EPA 07 - US, Canada, Mexico

2007 MaxxForce® DT, 9, and 10 Engine

DIAGNOSTIC MANUAL
DIAGNOSTIC MANUAL

2007 MaxxForce® DT, 9, and 10 Engine

0000002581

Navistar, Inc.
Revision 1
July 2013

2701 Navistar Drive, Lisle, IL 60532 USA

© 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.
Highlights
Table 1 Summary of Changes
Location Reason
Turbochargers section Removed figure and text regarding inspection of turbocharger on bench
VGT (Variable Geometry Fixed wrong tool called out in Tools
Turbocharger) Actuator
section
 DIAGNOSTIC MANUAL I

TABLE OF CONTENTS
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125

Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449

Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455

Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .463

Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .491

Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .501

II DIAGNOSTIC MANUAL
 DIAGNOSTIC MANUAL 1

Foreword Technical Service Literature

Navistar, Inc. is committed to continuous research 1171939R4 MaxxForce® DT, 9, and 10 Engine
and development to improve products and introduce Operation and Maintenance
technological advances. Procedures, specifications, Manual
and parts defined in published technical service
EGES-335–2 MaxxForce® DT, 9, and 10 Service
literature may be altered.
Manual
NOTE: Photo illustrations identify specific parts
0000002581 MaxxForce® DT, 9, and 10
or assemblies that support text and procedures;
Diagnostic Manual
other areas in a photo illustration may not be
exact. EGED-375 MaxxForce® DT, 9, and 10 Hard
Start and No Start Diagnostics
This manual includes necessary information and
Form
specifications for technicians to maintain Navistar
diesel engines. See vehicle manuals and Technical EGED-380 MaxxForce® DT, 9, and 10
Service Information (TSI) bulletins for additional Performance Diagnostics Form
information. EGED-385 MaxxForce® DT, 9, and 10
Electronic Control Systems Form

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.
2 DIAGNOSTIC MANUAL

Service Diagnosis • Knowledge of the principles of operation for

engine application and engine systems
Service diagnosis is an investigative procedure that
must be followed to find and correct an engine • Knowledge to understand and do procedures in
application problem or an engine problem. diagnostic and service publications
If the problem is engine application, see specific Technical Service Literature required for Effective
vehicle manuals for further diagnostic information. Diagnosis
If the problem is the engine, see specific Engine • Engine Service Manual
Diagnostic Manual for further diagnostic information.
• Engine Diagnostic Manual
Prerequisites for Effective Diagnosis
• Diagnostics Forms
• Availability of gauges and diagnostic test
• Electronic Control Systems Diagnostics Forms
equipment
• Service Bulletins
• Availability of current information for engine
application and engine systems
 DIAGNOSTIC MANUAL 3

Safety Information • Restrain long hair.

This manual provides general and specific Vehicle

maintenance procedures essential for reliable engine • Make sure the vehicle is in neutral, the parking
operation and your safety. Since many variations in brake is set, and the wheels are blocked before
procedures, tools, and service parts are involved, servicing engine.
advice for all possible safety conditions and hazards
cannot be stated. • Clear the area before starting the engine.

Read safety instructions before doing any service and Engine

test procedures for the engine or vehicle. See related • The engine should be operated or serviced only
application manuals for more information. by qualified individuals.
Disregard for Safety Instructions, Warnings, Cautions, • Provide necessary ventilation when operating
and Notes in this manual can lead to injury, death or engine in a closed area.
damage to the engine or vehicle.
• Keep combustible material away from engine
Safety Terminology exhaust system and exhaust manifolds.

Three terms are used to stress your safety and safe • Install all shields, guards, and access covers
operation of the engine: Warning, Caution, and Note. before operating engine.

Warning: A warning describes actions necessary to • Do not run engine with unprotected air inlets or
prevent or eliminate conditions, hazards, and unsafe exhaust openings. If unavoidable for service
practices that can cause personal injury or death. reasons, put protective screens over all openings
before servicing engine.
Caution: A caution describes actions necessary
to prevent or eliminate conditions that can cause • Shut engine off and relieve all pressure in the
damage to the engine or vehicle. system before removing panels, housing covers,
and caps.
Note: A note describes actions necessary for
correct, efficient engine operation. • If an engine is not safe to operate, tag the engine
and ignition key.
Safety Instructions Fire Prevention
Work Area • Make sure charged fire extinguishers are in the
• Keep work area clean, dry, and organized. work area.

• Keep tools and parts off the floor. NOTE: Check the classification of each fire
extinguisher to ensure that the following fire types
• Make sure the work area is ventilated and well lit. can be extinguished.
• Make sure a First Aid Kit is available. 1. Type A — Wood, paper, textiles, and rubbish
Safety Equipment 2. Type B — Flammable liquids
• Use correct lifting devices. 3. Type C — Electrical equipment
• Use safety blocks and stands. Batteries
Protective Measures • Always disconnect the main negative battery
• Wear protective safety glasses and shoes. cable first.

• Wear correct hearing protection. • Always connect the main negative battery cable
last.
• Wear cotton work clothing.
• Avoid leaning over batteries.
• Wear sleeved heat protective gloves.
• Protect your eyes.
• Do not wear rings, watches or other jewelry.
4 DIAGNOSTIC MANUAL

• Do not expose batteries to open flames or sparks. • Check for frayed power cords before using power
tools.
• Do not smoke in workplace.
Fluids Under Pressure
Compressed Air
• Use extreme caution when working on systems
• Use an OSHA approved blow gun rated at 207
under pressure.
kPa (30 psi).
• Follow approved procedures only.
• Limit shop air pressure to 207 kPa (30 psi).
Fuel
• Wear safety glasses or goggles.
• Do not over fill the fuel tank. Over fill creates a fire
• Wear hearing protection.
hazard.
• Use shielding to protect others in the work area.
• Do not smoke in the work area.
• Do not direct compressed air at body or clothing.
• Do not refuel the tank when the engine is running.
Tools
Removal of Tools, Parts, and Equipment
• Make sure all tools are in good condition.
• Reinstall all safety guards, shields, and covers
• Make sure all standard electrical tools are after servicing the engine.
grounded.
• Make sure all tools, parts, and service equipment
are removed from the engine and vehicle after all
work is done.
 1 ENGINE SYSTEMS 5

Table of Contents

Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Accessory Labels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Charge Air Cooler (CAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Variable Geometry Turbocharger (VGT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

ICP System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
High-Pressure Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
ICP Closed Loop System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
ICP Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Fuel Injector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

Fuel Supply System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Cooling System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Coolant Heater (optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
6 1 ENGINE SYSTEMS

EGR Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

IAH Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Intake Throttle Actuator and Position Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Engine and Vehicle Sensors and Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Thermistor Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Variable Capacitance Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Magnetic Pickup Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Micro Strain Gauge (MSG) Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Intake Throttle Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Diamond Logic® Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

Brake Operation Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Exhaust Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
 1 ENGINE SYSTEMS 7

Engine Identification Engine Emission Label

Engine Serial Number

Figure 2 U.S. Environmental Protection Agency

(EPA) exhaust emission label (example)

Figure 1 Engine serial number

The U.S. Environmental Protection Agency (EPA)
exhaust emission label is attached on top of the valve
The engine serial number is in two locations: cover. The EPA label typically includes the following:
• Stamped on a crankcase pad on the right side of • Model year
the crankcase below the cylinder head.
• Engine family, model, and displacement
• On the engine emission label on the valve cover.
• Advertised brake horsepower and torque rating
Engine Serial Number Examples • Emission family and control systems
MaxxForce® DT: 466HM2U3000001 • Valve lash specifications
MaxxForce® 9 and 10: 570HM2U3000001 • Engine serial number
Engine Serial Number Codes • EPA, EURO, and reserved fields for specific
466 – Engine displacement applications
570 – Engine displacement
H – Diesel, turbocharged, Charge Air Cooler (CAC)
and electronically controlled Engine Accessory Labels
M2 – Motor truck The following engine accessories may have
U – United States manufacturer's labels or identification plates:
7 digit suffix – Engine serial number sequence
beginning with 3000001 • Air compressor
• Air conditioning compressor
• Alternator
• Cooling fan clutch
• Power steering pump
• Starter motor
8 1 ENGINE SYSTEMS

Engine Description

MaxxForce® DT, 9, and 10 Diesel Engines

Engine configuration 4 stroke, inline six cylinder diesel
MaxxForce® DT displacement 7.6 L (466 in3)
MaxxForce® 9 and 10 displacement 9.3 L (570 in3)
Bore (sleeve diameter) 116.6 mm (4.59 in)
Stroke
• MaxxForce® DT 119 mm (4.68 in)
• MaxxForce® 9 and 10 146 mm (5.75 in)
Compression ratio
• MaxxForce® DT 16.9 : 1
• MaxxForce® 9 and 10 17.2 : 1
Aspiration VGT turbocharged and Charge Air Cooled (CAC)
1
Rated power @ rpm
• MaxxForce® DT 245 bhp @ 2600 rpm
• MaxxForce® 9 310 bhp @ 2200 rpm
• MaxxForce® 10 310 bhp @ 2200 rpm
1
Peak torque @ rpm
• MaxxForce® DT 620 lbf·ft @ 1400 rpm
• MaxxForce® 9 950 lbf·ft @ 1200 rpm
• MaxxForce® 10 1050 lbf·ft @ 1200 rpm
Engine rotation (facing flywheel) Counterclockwise
Combustion system Direct injection turbocharged
Fuel system Electro-hydraulic injection
Total engine weight (oil and accessories)
• MaxxForce® DT 881 kg (1,943 lbs)
• MaxxForce® 9 and 10 905 kg (1,995 lbs)
Cooling system capacity (engine only) 12.8 L (13.5 qts US)
Lube system capacity (including filter) 28 L (30 qts US)
Lube system capacity (overhaul only, with filter) 33 L (35 qts US)
Firing order 1-5-3-6-2-4
1
Example ratings shown. See Performance Specifications appendix in Diagnostic Manual for additional ratings.
 1 ENGINE SYSTEMS 9

Standard Features available as an option. The pad mounting design

of the alternator and Freon® compressor brackets
MaxxForce® DT, 9, and 10 diesel engines are
provide easy removal and improved durability.
designed for increased durability, reliability, and ease
of maintenance. The low-pressure fuel supply pump draws fuel from
the fuel tank through the fuel filter housing. The
The cylinder head has four valves per cylinder with
housing includes a strainer, filter, primer pump, drain
centrally located fuel injectors directing fuel over
valve, Water in Fuel (WIF) sensor, and Engine Fuel
the pistons. This configuration provides improved
Pressure (EFP) sensor. If equipped, an optional fuel
performance and reduces emissions.
heater element is located in the fuel filter housing.
The camshaft is supported by four insert bushings Conditioned fuel is pumped through the intake
pressed into the crankcase. The camshaft gear is manifold and cylinder head to the fuel injectors.
driven from the front of the engine. A thrust flange
The WIF sensor detects water in the fuel system.
is located between the camshaft and the drive gear.
When a programmed value of water is collected in the
The overhead valve train includes mechanical roller
fuel filter housing, the instrument panel's amber FUEL
lifters, push rods, rocker arms, and dual valves that
FILTER lamp will illuminate. The collected water must
open using a valve bridge.
be removed immediately. The water is drained by
MaxxForce® DT engines use one piece aluminum using the drain valve located on the fuel filter housing.
alloy pistons. MaxxForce® 9 and 10 engines use
The fuel injection system is electro-hydraulic. The
one piece steel pistons. All pistons use an offset
system includes an under-valve-cover high-pressure
piston axis and centered combustion bowls. Crown
oil manifold, fuel injectors, and a high-pressure oil
markings show correct piston orientation in the
pump. The injectors are installed in the cylinder head,
crankcase.
under the high-pressure oil manifold.
The one piece crankcase uses replaceable wet
The Variable Geometry Turbocharger (VGT) has
cylinder sleeves that are sealed by a single crevice
actuated vanes in the turbine housing. These vanes
seal. Some applications include a crankcase ladder
modify exhaust gas flow through the VGT. The ECM
which is designed to support heavier loads and
commands the VGT in response to boost and exhaust
reduce engine noise.
back pressure for various engine speeds and load
The crankshaft has seven main bearings with fore conditions.
and aft thrust controlled at the rear bearing. One
The Inlet Air Heater (IAH) system warms the incoming
fractured cap connecting rod is attached at each
air supply prior to cranking to aid cold engine starting
crankshaft journal. A piston pin moves freely inside
and reduce white smoke during warm-up. The IAH
the connecting rod and piston. Piston pin retaining
system will initially illuminate the WAIT TO START
rings secure the piston pin in the piston. The rear oil
lamp located on the instrument panel. When the lamp
seal carrier is part of the flywheel housing.
turns off, the engine can be started.
A gerotor lube oil pump is mounted on the front cover
The Exhaust Gas Recirculation (EGR) system
and is driven by the crankshaft. Pressurized oil is
circulates cooled exhaust into the intake air stream
supplied to engine components and the high-pressure
in the intake manifold. This cools the combustion
injection system. All MaxxForce® DT, 9, and 10
process and reduces the formation of NOX engine
engines use an engine oil cooler and spin-on engine
emissions.
oil filter.
A closed crankcase breather system uses an engine
The water supply housing serves as the mounting
mounted oil separator to return oil to the crankcase
bracket for the Freon® compressor. Mounting
and vent crankcase pressure into the intake system.
capabilities for a dual Freon® compressor are
10 1 ENGINE SYSTEMS

Optional Features Chassis Mounted Features

Optional features available include the following: A Charge Air Cooler (CAC) is an air-to-air heat
exchanger which increases the density of the air
• Air compressor
charge.
• Power Takeoff (PTO)
The Aftertreatment System, part of the larger Exhaust
• Engine or exhaust brake System, processes engine exhaust to meet tailpipe
emission requirements.
An air compressor is available for applications that
require air brakes or air suspension. A hydraulic • The Diesel Oxidation Catalyst (DOC) burns
power steering pump can be used with or without the oxygen and hydrocarbons in the exhaust stream.
air compressor.
• The Diesel Particulate Filter (DPF) captures and
The front cover has a mounting flange available for burns particulates in the exhaust stream.
PTO accessories. The air compressor drive gear train
is used with a spline adapter and provides power for
front mounted PTO accessories.
The Diamond Logic® engine brake is available for
all engine displacements. The engine brake is a
compression release brake system that provides
additional braking performance. The operator can
control the engine brake for different operating
conditions.
The Diamond Logic® exhaust brake system is also
available for all engine displacements. The exhaust
brake uses the turbocharger to restrict exhaust flow
for additional braking. The operator can control the
exhaust brake for different operating conditions.

Optional Cold Climate Features

Optional cold climate features available include the
following:
• Oil pan heater
• Coolant heater
• Fuel heater
All three heaters use an electric element to warm
engine fluids in cold weather conditions.
The oil pan heater warms engine oil to ensure
optimum oil flow.
The coolant heater warms engine coolant surrounding
the cylinders. Warmed engine coolant aids in
performance and fuel economy during start-up.
The fuel heater is installed in the fuel filter header
assembly and warms the supply fuel. Warmed supply
fuel prevents waxing, and improves performance and
fuel economy during cold weather start-up.
 1 ENGINE SYSTEMS 11

Engine Component Locations

Figure 3 Component location – top

1. Valve cover 6. EGR tube assembly 10. Flywheel housing
2. EGR and inlet air mixer duct 7. Alternator bracket
3. Intake throttle assembly 8. Variable Geometry Turbocharger
4. Intake side EGR cooler (VGT) assembly
5. EGR valve manifold assembly 9. Exhaust side EGR cooler
12 1 ENGINE SYSTEMS

Figure 4 Component location – front

1. Water outlet tube assembly 4. Front cover 8. Water inlet elbow
2. Coolant crossover tube 5. Fan drive pulley 9. Water pump pulley
assembly (EGR) 6. Front engine mounting bracket 10. Automatic belt tensioner
3. Tube support 7. Vibration damper assembly
 1 ENGINE SYSTEMS 13

Figure 5 Component location – right

1. Turbocharger oil supply tube 6. Lifting eye 11. VGT actuator
assembly 7. Water supply housing (Freon® 12. Coolant tube (oil system module)
2. Exhaust manifold compressor mount) 13. Cooler heat exchanger
3. Exhaust side EGR cooler 8. Alternator bracket 14. M18 plug assembly (coolant
4. Variable Geometry Turbocharger 9. EGR coolant supply tube drain)
(VGT) assembly 10. Crankcase breather assembly 15. Oil filter
5. Breather inlet tube assembly with turbine 16. Oil system module assembly
14 1 ENGINE SYSTEMS

Figure 6 Component location – left

1. Low-pressure fuel pump 7. Intake Air Heater (IAH) relay 11. Oil pan
2. Priming pump (fuel) assembly 12. Power steering pump assembly
3. EGR valve manifold assembly 8. Lifting eye 13. Air compressor assembly
4. Fuel strainer cap 9. Intake manifold 14. High-pressure oil pump
5. Fuel filter cap 10. Electronic Control Module
6. Water drain valve (ECM)
 1 ENGINE SYSTEMS 15

Figure 7 Component location – rear

1. Valve cover 4. Crankcase 6. Flywheel housing
2. Cylinder head 5. Rear engine mounting bracket 7. Flywheel
3. VGT assembly (2) 8. Oil filler tube
16 1 ENGINE SYSTEMS

Air Management System

Figure 8 Air management system

The Air Management System includes the following: • Inlet Air Heater Control (IAHC)
• Air filter assembly • Exhaust and intake valves
• Variable Geometry Turbocharger (VGT) • Exhaust system
• Charge Air Cooler (CAC) • Diamond Logic® exhaust and engine brake
• Intake throttle valve • Diesel Particulate Filter (DPF – Aftertreatment
System)
• Exhaust Gas Recirculation (EGR)
• Intake manifold and EGR mixer
 1 ENGINE SYSTEMS 17

Air Flow Air Management Components

Air flows through the air filter assembly and enters the Charge Air Cooler (CAC)
VGT. The VGT compressor increases the pressure,
temperature, and density of the intake air before it
enters the CAC. Cooled compressed air flows from the
CAC into the inlet throttle valve and EGR mixer duct.
If the EGR control valve is open, exhaust gas will
pass through the EGR system and mix with the filtered
intake air. This mixture flows through the inlet air
heater and into the intake manifold.
If the EGR control valve is closed, only filtered intake
air will flow through the inlet air heater and into the
intake manifold.
After combustion gases exit through the exhaust
valves and ports, the gas is forced through the
exhaust manifold to the EGR system and VGT.
Some gas flows through the EGR system, which is Figure 9 CAC
controlled by the EGR valve. The remaining gas flows 1. Air outlet
to the VGT turbine. 2. CAC
The turbo vanes control flow and pressure of exhaust 3. Air inlet
gas. This controls the speed of the compressor wheel, 4. Radiator
which is connected to the turbine wheel by a shaft.
The VGT compressor wheel compresses the filtered
air. The chassis mounted CAC is mounted on top of the
radiator. Air from the turbocharger passes through a
Exhaust gases exit the turbocharger, flow into the network of heat exchanger tubes before entering the
exhaust piping to the aftertreatment system, and are engine intake system. Outside air flowing over the
released from the exhaust tail pipe. heat exchanger tube fins cools the charge air. Cooling
the charge air increases the density and improves the
air to fuel ratio during combustion.
18 1 ENGINE SYSTEMS

Exhaust Gas Recirculation (EGR) System

Figure 10 EGR system

1. Exhaust side EGR cooler 5. EGR valve manifold 9. EGR coolant supply tube
2. Intake side EGR cooler 6. EGR tube assembly 10. Exhaust manifold
3. EGR valve 7. Coolant crossover tube
4. EGR coolant return tube assembly
assembly 8. EGR metering tube

The EGR system includes the following: • EGR mixer duct

• Exhaust manifold • Intake manifold
• EGR exhaust side cooler The EGR system reduces Nitrogen Oxide (NOX)
engine emissions. NOX forms during a reaction
• Exhaust gas crossover tube
between nitrogen and oxygen at high temperatures
• Electrical control system during combustion. Combustion starts when fuel is
injected into the compressed combustion chamber.
• EGR control valve
• EGR intake side cooler
 1 ENGINE SYSTEMS 19

EGR Flow EGR Closed Loop System

Metered exhaust gas from the exhaust manifold flows
into the exhaust side EGR cooler. Cooled exhaust gas
flows through the exhaust tube assembly to the EGR
control valve.
When the EGR is commanded, the EGR control
valve opens and allows cooled exhaust gas to enter
the intake side EGR cooler for further cooling. This
exhaust gas is directed into the EGR mixer duct
where it is mixed with filtered intake air.

EGR Control Valve

Figure 12 EGR closed loop system

The ECM commands the EGR control valve position

based on engine speed and load conditions. The EGR
control valve provides feedback to the ECM on current
valve position.

Figure 11 EGR control valve

The EGR valve consists of three major components,

a valve, an actuator motor, and an Integrated Circuit
(IC).
Figure 13 EGR control
The EGR valve is installed in the EGR valve manifold
on the top front of the engine.
The EGR valve uses a DC motor to control position of
the valve assembly. The motor pushes directly on the
valve stem to open. The valve is shut by a spring. The
valve assembly has two poppet valves on a common
shaft.
The IC has three hall effect position sensors to monitor
valve movement.
20 1 ENGINE SYSTEMS

Variable Geometry Turbocharger (VGT)

Figure 14 VGT components

1. M10 nut (4) 6. Oil drain port 11. M6 serrated lock nut (4)
2. Turbo mounting gasket 7. VGT actuator 12. E-clip
3. Compressor outlet 8. Compressor inlet 13. Turbine outlet
4. Oil supply port 9. VGT actuator harness
5. Turbine inlet 10. VGT actuator linkage

The VGT responds to engine load. During heavy The VGT has actuated vanes in the turbine housing.
load, an increased flow of exhaust gases turns the These vanes modify flow characteristics of the
turbine wheel faster. The increased speed turns the exhaust gases through the VGT to further control
compressor impeller faster and supplies greater air boost pressures for various engine speeds and load
quantity and boost pressure to the intake manifold. conditions.
When engine load is light, the flow of exhaust gases
decreases which causes reduction in air volume and
boost pressure.
 1 ENGINE SYSTEMS 21

VGT Closed Loop System

Figure 15 VGT closed loop system

The VGT is a closed loop system that uses the EBP

sensor to provide feedback to the ECM. The EBP
sensor continuously monitors exhaust system back
pressure while the ECM adjusts VGT position to
match engine requirements.

