unable to build during engine cranking FRP above pressure relieve valve limitation Fuel Rail Pressure Relief Valve opened (pressure was too high) Fuel Pressure Controller output high at low idle FRP above or below desired HP fuel pump erratic fuel quantity balancing Fuel Rail pressure above maximum EOP abnormal rate of change EOP above maximum EOP below minimum EOP below warning level EOP below critical level Engine speed above warning level Engine speed above maximum at ECM VSS value above programmable limit 1 VSS value above programmable limit 2 ECT above warning level ECT above critical level ECL below warning/critical level Engine stopped by IST Engine stopped by IST ECT value reached de-rate temperature EBP below desired level EBP above desired level Retarder control valve unable to achieve desired EBP Engine oil service required Fuel lter change reminder
499
DTC 2371 2372 2391 2674 2675 2676 2687 2698 2732 2773 2774 3333 3341 3342 3787 4421 4422 4423 4424 4425 4426 4511 4512 4513 4514 4515 4516 4517 4521 4522 4523 4524 4525 4526
SPN 94 94 2791 3242 3241 3245 8302 3251 3251 8303 8303 164 7129 7129 8326 8001 8002 8003 8004 8005 8006 8358 8358 8358 8358 8358 8358 8358 8359 8359 8359 8359 8359 8359
FMI 0 1 11 2 2 2 1 0 2 10 1 0 4 3 2 5 5 5 5 5 5 2 3 4 5 6 8 10 2 3 4 5 6 8
Circuit EFP (page 318) EFP (page 318) EGR (page 327) EGT2 (page 343) EGT1 (page 338) EGT3 (page 347) AFT SYS (page 227) AFT SYS (page 227) EGDP (page 322) AFT SYS (page 227) AFT SYS (page 227) FRP SYS (page 387) EBP (page 300) EBP (page 300) AFT SYS (page 227) INJ (page 398) INJ (page 398) INJ (page 398) INJ (page 398) INJ (page 398) INJ (page 398) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281) ECM Self (page 281)
Condition Description Fuel pressure above normal Fuel pressure below normal EGR valve internal circuit failure EGT2 signal in-range fault EGT1 signal in-range fault EGT3 signal in-range fault DPF low ow resistance DPF high restriction EGDP stuck in-range fault DOC unable to reach regen temp DOC efciency - AFI low ow Fuel Rail Pressure above maximum EBP signal out-of-range LOW EBP signal out-of-range HIGH DPF cleanliness test - soot level too high Cyl 1 open coil: open circuit Cyl 2 open coil: open circuit Cyl 3 open coil: open circuit Cyl 4 open coil: open circuit Cyl 5 open coil: open circuit Cyl 6 open coil: open circuit Bank A Injector driver over voltage Bank A Injector driver under voltage Bank A Injector driver under current Bank A Injector driver over current Bank A Injector low driver over current Bank A Injector on phase time-out Bank A Injector time-out Bank B Injector driver over voltage Bank B Injector driver under voltage Bank B Injector driver under current Bank B Injector driver over current Bank B Injector low driver over current Bank B Injector on phase time-out
500
DTC 4527 4528 4553 4554 4555 4556 4571 4572 4573 4574 4575 4576 5536 5541 5549 5558 5559 5560 5561 5565 5566 5632 5637 6233 6234 6258 6259 6260 6262 6270 6271
SPN 8359 7253 8064 8064 8064 8064 8001 8002 8003 8004 8005 8006 8253 8254 8240 7314 7310 7310 7310 7313 7313 8254 3511 3511 3511 102 2791 2791 2791 2791 2791
FMI 10 14 5 7 8 14 0 0 0 0 0 0 1 8 11 4 2 4 3 5 11 12 5 3 4 7 7 0 5 14 12
Circuit ECM Self (page 281) ECM Self (page 281) CKP (page 270) CKP (page 270) CKP (page 270) CKP (page 270) CYL BAL (page 297) CYL BAL (page 297) CYL BAL (page 297) CYL BAL (page 297) CYL BAL (page 297) CYL BAL (page 297) EIM Self (page 281) EIM Self (page 281) EIM Self (page 281) AFP (page 218) AFT (page 227) AFP (page 218) AFP (page 218) Retarder Control (page 425) Retarder Control (page 425) EIM Self (page 281) ECM Self (page 281) FRP (page 383) FRP (page 383) AMS (page 238) EGRP (page 331) EGRP (page 331) EGR (page 327) EGRP (page 331) EGRP (page 331)
Condition Description Bank B Injector time-out ECM Error - Injector control out of normal operating range CKP - No signal, open circuit CKP missing gap detection error CKP excessive pulses CKP circuits reversed Cyl 1 cyl balance max limit exceeded Cyl 2 cyl balance max limit exceeded Cyl 3 cyl balance max limit exceeded Cyl 4 cyl balance max limit exceeded Cyl 5 cyl balance max limit exceeded Cyl 6 cyl balance max limit exceeded EIM Error - Manufacturing defaults were selected EIM Error - Unexpected reset fault EIM Error - RAM programmable parameter list corrupted AFP VREF out-of-range AFP sensor failed ambient pressure test AFP signal out-of-range LOW AFP signal out-of-range HIGH Retarder control valve open circuit Retarder control valve short circuit EIM Error - RAM/CPU self-test fault ECM Error - Fuel Rail Pressure error FRP VREF out-of-range HIGH FRP VREF out-of-range LOW Boost below desired EGR control valve unable to achieve commanded position EGRP unable to detect close position EGR control valve open circuit EGRP valve stuck open EGRP valve stuck closed
501
DTC 6314 6315 6316 6317 6318 6319 6320 6321 6322 6813
SPN 8342 8309 8311 8316 8342 8487 8484 7311 7311 3241
FMI 7 2 2 2 14 19 19 0 7 0
Circuit CAN Private (page 262) CAN Private (page 262) CAN Private (page 262) CAN Private (page 262) CAN Private (page 262) EIM Self (page 281) EIM Self (page 281) EWPS (page 373) EWPS (page 373) EGT1(page 338) EGT2 (page 343)
Condition Description ECM CAN message not received from EIM ACM CAN message not received from ECM ACM CAN message not received from EIM EIM CAN message not received from ACM EIM CAN message not received from ECM EFRC information not received by ECM EFRC invalid value or time-out by ECM ECT2 above warning level ECT2 above critical level EGT1 or EGT2 high temp without regen
6814 6817 6823 6835 6840 6841 6842 6900 6901 6902 6905 6906
3242 3245 7311 8491 51 51 51 8305 8306 8307 8306 8306
7 7 14 14 12 8 19 12 5 5 7 14
AFT SYS (page 227) AFT SYS (page 227) EWPS (page 373) Truck ITV (page 410) ITV (page 410) ITV (page 410) AFI (page 214) AFS (page 223) AFD (page 210) AFT SYS (page 227) AFS (page 223) AFD (page 210)
EGT2 Temp above maximum severe EGT3 Temp above maximum severe ECT2 Temp above maximum Auxiliary engine shutdown input circuit out-of-range ITV broken spring or linkage ITV feedback outside duty cycle range ITV feedback signal not plausible AFI circuit fault AFS Valve circuit fault AFD Valve circuit fault Aftertreatment fuel leak: fuel line, AFD, or AFI AFS valve and AFD valve connections reversed
6910 6912 6913 6914
8307 8308 7310 7310
12 7 7 1
AFT SYS (page 227) AFT SYS (page 227) AFT SYS (page 227) AFT SYS (page 227)
AFD valve fail to open AFP above normal with AFS closed AFP above normal with AFD open AFP below normal during DPF regen
502
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
503
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .505
504
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) Description