VGT Control

Figure 16 VGT control

The VGT actuator is a control module located below Unison ring movement occurs when the crank lever
the turbocharger. The internal microchip controls a in the VGT actuator moves.
DC motor which rotates a crank lever that adjusts vane
Exhaust gas flow can be regulated, depending on
position in the turbine housing. The position of the
required exhaust system back-pressure, to match
vanes is based on the VGT signal sent from the ECM.
engine speed and load. As demand for exhaust
Moveable vanes are mounted around the inside system back-pressure increases, the ECM increases
circumference of the turbine housing. A unison ring the VGT signal to the VGT actuator. When exhaust
links all the vanes together. When the unison ring system back-pressure demand is reduced, the ECM
moves, all vanes will move to the same position. decreases the VGT signal to the VGT actuator.
22 1 ENGINE SYSTEMS

Aftertreatment (AFT) System Diesel Oxidation Catalyst (DOC)

The AFT System, part of the larger exhaust system, The DOC does the following:
processes engine exhaust to meet emissions
• Oxidizes hydrocarbons and carbon monoxide
requirements. The AFT system traps particulate
(CO) in exhaust stream
matter (soot) and prevents it from leaving the tailpipe.
• Provides heat for exhaust system warm-up
AFT Control System
• Aids in system temperature management for the
The control system performs the following functions: DPF
• Monitors exhaust gases, the aftertreatment • Oxidizes NO into NO2 for passive DPF
system, and controls engine operating regeneration
parameters for emission processing and failure
recognition Diesel Particulate Filter (DPF)
• Cancels regeneration in the event of catalyst or The DPF does the following:
sensor failure
• Captures and temporarily stores carbon-based
• Monitors the level of soot accumulation in the particulates in a filter
Diesel Particulate Filter (DPF) and adapts engine
• Allows for oxidation (regeneration) of stored
operating characteristics to compensate for
particulates once loading gets to a particular level
increased back pressure
(pressure drop)
• Controls engine operating parameters to make
• Provides the required exhaust back pressure drop
regeneration automatic.
for engine performance
• Maintains vehicle and engine performance during
• Stores noncombustible ash
regeneration
AFT Conditions and Responses
Sensors
The operator is alerted audibly or with instrument
Sensors produce an electronic signal based on
panel indicators of system status. Automatic or
temperature and pressure. It is used by the control
manual regeneration is required when levels of soot
system to regulate the aftertreatment function.
exceed acceptable limits. For additional information
The sensors measure the temperature and pressure see the applicable vehicle Operator's Manual and the
at the center of the exhaust flow. vehicle visor placard.
 1 ENGINE SYSTEMS 23

Fuel Management System

Figure 17 Fuel management system

The fuel management system includes the following: • Fuel supply system
• Lubrication system • Fuel injectors
• Injection Control Pressure (ICP) system • Electronic control system
• Diamond Logic® engine brake
24 1 ENGINE SYSTEMS

ICP System

Figure 18 ICP system

1. High-pressure oil manifold 4. Fuel inlet port (4) 7. High-pressure oil pump
2. Injector oil inlet from 5. Injection Pressure Regulator assembly
high-pressure oil manifold (IPR) valve 8. Fuel injector assembly (6)
3. Oil outlet (2) 6. Oil inlet from front cover reservoir 9. High-pressure oil hose

High-Pressure Oil Flow High-pressure oil is directed to the high-pressure oil

hose, cylinder head passage, and high-pressure oil
The lubrication system constantly refills the oil
manifold, which is located beneath the valve cover.
reservoir located in the front cover. The reservoir
provides oil for the high-pressure oil pump. The pump
is mounted on the backside of the front cover and
gear driven from the front of the engine.
 1 ENGINE SYSTEMS 25

High-pressure oil is used by the fuel injectors to inject,

pressurize, and atomize fuel in the cylinders. This
occurs when the OPEN coil for each fuel injector is
energized.
Excess high-pressure oil is directed to the crankcase
sump by the Injection Pressure Regulator (IPR) valve.
The IPR valve is controlled by the Engine Control
Module (ECM) to maintain a desired injection control
pressure.
If equipped with the optional engine brake, some
high-pressure oil is directed internally to the engine
brake pistons when the brake is activated.

ICP Closed Loop System

Figure 19 ICP closed loop system

The ICP system is a closed loop system that uses the the IPR duty cycle to adjust ICP pressure to match
ICP sensor to continuously provide injection control engine requirements.
pressure feedback to the ECM. The ECM commands
26 1 ENGINE SYSTEMS

ICP Control System

Figure 20 ICP sensor control system

The IPR solenoid receives a pulse-width modulated When the injection control pressure electrical signal
signal from the ECM. This indicates the on and off is out-of-range, the ECM sets a Diagnostic Trouble
time the IPR control valve is energized. The pulse is Code (DTC). The ECM will not set DTCs if an
calibrated to control ICP pressure which ranges from injection control pressure signal corresponds to an
5 MPa (725 psi) up to 32 MPa (4,650 psi). in-range valve for injection control pressure for a
given operating condition.
The IPR valve is mounted in the body of the
high-pressure pump. The IPR valve maintains desired When ICP signals that are out-of-range, the ECM
injection control pressure by dumping excess oil back ignores out-of-range signals and go into open
to the crankcase sump. loop operation. The IPR valve will operate from
programmed default values.
As demand for injection control pressure increases,
the ECM increases the pulse-width modulation to The ICP sensor is installed in the high-pressure oil
the IPR solenoid. When demand for injection control manifold under the valve cover.
pressure decreases, the duty cycle to the IPR solenoid
decreases and more oil is allowed to flow to the drain
orifice.
 1 ENGINE SYSTEMS 27

Fuel Injector Fuel Injector Features

Two 48 volt, 20 amp coils control a spool valve
that directs oil flow in and out of the injector. The
injector coils are turned on for approximately 800
µs (microseconds). Each injector has a single four
pin connector that couples to the valve cover gasket
assembly.

Injector Coils and Spool Valve

An OPEN coil and a CLOSE coil on the injector move
the spool valve from side to side using magnetic force.
The spool has two positions:
• When the spool valve is open, oil flows into the
injector from the high-pressure oil manifold.
• When the spool valve is closed, oil exits from
the top of the fuel injector and drains back to the
crankcase.

Intensifier Piston and Plunger

When the spool valve is open, high-pressure oil
enters the injector pushing down the intensifier piston
and plunger. Since the intensifier piston is 7.1 times
greater in surface area than the plunger, the injection
pressure is also 7.1 times greater than injection
control pressure on the plunger.

Plunger and Barrel

Fuel pressure builds at the base of the plunger in the
barrel. When the intensifier piston pushes the plunger
down, the plunger increases fuel pressure in the barrel
Figure 21 Fuel injector 7.1 times greater than injection control pressure. The
1. Upper O-ring plunger has a hardened coating to resist scuffing.
2. Lower O-ring
3. Nozzle gasket Injector Needle
4. Injector nozzle The injector needle opens inward when fuel pressure
5. Fuel inlet port overcomes the Valve Opening Pressure (VOP) of 28
MPa (4,075 psi). Fuel is atomized at high-pressure
through the nozzle tip.
28 1 ENGINE SYSTEMS

Fuel Injector Operation Low-pressure fuel fills the four ports and enters
through the edge filter on its way to the chamber
The injector operation has three stages:
beneath the plunger. The needle control spring holds
• Fill stage the needle onto its seat to prevent fuel from entering
the combustion chamber.
• Injection
• End of injection Injection
1. A pulse-width controlled current energizes the
OPEN coil. Magnetic force moves the spool
valve open. High-pressure oil flows past the
spool valve and onto the top of the intensifier
piston. Oil pressure overcomes the force of
the intensifier piston spring and the intensifier
starts to move down. An increase in fuel
pressure under the plunger seats the fuel inlet
check ball, and fuel pressure starts to build on
the needle.
2. The pulse-width controlled current to the
OPEN coil is shut off, but the spool valve
remains open. High-pressure oil from
high-pressure oil manifold continues to flow
past the spool valve. The intensifier piston
and plunger continue to move and fuel
pressure increases in the barrel. When fuel
pressure rises above the VOP, the needle
lifts off its seat and injection begins.

End of Injection
1. When the ECM determines that the correct
injector on-time has been reached (the
correct amount of fuel has been delivered),
the ECM sends a pulse-width controlled
current to the CLOSE coil of the injector.
The current energizes the CLOSE coil and
magnetic force closes the spool valve.
High-pressure oil is stopped against the spool
valve.
2. The pulse-width controlled current to close
the coil is shut off, but the spool valve remains
closed. Oil above the intensifier piston flows
Figure 22 Fuel injector cross section past the spool valve through the exhaust
ports. The intensifier piston and plunger
return to their initial positions. Fuel pressure
Fill Stage decreases until the needle control spring
During the fill stage both coils are de-energized and forces the needle back onto its seat.
the spool valve is closed. High-pressure oil from the
high-pressure oil manifold is stopped at the spool
valve.
 1 ENGINE SYSTEMS 29

Fuel Supply System

Figure 23 Low-pressure fuel system

1. Cylinder head 8. Water drain valve 15. Primer pump
2. Fuel injector assembly (6) 9. 3/8 tube sleeve (2 each tube) 16. Fuel strainer cap
3. Fuel filter cap 10. Low-pressure fuel pump 17. Fitting assembly with check
4. M8 x 75 stud bolt 11. Water In Fuel (WIF) sensor valve
5. Fuel filter header assembly 12. Engine Fuel Pressure (EFP) 18. Low-pressure fuel rail (cast in
6. Diagnostic coupling assembly sensor intake manifold)
and dust cap 13. Fuel heater (optional)
7. Transfer pump outlet tube 14. Transfer pump inlet tube
assembly assembly
30 1 ENGINE SYSTEMS

Fuel Supply System Flow

Figure 24 Fuel flow

The low-pressure fuel pump draws fuel through the Fuel flows through the filter element and the
fuel lines from the fuel tank. Fuel enters the fuel filter standpipe. The filter element removes debris from
header assembly and passes through the 150 micron the fuel. The standpipe prevents fuel from draining
strainer. from the fuel rail during service.
An optional 250 watt electric heating element is If water is in the fuel, the fuel filter element repels the
available to warm incoming fuel to prevent waxing water. The water is collected at the bottom of the main
and improve cold weather performance. The heater filter element cavity in the fuel filter assembly.
is located in the base of the fuel strainer.
When the maximum amount of water is collected in
Fuel flows from the strainer through the low-pressure the element cavity, the WIF sensor sends a signal
fuel pump to the fuel filter for further conditioning. to the Engine Control Module (ECM). The ECM will
turn on the amber FUEL FILTER lamp located on the
instrument panel.
 1 ENGINE SYSTEMS 31

Figure 25 Fuel filter header assembly

1. Strainer lid 10. Fuel pressure regulator valve 18. M5 screw (2)
2. O-ring gasket spring 19. 250 Watt fuel heater assembly
3. Fuel strainer element 11. Cover plate seal (optional)
4. Fuel filter cap 12. Cover plate 20. M6 screw (2)
5. O-ring gasket 13. M6 screw (5) 21. Heater O-ring gasket
6. Fuel filter element 14. Engine Fuel Pressure (EFP) 22. Dust cap
7. Irregular molded gasket sensor 23. Diagnostic coupling assembly
8. Filter assembly housing 15. Water drain valve assembly 24. O-ring
9. Fuel pressure regulator valve 16. Water In Fuel (WIF) sensor
assembly 17. O-ring
32 1 ENGINE SYSTEMS

A water drain valve is located on the fuel filter filter housing then drains out and back to the tank to
assembly and can be opened to drain contaminants provide improved cleanliness during servicing.
(usually water) from the assembly.
The Engine Fuel Pressure (EFP) sensor detects low
A fuel pressure regulator valve is built into the fuel filter fuel pressure caused by a fuel restriction or dirty
header assembly. The regulator valve is calibrated to fuel filter. The EFP sensor sends a signal to the
open at 455 kPa ± 34 kPa (66 psi ± 5 psi) to regulate ECM when pressure is below programmed values
and relieve excessive fuel pressure. Excess fuel is for various engine conditions and the ECM will turn
sent through a fuel return line back to the fuel tank. on the amber FUEL FILTER lamp located on the
Return fuel is not filtered. instrument panel.
Fuel continuously flows from the top of the filter Filtered fuel flows from the fuel filter header assembly
element cavity, through a 0.2 mm air bleed orifice into the fuel rail. The fuel rail is an integral part of the
(filter center tube feature), and into the return fuel line. intake manifold. The fuel flows into six cylinder head
This aids in removing trapped air from the element passages to each fuel injector.
cavity as a result of servicing.
When the fuel injectors are activated, fuel flows from
When the fuel filter is removed, an automatic the fuel passages through the injector inlet ports and
drain-to-tank valve is opened. Fuel present in the inside the fuel injectors.
 1 ENGINE SYSTEMS 33

Engine Lubrication System

Figure 26 Lubrication system

1. Unfiltered oil 10. Variable Geometry Turbocharger 17. Crankshaft
2. Cooled unfiltered oil (VGT) 18. Piston cooling tube (6)
3. Filtered oil 11. Oil cooler 19. Main filtered oil gallery
4. Crankcase breather assembly 12. Oil filter 20. Camshaft
5. Gerotor oil pump 13. Oil system module assembly 21. Crankcase
6. Front cover 14. Oil pressure regulator relief 22. Vertical gallery
7. Reservoir for high-pressure oil valve 23. Cylinder head
pump 15. Regulator relief valve drain to 24. Valve cover
8. Pick-up tube crankcase 25. Rocker arm assembly
9. Unfiltered oil gallery 16. Oil pan assembly 26. Air compressor (optional)
34 1 ENGINE SYSTEMS

Oil Flow

Figure 27 Lubrication system

1. Sump 7. Variable Geometry Turbocharger 11. Main bearings
2. Oil pump (VGT) 12. Piston cooling tube (6)
3. Crankcase breather assembly 8. Oil reservoir for high-pressure 13. Connecting rods
4. Oil cooler pump 14. Rocker arm shaft
5. Oil filter 9. To high-pressure oil system
6. Oil pressure regulator valve 10. Cam bearing

Unfiltered oil is drawn from the oil pan through the to the oil system module assembly. Oil flow at the
pickup tube and front cover passage by the crankshaft oil system module assembly is controlled by the oil
driven oil pump. Pressurized oil is forced through a thermal valve assembly.
front cover passage, into the crankcase gallery, and
 1 ENGINE SYSTEMS 35

The thermal valve assembly allows unfiltered oil to Piston cooling jets continuously direct cooled oil to the
bypass the oil cooler when the oil temperature is cold, bottom of the piston crowns.
and flow directly to the oil filter. As the oil temperature
Oil from the main oil gallery exits upwards through
begins to warm, the thermal valve assembly begins
a passage at the rear of the crankcase. Oil flows
to open. This allows unfiltered oil to flow into the oil
through a passage in the cylinder head and enters the
cooler and oil filter.
hollow rocker shaft which lubricates the rocker arms.
When the oil temperature is hot, the thermal valve
The crankcase breather assembly is driven by
assembly allows unfiltered oil to flow through the oil
unfiltered oil pressure taken from the right side of
cooler before entering the oil filter.
the crankcase. Oil flows from the crankcase into the
Unfiltered oil moves through plates in the oil cooler breather assembly. Passages direct the oil through a
heat exchanger. Engine coolant flows around the pressed brass nozzle that controls oil flow into a drive
plates to cool the surrounding oil. wheel. Oil drains into the base and mixes with waste
oil from the breather system. The collected oil drains
Oil that exits or bypasses the oil cooler mixes and
into the crankcase and then into the oil pan.
enters the spin-on oil filter. Oil flows from outside the
filter element towards the inside to remove debris. The turbocharger is lubricated with filtered oil from a
When the filter is restricted, the oil filter bypass supply tube assembly that connects the oil system
(located in the oil system module assembly) opens module assembly to the center housing of the
and allows oil to bypass the filter to maintain engine turbocharger. Oil drains back to the oil pan through a
lubrication. The filter bypass valve opens when drain tube connected to the crankcase.
pressure reaches 345 kPa (50 psi).
The optional air compressor is lubricated with filtered
After passing through the filter, the oil travels past the engine oil through a flexible hose. The hose is
oil pressure regulator. The regulator directs excess connected to a tee on the left side of the crankcase
oil back to the oil pan to maintain oil pressure at a near the Engine Oil Pressure (EOP) sensor. Oil drains
maximum of 379 kPa (55 psi). into the front cover and to the oil pan. Oil can also
drain from the bottom of the air compressor through
Clean regulated oil enters the main oil gallery of the
a tube into the crankcase.
engine to lubricate the crankshaft, camshaft, and
tappets. The crankshaft has cross-drillings that direct The front gear train is splash lubricated with oil
oil to the connecting rods. that drains from the high-pressure reservoir and the
optional air compressor.
Oil is also provided to the high-pressure reservoir
through a passage in the front cover.
36 1 ENGINE SYSTEMS

Engine Cooling System

Figure 28 Cooling system components and flow

The engine cooling system includes the following: • Cylinder head

• Chassis mounted radiator • Oil system module assembly
• Fan • Air compressor
• Water inlet elbow • Thermostat
• Front engine covers • Dual EGR coolers
• Water pump • EGR control valve
• Crankcase • Surge tank
• Cylinder sleeves • Coolant heater
 1 ENGINE SYSTEMS 37

Cooling System Flow The oil system module assembly receives coolant
from a passage in the crankcase. Coolant passes
Coolant is drawn from the radiator through an inlet
between the oil cooler plates and returns through a
elbow and front cover by the water pump. The water
tube leading back to the water pump suction passage
pump pushes coolant into two passages in the front
located in the front cover.
cover.
The exhaust side EGR cooler receives coolant from
Coolant flows to the crankcase and through the water
the water pump through a supply tube. Coolant
jackets from front to rear. This coolant flows around
passes between the EGR cooler plates, travels
the cylinder liners to absorb heat from combustion.
parallel to the exhaust flow, and exits into another
The coolant may also pass by the optional engine
coolant tube. Coolant is supplied to the intake side
coolant heater.
EGR cooler from this tube. Coolant passes between
Swirling coolant flow in the cylinder liner jackets the EGR cooler plates, parallel to the exhaust flow,
directs coolant through passages in the head gasket and exits into the coolant return tube which connects
and upwards into the cylinder head. to the cylinder head water jacket. The deaeration
port on the top of the intake side EGR cooler directs
Coolant flows through the cylinder head water jackets
coolant and trapped air through the EGR valve and
towards the thermostat cavity at the front of the
towards the coolant surge tank.
cylinder head. Depending on coolant temperature,
the thermostat can direct in two directions to exit the
cylinder head.
When the thermostat is closed, coolant is directed Cooling System Components
through the bypass port, crankcase, front cover, and
Coolant Heater (optional)
into the water pump.
An optional coolant heater is available to warm engine
When the thermostat is open, the bypass port is
coolant in cold weather. The coolant heater warms the
blocked, and coolant is directed from the engine into
coolant surrounding the cylinders. Warmed engine
the radiator.
coolant aids in performance and fuel economy during
Coolant passes through the radiator and is cooled by start-up. The coolant heater is located on the left side
moving air from the coolant fan. The coolant will return of the crankcase, in front of the Electronic Control
to the engine through the inlet elbow. Module (ECM).
The air compressor is cooled with engine coolant
supplied by a hose from the left side of the crankcase.
Coolant passes through the air compressor cylinder
head and returns through a hose back into the
crankcase.
38 1 ENGINE SYSTEMS

Thermostat Operation
The thermostat has two outlets. One directs coolant
to the radiator when the engine is at operating
temperature. The other directs coolant to the water
pump until the engine reaches operating temperature.
The thermostat begins to open at 88 °C (190 °F) and
is fully open at 96 °C (205 °F).

Figure 30 Thermostat open

1. Coolant out to radiator
2. Coolant flow to heater port
3. Coolant in from engine

When coolant temperature reaches the nominal

opening temperature 88 °C (190 °F) the thermostat
Figure 29 Thermostat closed opens allowing some coolant to flow to the radiator.
1. Coolant flow to heater port When coolant temperature exceeds 96 °C (205 °F),
2. Coolant in from engine the lower seat blocks the bypass port directing full
3. Bypass to water pump coolant flow to the radiator.

When engine coolant is below the 88 °C (190 °F)

the thermostat is closed, blocking flow to the radiator.
Coolant is forced to flow through a bypass port back
Electronic Control System
to the water pump. Electronic Control System Components
 1 ENGINE SYSTEMS 39

Figure 31 Electronic Control System

Operation and Function • Provide Reference Voltage (VREF)

The Electronic Control Module (ECM) monitors and • Condition input signals
controls engine performance to ensure maximum
• Process and stores control strategies
performance and adherence to emissions standards.
The ECM performs the following functions: • Control actuators
40 1 ENGINE SYSTEMS

Reference Voltage (VREF) Diagnostic Trouble Codes (DTCs) are set by the
microprocessor, if inputs or conditions do not comply
The ECM supplies a 5 volt VREF signal to input
with expected values.
sensors in the electronic control system. By
comparing the 5 volt VREF signal sent to the sensors Diagnostic strategies are also programmed into the
with their respective returned signals, the ECM ECM. Some strategies monitor inputs continuously
determines pressures, positions, and other variables and command the necessary outputs for correct
important to engine and vehicle functions. performance of the engine.
The ECM supplies three independent circuits for
VREF:
Microprocessor Memory
• VREF supplies 5 volts to engine sensors
The ECM microprocessor includes Read Only
• VREF supplies 5 volts to vehicle aftertreatment Memory (ROM) and Random Access Memory (RAM).
• VREF supplies 5 volts to fuel injector control
ROM
ROM stores permanent information for calibration
Signal Conditioner tables and operating strategies. Permanently stored
information cannot be changed or lost by turning
The signal conditioner in the internal microprocessor
the ignition switch OFF or when ECM power is
converts analog signals to digital signals, squares up
interrupted. ROM includes the following:
sine wave signals, or amplifies low intensity signals to
a level that the ECM microprocessor can process. • Vehicle configuration, modes of operation, and
options
• Engine Family Rating Code (EFRC)
Microprocessor
• Engine warning and protection modes
The ECM microprocessor stores operating
instructions (control strategies) and value tables
RAM
(calibration parameters). The ECM compares stored
instructions and values with conditioned input values RAM stores temporary information for current engine
to determine the correct strategy for all engine conditions. Temporary information in RAM is lost
operations. when the ignition switch is turned to OFF or when
ECM power is interrupted. RAM information includes
Continuous calculations in the ECM occur at
the following:
two different levels or speeds: Foreground and
Background. • Engine temperature
• Foreground calculations are faster than • Engine rpm
background calculations and are normally more
• Accelerator pedal position
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.
 1 ENGINE SYSTEMS 41

Actuator Control IAH Relays

The ECM controls the actuators by applying a low The IAH system warms the incoming air supply prior
level signal (low side driver) or a high level signal (high to cranking to aid cold engine starting.
side driver). When switched on, both drivers complete
The ECM is programmed to energize the IAH
a ground or power circuit to an actuator.
elements through the IAH relays while monitoring
Actuators are controlled in one of the following ways, certain programmed conditions for engine coolant
depending upon type of actuator: temperature, engine oil temperature, and atmospheric
pressure.
• Duty cycle (percent time on/off)
The ECM activates the IAH relay. The relay delivers
• Controlled pulse width
VBAT to the heater elements for a set time, depending
• Switched on or off on engine coolant temperature and altitude. The
ground circuit is supplied directly from the battery
• CAN messages
ground at all times.

Actuators
The ECM controls engine operation with the following: Intake Throttle Actuator and Position Sensor
• Exhaust Gas Recirculation (EGR) valve The intake throttle valve controls the flow of inlet
air to regulate operating temperature for exhaust
• Intake Air Heater (IAH) relay
aftertreatment.
• Intake throttle control and throttle position
The integral intake throttle actuator controls the intake
• Turbo actuator throttle valve.
The intake throttle actuator receives the desired intake
throttle valve position from the ECM to activate the
EGR Valve
throttle valve. The throttle position sensor provides
The EGR valve controls the flow of exhaust gases to feedback to the ECM on the throttle valve position.
the intake manifold.
The EGR valve receives the desired valve position
from the ECM for exhaust gas recirculation. The EGR
valve provides feedback to the ECM on the valve
position.
The EGR valve constantly monitors the valve position
and temperature. When an EGR control error is
detected, the EGR valve sends a message to the
ECM and a DTC is set.
42 1 ENGINE SYSTEMS

Engine and Vehicle Sensors and Switches Aftertreatment Sensors

Thermistor Sensors Three Aftertreatment System sensors:
• Exhaust Gas Temperature (EGT) 1 sensor
• EGT 2 sensor
• EGT 3 sensor
The EGT 1 sensor provides a feedback signal to
the ECM indicating Diesel Oxidation Catalyst (DOC)
inlet temperature. The EGT 1 sensor is the first
temperature sensor installed past the turbocharger
and just before the DOC.
The EGT 2 sensor provides a feedback signal to
the ECM indicating Diesel Particulate Filter (DPF)
inlet temperature. The EGT 2 sensor is the second
temperature sensor installed past the turbocharger
and just after the DOC.
Figure 32 Thermistor
The EGT 3 sensor provides a feedback signal to the
ECM indicating DPF outlet temperature. The EGT 3
A thermistor sensor varies electrical resistance with sensor is the third temperature sensor installed past
changes in temperature. Resistance in the thermistor the turbocharger and just after the DPF.
decreases as temperature increases, and increases
During a catalyst regeneration, the ECM will monitor
as temperature decreases. Thermistors have a
all three sensors along with the Exhaust Gas
resistor that limits current in the ECM to a voltage
Recirculation (EGR) System and Intake Throttle Valve
signal matched with a temperature value.
(ITV).
The top half of the voltage divider is the current limiting
resistor inside the ECM. A thermistor sensor has two
electrical connectors, signal return and ground. The
output of a thermistor sensor is a nonlinear analog
signal.
Thermistor type sensors include the following:
• Aftertreatment temperature sensors
• Engine Coolant Temperature (ECT) sensor
• Engine Oil Temperature (EOT) sensor
• Inlet Air Temperature (IAT) sensor
• Manifold Air Temperature (MAT) sensor
 1 ENGINE SYSTEMS 43

ECT Sensor IAT Sensor

The ECM monitors the ECT signal and uses this The ECM monitors the IAT signal to control injector
information for the instrument panel temperature timing and fuel rate during cold starts. The ECM also
gauge, coolant compensation, Engine Warning uses the IAT signal to control EGR position and intake
Protection System (EWPS), and IAH operation. The throttle control. The IAT sensor is installed in the air
ECT is a backup, if the EOT is out-of-range. The filter housing.
ECT sensor is installed in the water supply housing
(Freon® compressor bracket), to the right of the flat
idler pulley assembly. MAT Sensor
The ECM monitors the MAT signal for EGR operation.
The MAT sensor is located in the intake manifold, to
EOT Sensor
the right of the MAP sensor.
The ECM monitors the EOT signal and uses this
information to control fuel quantity and timing when
operating the engine. The EOT signal allows the
ECM to compensate for differences in oil viscosity
for temperature changes. The EOT sensor is located
in the rear of the front cover, to the left of the
high-pressure pump assembly.
44 1 ENGINE SYSTEMS

Variable Capacitance Sensors EGDP Sensor

The EGDP sensor provides a feedback signal to
the ECM indicating the pressure difference between
the inlet and outlet of the particulate filter. During
a catalyst regeneration, the ECM will monitor this
sensor along with three Aftertreatment System
thermistor sensors, the EGR System, and the Intake
Throttle Valve (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.

EFP Sensor
Figure 33 Variable capacitance sensor The ECM uses the EFP sensor signal to monitor
engine fuel pressure and give an indication when the
fuel filter needs to be changed. The EFP sensor is
Variable capacitance sensors measure pressure. The installed in the fuel filter housing on the left side of the
pressure measured is applied to a ceramic material. crankcase.
The pressure forces the ceramic material closer to a
thin metal disk. This action changes the capacitance EOP Sensor
of the sensor.
The ECM monitors the EOP signal, and uses this
The sensor is connected to the ECM by the VREF, information for the instrument panel pressure gauge
signal, and signal ground wires. and EWPS. The EOP sensor is installed in the left
side of the crankcase, below the left side of the fuel
The sensor receives the VREF and returns an analog
filter housing.
signal voltage to the ECM. The ECM compares the
voltage with pre-programmed values to determine
EBP Sensor
pressure.
The ECM monitors the exhaust pressure so that the
The operational range of a variable capacitance
ECM can control the VGT, EGR, and intake throttle
sensor is linked to the thickness of the ceramic disk.
systems. The sensor provides feedback to the ECM
The thicker the ceramic disk the more pressure the
for closed loop control of the Variable Geometry
sensor can measure.
Turbocharger (VGT). The EBP sensor is installed
Variable capacitance sensors include the following: in a bracket mounted on the water supply housing
(Freon® compressor bracket).
• Exhaust Gas Differential Pressure (EGDP) sensor
• Engine Fuel Pressure (EFP) sensor MAP Sensor
• Engine Oil Pressure (EOP) sensor The ECM monitors the MAP signal to determine intake
manifold pressure (boost). This information is used to
• Exhaust Back Pressure (EBP) sensor
control the turbocharger boost. The MAP sensor is
• Manifold Air Pressure (MAP) sensor installed in the intake manifold, left of the MAT sensor.
 1 ENGINE SYSTEMS 45

Magnetic Pickup Sensors

Figure 34 Magnetic pickup sensors

A magnetic pickup sensor contains a permanent CMP Sensor

magnet core that is surrounded by a coil of wire.
The CMP sensor provides the ECM with a signal that
The sensor generates a voltage signal through the
indicates camshaft position. As the cam rotates, the
collapse of a magnetic field that is created by a
sensor identifies the position of the cam by locating a
moving metal trigger. The movement of the trigger
peg on the cam. The CMP sensor is installed in the
then creates an AC voltage in the sensor coil.
front cover, above and to the right of the water pump
Magnetic pickup sensors used include the following: pulley.
• Crankshaft Position (CKP) sensor
VSS
• Camshaft Position (CMP) sensor
The VSS provides the ECM with transmission tail shaft
• Vehicle Speed Sensor (VSS) speed by sensing the rotation of a 16 tooth gear on
the rear of the transmission. The detected sine wave
CKP Sensor signal (AC), received by the ECM, is used with tire size
and axle ratio to calculate vehicle speed. The VSS is
The CKP sensor provides the ECM with a signal
on the left side of the transmission.
that indicates crankshaft speed and position. As the
crankshaft turns, the CKP sensor detects a 60 tooth
timing disk on the crankshaft. 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 side of the flywheel housing.
46 1 ENGINE SYSTEMS

Micro Strain Gauge (MSG) Sensors

Figure 35 MSG sensor

A Micro Strain Gauge (MSG) sensor measures BCP

pressure. Pressure to be measured exerts force on
The ECM monitors the BCP signal to determine the oil
a pressure vessel that stretches and compresses
pressure in the brake gallery of the high-pressure oil
to change resistance of strain gauges bonded to
manifold. The BCP sensor is under the valve cover,
the surface of the pressure vessel. Internal sensor
forward of the No. 2 fuel injector in the high-pressure
electronics convert the changes in resistance to a
oil manifold.
ratiometric voltage output.
The sensor is connected to the ECM by the VREF, ICP
signal, and signal ground wires.
The ECM monitors the ICP signal to determine
The sensor is powered by VREF received from the injection control pressure for engine operation. The
ECM and is grounded through the ECM to a common ICP signal is used to control the IPR valve. The ICP
sensor ground. The ECM compares the voltage with sensor provides feedback to the ECM for Closed Loop
pre-programmed values to determine pressure. IPR control. The ICP sensor is under the valve cover,
forward of the No. 6 fuel injector in the high-pressure
Inline six engine micro strain gauge type sensors
oil manifold.
include the following:
• Brake Control Pressure (BCP)
• Injection Control Pressure (ICP)
 1 ENGINE SYSTEMS 47

Potentiometer

Figure 36 Potentiometer

A potentiometer is a variable voltage divider that APS

senses the position of a mechanical component.
The APS provides the ECM with a feedback signal
A reference voltage is applied to one end of the
(linear analog voltage) that indicates the operator's
potentiometer. Mechanical rotary or linear motion
demand for power. The APS is installed in the cab
moves the wiper along the resistance material,
on the accelerator pedal.
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).
48 1 ENGINE SYSTEMS

Switches

Figure 37 Switch

Switch sensors indicate position, level, or status. ECL

They operate open or closed, regulating the flow of
ECL is part of the Engine Warning Protection System
current. A switch sensor can be a voltage input switch
(EWPS). The ECL switch is used in plastic deaeration
or a grounding switch. A voltage input switch supplies
tanks. When a magnetic switch is open, the tank is
the ECM with a voltage when it is closed. A grounding
full.
switch grounds the circuit when closed, causing a
zero voltage signal. Grounding switches are usually If engine coolant is low, the switch closes and the red
installed in series with a current limiting resistor. ENGINE lamp on the instrument panel is illuminated.
Switches include the following:
IVS
• Driveline Disengagement Switch (DDS)
The IVS is a redundant switch that provides the ECM
• Engine Coolant Level (ECL) with a signal that verifies when the APS is in the idle
position.
• Idle Validation Switch (IVS)
• Water In Fuel (WIF) WIF
A Water In Fuel (WIF) sensor in the element cavity
DDS
of the fuel filter housing detects water. When enough
The DDS determines if a vehicle is in gear. For water accumulates in the element cavity, the WIF
manual transmissions, the clutch switch serves as sensor signal changes to the Electronic Control
the DDS. For automatic transmissions, the neutral Module (ECM). The ECM sends a message to
indicator switch or datalink communication functions illuminate the amber water and fuel lamp, alerting the
as the DDS. operator. The WIF is installed in the base of the fuel
filter housing.
 1 ENGINE SYSTEMS 49

Intake Throttle Valve

Figure 38 Intake throttle control system

The intake throttle valve is controlled to limit inlet air manages aftertreatment system temperatures, and
to the intake manifold. Reducing the air flow to the monitors and controls the intake throttle valve to
intake manifold increases fuel in the exhaust. The control the Air/Fuel ratio of the exhaust stream. It also
increased fuel in the exhaust is used for regeneration maintains vehicle and engine performance during
in the aftertreatment system. regenerations.
The aftertreatment control system controls engine
operating parameters to automate regeneration. It
50 1 ENGINE SYSTEMS

Diamond Logic® Brake System

The Diamond Logic® brake system is available for all
engine displacements.

Figure 39 Diamond Logic® brake system

1. Exhaust Back Pressure (EBP) 5. Brake Control Pressure (BCP) 8. Front of engine
sensor sensor 9. Variable Geometry Turbocharger
2. Electronic Control Module 6. Brake Shut-off Valve (BSV) (VGT)
(ECM) assembly 10. VGT control module
3. Brake pressure relief valve 7. Injection Control Pressure (ICP)
4. High-pressure oil manifold sensor
 1 ENGINE SYSTEMS 51

BCP Brake Operation Modes

The BCP sensor provides a feedback signal to the The Diamond Logic® brake system offers three
ECM indicating brake control pressure. The ECM modes of operation based on terrain, driving
monitors the BCP signal during engine normal and conditions, or driver preference.
braking operation to determine if the engine brake
system is working without fault. The BCP sensor is Coast Mode
installed in the high-pressure oil manifold, under the
When the coast mode is selected the brake system
valve cover.
will activate when the driver applies the vehicle service
brake. The coast mode allows the vehicle to coast
BSV
without automatic brake system activation.
The BSV controls pressure entering the brake oil
gallery from the high-pressure oil manifold gallery. Latched Mode
This activates the brake actuator pistons and opens
When the latched mode is selected the brake system
the exhaust valves. The BSV is located in the center
will activate when the driver releases the accelerator
of the high-pressure oil manifold.
pedal. The brake system will deactivate when the
drivers depresses the accelerator or clutch pedals.
Brake Pressure Relief Valve
The brake system will also deactivate when the engine
The brake pressure relief valve vents excess pressure speed is below a set rpm.
under the valve cover. The ECM deactivates the
engine brake by shutting off power to the BSV. Cruise Mode
Residual brake gallery pressure initially bleeds from
When the cruise mode is selected the brake system
the actuator bore. When brake gallery pressure
performs similar to latch mode under normal driving
reaches a set point, the brake pressure relief valve
conditions. When cruise control is used the brake
opens and oil drains back to the sump.
system will activate when the vehicle travels down
a grade. The brake system helps the cruise control
EBP
system maintain the set vehicle speed.
The EBP sensor measures exhaust back pressure.
The ECM monitors the exhaust back pressure signal
and commands the VGT and EGR systems to open or Exhaust Brake System
close to most restrictive position. The exhaust brake is an exhaust back pressure brake
system that provides improved braking performance.
High-Pressure Oil Manifold
The operator can enable the brake function by
The high-pressure oil manifold has two internal toggling a dash mounted switch to ON or OFF.
separated oil galleries. The manifold supplies
high-pressure oil to each fuel injector during normal The exhaust brake replaces the older style
operation. High-pressure oil is directed to the brake mechanical brake that was added into the exhaust
pistons during engine brake operation. system. No additional parts or wiring are required.
The system uses the existing VGT and ECM
VGT programming to enable this feature.
The ECM commands the VGT vanes to the closed Operation
(most restrictive) position during exhaust and engine
brake operation. This exhaust restriction increases The exhaust brake system retards vehicle speed
exhaust back pressure. during deceleration or braking. During operation,
the ECM commands the VGT vanes to the most
restrictive position and increases exhaust back
pressure. The exhaust restriction absorbs vehicle
momentum. When the brake is disabled the VGT
vane position opens and engine operation returns to
normal.
52 1 ENGINE SYSTEMS

Engine Brake System

The engine brake is a compression release brake
system that provides enhanced braking performance.
The exhaust brake is an integrated engine brake
system component. However, the exhaust brake can
not be used independently.
The operator can enable the brake function by
toggling a dash mounted switch to ON or OFF and
selecting a desired level. There are three brake level
choices that accommodate terrain, driving conditions,
or driver preference.

Operation
The engine brake system retards vehicle speed
during deceleration or braking. During engine
brake operation, high-pressure oil is used to force
the exhaust valves partially open. An integrated
high-pressure oil manifold and brake shut-off valve
distribute high-pressure oil to each brake piston.
These brake pistons hold the exhaust valves open.

Figure 40 Brake shut-off valve and brake actuator– OFF

1. High-pressure oil manifold 4. Brake shut-off valve assembly 7. Valve lash (actuator retracted)
2. Injector oil gallery 5. Brake actuator piston assembly 8. Oil inlet
3. Brake oil gallery 6. Exhaust valve bridge

During normal engine operation, oil in the oil manifold, is closed to prevent oil from entering the
high-pressure manifold goes to the fuel injectors only. brake gallery.
A brake shut-off valve, mounted in the high-pressure
 1 ENGINE SYSTEMS 53

Figure 41 Brake shut-off valve and brake actuator– ON

1. High-pressure oil manifold 4. Brake shut-off valve assembly 8. Normal oil seepage
2. High-pressure oil flow to brake 5. Brake actuator piston assembly 9. Oil inlet
oil gallery 6. Exhaust valve bridge
3. Brake oil gallery 7. Valve lash (actuator deployed)

The ECM monitors the following criteria to make sure The VGT vanes also move to restrict exhaust air flow.
certain conditions are met. The combination of the compression release and
exhaust restriction absorbs vehicle momentum.
• ABS (inactive)
During an ABS event, the engine brake is deactivated.
• RPM (greater than 1200)
The engine brake is reactivated once the ABS event
• APS (less than 5%) is over.
• Idle validation The ECM removes the power source from the
brake shut-off valve to deactivate the engine brake.
• EOT (greater than or equal to 60 °C [140 °F])
Residual brake gallery pressure initially bleeds from
• Operator input switches (On/Off) (power selection the actuator bore. When brake gallery pressure
– Low, Med, High) bleeds down to 6895 kPa (1000 psi), the brake
pressure relief valve opens, and oil drains back to
If On is selected, and the preceding criteria is met, the
sump.
engine brake will activate.
When the engine brake is activated, the ECM provides
the power to activate the brake shut-off valve to allow
oil from the injector oil gallery to flow to the brake oil
gallery. High oil pressure activates the brake actuator
pistons to open the exhaust valves.
54 1 ENGINE SYSTEMS
 2 ENGINE AND VEHICLE FEATURES 55

Table of Contents

Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
American Trucking Association (ATA) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Aftertreatment System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Engine Fuel Pressure (EFP) Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Inlet Air Heater (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Coolant Temperature Compensation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Road Speed Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Diamond Logic® Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Electronic Fan (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Radiator Shutter Enable (RSE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
56 2 ENGINE AND VEHICLE FEATURES
 2 ENGINE AND VEHICLE FEATURES 57

Standard Features Electronic Speedometer and Tachometer

Electronic Governor Control The engine control system calibrates vehicle speed up
to 157,157 pulses per mile. Any new speed calibration
Navistar engines are electronically controlled for all
information must be programmed with an EST.
operating ranges.
The tachometer signal is generated by the ECM
by computing signals for the Camshaft Position
American Trucking Association (ATA) Datalink (CMP) sensor and Crankshaft Position (CKP)
sensor. Calculations for each sensor are sent to
Vehicles are equipped with the ATA datalink connector
the instrument panel through the Drivetrain Datalink
for communication between the Electronic Control
(CAN 1) and to the EST through the ATA datalink.
Module (ECM) and the Electronic Service Tool (EST).
The ATA datalink supports:
Aftertreatment System
• Transmission of engine parameter data.
The Aftertreatment System, part of the larger Exhaust
• Transmission and clearing of Diagnostic Trouble System, processes engine exhaust so that it meets
Codes (DTCs). tailpipe emission requirements. The Aftertreatment
• Diagnostics and troubleshooting. System traps particulate matter (soot) and prevents
it from leaving the tail pipe.
• Programming performance parameter values.
For additional information, see AFT System (page
• Programming engine and vehicle features. 209) in “Electronic Control Systems Diagnostics”
• Programming calibrations and strategies in the section of this manual.
ECM.
For additional information, see ATA Datalink in Engine Fuel Pressure (EFP) Monitor
“Electronic Control Systems Diagnostics” section in The EFP monitors fuel pressure and indicates when
this manual. the fuel filter needs to be serviced. For additional
information, see EFP Sensor (page 292) in “Electronic
Control Systems Diagnostics” section of this manual.
Service Diagnostics
The EST provides diagnostic information using Inlet Air Heater (IAH)
the ATA datalink. The recommended EST is
the EZ-Tech® with MasterDiagnostics® software The IAH feature improves engine start-up in cold
provided by International. weather. The ECM controls the intake air heater and
monitors the engine temperature. When the engine
Faults from sensors, actuators, electronic is ready for cranking, the ECM sends a message to
components, and engine systems are detected by shut off the WAIT TO START lamp.
the ECM and sent to the EST as DTCs. Effective
engine diagnostics require and rely on DTCs. For additional information, see IAH System (page
338) in “Electronic Control Systems Diagnostics”
section of this manual.
Event Logging System
The event logging system records engine operation Fast Idle Advance
above maximum rpm (overspeed), high or below Fast idle advance increases engine idle speed up to
minimum coolant temperature, low coolant level, or 750 rpm for faster warm-up to operating temperature.
low oil pressure. The readings for the odometer and This occurs by the ECM monitoring the EOT sensor
hourmeter are stored in the ECM memory at the time and adjusting the fuel injector operation accordingly.
of an event and can be retrieved using the EST.
Low idle speed is increased when the engine oil
temperature is between 15 °C (59 °F) at 700 rpm to
below -10 °C (14 °F) at 750 rpm.
58 2 ENGINE AND VEHICLE FEATURES

Cold Ambient Protection (CAP) Coolant temperature compensation reduces fuel

delivery if the engine coolant temperature is above
CAP protects the engine from damage caused by
cooling system specifications.
prolonged idle at no load during cold weather. CAP
also improves cab warm-up. Before standard engine warning or optional
warning/protection systems engage, the ECM begins
CAP maintains engine coolant temperature by
reducing fuel delivery when the engine coolant
increasing the engine rpm to a programmed value
temperature reaches approximately 107 °C (225 °F).
when the ambient air temperature is at or below 0 °C
A rapid reduction of 15 percent is achieved when
(32 °F) and the engine coolant temperature is below
engine coolant temperature reaches approximately
65 °C (149 °F) while the engine has been idling with
110 °C (230 °F).
no load for more than 5 minutes.
NOTE: Coolant temperature compensation is
CAP is standard on trucks without an Idle Shutdown
disabled in emergency vehicles and school buses
Timer (IST).
that require 100 percent power on demand.
Engine Crank Inhibit (ECI)
Coolant Temperature Compensation
ECI will not allow the starting motor to crank when the
engine is running or the automatic transmission is in
gear.
For additional information, see ECI System (page
263) in “Electronic Control Systems Diagnostics”
section of this manual.

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 oil message
timer can be reset using the CRUISE ON and
RESUME/ACCEL switches or EST.

Figure 42 Coolant Temperature Compensation

 2 ENGINE AND VEHICLE FEATURES 59

Optional Features hours and odometer readings. After the engine has
shutdown, and the critical condition remains, the
Road Speed Limiting
engine can be started for a 30 second run time.
Vehicle road speed can be limited to a maximum
speed as programmed by the customer. An EST is
required for programming. Idle Shutdown Timer (IST)

Cruise Control
GOVERNMENT REGULATION: State
The ECM controls the cruise control feature. The
and local regulations may limit engine
cruise control system functions similarly for all
idle time. The vehicle owner or operator
electronic engines. Maximum and minimum allowable
is responsible for compliance with those
cruise control speeds will vary based on model. To
regulations.
operate cruise control, see appropriate truck model
Operator's Manual.
The IST allows the Electronic Control Module (ECM)
to shut down the engine during extended engine idle
Traction Control
times.
Traction control is a system that identifies when a
Thirty seconds before IST-defined engine shutdown,
wheel is going faster than the other wheels during
a vehicle instrument panel indicator activates. There
acceleration.
are two types of indicators:
When a traction control condition occurs, a datalink
• Amber flashing idle shutdown indicator for
message is sent to the ECM to limit fuel for the
multiplex electrical systems.
purpose of reducing engine torque.
• Red flashing indicator with audible alarm for
Vehicles must have a transmission and an Antilock
non-multiplex electrical systems.
Braking System (ABS) that supports traction control.
This continues until the engine shuts down or the low
idle shutdown timer is reset.
Diamond Logic® Brake System
Navistar offers an optional exhaust and engine brake IST for California ESS Compliant Engines
to enhance braking capabilities. For detailed feature Beginning in 2008 MY, all MaxxForce® engines
description, see Diamond Logic® Brake System in certified for sale in the state of California will conform
“Engine Systems” section of this manual. to mandatory California Air Resources Board (CARB)
Engine Shutdown System (ESS) regulations.
Engine Warning Protection System (EWPS) Engine idle duration is limited for California Engine
Shutdown System (ESS) compliant engines as
The EWPS safeguards the engine from undesirable
follows:
operating conditions to prevent engine damage and
to prolong engine life. The ECM will illuminate the red • When vehicle parking brake is set, the idle
ENGINE lamp and sound the warning buzzer when shutdown time is limited to the California Air
the ECM detects: Resources Board (CARB) requirement of 5
minutes.
• High coolant temperature.
• When vehicle parking brake is released, the idle
• Low oil pressure.
shutdown time is limited to the CARB requirement
• Low coolant level (3-way system only). of 15 minutes.
When the protection feature is enabled and a critical The duration of CARB mandated values can
engine condition occurs, the on-board electronics be reduced by programming the customer IST
will shut the engine down (3-way protection). An programmable parameter to a value lower than 15
event logging feature will record the event in engine minutes.
60 2 ENGINE AND VEHICLE FEATURES

Engine Idle Shutdown Timer (Federal–Optional) information, see EFAN Control in “Electronic Control
Systems Diagnostics” section of this manual.
Idle time can be programmed from 5 to 120 minutes.
While the EST is installed, the IST function will be
active with the programmed shutdown time in effect.
Radiator Shutter Enable (RSE)
Parking brake transitions reset the idle timer in all
2008 engines. If the IST is enabled, the Cold Ambient The RSE keeps the engine warm during cold weather
Protection (CAP) will not function. operation. The RSE enables faster warm-up of the
cab and faster windshield defrosting. For additional
For additional information, see IST System (page 378)
information, see RSE in “Electronic Control Systems
in “Electronic Control Systems Diagnostics” section of
Diagnostics” section of this manual.
this manual.

Electronic Fan (EFAN)

Engine electronics allow for the operation of an
electronic fan or an air fan solenoid. For additional
 3 DIAGNOSTIC SOFTWARE OPERATION 61

Table of Contents

MasterDiagnostics® Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Open Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Choose COM Device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Retrieve Engine Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Open Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Open MasterDiagnostics® Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Electronic Service Tool (EST) Communication Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

IC4 Interface Device Self Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Communications (COM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Open Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Close Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

Reading DTCs with EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
DTC Help Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70

Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

Opening Session File. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Adding and Deleting Session Parameter Identifiers (PIDs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Closing Session File. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
VIN+ Session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Opening Specific Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Opening Basic Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Snapshot Set-Up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Snapshot Trigger using Active DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Snapshot Trigger using Parameter Identifier (PID). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Sample Rates, Pre-Trigger, and Post-Trigger Times. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Snapshot PID List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Rename REC Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Manual Trigger Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Replay Snapshot Graphic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84

Diagnostic Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Key-On Engine-Off Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Output State Low Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Output State High Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Inlet Air Heater Output State Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Key-On Engine-Running Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
62 3 DIAGNOSTIC SOFTWARE OPERATION

Engine Aftertreatment Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91

Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
VGT Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Continuous Monitoring – Troubleshooting Intermittent Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Injector Disable Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Relative Compression. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97

Reset Engine Change Oil Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98

Reset Message with EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98

General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98

Installed MasterDiagnostics® Version. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Approved Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
 3 DIAGNOSTIC SOFTWARE OPERATION 63

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 ignition switch to ON. Do not start the engine.