Technical Service Information (TSI) letters are periodically published to inform service technicians of
505
product enhancements and eld service issues. File TSIs in this section for supplemental reference.
506
Printed in the United States of America

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DIAGNOSTIC/TROUBLESHOOTING MANUAL

DIAGNOSTIC/TROUBLESHOOTING MANUAL EGES-420 2008

EGES-415-1 EGES-420 EGED-425 EGED-430 EGED-435

Availability of current information for engine application and engine systems

Restrain long hair.

Do not expose batteries to open ames or sparks. Do not smoke in workplace.

Check for frayed power cords before using power tools.

Engine serial number

Engine Emission Label

U.S. Environmental Protection Agency (EPA) exhaust emission label (example)

Compression ratio Stroke MaxxForce 11 MaxxForce 13

155 mm (6.10 in) 166 mm (6.54 in)

Idle speed (no load) Thermostat operating temperature

Engine Component Locations

Component location top

Oil module Exhaust Gas Recirculation (EGR) control valve

Component location front

Coolant Mixer Valve (CMV) Exhaust Gas Recirculation (EGR) module

Component location right

Component location left

Air Management System (AMS)

Low and high pressure turbocharger components

BCS valve operation

Exhaust Gas Recirculation (EGR) System

During engine retarder control operation Acceleration/high engine load

Aftertreatment (AFT) System

AFT system overview

Aftertreatment fuel injection components

Fuel supply assembly

Fuel Management System

Injector (6) Engine Control Module (ECM) Pressure pipe rail

Low Pressure Fuel System

Low pressure fuel system

High Pressure Fuel System

High pressure fuel system

Engine Lubrication System

Oil system overview (typical)

Oil module Oil pump

Oil Flow and Components

Engine Cooling System

Cooling system components

Cooling System Flow

Engine Retarder System

Engine retarder control system external components

Engine retarder control system internal components

Preliminary (Closed Breather System - September 2008

Closed Crankcase Breather System

Closed crankcase breather system

Breather outlet tube assembly Crankcase Depression Regulator (CDR) valve

Preliminary (Closed Breather System - September 2008

Cold Start Assist System

Cold start assist system

Glow plug Cold Start Relay (CSR)

Electronic Control System

Engine and Vehicle Sensors Thermistor Sensor

Variable Resistance Sensor

Variable resistance sensor

2 ENGINE AND VEHICLE FEATURES

2 ENGINE AND VEHICLE FEATURES

2 ENGINE AND VEHICLE FEATURES

Programming engine and vehicle features Programming calibrations and strategies

2 ENGINE AND VEHICLE FEATURES

2 ENGINE AND VEHICLE FEATURES