Figure 44 Diagnostic COM selection

2. Select Interface Cable and EST port

3. Select OK.

Retrieve Engine Information

1. Follow the on-screen instructions.
2. Select Connect.
Figure 43 Diagnostic window
3. Verify that collected data matches the engine
being diagnosed.
NOTE: If the EST does not communicate with the 4. MasterDiagnostics® will display the detected
vehicle, refer to the IC4 Interface Device Self Test Engine Family and model year. The EST version
(page 64). is also displayed.
4. Select the button indicated on the Service
Assistant screen to establish communication with
the vehicle. Open Diagnostic Form
1. Select Hard Start No Start or Performance form
for diagnostic issue to investigate.
Choose COM Device
2. Select Launch.
1. Select COM.
3. Selected diagnostic form will appear. Interactive
testing and recording is enabled.

Open MasterDiagnostics® Software

1. Engine family and model year should match
engine being diagnosed. If incorrect, use drop
down menu to select correct engine family and
model year.
2. Select Launch.
3. The Service Assistant will display on EST.
64 3 DIAGNOSTIC SOFTWARE OPERATION

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 ignition switch to ON. Do not start the engine.

Figure 46 Self Test Run command

Figure 45 Vehicle diagnostics folder 5. Select Run button.

3. From the EST desktop open the Vehicle

Diagnostics folder.
4. Double-click the IC4 Self Test icon.

Figure 47 Connector confirmation

6. Verify the correct interface connector is selected.

 3 DIAGNOSTIC SOFTWARE OPERATION 65

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 48 Test result

66 3 DIAGNOSTIC SOFTWARE OPERATION

Communications (COM) 3. A green light and flashing red light indicates

a successful communication link has been
Open Communications
established.
If green and red flashing light is not visible, COM
is not available.

Close Communications

Figure 49 COM open

1. Select COM from the menu bar.

2. Select Open from the drop down menu.
Figure 51 COM close

1. Select COM from the menu bar.

2. Select Close from the drop down menu.
Figure 50 COM open confirmation
 3 DIAGNOSTIC SOFTWARE OPERATION 67

Diagnostic Trouble Codes (DTCs)

Reading DTCs with EST
1. Turn ignition switch to ON. Do not start the engine.
2. Open EST to establish communication.

Figure 52 Viewing DTCs

3. Select Code from the menu bar. 5. The DTC window will display active and inactive
DTCs stored in the ECM.
4. Select View from the menu.
68 3 DIAGNOSTIC SOFTWARE OPERATION

DTC Help Menu

1. Double-click desired DTC to launch the Help
program.

Figure 53 DTC Help Menu

 3 DIAGNOSTIC SOFTWARE OPERATION 69

2. The Help program will display information for the

circuit associated to the DTC.

Figure 54 DTC Help Menu – Circuit Information

3. Select the DTC number from the list to display

specific information.
70 3 DIAGNOSTIC SOFTWARE OPERATION

Clearing DTCs
1. Turn ignition switch to ON. Do not start engine.
2. Open MasterDiagnostics® and establish
communication with the vehicle.

Figure 55 Clearing DTCs

3. Select Code from the menu bar. 5. DTCs are cleared from the control module's
memory. Active codes may return if the fault
4. Select Clear from the drop-down menu.
conditions remain.
 3 DIAGNOSTIC SOFTWARE OPERATION 71

Session Files 3. Select Session from the menu bar.

All session files are pre-configured with set 4. Select Open from the drop down menu.
parameters and graphs. If parameters and graphs
5. Choose the desired session file located within
are added or modified, the window layout changes
Open Session File window.
and the data may no longer fit on the EST screen.
Always select No when prompted to save the session 6. Select Open.
before closing.

Adding and Deleting Session Parameter

Opening Session File
Identifiers (PIDs)
1. Turn ignition switch to ON. Do not start the engine.
1. Open desired session file.
2. Open MasterDiagnostics® to establish
communication.

Figure 56 Open session file

72 3 DIAGNOSTIC SOFTWARE OPERATION

Figure 57 Add/Delete/Edit PIDs

2. On the session file, click the window where PIDs 5. Select additional PIDs in the left column.
are to be added or edited.
6. Select Add to move selected PIDs to the right
3. Select Edit from the menu bar, or right click the column.
desired window.
4. Select Add/Delete/Edit Parameters from the
menu.

Figure 59 Additional PIDS added to session

7. To delete PIDs from the session, select the PIDs

Figure 58 Selecting additional PIDS to remove from Selected Parameters and then
select Delete.
 3 DIAGNOSTIC SOFTWARE OPERATION 73

8. Select OK to return to the session file. VIN+ Session

The VIN+ provides VIN, the control module's
Closing Session File calibration, engine serial number, transmission
information, stored DTCs, and some other preset
parameters. The information contained in the VIN+
session can be used to fill in part of the Hard Start
and No Start Diagnostic Form.
1. Turn ignition switch to ON. Do not start the engine.
2. Open MasterDiagnostics® and establish
communication with the vehicle.

Figure 60 Closing session file

1. Select Session from the menu bar.

2. Select Close from the drop down menu.
NOTE: By selecting Yes, closing the session risks
altering the default session setup.
3. Select No when prompted to save the session Figure 61 Select VIN+ icon
before closing.

3. Select the VIN+ icon.

74 3 DIAGNOSTIC SOFTWARE OPERATION

Figure 62 VIN+ session (example)

4. The VIN+ session is displayed on screen.

 3 DIAGNOSTIC SOFTWARE OPERATION 75

Snapshots
Opening Specific Snapshots
1. Open MasterDiagnostics® to establish
communication.
2. Open desired session file.

Figure 63 Opening specific snapshot

3. Select Snapshot from the menu bar. Opening Basic Snapshots

4. Select Setup from the drop-down menu. Opening a basic snapshot requires that all settings be
adjusted to obtain a useful snapshot.
5. To modify default settings, refer to other snapshot
setup steps in this section.
76 3 DIAGNOSTIC SOFTWARE OPERATION

Figure 64 Opening basic snapshot

1. Select Snapshot from the menu bar. 2. Select Setup from the drop-down menu.
 3 DIAGNOSTIC SOFTWARE OPERATION 77

Snapshot Set-Up
Snapshot Trigger using Active DTCs
Snapshots can be triggered at the desired number of
active DTCs. This is useful for road trip diagnostics.

Figure 65 Snapshot for active DTC trigger

1. Enter None in Trigger PID drop-down menu. 3. Check Arm Trigger box in Snap Shot Setup
window.
2. Enter desired number of active DTCs in Trouble
Code Count Trigger field

Figure 66 Arm trigger box

78 3 DIAGNOSTIC SOFTWARE OPERATION

Snapshot Trigger using Parameter Identifier (PID)

Snapshots can be triggered by desired PID values.
This is useful for workshop or road trip diagnostics.

Figure 67 Selecting PID trigger

1. Select desired PID in the Trigger PID drop-down 2. Select Trigger Setup button.
menu.
 3 DIAGNOSTIC SOFTWARE OPERATION 79

Figure 68 PID trigger set-up

3. Adjust units, trigger value, and trigger edge. 4. Select OK button on the Trigger Setup window.
• Units can be switched between decimal and
metric values.
• Trigger Value will set the PID value that
begins snapshot recording.
Example: Trigger using APS at 100 percent
will start the recording when the APS reaches
100 percent. Figure 69 Arm trigger box
• Trigger Edge can be switched between rising
and falling. Rising edge is used if the PID
5. Check Arm Trigger box in the Snapshot Setup
value starts lower than the Trigger value.
window.
Falling edge is used if the PID value starts
higher than the Trigger value.
80 3 DIAGNOSTIC SOFTWARE OPERATION

Sample Rates, Pre-Trigger, and Post-Trigger Sample Rate adjusts the interval for each
Times recording.
Snapshot timing and intervals can be changed for the Example: Entering 0.2 will record PID list data
desired recording situation. every two-tenths of a second for a total of five
frames per second.
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 box.
Pre-Trigger 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 is useful when recording
conditions before a diagnostic event or fault
occurs.
3. Enter desired time (seconds) in Post-Trigger box.
Post-Trigger sets time to stop snapshot recording
Figure 70 Adjusting snapshot times after the trigger event is completed.
Example: Entering 100 enables the snapshot
recording to continue for 100 seconds after the
1. Enter desired time interval in the Sample Rate trigger event is completed.
box.
 3 DIAGNOSTIC SOFTWARE OPERATION 81

Snapshot PID List 2. Select additional PIDs in the left column.

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 73 Additional PIDS added to snapshot

3. Select the ADD button to move the selected PIDs

to the right column.
4. To delete PIDs from the snapshot, select the PIDs
to remove from Selected Parameters and then
select Delete.
Figure 71 Selecting PIDs to record
5. Select the OK button to return to the Snapshot
Setup window.
1. Select PID List button from the Snapshot Setup
window.

Figure 72 Selecting additional PIDS for

snapshot
82 3 DIAGNOSTIC SOFTWARE OPERATION

Rename REC Files

Changing the name of the REC file can assist in
finding the file for review or data exchange for
technical help. Default will save the REC file with
a generic name and overfile when new snapshot is
recorded. The default name can be changed to a VIN
or ID label for example.

Figure 74 Naming REC file

1. Select the Record File button from the Snapshot

Setup window.
2. Type the desired file name in the dialog box.
3. Select the Save button and save file in desired
directory. After save is complete, program will
return to the Snapshot Setup window.
Figure 75 Verify REC file name

4. Verify that the Record File Name dialog box

matches the changes.
 3 DIAGNOSTIC SOFTWARE OPERATION 83

Manual Trigger Snapshots NOTE: The snapshot recording can be stopped at

anytime if required.
1. Open MasterDiagnostics® to establish
communication. 6. Select snapshot STOP button on the side toolbar.
2. Open desired session file. The recording status will change to inactive.
3. Open desired snapshot. Setup for desired
recording.
4. Select snapshot REC button on the side toolbar.

Figure 77 Recording not active

7. The recording status changes to inactive and the

REC button is no longer displayed on the status
Figure 76 Recording active
bar at the bottom of the screen.

5. The recording status changes to active and the

REC button is displayed on the status bar at the
bottom of the screen.
84 3 DIAGNOSTIC SOFTWARE OPERATION

Replay Snapshot Graphic

1. Open MasterDiagnostics®.

Figure 78 Replaying REC file

2. Select Snapshot from the menu. 4. Select the desired snapshot file.
3. Select Replay from the drop down menu, then 5. Select Open.
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.
 3 DIAGNOSTIC SOFTWARE OPERATION 85

Figure 79 Selecting PIDs to replay

6. Select desired PIDs. Select the Max button to

select all recorded PIDs.
7. Select the OK button.

Figure 81 REC file text view

8. The graph or text replay of the recording is

Figure 80 REC file graph view displayed.
86 3 DIAGNOSTIC SOFTWARE OPERATION

Diagnostic Tests 2. Open COM port or select a session.

Key-On Engine-Off Tests
Standard Test
The KOEO Standard test is done by the ECM.
The technician runs this test by using the EST with
MasterDiagnostics® software.
During the KOEO Standard test, the ECM does
an internal test of its processing components and
memory followed by an Output Circuit Check (OCC). Figure 82 Standard test menu
The OCC evaluates the electrical condition of the
circuits, not mechanical or hydraulic performance of
the systems. By operating the ECM output circuits 3. Select Key-On Engine-Off Tests and Standard
and measuring each response, the Standard test Test from the drop down menu.
detects shorts or opens in the harnesses, actuators, 4. Follow the on-screen instructions.
and ECM. If a circuit fails the test, a fault is logged
and a DTC is set. 5. To cancel test, select Diagnostics from menu bar,
then Cancel Test.
The ECM checks the IPR, BSV, EFAN, and RSE
circuits. NOTE: When using the EST to do KOEO or KOER
diagnostic tests, Standard test is always selected
When the OCC is done, the DTC window will display and run first. If the ignition switch is not cycled, the
DTCs that identify the problem. Standard test does not have to be run again.
1. Turn ignition switch to ON. Do not start engine.
 3 DIAGNOSTIC SOFTWARE OPERATION 87

Injector Test
NOTE: The Standard test must be done before doing
the Injector test.
The Injector test diagnoses electrical problems in
ECM wiring or injectors. Before doing the Injector
test, DTCs should be accessed, noted, and cleared.
This allows DTCs to be displayed as Active DTCs.
Figure 83 Injector test menu
During the Injector test, the ECM actuates the
injectors in numerical order (1 through 6), not in firing
order. The ECM monitors the electrical circuit for each 1. Turn ignition switch to ON. Do not start engine.
injector, evaluates the performance of the injector
coils, and checks the operation of the electrical circuit. 2. Open COM port or select a session.
If an electronic component in the injector drive circuit 3. Select Key-On Engine-Off Tests and Injector Test
fails the expected parameters, the ECM logs the fault. from the drop down menu.
A DTC will be set and sent to the EST.
4. Follow the on-screen instructions.
NOTE: The technician can monitor injector operation
by listening to the sound of each injector when 5. To cancel test, select Diagnostics from menu bar,
activated by the ECM. During Hard Start and No Start then Cancel Test.
conditions, when oil is very cold and thick, injectors
may be hard to hear.
The DTC window will display DTCs that identify the
problem.
88 3 DIAGNOSTIC SOFTWARE OPERATION

Output State Low Test

The Output State Low test allows the technician to
diagnose the operation of the output signals and
actuators.
In the Output State Low test mode, the ECM pulls
down the output voltage to the low state. This grounds
the low side driver circuits and actuates the output
components controlled by the ECM.
During Output State Low test, the output of the circuit
in question can be monitored with a DMM. The DMM
measures a low voltage state as the outputs are
toggled. The actual voltage will vary with the circuit
tested.
NOTE: A breakout box or breakout harness and a
DMM are required to monitor the suspected circuit or Figure 84 Output state test session
actuator. DTCs are not set by the ECM during this
test.
The following actuators are activated when toggled 2. Open session and select D_OutputStateTest
low during the test: session from menu.

• IPR valve • EGR valve

• EFAN relay • ITV
• RSE • VGT

1. Turn ignition switch to ON. Figure 85 Output state low test menu

3. Select Key-On Engine-Off Tests. From the drop

down menu, select Output State Tests, then select
Output State Low Test.
4. Follow the on-screen instructions.
5. To cancel test, select Diagnostics from menu bar,
then Cancel Test.
 3 DIAGNOSTIC SOFTWARE OPERATION 89

Output State High Test

The Output State High test allows the technician
to diagnose the operation of the output signals and
actuators.
In the Output State High test mode, the ECM pulls up
the output voltage to the high state. This energizes
the control high side driver circuits and actuates the
output components controlled by the ECM.
During this test, the output of the circuit in question is
monitored with a DMM. The DMM measures a high
voltage state, as the outputs are toggled. The actual
voltage will vary with the circuit tested.
NOTE: A breakout box or breakout harness and a
DMM are required to monitor the suspected circuit or
actuator. DTCs are not set by the ECM during this Figure 86 Output state test session
test.
The VGT and Brake Shut-off valve actuators are
activated when toggled high during the test. 2. Open session and select D_OutputStateTest
session from menu.
1. Turn ignition switch to ON. Do not start engine.

Figure 87 Output state high test menu

3. Select Key-On Engine-Off Tests. From the drop

down menu, select Output State Tests, then select
Output State High Test.
4. Follow the on-screen instructions.
5. To cancel test, select Diagnostics from menu bar,
then Cancel Test.
90 3 DIAGNOSTIC SOFTWARE OPERATION

Inlet Air Heater Output State Test 1. Open session and select D_OutputStateTest
session from menu.
The Inlet Air Heater Output State test allows the
technician to determine if the Inlet Air Heater System
is operating correctly.
The inlet air heater relay operation is activated for
30 seconds. A DMM and current clamp are used to
measure the time the relay is on and the amperage
that is drawn for the inlet air heater. Figure 89 Inlet air heater output state test menu

2. Select Key-On Engine-Off Tests. From the drop

down menu, select Output State Tests, then select
Inlet Air Heater Output State Test.
3. Follow the on-screen instructions.
4. To cancel test, select Diagnostics from menu bar,
then Cancel Test.

Figure 88 Output state test session

 3 DIAGNOSTIC SOFTWARE OPERATION 91

Key-On Engine-Running Tests 4. Select Key-On Engine-Running Tests and

Standard Test from the drop down menu.
Standard Test
5. Follow the on-screen instructions.
During the KOER Standard test, the ECM commands
the IPR through a step test to determine if the ICP • The ECM will start the KOER Standard Test
system is performing as expected. The ECM monitors by commanding the engine speed to rise to a
signal values from the ICP sensor and compares predetermined level.
those values to the expected values. When the
• When the test is finished, the ECM will return
Standard test is done, the ECM returns the engine to
the engine speed to low idle.
normal operation and transmits DTCs set during the
test.
NOTE: Ensure that engine is above minimum Engine Aftertreatment Test
operating temperature of 70 °C (158 °F) before
The Exhaust Aftertreatment Test allows the technician
starting test.
to determine if the exhaust aftertreatment system is
operating correctly.
1. Open MasterDiagnostics® and establish
communication with the vehicle.
2. If needed, open a desired session file.

Figure 92 Engine aftertreatment test menu

Figure 90 KOER standard session menu 3. Start the engine.

NOTE: Ensure that the engine is above minimum
1. Turn ignition switch to ON. operating temperature (70 °C [158 °F]) before
starting On-Board Filter Cleanliness Test.
2. Open session and select D_KOER_Standard
session from menu. 4. Select Key-On Engine-Running Tests, then
the On-Board Filter Cleanliness Test from the
3. Start engine and run until minimum engine coolant drop-down menu.
temperature of 70 °C (158 °F) is reached.
The ECM will start the On-Board Filter
Cleanliness Test and command the engine to
accelerate to a default engine speed to prepare
for regeneration.
The ECM will monitor the effects of the
regeneration system by using feedback signals
from the temperature and pressure sensors.
5. Follow the on-screen instructions.
Figure 91 Standard test menu 6. To cancel test, select Diagnostics from menu bar,
then Cancel Test.
92 3 DIAGNOSTIC SOFTWARE OPERATION

Air Management Test 1. Open session and select

D_KOER_AirManagement session from menu.
The Air Management Test allows the technician to
determine if the intake, exhaust, VGT, and EGR
systems are operating correctly.
During the Air Management test, the ECM commands
the VGT control actuator and EGR actuator through a
step test sequence to determine if actuators and the
Air Management System are performing as expected.
The ECM monitors the feedback signal values from
the EBP sensor and compares those values to the
expected values. Figure 94 Air management menu
If a fault is detected the test will end, engine operation
will return to normal, and a DTC will be set. If there 2. Select Key-On Engine-Running Tests and Air
are no faults, the test will be completed and engine Management Test from the drop down menu.
operation will return to normal.
The ECM will start the KOER Standard Test
NOTE: Ensure that engine is above minimum by commanding the engine speed to rise to a
operating temperature of 70 °C (158 °F) before predetermined level. When the test is finished,
starting test. the ECM will return the engine speed to low idle.
3. Follow the on-screen instructions.

Figure 93 Air management session

 3 DIAGNOSTIC SOFTWARE OPERATION 93

VGT Test
The VGT test is a manual test that allows the
technician to set the VGT duty cycle to low, medium,
or high and inspect the exhaust system for leaks.
NOTE: Ensure that engine is above minimum
operating temperature of 70 °C (158 °F) before Figure 96 VGT duty cycle test menu
starting test.

2. Select Key-On Engine-Running test. From the

drop down menu, select VGT tests (low, medium,
or high duty cycle).
3. Use the following recommended duty cycle
sequence to check turbocharger operation
between VGT duty cycle:
• Low to medium
• Medium to high
• High to low
• Low to high
4. Select Low Duty Cycle. Select Run to command
the ECM to begin the test.

Figure 95 Air management session 5. Select the next desired duty cycle. Select Run.

1. Open session and select

D_KOER_AirManagement session from menu.
94 3 DIAGNOSTIC SOFTWARE OPERATION

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.
1. Open MasterDiagnostics® and establish
communication with the vehicle.
2. Open the D_ContinuousMonitor session.

Figure 97 Continuous monitoring

NOTE: All sensors active in the software are reading

an actual value. Refer to the DTC pin-point test to
find 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 find all
circuits that might cause the intermittent problem.
4. Disconnect and inspect connectors for damage,
corrosion, or loose pins. Repair if necessary.
5. To cancel test, select Diagnostics from menu bar,
then Cancel Test.
 3 DIAGNOSTIC SOFTWARE OPERATION 95

Injector Disable Test 2. Select Diagnostics from menu bar and I6 Injector
Disable Test from drop down menu.
The Injector Disable tests allows the technician to shut
off injectors to determine the cause of rough engine
idle. This test is used in conjunction with Relative
Compression test to identify an injector problem or a
mechanical problem.
NOTE: The Injector Disable test can be run only when
engine temperature reaches 70 °C (158 °F) or higher.
The EOT indicator will change from red to green when
engine temperature reaches acceptable temperature.

Figure 98 Injector disable session Figure 100 Injector disable test

1. Open session and select D_IDT_I6 session from 3. Select cylinder number and select Run. The
menu. selected injector will be disabled and engine
noise should change.
4. Select Normal Operation. The selected injector
will be enabled and engine noise should return to
previous state of operation.
5. Repeat steps 3 and 4 for the remaining cylinders.
6. To cancel test, select Diagnostics from menu bar,
then Cancel Test.

Figure 99 Injector disable test menu

96 3 DIAGNOSTIC SOFTWARE OPERATION

Auto Run Feature

Figure 102 Injector disable test results (auto

run - graph view)
Figure 101 Injector disable test results (auto
run - text view)
During Auto Run, injectors are shutoff one at a time
(1 through 6 numerical sequence). Baseline data and
results for each cylinder is displayed in the window
(Text View) for Injector Disable test results. Test data
for each cylinder can also be viewed by selecting the
(Graph View). When finished the engine will return to
normal operation.
 3 DIAGNOSTIC SOFTWARE OPERATION 97

Relative Compression Example

The Relative Compression test is used in conjunction Relative Compression Value
with the Injector Disable test to distinguish between
Cylinder 1 Relative Compression 18
and an injector or mechanical problem.
Cylinder 2 Relative Compression 22
The test provides the difference between the fastest
and slowest crankshaft speed, during the power Cylinder 3 Relative Compression 24
stroke of each cylinder, to reflect relative cylinder Cylinder 4 Relative Compression 20
compression.
Cylinder 5 Relative Compression 21
As the engine is cranked, the ECM uses the CMP and
CKP sensor signals to measure crankshaft speed, Cylinder 6 Relative Compression 22
as piston reaches two points: Top Dead Center
(TDC) compression and about 30 degrees after TDC Compare the speed difference value of each cylinder
compression. with the other cylinder values. A cylinder with a speed
difference lower than the other cylinders indicates a
When the piston approaches TDC, crankshaft speed suspect cylinder. Test value of 18 for cylinder one
should be slower because of compression resistance. indicates a suspect cylinder.
As the piston passes TDC, compression resistance
dissipates and crankshaft speed increases. If a cylinder value is zero or a much lower than
other cylinders and this cylinder is a non-contributor
At TDC compression, the cylinder reaches its highest (identified in the Injector Disable Test), check for a
compression and resistance to crankshaft rotation mechanical problem.
(crankshaft speed is the slowest). A cylinder with low
compression will have less resistance to crankshaft Example
rotation. Crankshaft speed will be faster than normal.
Relative Compression Value
About 30 degrees after TDC, crankshaft speed should
Cylinder 1 Relative Compression 5
be fastest because compression has dissipated. On a
cylinder that has low compression, crankshaft speed Cylinder 2 Relative Compression 22
will be close to, or less than crankshaft speed at TDC.
Cylinder 3 Relative Compression 24
At TDC of each power cylinder, and about 30 degrees Cylinder 4 Relative Compression 20
past TDC, the ECM collects data for crankshaft speed.
Cylinder 5 Relative Compression 21
The TDC value is subtracted from the value about 30
degrees after TDC and is recorded for each cylinder. Cylinder 6 Relative Compression 0

Example If TDC rpm is greater than rpm 30 degrees after TDC,

200 rpm (30 degrees after TDC) - 180 rpm (TDC) = 20 the EST will display 0.
rpm If the test value for a power cylinder is 0, the cylinder
The EST will display a value on the screen for each is suspect.
cylinder. If the test value for a power cylinder is significantly
below 15 rpm, the cylinder is suspect.
Test value 5 for cylinder 1 indicates a suspect cylinder.
Test value 0 for cylinder 6 indicates a suspect cylinder.
The EST will indicate when the Relative Compression
test is done. The engine will stop cranking and the
EST will display test results.
98 3 DIAGNOSTIC SOFTWARE OPERATION

11. Right click on SI: Service Interval Reset

parameter to display pop-up menu.
12. Select Program from the pop-up menu. The Edit
Parameter window will open.
13. Click the arrow in the New Value dialog box.
14. Select Yes in the pull-down menu.
15. Select OK.
Figure 103 Relative compression test menu 16. Verify that the following changes have been
made to SI: Service Interval Reset parameter and
accepted by the ECM:
1. Select Diagnostics from the menu bar.
• Module Value has changed from No to Yes.
2. Select I6 Relative Compression Tests from the
• Original number in Program Count has
drop down menu.
increased by one.
3. Follow the on-screen instructions.
17. Oil change interval has been set. Close session
4. Interpret results. window.
• If a Relative Compression test and Injector
Disable test identify a suspect cylinder, check
for a mechanical problem.
General Information
• If a Relative Compression test does not
identify a suspect cylinder, but the Injector Installed MasterDiagnostics® Version
Disable test does, replace suspect injector(s). 1. Open MasterDiagnostics® on EST computer.
2. Select Help from the menu bar.
3. Select About from the drop-down menu.
Reset Engine Change Oil Message 4. The software release version is displayed.
Reset Message with EST
1. Set parking brake.
Approved Interface Cable
2. Turn ignition switch to ON. Do not start the engine.
1. Current approved interface cables are verified
3. Open MasterDiagnostics® to establish for full functionality for the MasterDiagnostics®
communication. software.
4. Open session file window. NOTE: Unapproved or outdated interface cables
may have limited or no functionality or low
5. Select PP_ServiceInterval.ssn file.
accuracy.
6. Select Open.
2. The Tech Central representative may ask which
7. Right click in the session window. interface cable is being used in addition to the
diagnostic issues.
8. Select enter Password from pop-up menu.
9. Enter password in dialog box.
10. Select OK.
 4 ENGINE SYMPTOMS DIAGNOSTICS 99

Table of Contents

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

Coolant System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

Combustion Leaks to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Coolant Leak to Exhaust/Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
EGR Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Injector Sleeve Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Cylinder Head Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Coolant in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Coolant Over-temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Temperature Sensor Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Cooling System Operating Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

Priming Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Fuel Pressure, Aeration, and Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel Pressure and Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel Filter Housing Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Fuel Inlet Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Fuel Pump Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Alternate Fuel to Fuel Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Alternate Fuel Supply to Fuel Filter Housing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Combustion Leaks to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118

Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119

Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Oil Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Oil Pressure Regulator Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Oil and Crankcase Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Oil Pump Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
Lube Oil in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
100 4 ENGINE SYMPTOMS DIAGNOSTICS
 4 ENGINE SYMPTOMS DIAGNOSTICS 101

Description Tools
Diagnostic test procedures help technicians find • Radiator pressure testing kit
problems systematically and quickly to avoid
• Plastic surge tank cap adapter
unnecessary repairs. In this section, diagnostic
and test procedures help identify causes for known • Cylinder head test plate
problems and conditions.
• Water supply housing pressure adapter
• Thermostat opening pressure adapter (cylinder
head)
GOVERNMENT REGULATION: Engine
• Hose pinch-off pliers (2)
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. • EGR cooler test plates (2)
Handle all fluids and other contaminated
materials (e.g. filters, rags) in accordance Possible Causes
with applicable regulations. Recycle
• Failed injector sleeve
or dispose of engine fluids, filters, and
other contaminated materials according to • Failed air compressor
applicable regulations.
• Failed head gasket
• Failed EGR coolers
WARNING: To prevent personal injury or • Cracked cylinder sleeve or cavitation
death, do not let engine fluids stay on your skin.
• Improperly adjusted liner protrusion
Clean skin and nails using hand cleaner, and wash
with soap and water. Wash or discard clothing
and rags contaminated with engine fluids.
The likely cause of combustion gas leakage to the
cooling system is past the injector sleeve in the
WARNING: To prevent personal injury or cylinder head. A failed cylinder head gasket or
death, read all safety instructions in the foreword cracked cylinder sleeve is possible. However, this
of this manual. Follow all warnings, cautions, and should not be considered unless there is evidence of
notes. engine overheating or high engine mileage without
proper coolant conditioning.
WARNING: To prevent personal injury or
death, shift transmission to park or neutral, set WARNING: To prevent personal injury or
parking brake, and block wheels before doing death, wear safety glasses with side shields.
diagnostic or service procedures.
Procedure
1. Is the engine equipped with an air compressor?
Coolant System • If yes, do step 2.
Combustion Leaks to Coolant • If no, do step 3.

Symptom
Combustion leaks to coolant can be identified by
coolant overflowing from deaeration tank or air
bubbles in the coolant.
102 4 ENGINE SYMPTOMS DIAGNOSTICS

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 or more.
• Wrap a thick cloth around the 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.
4. Install radiator pressure tester with the
Figure 104 Air compressor coolant hoses
appropriate adapter.
5. Pressurize cooling system to 96 kPa (14 psi).
2. Close off both coolant hoses for the air
6. Look for coolant leaking around the injector sleeve
compressor with hose pinch-off pliers. Test the
and into the cylinder bore.
system again.
• If a leak is noticed, replace the leaking injector
• If coolant continues overflowing from the
sleeve and test again.
deaeration tank, do step 3.
• If no leak is noticed, replace all six injector
• If coolant stops overflowing from deaeration
sleeves and test again.
tank, repair or replace the air compressor.
• If coolant continues to flow into cylinders after
3. Remove injectors following the procedure in the
all injector sleeves were replaced, do step 7.
Engine Service Manual.
7. Remove cylinder head from engine, perform all
inspections, and pressure test cylinder head to
verify leak path. Follow the procedure in the
Engine Service Manual.
NOTE: A cylinder with coolant will typically be
cleaner than other cylinders.
• Inspect cylinder head gasket for coolant
leaks.
• Verify crankcase and cylinder head surface
flatness using a straight edge and feeler
gauge.
• Check cylinder liner protrusion. Follow the
procedure in the Engine Service Manual.
8. Test the cylinder head with pressure test plate to
Figure 105 Cylinder head cut-away with injector validate the repair.
sleeve
 4 ENGINE SYMPTOMS DIAGNOSTICS 103

Coolant Leak to Exhaust/Intake

Symptoms
• Loss of coolant without visible leaks
• Coolant odor in the exhaust
• Coolant dripping from the exhaust system
• Aftertreatment system failure
• Overheating
• Hydraulic cylinder lock
• Deposits on IAH elements
• VGT actuator linkage stuck
Tools Figure 106 EGR tube assembly (exhaust side)
• Regulated compressed air
• Water supply housing pressure adapter
• Radiator pressure testing kit and plastic surge cap
adapter
• EGR cooler pressure test plates (2)
Possible Causes
• Failed EGR coolers
• Failed injector sleeve
• Leaking intake side cylinder head cup plugs
• Cylinder head porosity

WARNING: To prevent personal injury or

death, wear safety glasses with side shields.
Figure 107 EGR tube assembly (intake side)

EGR Cooler Inspection

1. Remove EGR tube assembly, inlet/EGR mixer
Procedure duct, and EGR metering tube following the
procedure in the Engine Service Manual.
WARNING: To prevent personal injury or 2. Check for presence of coolant in EGR coolers,
death, read all safety instructions in the “Safety tube and EGR valve manifold.
Information” section of this manual.
3. Plug in the coolant heater (if available) to warm
the coolant.
104 4 ENGINE SYMPTOMS DIAGNOSTICS

9. Check outlet of the intake side EGR cooler for

WARNING: To prevent personal injury coolant leak:
or death, do the following when removing the
radiator cap or deaeration cap: • If coolant leak is not identified reassemble
the EGR system following procedure in the
• Allow engine to cool for 15 minutes or more. Engine Service Manual; proceed to the
• Wrap a thick cloth around the radiator cap or Injector Sleeve Inspection.
deaeration cap. • If coolant leak is identified, do step 10.
• Loosen cap slowly a quarter to half turn to vent 10. Drain coolant from the cooling system and remove
pressure. the intake side EGR cooler following procedure in
• Pause for a moment to avoid being scalded by the Engine Service Manual.
steam. • Attach K-Line 20020 EGR Leak Detection Kit
• Continue to turn cap counterclockwise to remove. to the intake side EGR cooler following the
procedure for EGR cooler pressure testing in
4. Install radiator pressure tester with surge cap the Engine Service Manual.
adapter.
• Apply 70 psi of a regulated air pressure and
5. Pressurize cooling system to 96 kPa (14 psi). submerge EGR cooler into a tank of warm
NOTE: If pressure drops rapidly without visible coolant water. Apply 70 psi for 5 minutes.
leaks, coolant may be leaking from the exhaust side • If EGR cooler does not hold pressure and
EGR cooler into the exhaust manifold. air bubbles appear, replace intake side EGR
6. Check for coolant leak at the exhaust side EGR cooler following procedure in the Engine
cooler outlet at the crossover pipe. Service Manual.

• If coolant leak is identified, do step 7. • If EGR cooler holds pressure and air bubbles
do not appear, go to the Injector Sleeve
• If leak is not identified, do step 8. Inspection.
7. Drain coolant from the cooling system and
remove the exhaust side EGR cooler following
Injector Sleeve Inspection
the procedure in the EGES-450 Engine Service
Manual.
WARNING: To prevent personal injury or
• Attach K-Line 20020 EGR Leak Detection Kit
death, wear safety glasses with side shields.
to the exhaust side EGR cooler following the
procedure for EGR cooler pressure testing in
Procedure
the Engine Service Manual.
1. Remove injectors following the procedure in
• Apply 70 psi of a regulated air pressure and
Engine Service Manual.
submerge EGR cooler into a tank of warm
water. Apply 70 psi for 5 minutes. 2. Inspect injector sleeves for signs of coolant
leakage. Plug in the coolant heater to warm the
• If EGR cooler does not hold pressure and
coolant.
air bubbles appear, replace the exhaust side
EGR cooler following procedure in the Engine 3. Use a radiator pressure tester to pressurize
Service Manual. cooling system to 96 kPa (14 psi).
• If EGR cooler holds pressure and air bubbles 4. Inspect injector sleeves again for coolant leakage.
do not appear, do step 8. Check for coolant entering each cylinder.
8. Remove EGR hose at the rear of the intake side • If a leak is occurring at an injector sleeve,
EGR cooler near the ITV. replace the sleeve following the procedure in
Engine Service Manual.
Test again to validate repair.
 4 ENGINE SYMPTOMS DIAGNOSTICS 105

• If no leaks are apparent, but coolant is

entering a cylinder, replace the cylinder
injector sleeve following the procedure in
Engine Service Manual.
Test again to validate repair.
If leak continues, go to Cylinder Head Leak
Test.

Cylinder Head Leak Test

Figure 109 Cylinder head (intake side) cup plugs

WARNING: To prevent personal injury or
death, wear safety glasses with side shields.
1. Remove the valve cover following the procedure 2. Plug in the coolant heater to warm the coolant.
in the Engine Service Manual.
3. Pressurize the cooling system to 96 kPa (14 psi).
4. Inspect the entire cylinder head for cracks or leaks
at the cup plugs.
• If a leak is noticed, repair or replace.
• If no leaks are noticed, do step 5.
5. Drain coolant from system.
6. Remove cylinder head from engine following the
procedures in the Engine Service Manual.
7. Inspect and pressure test the cylinder head
following the procedures in the Engine Service
Manual.
• Inspect cylinder head gasket for damage at
sealing points that may have caused a leak.
Verify crankcase and cylinder head surface
flatness using a straightedge and feeler
Figure 108 Cylinder head (top) cup plugs
gauge. Replace the head gasket. Repair or
replace the cylinder head if necessary.
• Inspect the cylinder head for cracks in the
coolant passages. Repair or replace.
8. Test the cooling system again after any repair to
validate the repair.
106 4 ENGINE SYMPTOMS DIAGNOSTICS

Coolant in Lube Oil 2. When oil contamination is verified, plug in cylinder

block heater to warm coolant.
Symptom
3. Is the engine equipped with an air compressor?
When the crankcase lube oil is contaminated with
• If yes, do steps 4 through 7.
coolant, the oil will have a dark-gray or black sludgy
appearance. The crankcase may also be overfilled. • If no, continue with step 8.
Tools
• Radiator pressure testing kit
• Plastic surge tank cap adapter
• Cylinder head test plate
• Water supply housing pressure adapter
• Thermostat opening pressure adapter (cylinder
head)
• Straightedge
• Feeler gauge
• EGR cooler test plates
Possible Causes
Figure 110 Air compressor oil drain-back hose
• Accessory leak (water cooled air compressor)
• Injector sleeve leak
4. Remove air compressor oil drain-back hose from
• Cylinder head cup plug failure the bottom of compressor.
• Crevice seal (liner O-ring)
WARNING: To prevent personal injury
• Cylinder head gasket leak
or death, do the following when removing the
• Front cover gasket damage radiator cap or deaeration cap:
• Front cover, cylinder head or crankcase porosity • Allow engine to cool for 15 minutes or more.
• Failed EGR cooler • Wrap a thick cloth around the radiator cap or
deaeration cap.
WARNING: To prevent personal injury or • Loosen cap slowly a quarter to half turn to vent
death, wear safety glasses with side shields. pressure.
Coolant System Inspection • Pause for a moment to avoid being scalded by
steam.
Procedure
• Continue to turn cap counterclockwise to remove.
1. Check oil level and quality to verify oil
contamination complaint. 5. Install radiator pressure tester with the
appropriate adapter.
• The presence of coolant in the oil will
generally give the oil a dark-gray or black 6. Pressurize the cooling system to 96 kPa (14 psi).
sludgy appearance.
• If coolant in the oil is not verified, an oil sample
can be taken for analysis.
 4 ENGINE SYMPTOMS DIAGNOSTICS 107

7. Look for coolant leaking from the air compressor 11. Pressurize cooling system to 96 kPa (14 psi).
oil drain-back port. Look for coolant leaks.
• If coolant is leaking from air compressor, • If the engine does not have an air compressor,
repair or replace air compressor. and is leaking from the front cover area or the
oil pick-up tube, do Front Cover Inspection
• If coolant is not leaking from the air
(page 108).
compressor oil drain-back port, do step 8.
• If a leak is noticed between the cylinder
8. Drain engine oil and remove the oil filter.
sleeve and piston, replace the injector sleeve
9. Remove the oil pan following the procedure in the for that cylinder. Follow the procedure in the
Engine Service Manual. Engine Service Manual.
10. Install radiator pressure tester with the • If a leak is noticed between the cylinder
appropriate adapter. sleeve and the engine block, replace the
cylinder sleeve crevice seal for that cylinder.
Follow the procedure in the Engine Service
Manual.
• If a leak is noticed from the oil drain-back ports
(camshaft side), do Cylinder Head Leak Test
(page 105).
• If no leak is noticed, leave pressure and heat
on cooling system overnight and check the
following day.
• If no leak is noticed after overnight pressure
test, do the following sequential tests until
problem is found:
A. Front Cover Inspection (page 108)
Figure 111 Bottom of engine
B. Cylinder Head Leak Test (page 105)
12. After any repairs are complete, test the cooling
system again to validate the repair.
108 4 ENGINE SYMPTOMS DIAGNOSTICS

Front Cover Inspection

Figure 112 Front cover coolant leak location

1. Remove front cover and inspect gaskets and 2. Test the cooling system again after any repair to
sealing surfaces following the procedure in the validate the repair.
Engine Service Manual. Check front cover and
crankcase with straight edge and feeler gauge.
Repair or replace as required.
 4 ENGINE SYMPTOMS DIAGNOSTICS 109

Coolant Over-temperature • Chassis effects, transmission, after-market

equipment
Symptoms
When the coolant temperature is above 107 °C (224 Coolant System Inspection
°F), a DTC will be set and the control system will
command less fueling. A power loss may also occur.
WARNING: To prevent personal injury or
When the coolant temperature is above 109 °C (228 death, wear safety glasses with side shields.
°F), the red ENGINE lamp will be illuminated and a
DTC will be set.
When the coolant temperature is above 112 °C (234
°F), the red ENGINE lamp will flash, an audible alarm
will sound, and a DTC will be set. If the vehicle has
the warning protection feature enabled, the engine will
shutdown after 30 seconds.
Tools
• Radiator pressure test kit and adapter
• Regulated compressed air
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
• Digital Multimeter (DMM) with thermocouple
Possible Causes
• Low engine coolant level
• Internal or external coolant leaks
• Internal or external radiator blockage
• Broken/worn accessory drive belt
• Accessory belt tensioner failure
Figure 113 Deaeration tank components
• Coolant thermostat stuck (closed)
1. Deaeration tank
• Slipping cooling fan drive clutch 2. Deaeration tank cap
• Water pump failure 3. MAXIMUM coolant level mark
4. ADD coolant level mark
• Cooling fan blade assembly wrong/damaged
• Inoperative electric cooling fan
1. Check coolant deaeration tank for contamination
• Instrument panel gauge error and correct fill level.
• Engine Coolant Temperature (ECT) sensor • If coolant level is low, do step 2.
biased
• If coolant level is correct, do step 6.
• Incorrect radiator
• If coolant is contaminated with oil, go to Lube
• Missing coolant thermostat Oil in Coolant (page 123).
110 4 ENGINE SYMPTOMS DIAGNOSTICS

2. Inspect for coolant leaks. Check for external leaks 6. Test again for over-temperature condition
from coolant hoses, radiator, heater core, engine,
• If the engine is not running over-temperature,
or cylinder head cup plugs. Check for coolant in
continue with step 7.
oil.
• If the engine continues overheating, do step
• If any external leaks are found, repair
9.
and fill cooling system. Test again for
over-temperature condition. 7. Install radiator pressure tester with the
appropriate adapter.
• If oil is contaminated with coolant, go to
Coolant in Lube Oil (page 106) in this section. 8. Pressurize the cooling system to 96 kPa (14 psi).
• If no leaks are found, continue with step 3. • If coolant is leaking externally, identify the leak
and repair.
WARNING: To prevent personal injury • If coolant is not leaking externally, but the
or death, do the following when removing the pressure is dropping, see Coolant Leak to
radiator cap or deaeration cap: Exhaust/Intake (page 103) and Coolant in
• Allow engine to cool for 15 minutes or more. Lube Oil (page 106) in this section.

• Wrap a thick cloth around the radiator cap or 9. Inspect the condition of the following items:
deaeration cap. cooling fan blade, shroud, accessory drive belt,
accessory drive belt tensioner, cooling fan drive
• Loosen cap slowly a quarter to half turn to vent clutch, operation of electric or air fan, and radiator.
pressure.
CAUTION: To prevent engine damage, do not
• Pause for a moment to avoid being scalded by dent radiator fins with the wand of a high pressure
steam. washer.
• Continue to turn cap counterclockwise to remove. • If vehicle is new or recently repaired, verify
3. Fill cooling system to the maximum coolant level the correct part number for any component
mark. related to the cooling system.

4. Start the engine. • If the radiator cooling fins are blocked due to a
build-up of dirt or debris, use a power washer
to clean blockage from radiator fins or any
WARNING: To prevent personal injury or debris on the cooling fan and fan drive clutch.
death, be careful when purging air from cooling
system. • If no problems are identified, go to
Temperature Sensor Validation Test (page
5. Purge all air out of system by opening the coolant 111) in this section.
dearation line at the EGR valve. Reconnect line
when coolant appears.
 4 ENGINE SYMPTOMS DIAGNOSTICS 111

Temperature Sensor Validation Test • If test gauge and EST read values with a
difference greater than ± 3 °C (± 5 °F), see
1. Install EST and check for active and inactive
ECT Sensor (page 282) in “Electronic Control
DTCs related to engine coolant over-temp
Systems Diagnostics” section of this manual.
conditions.
• If the gauge is reading correctly and the
• If any DTCs remain relating to coolant
engine is running over-temperature, go to
over-temp condition, correct DTC before
Cooling System Operating Pressure Test
continuing.
(page 111) in this section.
• If no DTCs exist, continue with step 2.
2. Using the EST, compare Engine Coolant
Cooling System Operating Pressure Test
Temperature (ECT), Engine Oil Temperature
(EOT), and Manifold Air Temperature (MAT) with
Key On Engine Off. All of the sensors should WARNING: To prevent personal injury or
read within 2 °C (5 °F) of each other. death, wear safety glasses with side shields.
NOTE: This is only accurate if done after a cold 1. Install the radiator pressure tester on the
soak of at least 8 hours on the engine. deaeration tank and run engine at elevated idle.
Monitor the pressure in the system using the
3. Install a manual gauge or DMM with a
tester gauge to see if pressure rises above normal
thermocouple in the intake side EGR cooler outlet
value of deaeration tank cap.
port, operate the engine, and use the EST to
monitor ECT. • If pressure is higher than the pressure rating
of the cooling system cap, go to Combustion
4. Run engine up to an operating temperature of
Leaks to Coolant (page 101) in this section.
at least 70 °C (158 °F). Try to duplicate the
operator's coolant over-temp concern. Monitor • If pressure gauge reading is below pressure
the ECT using the EST, instrument panel coolant rating of system, replace the thermostat.
temperature gauge, and the mechanical or
electrical gauge.
• If instrument panel coolant temperature
gauge reads a different temperature than the
EST and test gauge, refer to the Electrical
System Troubleshooting Guide for the
appropriate model and year of vehicle.
112 4 ENGINE SYMPTOMS DIAGNOSTICS

Fuel System
WARNING: To prevent personal injury or
death, do not smoke and keep fuel away from
WARNING: To prevent personal injury or flames and sparks.
death, do not smoke and keep fuel away from
flames and sparks. 1. Install Fuel Pressure Gauge assembly quick
disconnect check valve on engine fuel Shrader
valve.
WARNING: To prevent personal injury or
death, store diesel fuel properly in an approved 2. Open gauge assembly inline shut-off valve.
container designed for and clearly marked DIESEL
FUEL.

WARNING: To prevent personal injury or

death, wear safety glasses with side shields.

Priming Fuel System

Figure 115 Fuel Shrader valve and priming

pump
1. Fuel Shrader valve (fuel pressure test port and air
Figure 114 Fuel Pressure Gauge assembly bleed)
2. Fuel priming pump
1. Quick disconnect check valve
2. Fuel test line
3. Fuel Pressure Gauge
4. Inline shut-off valve WARNING: To prevent personal injury or
5. Clear test line death, store diesel fuel properly in an approved
container designed for and clearly marked DIESEL
FUEL.
If engine runs out of fuel or the fuel filter header has
been drained, do the following: 3. Push fuel primer pump until an air-free stream of
fuel comes out the clear test line.
4. Collect fuel in a suitable container.
5. Close the gauge assembly inline shut-off valve.
 4 ENGINE SYMPTOMS DIAGNOSTICS 113

6. Start engine and check for fuel leaks. If fuel is NOTE: Plugged supplemental filters or separators
leaking, turn off engine and repair leaks. Refer mounted on vehicle will influence fuel pressure,
to engine starting procedures in the Engine restriction, and aeration.
Operation and Maintenance Manual.
Tools
7. Turn off engine. Remove Fuel Pressure Gauge
• Fuel Pressure Gauge
assembly. Dispose of fuel.
• Fuel Pressure Test Kit
• Clear fuel container
Fuel Pressure, Aeration, and Supply
Possible Causes
Symptom
• Fuel filter or strainer blocked
Fuel aeration will exhibit one or more of the following
• Fuel grade incorrect for cold temperatures
characteristics:
• Fuel supply line damage, restriction, or blockage
• Engine stall during operation
• Failed fuel tank transfer pump
• Rough running engine
• Failed fuel regulator valve
• Extended engine crank time (hard start)
• Failed fuel pump
• Fuel pressure slow to build while cranking
• Air leak in suction side fuel line or filter assembly
• Excessive fuel pressure while cranking
• Combustion gases entering fuel supply system
• Pulsating fuel pressure during crank or engine
running at idle.
Procedure
• Difficulty priming fuel system
• Low power WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety
Tools Information” section of this manual.
• Fuel Pressure Test Gauge 1. See “Performance Specifications” (page 465)
• 1 to 5 gallon bucket appendix in this manual for correct specification.

• Fuel pump supply line

• Fuel filter housing supply line fitting
• Fuel Pressure Test Adapter
• Fuel/Oil Pressure Test Coupler
Possible Causes
• Leaks in fuel supply to fuel pump
• Loose fuel injector hold down
• Missing/damaged stainless steel injector gasket
• Failed fuel lift pump

Fuel Pressure and Aeration

Figure 116 Fuel Pressure Gauge
Purpose
To check for correct fuel pressure and aerated fuel
114 4 ENGINE SYMPTOMS DIAGNOSTICS

NOTE: EFP sensor reading is not the pressure

WARNING: To prevent personal injury or reading in the filter cavity.
death, do not smoke and keep fuel away from
flames and sparks. Tools

2. Connect fuel pressure valve, fuel pressure gauge • Fuel/Oil Pressure Test Adapter
with shut-off valve, and a clear 3/8” diameter hose • Fuel Pressure Test Kit
to the fuel test valve.
• Fuel Pressure Test Gauge
3. Route clear hose into a drain pan.
4. Start or crank engine for 20 seconds. Measure Procedure
fuel pressure with shut-off valve closed. Open the
shut-off valve to check for aeration. WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety
5. Record results on Diagnostic Form. Information” section of this manual.
6. Run engine at low idle. Measure fuel pressure
with shut-off valve closed. Open the shut-off valve WARNING: To prevent personal injury or
to check for aeration. death, do not smoke and keep fuel away from
7. Record results on Diagnostic Form. flames and sparks.

8. Run engine at high idle. Measure fuel pressure 1. Check fuel pressure from the pressure test valve
with shut-off valve closed. Open the shut-off valve located on the front of the fuel filter housing.
to check for aeration.
9. Record results on Diagnostic Form.
10. If the vehicle has automatic transmission, set the
parking brake and apply service brakes.
11. Put transmission in drive and press accelerator to
the floor for no more than 10 seconds.
Measure fuel pressure with the shut-off valve
closed.
12. Record results on Diagnostic Form.
• If fuel pressure is in specification with no aeration,
no repair is required.
• If fuel pressure is below specification, see Fuel
Filter Housing Pressure (page 114) in this section
Figure 117 Fuel Pressure Gauge
of manual.
• If fuel is aerated, see Alternate Fuel Supply
to Filter Housing (page 117) in this section of 2. Connect Fuel/Oil Pressure Test Adapter and Fuel
manual. Pressure Test Gauge with shut-off valve to the fuel
test valve.
3. Crank engine for 20 seconds. Measure fuel
Fuel Filter Housing Pressure
pressure with shut-off valve closed.
Purpose • If fuel pressure is in specification, replace the
fuel filter element and clean strainer filter.
To check for correct fuel pressure in filter housing and
inspect fuel filter • If fuel pressure is below specification, go to
Fuel Inlet Restriction (page 115) in this section
of manual.
 4 ENGINE SYMPTOMS DIAGNOSTICS 115

Fuel Inlet Restriction

Purpose
To check for fuel supply system restriction
Tools
• Fuel Inlet Restriction Adapter
• Gauge Bar Tool
Possible Causes
• Fuel supply line damage or blockage
• Fuel grade incorrect for cold temperature

Procedure
Figure 118 Fuel strainer cap
WARNING: To prevent personal injury or
death, do not smoke and keep fuel away from
flames and sparks. 3. Remove fuel strainer cap.

1. See “Performance Specifications” (page 465) 4. Connect the Fuel Inlet Restriction Adapter and
appendix in this manual for correct specification. test line.

2. Check for fuel inlet restriction from the fuel strainer 5. Route test line from engine bay to the cab.
located on the fuel filter housing. 6. Connect 0-30 in-Hg vacuum gauge to test line.
7. Measure high-idle fuel inlet restriction reading and
compare to specification.
8. Record results on Diagnostic Form.
• If fuel inlet restriction is in specification, go to
next test.
• If fuel inlet restriction is out of specification, go
to Alternate Fuel Supply to Fuel Filter Housing
(page 117) test in this section of manual.
116 4 ENGINE SYMPTOMS DIAGNOSTICS

Fuel Pump Operation

Purpose
To check proper fuel pump operation
Tools
• Vacuum pump and gauge kit
• Fuel Pressure Test Kit
• Fuel Pressure Test Gauge
• Test hose and clamp or cone adapter

Procedure

WARNING: To prevent personal injury or Figure 119 Fuel pump with vacuum nozzle
death, do not smoke and keep fuel away from
flames and sparks.
1. Connect fuel pressure valve adapter, fuel 3. Disconnect fuel pump supply line from the fuel
pressure gauge with shut-off valve, and a clear filter housing.
3/8” diameter hose to fuel test valve. 4. Connect test hose to fuel supply and secure with
2. Open the shut-off valve. clamp. A cone adapter (included with vacuum
pump kit) may also be used. The adapter fits on
NOTE: A closed shut-off valve during the test will the end of the fuel supply line.
yield incorrect values.
5. Insert vacuum pump nozzle into the fuel supply
line. Ensure the integrity of the seal during the
test.
6. Crank engine for a maximum of 20 seconds.
• If vacuum reading is greater than 12 in-Hg,
the pump is operating correctly. Go to
Alternate Fuel Supply to Fuel Filter Housing
(page 117) in this section of the manual.
• If vacuum reading is less than 12 in-Hg,
replace the fuel pump. Test fuel pressure
again at intake manifold test valve.
 4 ENGINE SYMPTOMS DIAGNOSTICS 117

Alternate Fuel to Fuel Pump Test Alternate Fuel Supply to Fuel Filter Housing

Purpose Purpose
To check for restriction or aeration in the fuel pump To check for restriction or aeration in the fuel filter
fuel supply assembly fuel supply
Tools Tools
• Fuel Pressure Test Kit • Vacuum pump and gauge kit
• Fuel Pressure Test Gauge • Fuel Pressure Test Kit
• Clear test hose and clamps • Fuel Pressure Test Gauge
• Spare fuel pump supply line • Clear test hose and clamps
• Clear container of fuel
WARNING: To prevent personal injury or
• Spare fuel filter housing supply line
death, do not smoke and keep fuel away from
flames and sparks.
WARNING: To prevent personal injury or
Procedure death, do not smoke and keep fuel away from
flames and sparks.
1. Remove fuel pump supply line.
2. Make a test fuel line. Use spare fuel line. Ensure Procedure
sleeve seals are in good shape.
Cut the line in half. Use test fuel line section that
supplies the fuel pump. Install clear plastic line in
place of removed section. Secure plastic line with
clamp.
3. Connect the test fuel line between the fuel pump
inlet and an alternative fuel source.
4. Connect fuel gauge to the intake manifold fuel test
valve.
5. Crank engine for maximum of 20 seconds.
Check for signs of aeration in the clear test line.
• If fuel is aerated, remove the test set-up from
the fuel pump inlet. Repair or replace the
fuel filter housing. Test fuel aeration at intake Figure 120 Fuel filter housing test
manifold test valve.
• If the fuel is not aerated, go to Combustion
Leaks to Fuel (page 118) in this section of 1. Disconnect the supply line from the filter housing.
manual. 2. Make a test fuel line. Use a male 90 degree
fuel line fitting and install a clear plastic line long
enough to reach an alternative fuel source.
3. Connect the test fuel line between the fuel filter
housing inlet and alternative fuel source.
4. Connect fuel pressure gauge to the intake
manifold fuel test valve.
118 4 ENGINE SYMPTOMS DIAGNOSTICS

5. Crank the engine for a maximum 20 seconds. Combustion Leaks to Fuel

Measure fuel pressure with the shut-off valve 1. Remove the valve cover following the procedure
closed. Open the shut-off valve to check for in the Engine Service Manual.
aeration.
2. Check all injector hold-down clamps for correct
• If fuel pressure is below specification, replace torque.
fuel filter housing. Test again at intake
3. Remove all injectors. Inspect and clean following
manifold test valve.
the procedure in the Engine Service Manual.
• If fuel pressure is in specification, and fuel Replace injector O-rings and install injectors
is not aerated, repair the restriction or leak following the procedure in the Engine Service
between the fuel filter housing and the fuel Manual.
tank.
NOTE: An injector with carbon build-up typically
• If fuel is aerated, go to Alternate Fuel Supply indicates a loose injector.
to Fuel Pump Test (page 117) in this section
4. Test for fuel aeration to validate the repair. Go
of manual.
to Fuel Pressure and Aeration (page 113) in this
section of manual.
 4 ENGINE SYMPTOMS DIAGNOSTICS 119

Lubrication System • Incorrect oil viscosity

• Incorrect EOP sensor
• Stuck oil pressure regulator
GOVERNMENT REGULATION: Engine • Scored/damaged oil pump
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. • EOP sensor biased
Handle all fluids and other contaminated • Broken, missing or loose piston cooling tube(s)
materials (e.g. filters, rags) in accordance
with applicable regulations. Recycle • Missing, damaged or worn bearing inserts or
or dispose of engine fluids, filters, and camshaft bushings
other contaminated materials according to • Aeration (cracked pickup tube or pickup tube
applicable regulations. gasket)
• Loose rocker arm bolt or worn rocker shaft
WARNING: To prevent personal injury or
death, do not let engine fluids stay on your skin.
Oil Inspection
Clean skin and nails using hand cleaner, and wash
with soap and water. Wash or discard clothing
and rags contaminated with engine fluids. WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety
Low Oil Pressure Information” section of this manual.
Symptom 1. Park vehicle on level ground.
Low oil pressure can cause any or all of the following: 2. Check oil level with oil level gauge.
• Red ENGINE lamp NOTE: Never check the oil level when the engine
is running or immediately after the engine is shut
• DTCs for EOP or ICP fault down; the reading will be inaccurate. Allow 15
• Engine knock minute drain down time, before checking oil level.
• Engine hard start or no start condition NOTE: If the oil level is too low, the fuel injectors
will not work correctly. If the oil level is above the
• Engine loss of power operating range, the engine has been incorrectly
Tools serviced, fuel is in the oil, or coolant is in the oil.
• EST with MasterDiagnostics® software • Engine oil level will vary depending on
temperature of engine.
• EZ-Tech® interface cable
• If oil level is low, fill to the correct level.
• Gauge bar tool
3. Inspect oil for thickening and odor.
• Air Regulator
NOTE: When the crankcase lube oil is
• Shut-off valve contaminated with coolant, the oil will have a
Possible Causes dark-gray or black sludgy appearance. The
crankcase may also be overfilled.
• Instrument panel gauge error
• If oil level is at the correct level and not
• Low oil level: oil leak, oil consumption or incorrect contaminated, do step 4.
servicing
• High oil level: incorrect servicing, fuel in oil or
coolant in oil
120 4 ENGINE SYMPTOMS DIAGNOSTICS

• If mechanical gauge and EST read values

with a difference greater than ± 14 kPa
(± 2 psi), see EOP Sensor (page 323) in
“Electronic Control Systems Diagnostics”
section of this manual.
• If instrument panel engine oil pressure gauge
reads a different value than the EST and
mechanical gauge refer to the Electrical
System Troubleshooting Guide for the model
and year of vehicle.

Oil Pressure Regulator Inspection

Figure 121 Gauge bar tool installed

1. EOP sensor fitting

WARNING: To prevent personal injury or

death, when routing DMM 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, shift transmission to park or neutral, set
parking brake, and block wheels before doing
diagnostic or service procedures.
4. Connect a 0 psi to 160 psi pressure gauge to Figure 122 Oil pressure regulator
the engine oil pressure test port located on the
EOP sensor. If the engine is equipped with an air
compressor, use an adapter inline to this port. 1. Remove and inspect oil pressure regulator as
described in the Engine Service Manual.
5. Measure pressure at low and high idle. The
engine must be at operating temperature. • The oil pressure regulator piston should move
freely in its bore.
• If oil pressure does not read within the
specification listed in Appendix A in this • If oil pressure regulator is functional and
Manual, go to Oil Pressure Regulator passes inspection, install regulator following
Inspection (page 120) in this section. the procedure in the Engine Service Manual.
Go to Oil and Crankcase Inspection (page
• If oil pressure reads within specification 121) in this section.
listed in Appendix A in this Manual, compare
mechanical gauge readings with instrument
panel gauge and Engine Oil Pressure (EOP)
value on the Electronic Service Tool (EST).
 4 ENGINE SYMPTOMS DIAGNOSTICS 121

Oil and Crankcase Inspection

1. Drain oil from engine. Inspect oil drain plug
magnet, drained oil and oil filter for foreign debris.

Figure 125 Piston cooling tube

2. Remove oil pan following the procedure in the

Engine Service Manual.
Figure 123 Bottom of engine
3. Inspect for missing, loose, plugged or damaged
oil pickup tube, pickup tube gasket, piston cooling
tubes, bearing inserts, and cam bushings.
• Replace or repair as necessary.

Figure 124 Oil pickup tube assembly and gasket

1. Oil pickup tube assembly
2. Gasket
Figure 126 Piston cooling tubes
1. Piston cooling tube (unknurled) – MaxxForce® DT
engines
2. Piston cooling tube (knurled) – MaxxForce® 9 and
10 engines

4. Verify correct piston cooling tubes are installed for

the engine displacement.
122 4 ENGINE SYMPTOMS DIAGNOSTICS

Oil Pump Inspection Front Cover Inspection

Figure 127 Oil pump housing cover

1. Oil pump housing
2. Inner gerotor
3. Outer gerotor
Figure 128 Front cover oil pressure leak
4. Oil pump seal
locations

1. Remove and inspect the lube oil pump as

1. Remove the front cover assembly (front half) from
described in the Engine Service Manual.
the engine following the procedure in the Engine
• Inspect the lube oil pump housing and plate Service Manual. Inspect the front cover and front
for gouging, deep scratches, or a discolored cover gasket for damage. Repair or replace and
hot-scored appearance. test.
• Inspect the gerotor gears for excessive wear
or damage.
• If no excessive damage is found, go to Front
Cover Inspection (page 122) in this section.
 4 ENGINE SYMPTOMS DIAGNOSTICS 123

Lube Oil in Coolant

WARNING: To prevent personal injury
Symptom or death, do the following when removing the
radiator cap or deaeration cap:
Coolant contaminated with lube oil will have oil in the
deaeration tank. • Allow engine to cool for 15 minutes or more.
Tools • Wrap a thick cloth around the radiator cap or
deaeration cap.
• Oil cooler pressure test plate
• Loosen cap slowly a quarter to half turn to vent
• Air pressure regulator pressure.
Possible Causes • Pause for a moment to avoid being scalded by
• Failed oil cooler steam.
• Continue to turn cap counterclockwise to remove.
Procedure
1. Verify if coolant is contaminated by inspecting
deaeration tank for presence of oil.
2. Place a coolant drain pan under the oil system
module.

Figure 130 Coolant drain plug

3. Remove the coolant drain plug located at the

bottom of the oil system module. Drain coolant.
Figure 129 Deaeration tank fill position This procedure will drain the entire cooling
1. Deaeration tank system.
2. Deaeration tank cap NOTE: Replace O-ring with a new O-ring when
3. MAXIMUM coolant level mark installing the coolant drain plug.
4. ADD coolant level mark
124 4 ENGINE SYMPTOMS DIAGNOSTICS

Figure 131 Removing oil cooler

Figure 132 Checking the oil cooler for internal

4. Remove the eight bolts (M8 x 20) securing the oil leakage
cooler to the oil cooler housing. Separate the oil 1. Test plate set
cooler from the oil cooler housing. 2. Air pressure regulator
3. Coolant port (open)
4. Oil port

5. Pressure test the oil cooler following the

procedure in the Engine Service Manual. If a leak
is noticed, replace the oil cooler.
 5 HARD START AND NO START DIAGNOSTICS 125

Table of Contents

Diagnostic Form EGED-375. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127

Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128

Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130

1. Initial Ignition Switch ON (Do not start). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
2. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
3. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
4. DTCs and ECM Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Checking ECM Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Checking for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
5. EST Data List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
6. KOEO Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
6.1 Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
6.2 KOEO Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
7. EGR Valve and ITV Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136

Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

Main Power Voltage to ECM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
Inlet Air Heater (IAH) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Amperage Draw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Voltage at Element. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Element Continuity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Wiring Harness Continuity and Resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Relay Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Fuel Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Fuel Pressure and Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
Fuel Inlet Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Injection Control Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
ICP Unplugged Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
ICP System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
IPR Control System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .147
High-Pressure Oil Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148
IPR Block-Off Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
High-Pressure Oil Rail Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
126 5 HARD START AND NO START DIAGNOSTICS
 5 HARD START AND NO START DIAGNOSTICS 127

Diagnostic Form EGED-375

The Hard Start and No Start Diagnostic Form directs out of sequence can cause incorrect results. If the
technicians to systematically troubleshoot a hard start customer complaint is found and corrected, it is not
or no start condition and avoid unnecessary repairs. necessary to complete the remaining tests.
This Diagnostics Manual section shows detailed See appendices for Diagnostic Trouble Codes (DTCs)
instructions of the tests on the form. The manual and performance specifications.
should be used with the form and referenced for
Diagnostic Form EGED-375 is available in 50 sheet
supplemental test information. Use the form as a
pads. To order technical service literature, contact
worksheet to record test results.
your International® dealer.
Do Required Test Procedures in sequence and do
Special Test Procedures when needed. Doing a test
128 5 HARD START AND NO START DIAGNOSTICS

Header Information

Enter Header Information NOTE: Performance specifications are

periodically published in TSI format to support
1. Technician
new model year products. Check service bulletin
2. Date listing on ISIS® for appropriate model year
application.
3. Unit No. (dealer's quick reference number)
• Engine Family Rating Code (EFRC)
4. Customer complaint (interview driver)
• Injector No.
Enter Vehicle Information
• Turbocharger No.
The Vehicle Identification Number (VIN) is located on
the VIN plate. The VIN information can be obtained in Verify ECM Calibration with Vehicle Specifications
ISIS®.
5. VIN – the last 8 digits (verify to VIN plate)
6. Build date (verify to VIN plate)
7. Engine hp
8. ECM calibration
9. Transmission type
10. Engine SN

Enter Performance Specification Information

11. See “Performance Specifications” (page 465)
appendix in this manual or TSI to obtain the
following header information:
12. Using the EST with MasterDiagnostics®, open the
VIN session by selecting the VIN+ icon.
 5 HARD START AND NO START DIAGNOSTICS 129

Figure 136 VIN session (example)

13. Verify the following match vehicle specification: 14. Enter the following information:
• VIN • Odometer (miles)
• ECM calibration • Engine hours
• Rated HP • Intake air temperature
• EFRC • Coolant temperature
• Transmission
• Engine SN
Note: The engine serial number is located
on the engine block, on the right side of
the crankcase below the cylinder head.
It is also located on the engine emission
label on the valve cover.
130 5 HARD START AND NO START DIAGNOSTICS

Required Test Procedures • No power from ECM main power relay

• Failed actuator power circuit (will not cause hard
WARNING: To prevent personal injury or start or no start)
death, read all safety instructions in the “Safety
• Failed actuator power ground circuit (will not
Information” section of this manual.
cause hard start or no start)

WARNING: To prevent personal injury or • Failed Variable Geometry Turbocharger (VGT)

death, shift transmission to park or neutral, set actuator (will not cause hard start or no start)
parking brake, and block wheels before doing • Failed VGT turbocharger (will not cause hard start
diagnostic or service procedures. or no start)
1. Initial Ignition Switch ON (Do not start) WATER IN FUEL lamp illuminates

Purpose • Water in fuel

To determine if the ECM is powered up and if water is • Electrical circuit failure

in the fuel supply
Procedure
Tools
1. Turn ignition switch to ON. (Do not start the
• None engine.) Check or listen for the following:

Possible Causes • WAIT TO START lamp

WAIT TO START lamp does not illuminate • Injector pre-cycle (Shop noise can drown out
the sound of injector pre-cycle.)
• No key power (VIGN)
• Turbocharger pre-cycle
• Failed ECM ground circuit
• WATER IN FUEL lamp
• No power from main power relay to ECM
2. If the turbocharger and injector pre-cycle, and the
• ECM failure WAIT TO START lamp and WATER IN FUEL lamp
• Amber WAIT TO START lamp is out (will not come on and off, continue to the next diagnostic
cause hard start or no start). test.

• CAN 1 link to instrument panel is not working (will 3. If pre-cycle noise was not heard or missed, cycle
not cause hard start or no start). the ignition switch and listen again.

No injector pre-cycle • If pre-cycle noise is still not heard, the ECM

may not be powered up. Check for DTCs. If
• No key power (VIGN) the EST is not communicating with the ECM,
• ICP sensor bias high do Main Power Voltage to ECM test in this
section of manual.
• Failed ECM ground circuit
• If the turbocharger did not pre-cycle, there
• No power from main power relay to ECM may be an open circuit. Check the engine
• CAN 2 link is not working. 16-way connector. Check for DTCs.

• ECM failure 4. If the water in fuel light turns on and stays on, do
Fuel test in this section of manual.
No turbocharger pre-cycle
• No key power (VIGN)
 5 HARD START AND NO START DIAGNOSTICS 131

2. Engine Cranking • High oil level: incorrect servicing, fuel in oil,

coolant in oil
Purpose
• Incorrect oil viscosity
Determine if crankshaft rotates at correct rpm, if oil
• Stuck oil pressure regulator
pressure is correct, and if instrument panel is receiving
signals • Scored or damaged oil pump/front cover
Tools • Engine Oil Pressure (EOP) sensor biased
• None • Incorrect EOP sensor
• EOP circuit or sensor problems
Possible Causes
• Broken, missing, or loose piston cooling tubes
Engine will not turn over
• Missing, damaged, or worn bearing inserts
• Low or no battery power
• Missing, damaged, or worn camshaft bushings
• No key power (VIGN)
• Lifter missing (will also have performance
• Insufficient power to ECM
problems)
• Starting system failure
Procedure
• Circuit fault for Engine Crank Inhibit (ECI)
1. Turn ignition switch to START.
• Cylinder hydraulic lock
2. Check rpm on instrument panel. Record results
• Cylinder mechanical lock (timing incorrect;
on Diagnostic Form.
valve/piston contact)
• If engine speed is below specification, the
Insufficient rpm
engine will not start. Check batteries and
• Low battery power DTCs if engine seems to be turning over fast
enough to start and no rpm is noticed on
• Starter motor problem
instrument panel.
• Incorrect oil viscosity
3. Check oil pressure (instrument panel). Record
• Cold temperature results on Diagnostic Form.
Insufficient oil pressure • If oil pressure does not build while cranking
the engine, oil may not be feeding the
• Oil gauge error on instrument panel (will not cause
high-pressure oil system. Check oil level.
hard start or no start)
• Low oil level: oil leak, oil consumption, or incorrect
servicing
132 5 HARD START AND NO START DIAGNOSTICS

3. Visual Inspection NOTE: Engine should not be running. Ensure

coolant temperature has stabilized to safe
Purpose temperature.
To check all fluid levels and inspect engine systems for 2. Check coolant level as indicated on surge tank
problems (leaks, open connections, harness chaffing, level window.
etc.)
3. Record results on Diagnostic Form.
Tools
• If level is at surge tank fill level, and no
• Inspection lamp tank contamination is evident, no repair is
required.
• If level is below surge tank fill level, inspect for
Engine Oil
leaks, coolant in the oil, coolant in combustion
1. Park vehicle on level ground and check oil level. exhaust, or improper servicing.
NOTE: Engine should not be running. Allow
engine to cool down for 15 minutes to ensure oil
Charge Air Cooler (CAC) System
has been stabilized.
1. Inspect CAC system, including intercooler and
2. Use oil level gauge to verify engine oil level.
piping for leaks.
3. Record results on Diagnostic Form.
2. Inspect all CAC connections and clamps.
• If level is to specification, no repair is required.
• If CAC system is in specification, no repair is
• If level is below specification, inspect for required.
leaks, oil consumption, or improper servicing.
• If CAC system issue is found, repair as
• If level is above specification, inspect for fuel required.
dilution, coolant contamination, or improper
servicing.
Electrical System
1. Inspect electrical system (engine and vehicle) for
Fuel Level
poor or loose connections.
1. Park vehicle on level ground.
• If electrical system is to specification, no
NOTE: Engine should not be running. repair is required.
2. Use dash gauge to verify fuel level. Inspect fuel • If electrical system issue is found, repair as
tank fill ports. required.
3. Record results on Diagnostic Form.
• If level is to specification, and no tank Exhaust System
contamination is evident, no repair is
1. Inspect exhaust system (engine and vehicle) for
required.
leaks or damage.
• If level is below dash gauge reading, inspect
• If exhaust system is to specification, no repair
for leaks, fuel dilution, inoperable tank
is required.
transfer pump, or improper servicing.
• If exhaust system issue is found, repair as
required.
Engine Coolant Level
1. Park vehicle on level ground.
 5 HARD START AND NO START DIAGNOSTICS 133

4. DTCs and ECM Calibration DTC: Diagnostic Trouble Code

Status: Indicates active or inactive DTCs
Purpose
• Active: With the ignition switch on, active
To verify the ECM calibration matches the vehicle and
indicates a DTC for a condition currently in the
identify DTCs
system. When the ignition switch is turned off,
Tools an active DTC becomes inactive. (If a problem
remains, the DTC will be active on the next
• EST with MasterDiagnostics® software
ignition switch cycle and the EST will display
• EZ-Tech® interface cable active/inactive.)
• Inactive: With the ignition switch on, inactive
indicates a DTC for a condition during a previous
Checking ECM Calibration
key cycle. When the ignition switch is turned
1. Turn ignition switch ON, engine OFF. to OFF, inactive DTCs from a previous ignition
switch cycle remain in the ECM memory until
2. Using the EST with MasterDiagnostics® software,
cleared.
open the VIN-Plus session. Select the VIN+ icon.
• Active/Inactive: With the ignition switch on,
3. Verify that the vehicle information on the ECM
active/inactive indicates a DTC for a condition
matches the vehicle. See Verify ECM Calibration
currently in the system and was present in
with Vehicle Specifications (page 128) in this
previous key cycles, if the codes were not cleared.
section of manual.
Description: Defines each DTC
4. Record calibration level on Diagnostic Form.
1. Record all active or inactive DTCs on Diagnostic
Form.
Checking for DTCs
• If no DTCs are set, continue to next test.
CAN code: Codes associated with a Suspect
• Correct any active DTCs, if related to
Parameter Number (SPN) and Failure Mode Indicator
performance. See “Electronic Control
(FMI)
Systems Diagnostics” (page 187) section of
this manual.
• Investigate any inactive DTCs that affect
performance.
134 5 HARD START AND NO START DIAGNOSTICS

5. EST Data List • Brake Control Pressure (BCP)

NOTE: See “Diagnostic Software Operation” section 3. Monitor KOEO readings.
in this manual for specific EST software procedures
4. Record results on Diagnostic Form.
to do this test.
5. Crank the engine for a maximum of 20 seconds.
Purpose
6. Record results on the Diagnostic Form.
To determine if engine systems meet operating
• If results are in specification, continue to the
specifications to start engine
next test.
Tools
• If VBAT readings are not in specification, do
• EST with MasterDiagnostics® software Main Power Voltage to ECM test.
• EZ-Tech® interface cable • If RPM readings are not in specification,
check vehicle starting and charging systems.
Procedure
• If EFP readings are not in specification, do
1. Turn ignition switch to ON. Do not start engine. Fuel Pressure and Aeration (Fuel System)
test.
2. Using the EST with MasterDiagnostics® software,
open the HardStart_NoStart session. • If ICP readings are not in specification, do
Injection Control Pressure test.
• Battery volts (VBAT)
• If EGRP readings are not in specification, do
• Engine speed (RPM)
EGR Valve and ITV Operation test.
• Fuel delivery pressure (EFP) (if installed)
• If BCP readings are not in specification, go
• Injection control pressure (ICP) to BCP Sensor (Brake Control Pressure) in
section 7.
• Exhaust Gas Recirculation Position (EGRP)
 5 HARD START AND NO START DIAGNOSTICS 135

6. KOEO Tests Purpose

6.1 Standard Test To inspect for fuel injector malfunctions by energizing
them sequentially
NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures Tools
to do this test.
• EST with MasterDiagnostics® software
Purpose • EZ-Tech® interface cable
To inspect for electrical malfunctions detected by the Possible Causes
ECM self-test and Output Circuit Check (OCC)
• Open or short in injector circuits
Tools
• Poor ECM power or ground
• EST with MasterDiagnostics® software
• Failed injector coil
• EZ-Tech® interface cable
• Failed ECM
Possible Causes
Procedure
• Failed electrical components or circuitry
1. Turn ignition switch to ON. Do not start engine.
• OCC faults detected by ECM.
2. Open COM device.
Procedure
3. Select Key-On Engine-Off Tests and Injector Test
1. Turn ignition switch to ON. Do not start engine. from the drop down menu.
2. Open COM device. 4. Listen for injectors to pre-cycle spool, then cycle
in order of cylinder position.
3. Select Key-On Engine-Off Tests. Select Standard
Test from the drop down menu. 5. Listen again for injectors to pre-cycle spool, then
cycle in reverse order of cylinder position.
4. Follow the on-screen instructions.
6. Record DTCs on Diagnostic Form. See
5. Record all DTCs on Diagnostic Form. See
“Diagnostic Trouble Codes” (page 493) appendix
“Diagnostic Trouble Codes” (page 493) appendix
in this manual for DTCs.
in this manual for DTCs.
• If no problems are detected, no repair is
• If no DTCs are detected, no repair is required.
required.
• If DTCs are detected, correct problems
• If problems are detected, correct problems
causing the DTCs.
causing the DTCs.
6. Clear DTCs.
7. Clear DTCs.
7. Run the KOEO Standard Test again.
8. Run the KOEO Injector Test again.

6.2 KOEO Injector Test

NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures
to do this test.
136 5 HARD START AND NO START DIAGNOSTICS

7. EGR Valve and ITV Operation 2. Open COM device.

NOTE: See “Diagnostic Software Operation” section 3. Select Key-On Engine-Off Tests. From the drop
in this manual for specific EST software procedures down menu, select Output State Tests, then select
to do this test. Output State Low Test.
4. Record EGR valve and ITV positions on
Purpose
Diagnostic Form.
To inspect for EGR valve and ITV malfunctions
5. Select Key-On Engine-Off Tests. From the drop
Tools down menu, select Output State Tests, then select
Output State High Test.
• EST with MasterDiagnostics® software
6. Record EGR valve and ITV positions on
• EZ-Tech® interface cable
Diagnostic Form.
Possible Causes
• If readings are in specification, no repair is
• Valve motion interference required.
• Failed electrical circuits or components • If readings are not in specification, correct
issue. Test again to validate repair.
Procedure
1. Turn ignition switch to ON.
 5 HARD START AND NO START DIAGNOSTICS 137

Special Test Procedures Possible Causes

Low battery voltage
• Failed batteries
GOVERNMENT REGULATION: Engine • High-resistance at battery cable connections
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. • Wiring to the ECM
Handle all fluids and other contaminated Low or no battery voltage to the ECM
materials (e.g. filters, rags) in accordance
with applicable regulations. Recycle • High-resistance or an open power feed circuit to
or dispose of engine fluids, filters, and the ECM or ECM main power relay.
other contaminated materials according to • The ECM power circuit fuse in battery box may be
applicable regulations. open.
• ECM main power relay may have failed.
WARNING: To prevent personal injury or • VIGN circuit problem
death, do not let engine fluids stay on your skin.
• Failed ECM
Clean skin and nails using hand cleaner, and wash
with soap and water. Wash or discard clothing
Procedure
and rags contaminated with engine fluids.
NOTE: Ensure the ignition switch (VIGN) is turned
OFF when disconnecting and connecting ECM
WARNING: To prevent personal injury or
connectors.
death, read all safety instructions in the “Safety
Information” section of this manual. 1. Remove ECM relay from the power distribution
box.
WARNING: To prevent personal injury or 2. Install breakout harness connectors between the
death, shift transmission to park or neutral, set distribution box and ECM relay.
parking brake, and block wheels before doing
diagnostic or service procedures. 3. Turn ignition switch to ON.
4. Connect DMM leads to correct breakout harness
Main Power Voltage to ECM pin-outs.
See ECM PWR (page 271) in “Electronic Control
Purpose Systems Diagnostics” section of this manual for
To inspect for incorrect power supplied to operate the pin-outs.
ECM 5. Crank the engine for a maximum of 20 seconds.
Tools 6. Record results on Diagnostic Form.
• Relay Breakout Harness
• Digital Multimeter (DMM)
138 5 HARD START AND NO START DIAGNOSTICS

Inlet Air Heater (IAH) System

NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures
to do this test.

Purpose
To inspect IAH assembly for malfunction
Tools
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
• Digital Multimeter (DMM)
• Amp Clamp
Figure 137 Amp Clamp
Possible Causes
• Failed wiring harness or connection
1. Install Amp Clamp around one of the two heater
• Poor ground connection element feed wires.
• Failed relay 2. Turn ignition switch to ON.
• Failed element NOTE: When using the EST to do KOEO or KOER
• Failed ECM diagnostic tests, Standard Test is always selected
and run first. If the ignition switch is not cycled, the
• ECM not programmed for IAH Standard Test does not have to be run again.
3. Select Diagnostics from the menu bar.
Amperage Draw 4. Select Key-On Engine-Off Tests from the drop
down menu.
Procedure
5. From the KOEO Diagnostics menu, select Inlet Air
WARNING: To prevent personal injury or Heater, then select Run to start the test.
death, read all safety instructions in the “Safety 6. Use the DMM and Amp Clamp to measure
Information” section of this manual. amperage for both feed wires. Record results on
NOTE: Inspect for damaged, loose or corroded Diagnostic Form.
terminals. Repair if necessary. • If amperage draw for both circuits meets
specifications, do not continue with test. The
Inlet Air Heater system is working correctly.
• If both circuits are not operational, confirm
that the ECM is programmed and enabled for
the Inlet Air Heater.
• When a failed circuit has been identified,
check that circuit only.
• If amperage draw does not meet
specification, continue with test 9.2 – Voltage
at Element Terminal.
 5 HARD START AND NO START DIAGNOSTICS 139

Voltage at Element

WARNING: To prevent personal injury or

death, read all safety instructions in the “Safety
Information” section of this manual.

Figure 139 Ground terminal (left side of

crankcase)

2. Connect DMM negative lead to the ground

terminal.
Figure 138 Element terminal 3. Turn ignition switch to ON.
4. Select Diagnostics from the menu bar.
1. Connect DMM positive lead to the element 5. Select Key-On Engine-Off Tests from the drop
terminal that is out of specification. down menu.
NOTE: When using the EST to do KOEO or KOER
diagnostic tests, Standard Test is always selected
and run first. If the ignition switch is not cycled, the
Standard Test does not have to be run again.
6. From the KOEO Diagnostics menu, select Inlet Air
Heater, then select Run to start the test.
7. Use the DMM to measure voltage.
8. Record results on Diagnostic Form.
• If voltage is B+, do Element Continuity test.
• If voltage is not B+, do Wiring Harness
Continuity and Resistance.
140 5 HARD START AND NO START DIAGNOSTICS

Element Continuity

WARNING: To prevent personal injury or

death, read all safety instructions in the “Safety
Information” section of this manual.
When the voltage at element is B+, check the
continuity of the element terminal to ground.
1. Turn ignition switch to OFF.
2. Use DMM to check resistance.

Figure 141 Ground terminal (left side of

crankcase)

4. Connect DMM negative lead to the ground

terminal.
5. Record results on Diagnostic Form.
• If the element does not have continuity to
ground, replace the element.
• If the element has continuity, verify the
Figure 140 Element terminal previous Inlet Air Heater test.

3. Connect DMM positive lead to the element

terminal that is not to specification.
 5 HARD START AND NO START DIAGNOSTICS 141

Wiring Harness Continuity and Resistance NOTE: Engines could be wired differently, having
wiring harness connectors secured to different relay
terminals. Trace wiring harness from element to the
WARNING: To prevent personal injury or
relay, to be sure that the correct relay terminal is
death, read all safety instructions in the “Safety
being tested.
Information” section of this manual.
4. Contact DMM positive lead to relay terminal.
When the voltage at element is not B+, measure the
resistance (continuity) between the element and relay. 5. Record results on Diagnostic Form.
1. Turn ignition switch to OFF. • If wiring resistance is > 5 Ω, repair or replace,
if necessary.
2. Use the DMM to check wiring harness continuity
and measure resistance. • If wiring resistance is < 5 Ω, continue with test
Relay Operation.

Relay Operation

WARNING: To prevent personal injury or

death, read all safety instructions in the “Safety
Information” section of this manual.

Figure 142 Element terminal

3. Connect DMM negative lead to the element

terminal that is not B+.

Figure 144 Ground terminal (left side of

crankcase)

1. Connect DMM negative lead to the ground

terminal, on the left side of crankcase or known,
good ground in the cab.

Figure 143 Relay terminal

142 5 HARD START AND NO START DIAGNOSTICS

• If voltage of relay terminal is less than B+,

repair or replace wire from starter to relay.
Retest to verify repair.
4. Turn ignition switch to ON.
5. Contact DMM positive lead to relay output
terminal, relay to element.
6. Select Diagnostics from the menu bar.
7. Select Key-On Engine-Off Tests from the drop
down menu.
NOTE: When using the EST to do KOEO or KOER
diagnostic tests, Standard Test is always selected
and run first. If the ignition switch is not cycled, the
Standard Test does not have to be run again.
Figure 145 Relay terminal
8. From the KOEO Diagnostics menu, select Inlet Air
Heater, then select Run to start the test.
NOTE: Engines could be wired differently, having 9. Record results on Diagnostic Form.
wiring harness connectors secured to different relay
terminals. Trace wiring harness from battery to the • If both relays are not operational, confirm that
relay, to be sure that the correct relay terminal is the ECM is programmed and enabled for the
being tested. Inlet Air Heater.

2. Contact DMM positive lead to relay terminal of • If both relays are not operational or the
battery feed to relay. voltage is not B+, and the ECM programming
is correct, see IAH System in “Electronic
3. Record results on Diagnostic Form. Control Systems Diagnostics” section of this
• If DMM voltage at relay terminal is B+, manual.
continue with step 4 and measure relay
output to element.
 5 HARD START AND NO START DIAGNOSTICS 143

Fuel System Procedure

1. Ensure engine is OFF. Allow engine fuel pressure
to achieve safe pressures (0 psi to 50 psi) before
taking a sample.
GOVERNMENT REGULATION: Engine
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment.
Handle all fluids and other contaminated
materials (e.g. filters, rags) in accordance
with applicable regulations. Recycle
or dispose of engine fluids, filters, and
other contaminated materials according to
applicable regulations.

WARNING: To prevent personal injury or

death, store diesel fuel properly in an approved
container designed for and clearly marked DIESEL
FUEL.

WARNING: To prevent personal injury or Figure 146 Fuel sample

death, do not smoke and keep fuel away from
flames and sparks.
2. Place clear container at the base of fuel drain
WARNING: To prevent personal injury or valve or install a hose on the fuel drain valve.
death, wear safety glasses with side shields. 3. Route the hose into a clear container.
4. Open fuel drain valve.
Fuel Quality
NOTE: If fuel sample does not drain immediately,
Purpose press pump primer button with drain valve open
to help start draining process.
To check for poor fuel quality or contaminants
5. Check for water, waxing, icing, sediment,
Tools gasoline, or kerosene.
• Clear container (approximately 1 liter or 1 quart ) • If the fuel quality is satisfactory, no action is
Possible Causes required.

• Debris, water, or ice in the fuel system • If the fuel quality is questionable, correct the
issue. Take another sample to verify fuel
• Oil, gasoline, or kerosene present in fuel tank quality.
• Fuel grade incorrect for cold temperature
144 5 HARD START AND NO START DIAGNOSTICS

Fuel Pressure and Aeration Procedure

Purpose
To check for incorrect fuel pressure and aerated fuel
NOTE: Plugged supplemental filters or separators
mounted on vehicle will influence fuel pressure,
restriction, and aeration.
NOTE: Fuel aeration will not be visible by using the
EFP sensor in place of special test tools.
Tools
• Fuel Pressure Gauge
• Fuel Pressure Test Kit
• Clear fuel container
Possible Causes Figure 147 Fuel Pressure Gauge
• Fuel filter or strainer blocked
• Fuel grade incorrect for cold temperatures 1. Connect fuel pressure valve, fuel pressure gauge
• Fuel supply line damage or blockage with shut-off valve, and a clear 3/8” diameter hose
to the fuel test valve.
• Failed fuel tank transfer pump
2. Route clear hose into a drain pan.
• Failed fuel regulator valve
3. Start or crank engine for 20 seconds. Measure
• Failed fuel pump fuel pressure with shut-off valve closed. Open the
• Air leak in suction side fuel line or filter assembly shut-off valve to check for aeration.

• Combustion gases entering fuel supply system 4. Record results on Diagnostic Form.
• If fuel pressure is in specification with no aeration,
WARNING: To prevent personal injury or no repair is required.
death, do not smoke and keep fuel away from • If fuel pressure is below specification, see Fuel
flames and sparks. Filter Housing Pressure (page 114) in “Engine
Symptoms Diagnostics” section of this manual.
WARNING: To prevent personal injury or • If fuel is aerated, see Alternate Fuel Supply to Fuel
death, wear safety glasses with side shields. Filter Housing (page 117) in “Engine Symptoms
Diagnostics” section of this manual.
 5 HARD START AND NO START DIAGNOSTICS 145

Fuel Inlet Restriction

Purpose
To check for fuel supply system restriction
Tools
• Fuel Inlet Restriction Adapter
• Gauge Bar Tool
Possible Causes
• Fuel supply line damage or blockage
• Fuel grade incorrect for cold temperature

WARNING: To prevent personal injury or

Figure 148 Fuel strainer cap
death, do not smoke and keep fuel away from
flames and sparks.
2. Remove fuel strainer cap.
WARNING: To prevent personal injury or
3. Connect the Fuel Inlet Restriction Tool and test
death, wear safety glasses with side shields.
line.
Procedure 4. Connect 0–30 in-Hg vacuum gauge to the test
line.
1. Ensure engine is OFF. Allow engine fuel pressure
to achieve safe pressures (0 psi to 50 psi) before 5. Take high-idle fuel inlet restriction reading.
removing fuel strainer cap. Compare to specification.
• If the fuel inlet restriction meets specification,
and you still have low fuel pressure, see
Fuel Pump Operation in “Engine Symptoms
Diagnostics” section of this manual.
• If the fuel inlet restriction exceeds
specification, see Alternative Supply to Filter
Housing in “Engine Symptoms Diagnostics”
section of this manual.
146 5 HARD START AND NO START DIAGNOSTICS

Injection Control Pressure Purpose

ICP Unplugged Test To check for ICP system or IPR malfunction and
inspect for aerated oil
Purpose
Tools
To check for biased ICP sensor or sensor circuit
• EST with MasterDiagnostics® software
problem
• EZ-Tech® interface cable
Tools
Possible Causes
• None
• Aerated engine oil
Possible Causes
• Lube oil system problems
• ICP circuit problems
• Biased ICP sensor Procedure

Procedure WARNING: To prevent personal injury or

death, read all safety instructions in the “Safety
WARNING: To prevent personal injury or Information” section of this manual.
death, read all safety instructions in the “Safety
Information” section of this manual. WARNING: To prevent personal injury or
death, make sure the parking brake is set, the
WARNING: To prevent personal injury or transmission is in neutral or park, and the wheels
death, make sure the parking brake is set, the are blocked when running the engine in the
transmission is in neutral or park, and the wheels service bay.
are blocked when running the engine in the
1. Turn ignition switch to ON. Do not start engine.
service bay.
2. Open COM device.
1. Install IPR and engine harness.
3. Open Hard Start No Start session.
2. Leave valve cover removed from previous test.
4. Crank engine for 20 seconds maximum. Monitor
3. Unplug ICP sensor from engine harness.
ICP and EOP while cranking.
4. Crank engine for a maximum of 20 seconds.
5. Record results on Diagnostic Form.
• If engine starts, see ICP Sensor (page 349)
• If ICP and EOP are below specification,
in “Electronic Control Systems Diagnostics”
remove EOT sensor and verify if oil is in
section of this manual or replace biased ICP
high-pressure oil reservoir.
sensor.
• If EOP is in specification, and oil reservoir is
full, continue to the next test.
ICP System Test
• If EOP is below specification, and oil reservoir
NOTE: See “Diagnostic Software Operation” section is empty, inspect lube oil system.
in this manual for specific EST software procedures
• If EOP is in specification, and oil reservoir is
to do this test.
empty, inspect for blockage to reservoir.
 5 HARD START AND NO START DIAGNOSTICS 147

IPR Control System Test

NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures
to do this test.

Purpose
To check for ICP system or IPR malfunction and
inspect for aerated oil
Tools
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
• IPR Breakout Tee
Possible Causes Figure 149 IPR Breakout Tee installed
• Corroded or damaged IPR circuits
• Poor B+ and ground supplied to IPR 3. Connect IPR breakout tee to the IPR valve.
NOTE: Do not connect the IPR breakout to the
Procedure IPR valve and engine harness. This will result in
blown fuses when applying B+ and ground.
WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety 4. Connect IPR breakout tee to B+ and ground.
Information” section of this manual. 5. Turn ignition switch to ON. Do not start engine.
6. Open COM device.
WARNING: To prevent personal injury or
death, make sure the parking brake is set, the 7. Open Hard Start No Start session.
transmission is in neutral or park, and the wheels 8. Crank the engine for 20 seconds maximum.
are blocked when running the engine in the
service bay. 9. Record ICP results on Diagnostic Form.
1. Remove IPR harness connector. Inspect for • If ICP reading is out of specification, continue
connection problems. with next test.
2. Record connection problems on the Diagnostic • If ICP reading is in specification, correct IPR
Form. circuits. Test again to validate repair.
• If connection appears in tact, continue to next
step.
• If connection is unacceptable, repair as
required. Test again to validate repair.
Continue to next step.
148 5 HARD START AND NO START DIAGNOSTICS

High-Pressure Oil Pump Test 2. Remove high-pressure hose from the cylinder
head fitting.
NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures
to do this test.

Purpose
To check high-pressure pump and IPR for inability to
reach maximum injection control pressure
Tools
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
• IPR Breakout Tee
• Pressure Sensor Breakout Tee
• Adapter tools
• ICP test sensor Figure 150 ICP adapter and test sensor installed
Possible Causes
• Low engine oil pressure 3. Install ICP adapter tools and ICP test sensor.
• High-pressure oil system leak 4. Disconnect MAP sensor.
• Failed IPR valve 5. Install Pressure Sensor Breakout Tee to engine
harness only.
• Failed high-pressure oil pump
6. Route breakout harness to the ICP test sensor.
Procedure Connect to ICP test sensor.
7. Use a DMM to monitor ICP sensor signal voltage.
WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety NOTE: MAP sensor signal voltage can also be
Information” section of this manual. monitored by the diagnostics software.
8. Crank the engine for a maximum of 20 seconds.
WARNING: To prevent personal injury or 9. Record the ICP test sensor voltage on Diagnostic
death, make sure the parking brake is set, the Form.
transmission is in neutral or park, and the wheels
are blocked when running the engine in the Continue to the next test.
service bay.
1. Retain IPR breakout tee with B+ and ground
connections from previous test.
 5 HARD START AND NO START DIAGNOSTICS 149

IPR Block-Off Test 1. Retain set-up and adapter tools from previous
test.
NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures 2. Remove IPR valve from high-pressure oil pump.
to do this test.

Purpose
To check high-pressure pump and IPR for inability to
reach maximum injection control pressure
Tools
• EST with MasterDiagnostics® software Figure 151 IPR block-off tool
• EZ-Tech® interface cable
• Pressure Sensor Breakout Tee 3. Install IPR block-off tool.
• Adapter tools 4. Use DMM to monitor ICP sensor signal voltage.
• ICP test sensor NOTE: MAP sensor signal voltage can also be
monitored by the diagnostic software.
• IPR block-off tool
5. Crank engine for 20 seconds maximum.
Possible Causes
6. Record the ICP test sensor voltage on Diagnostic
• Failed IPR valve
Form.
Procedure • If results are out of specification, replace the
high-pressure pump.
WARNING: To prevent personal injury or • If results are in specification, replace IPR
death, read all safety instructions in the “Safety valve. Test again to validate repair.
Information” section of this manual.

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.
150 5 HARD START AND NO START DIAGNOSTICS

High-Pressure Oil Rail Leak Test

WARNING: To prevent personal injury or
Purpose death, make sure the parking brake is set, the
transmission is in neutral or park, and the wheels
To check for high-pressure oil rail leaks under the are blocked when running the engine in the
valve cover service bay.
Tools 1. Retain set-up, adapter tools, and IPR block-off
• EST with MasterDiagnostics® software tool from previous test.
• EZ-Tech® interface cable 2. Install the high-pressure hose to the cylinder
head.
• Pressure Sensor Breakout Tee
3. Remove engine valve cover following the
• Adapter tools procedure in Engine Service Manual.
• ICP test sensor 4. Crank engine for a maximum of 20 seconds.
• IPR block-off tool 5. Inspect the high-pressure oil rail for excessive
Possible Causes leaks while cranking the engine.
• High-pressure oil rail supply O-ring leak 6. Record the results on Diagnostic Form.
• Fuel injector supply O-ring leak • If no leaks are found, continue to the next test.
• Porous or cracked high-pressure oil rail • If leaks are found, correct problems. Test
again to validate repairs.
Procedure

WARNING: To prevent personal injury or

death, read all safety instructions in the “Safety
Information” section of this manual.
 6 PERFORMANCE DIAGNOSTICS 151

Table of Contents

Diagnostic Form EGED-380. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153

Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154

Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156

1. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157
2. Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157
2.1 Fuel Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157
2.2 Fuel Pressure and Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .158
2.3 Fuel Inlet Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159
3. Sensor Compare. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
4. DTCs and ECM Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161
Checking ECM Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161
Checking for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161
5. KOEO Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
6. EGR Valve and ITV Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
7. KOEO Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163
8. KOER Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163
9. KOER Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164
9.1 Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164
9.2 VGT Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
9.3 VGT Actuator Linkage Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166
10. Torque Converter Stall (Automatic only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .167
11. Road Test (Full load, rated speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .167
12. Injector Disable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169
13. Relative Compression. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
14. Crankcase Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
15. Intake Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
Option 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
Option 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
16. Exhaust Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174
17. Injection Control Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175
17.1 ICP System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175
17.2 IPR Control System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .176
17.3 High-Pressure Oil Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177
17.4 IPR Block-Off Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
17.5 High-Pressure Oil Rail Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179
18. Valve Lash and Engine Brake Lash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179
Adjusting Valve Lash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179
Brake Lash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181
152 6 PERFORMANCE DIAGNOSTICS
 6 PERFORMANCE DIAGNOSTICS 153

Diagnostic Form EGED-380

Engine diagnostic forms assist technicians in results. If a problem was found and corrected, it is
troubleshooting Navistar diesel engines. The not necessary to complete the remaining tests.
diagnostic tests help technicians find problems to
See appendices for Diagnostic Trouble Codes (DTCs)
avoid unnecessary repairs.
and engine specifications.
This section shows detailed instructions of the tests
Diagnostic Form EGED-380 is available in 50 sheet
on the form. The manual should be used with the form
pads. To order technical service literature, contact
and referenced for supplemental test information. Use
your International® dealer.
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
154 6 PERFORMANCE DIAGNOSTICS

Header Information

Enter Header Information NOTE: Performance specifications are

periodically published in TSI format to support
1. Technician
new model year products. Check service bulletin
2. Date listing on ISIS® for appropriate model year
application.
3. Unit No. (dealer's quick reference number)
• Engine Family Rating Code (EFRC)
4. Customer complaint
• ECM calibration
Enter Vehicle Information
• Injector No.
The Vehicle Identification Number (VIN) is required to
• Turbocharger No.
complete steps 5 through 9. The VIN can be obtained
in ISIS.
Verify ECM Calibration with Vehicle Specifications
5. VIN – the last 8 digits (verify to VIN plate)
6. Build date (verify to VIN plate)
7. Engine hp
8. ECM calibration
9. Transmission
10. Engine SN

Enter Performance Specification Information

11. See “Performance Specifications” (page 465)
appendix in this manual to obtain the following
header information:

12. Using the EST with MasterDiagnostics®, open the

VIN session by selecting the VIN+ icon.
 6 PERFORMANCE DIAGNOSTICS 155

Figure 155 VIN session (example)

13. Verify the following match vehicle specification: • Transmission

• VIN 14. Enter the following information:
• ECM calibration • Odometer (miles)
• Rated hp • Engine hours
• EFRC • Intake air temperature
• Engine SN • Coolant temperature
Note: The engine serial number is located
on the engine block, below the left rear
cylinder head. It is also located on the
valve cover engine emission label.
156 6 PERFORMANCE DIAGNOSTICS

Test Procedures 3. Record results on Diagnostic Form.

• If level is to specification, and no tank
WARNING: To prevent personal injury or contamination is evident, no repair is
death, read all safety instructions in the “Safety required.
Information” section of this manual.
• If level is below dash gauge reading, inspect
for leaks, fuel dilution, inoperable tank
WARNING: To prevent personal injury or
transfer pump, or improper servicing.
death, shift transmission to park or neutral, set
parking brake, and block wheels before doing
diagnostic or service procedures. Engine Coolant Level
1. Park vehicle on level ground.
1. Visual Inspection
NOTE: Engine should not be running. Ensure
Purpose coolant temperature has stabilized to safe
temperature.
To check all fluid levels and inspect engine systems for
problems (leaks, open connections, harness chaffing, 2. Check coolant level as indicated on surge tank
etc.) level window.

Tools 3. Record results on Diagnostic Form.

• Inspection lamp • If level is to surge tank fill level, and no

tank contamination is evident, no repair is
required.
Engine Oil • If level is below surge tank fill level, inspect for
1. Park vehicle on level ground and check oil level. leaks, coolant in the oil, coolant in combustion
exhaust, or improper servicing.
NOTE: Engine should not be running. Allow
engine to cool down for 15 minutes to ensure oil
has been stabilized. Charge Air Cooler (CAC) System

2. Use oil level gauge to verify engine oil level. 1. Inspect CAC system, including intercooler and
piping for leaks.
3. Record results on Diagnostic Form.
2. Inspect all CAC connections and clamps.
• If level is to specification, no repair is required.
• If CAC system is in specification, no repair is
• If level is below specification, inspect for required.
leaks, oil consumption, or improper servicing.
• If CAC system issue is found, repair as
• If level is above specification, inspect for fuel required.
dilution, coolant contamination, or improper
servicing.
Electrical System
Inspect electrical system (engine and vehicle) for poor
Fuel Level
or loose connections.
1. Park vehicle on level ground.
• If electrical system is to specification, no repair is
NOTE: Engine should not be running. required.
2. Use dash gauge to verify fuel level. Inspect fuel • If electrical system issue is found, repair as
tank fill ports. required.
 6 PERFORMANCE DIAGNOSTICS 157

Exhaust System • Oil, gasoline, or kerosene present in fuel tank

Inspect exhaust system (engine and vehicle) for leaks • Fuel grade incorrect for cold temperature
or damage.
Procedure
• If exhaust system is to specification, no repair is
required. 1. Ensure engine is OFF. Allow engine fuel pressure
to achieve safe pressures (0 psi to 50 psi) before
• If exhaust system issue is found, repair as
taking a sample.
required.

2. Fuel System

GOVERNMENT REGULATION: Engine

fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment.
Handle all fluids and other contaminated
materials (e.g. filters, rags) in accordance
with applicable regulations. Recycle
or dispose of engine fluids, filters, and
other contaminated materials according to
applicable regulations.

Figure 156 Fuel sample

WARNING: To prevent personal injury or
death, do not smoke and keep fuel away from 2. Place clear container at the base of fuel drain
flames and sparks. valve or install a hose on the fuel drain valve.
3. Route the hose into a clear container.
WARNING: To prevent personal injury or
death, store diesel fuel properly in an approved 4. Open fuel drain valve.
container designed for and clearly marked DIESEL
NOTE: If fuel sample does not drain immediately,
FUEL.
press pump primer button with drain valve open
to help start draining process.
WARNING: To prevent personal injury or
death, wear safety glasses with side shields. 5. Check for water, waxing, sediment, gasoline, or
kerosene.
2.1 Fuel Quality
• If the fuel quality is satisfactory, no action is
Purpose required.

To check for poor fuel quality or contaminants • If the fuel quality is questionable, correct the
issue. Take another sample to verify fuel
Tools quality.
• Clear container (approximately 1 liter or 1 quart )
Possible Causes
• Debris, water, or ice in the fuel system
158 6 PERFORMANCE DIAGNOSTICS

2.2 Fuel Pressure and Aeration

WARNING: To prevent personal injury or
Purpose death, do not smoke and keep fuel away from
flames and sparks.
To check for incorrect fuel pressure and aerated fuel
1. Connect fuel pressure valve, fuel pressure gauge
NOTE: Plugged supplemental filters or separators with shut-off valve, and a clear 3/8” diameter hose
mounted on vehicle will influence fuel pressure, to the fuel test valve.
restriction, and aeration.
2. Route clear hose into a drain pan.
NOTE: Substituted EFP sensor reading has low
aeration visibility without special service tools. 3. Start or crank engine for 20 seconds. Measure
fuel pressure with shut-off valve closed. Open the
Tools shut-off valve to check for aeration.
• Fuel Pressure Gauge 4. Record results on Diagnostic Form.
• Fuel Pressure Test Kit 5. Run engine at high idle. Measure fuel pressure
• Clear fuel container with shut-off valve closed. Open the shut-off valve
to check for aeration.
Possible Causes
6. Record results on Diagnostic Form.
• Fuel filter or strainer blocked
7. If the vehicle has automatic transmission, set the
• Fuel grade incorrect for cold temperatures parking brake and apply service brakes.
• Fuel supply line damage or blockage
• Failed fuel tank transfer pump WARNING: To prevent personal injury or
death, shift transmission to park or neutral, set
• Failed fuel regulator valve parking brake, and block wheels before doing
• Failed fuel pump diagnostic or service procedures.
• Air leak in suction side fuel line or filter assembly 8. Put transmission in drive and press accelerator to
the floor for no more than 10 seconds.
• Combustion gases entering fuel supply system
Measure fuel pressure with the shut-off valve
Procedure closed.
9. Record results on Diagnostic Form.
• If fuel pressure is in specification with no aeration,
no repair is required.
• If fuel pressure is below specification, see
Filter Cavity Pressure in “Engine Symptoms
Diagnostics” section of this manual.
• If fuel is aerated, see Alternative Supply to Filter
Housing in “Engine Symptoms Diagnostics”
section of this manual.

Figure 157 Fuel Pressure Gauge

 6 PERFORMANCE DIAGNOSTICS 159

2.3 Fuel Inlet Restriction

Purpose
To check for fuel supply system restriction
Tools
• Fuel Inlet Restriction Adapter
• Gauge Bar Tool
Possible Causes
• Fuel supply line damage or blockage
• Fuel grade incorrect for cold temperature

Procedure
Figure 158 Fuel strainer cap
WARNING: To prevent personal injury or
death, do not smoke and keep fuel away from
flames and sparks. 2. Remove fuel strainer cap.

1. Check for fuel inlet restriction from the fuel strainer 3. Connect the Fuel Inlet Restriction Adapter and
located on the fuel filter housing. test line.
4. Route test line from engine bay to the cab.
5. Connect 0-30 in-Hg vacuum gauge to test line.
6. Measure high-idle fuel inlet restriction reading and
compare to specification.
7. Record results on Diagnostic Form.
• If fuel inlet restriction is in specification, go to
next test.
• If fuel inlet restriction is out of specification,
see Alternative Supply to Filter Housing in
“Engine Symptoms Diagnostics” section of
this manual.
160 6 PERFORMANCE DIAGNOSTICS

3. Sensor Compare • The Injection Control Pressure (ICP) values

may fluctuate and affect performance.
NOTE: See “Diagnostic Software Operation” section
Electromagnetic Interference (EMI) or ground
in this manual for specific EST software procedures
shift can cause a small voltage shift that does
to do this test.
not indicate a problem.
Purpose If voltage shift causes the signal to exceed
690 kPa (100 psi), see ICP Sensor (page 349)
To check for sensor malfunction while running KOEO
.
Continuous Monitor test
• Engine Oil Pressure (EOP), Manifold Air
Tools
Pressure (MAP), and Exhaust Back Pressure
• EST with MasterDiagnostics® software (EBP) values may fluctuate as much as 7 kPa
(1 psi). Electromagnetic Interference (EMI) or
• EZ-Tech® interface cable
ground shift can cause a small voltage shift
Possible Causes that does not indicate a problem.
• Failed sensor circuits. • Barometric Absolute Pressure (BAP) values
should equal the barometric reading for your
• Biased or damaged sensor
region.
Procedure 7. Verify if sensor values are normal.
1. Turn ignition switch to ON. Do not start engine. • If out of specification, see “Electronic Control
Systems Diagnostics” (page 187) section of
2. Open COM device.
this manual for the applicable sensor out of
3. Open Vin+ session. specification.
4. Select Key-On Engine-Off (KOEO) Tests and • If sensors are in specification, no repair is
Continuous Monitor Test from the drop down required. Continue to next test.
menu.
5. Check for normal KOEO sensor values.
6. Record results on Diagnostic Form.
• If engine has not been run for 8 hours
or more, the Engine Coolant Temperature
(ECT), Engine Oil Temperature (EOT), and
Manifold Air Temperature (MAT) should be
within about 2 °C (5 °F) of each other. The
Intake Air Temperature (IAT) could be a few
degrees higher or lower due to faster outside
engine temperature change.
 6 PERFORMANCE DIAGNOSTICS 161

4. DTCs and ECM Calibration DTC: Diagnostic Trouble Code

Purpose Status: Indicates active or inactive DTCs
• To verify the ECM calibration matches the vehicle • Active: With the ignition switch on, active
indicates a DTC for a condition currently in the
• To determine if the ECM has detected DTCs
system. When the ignition switch is turned off,
indicating conditions that could cause engine
an active DTC becomes inactive. (If a problem
problems
remains, the DTC will be active on the next
Tools ignition switch cycle and the EST will display
active/inactive.)
• EST with MasterDiagnostics® software
• Inactive: With the ignition switch on, inactive
• EZ-Tech® interface cable
indicates a DTC for a condition during a previous
key cycle. When the ignition switch is turned
to OFF, inactive DTCs from a previous ignition
Checking ECM Calibration
switch cycle remain in the ECM memory until
1. Turn ignition switch ON, engine OFF. cleared.
2. Using the EST with MasterDiagnostics® software, • Active/Inactive: With the ignition switch on,
open the VIN+ session. Select the VIN+ icon. active/inactive indicates a DTC for a condition
currently in the system and was present in
3. Verify that the vehicle information on the ECM
previous key cycles, if the codes were not cleared.
matches the vehicle. See Verify ECM Calibration
with Vehicle Specifications (page 128) in this Description: Defines each DTC
section of manual.
1. Record all active or inactive DTCs on Diagnostic
4. Record calibration level on Diagnostic Form. Form.
• If no DTCs are set, continue to next test.
Checking for DTCs • Correct any active DTCs, if related to
performance. See “Electronic Control
CAN code: Codes associated with a Suspect
Systems Diagnostics” (page 187) section of
Parameter Number (SPN) and Failure Mode Indicator
this manual.
(FMI)
• Investigate any inactive DTCs that affect
performance.
162 6 PERFORMANCE DIAGNOSTICS

5. KOEO Standard Test 6. EGR Valve and ITV Operation

NOTE: See “Diagnostic Software Operation” section NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures in this manual for specific EST software procedures
to do this test. to do this test.

Purpose Purpose
To inspect for electrical malfunctions detected by the To inspect for EGR valve and ITV malfunction
ECM self-test and Output Circuit Check (OCC)
Tools
Tools
• EST with MasterDiagnostics® software
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
• EZ-Tech® interface cable
Possible Causes
Possible Causes
• Valve motion interference
• Failed electrical components or circuitry
• Failed electrical circuits or components
• OCC faults detected by ECM.
Procedure
Procedure
1. Turn ignition switch to ON.
1. Turn ignition switch to ON. Do not start engine.
2. Open COM device.
2. Open COM device.
3. Select Key-On Engine-Off Tests. From the drop
3. Select Key-On Engine-Off Tests. Select Standard down menu, select Output State Tests, then select
Test from the drop down menu. Output State Low Test.
4. Follow the on-screen instructions. 4. Record EGR valve and ITV positions on
Diagnostic Form.
5. Record all DTCs on Diagnostic Form. See
“Diagnostic Trouble Codes” (page 493) appendix 5. Select Key-On Engine-Off Tests. From the drop
in this manual for DTCs. down menu, select Output State Tests, then select
Output State High Test.
• If no DTCs are detected, no repair is required.
6. Record EGR valve and ITV positions on
• If DTCs are detected, correct problems
Diagnostic Form.
causing the DTCs.
• If readings are in specification, no repair is
6. Clear DTCs.
required.
7. Run the KOEO Standard Test again.
• If readings are not in specification, correct
issue. Test again to validate repair.
 6 PERFORMANCE DIAGNOSTICS 163

7. KOEO Injector Test 8. KOER Standard Test

NOTE: See “Diagnostic Software Operation” section NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures in this manual for specific EST software procedures
to do this test. to do this test.

Purpose Purpose
To inspect for fuel injector malfunctions by energizing To inspect for engine sensors and IPR malfunctions
them sequentially within specified operating ranges
Tools Tools
• EST with MasterDiagnostics® software • EST with MasterDiagnostics® software
• EZ-Tech® interface cable • EZ-Tech® interface cable
Possible Causes Possible Causes
• Open or short in injector circuits • ICP oil leak
• Poor ECM power or ground • Sensor and actuator circuit problems
• Failed injector coil • Failed engine sensors or actuators
• Failed ECM • Low oil supply to high-pressure pump reservoir
• High-pressure pump failure
Procedure
1. Turn ignition switch to ON. Do not start engine. Procedure
2. Open COM device. 1. Turn ignition switch to ON. Do not start engine.
3. Select Key-On Engine-Off Tests and Injector Test NOTE: Ensure that engine is above minimum
from the drop down menu. operating temperature of 70 °C (158 °F) before
starting test.
4. Listen for injectors to pre-cycle spool, then cycle
in order of cylinder position. 2. Open COM device.
5. Listen again for injectors to pre-cycle spool, then 3. Select Key-On Engine-Running Tests and
cycle in reverse order of cylinder position. Standard Test from the drop down menu.
6. Record DTCs on Diagnostic Form. See 4. Follow the on-screen instructions.
“Diagnostic Trouble Codes” (page 493) appendix
• The ECM will start the KOER Standard
in this manual for DTCs.
Test by commanding the rpm to rise to a
• If no problems are detected, no repair is predetermined level.
required.
• When the test is finished, the ECM will return
• If problems are detected, correct problems the rpm to low idle.
causing the DTCs.
5. Record DTCs on Diagnostic Form. See
7. Clear DTCs. “Diagnostic Trouble Codes” (page 493) appendix
in this manual for DTCs.
8. Run the KOEO Injector Test again.
• If no DTCs are detected, no repair is required.
• If DTCs are detected, correct the problems
causing DTCs.
6. Clear DTCs.
7. Run the KOER Standard Test again.
164 6 PERFORMANCE DIAGNOSTICS

9. KOER Air Management Test

WARNING: To prevent personal injury or
NOTE: See “Diagnostic Software Operation” section death, make sure the parking brake is set, the
in this manual for specific EST software procedures transmission is in neutral or park, and the wheels
to do this test. are blocked when running the engine in the
9.1 Air Management Test service bay.
1. Turn ignition switch to ON.
Purpose
2. Open COM device.
To check for intake, exhaust, VGT, and EGR system
malfunctions 3. Open KOER_AirManagement session.
Tools 4. Select Key-On Engine-Running test. From the
drop down menu, select Air Management test.
• EST with MasterDiagnostics® software
The ECM will start the air management test.
• EZ-Tech® interface cable The engine is commanded to accelerate to a
Possible Causes predetermined rpm. The ECM will monitor the
effects of the VGT and EGR system by using
• Intake/exhaust leak or restriction feedback signals from the EBP sensor.
• Blocked EBP tube assembly • If no problem is detected, the test will run to
• EBP/MAP sensor biased or damaged completion and resume low idle rpm.
• Failed EGR control valve • If a problem is detected, the ECM will cancel
the test, set a DTC, and resume low idle rpm.
• Failed VGT actuator or turbocharger
5. Record results on Diagnostic Form.
Procedure • If no problems are detected, no repair is
required.
WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety • If a problem is detected, do the VGT Test.
Information” section of this manual.
 6 PERFORMANCE DIAGNOSTICS 165

9.2 VGT Test 4. Select Key-On Engine-Running (KOER) test.

From the drop down menu, select VGT tests (low,
Purpose medium, or high).
To check for VGT malfunction 5. Use the following recommended duty cycle
sequence to check turbocharger operation
Tools
between VGT duty cycle:
• EST with MasterDiagnostics® software
• Low to medium
• EZ-Tech® interface cable
• Medium to high
Procedure • High to low
• Low to high
WARNING: To prevent personal injury or
death, read all safety instructions in the “Safety 6. Select Low Duty Cycle. Click Run to command
Information” section of this manual. the ECM to begin the test.
7. Select the next desired duty cycle. Click Run.
WARNING: To prevent personal injury or
8. Record results on Diagnostic Form.
death, make sure the parking brake is set, the
transmission is in neutral or park, and the wheels 9. Continue through the recommended sequence.
are blocked when running the engine in the
• If no change was monitored during transition,
service bay.
then do VGT Actuator Linkage Test.
1. Turn ignition switch to ON.
• If change was seen during transition, do
2. Open COM device. Torque Converter Stall Test.
3. Open KOER_AirManagement session.
166 6 PERFORMANCE DIAGNOSTICS

9.3 VGT Actuator Linkage Test

Possible Causes
• Intake/exhaust leak or restriction
• Blocked EBP tube assembly
• EBP/MAP sensor biased or damaged
• Failed EGR control valve
• Failed VGT actuator or turbocharger

Procedure

Figure 160 VGT linkage downward position

1. Turn ignition switch to ON. Have another

technician monitor VGT linkage movement.
The linkage should have full range of downward
and upward motion. A short pause should be
noticed shortly before completing full upward
motion.
2. Check the pre-cycle three times with a minimum
of 15 seconds key-off time between tests.
The linkage should move through the pre-cycle
freely without noise or vibration.
3. Turn ignition switch to OFF. Wait for ECM to power
Figure 159 VGT linkage upward position off (15 seconds).
4. Manually move the turbocharger linkage through
a full range of motion.
The linkage should move freely.
5. Move the linkage completely downward and
release. The linkage should return upward and
slightly bounce back to resting position.
• If no problems are detected, no repair is
required.
• If a problem is detected, continue to next step.
6. Remove the linkage. With the linkage removed
manually move VGT actuator through full range
of motion. If no problem is found, replace
turbocharger. If linkage does not move freely,
replace VGT actuator.
 6 PERFORMANCE DIAGNOSTICS 167

10. Torque Converter Stall (Automatic only) 11. Road Test (Full load, rated speed)
NOTE: See “Diagnostic Software Operation” section
Purpose
in this manual for specific EST software procedures
To check for engine inability to meet specified stall rpm to do this test.
within specified time
Purpose
Tools
To check for unacceptable engine performance at full
• None
load and rated speeds by means of maximum boost,
Possible Causes minimum fuel pressure, and minimum injection control
pressure
• Intake or exhaust restriction
Tools
• Boost or exhaust system leak
• EST with MasterDiagnostics® software
• Biased engine sensors
• EZ-Tech® interface cable
• Low supply fuel pressure
Unacceptable Boost Possible Causes
• Low injection control pressure
• Boost leaks
• EGR control valve issue
• Restricted intake or exhaust
• Turbocharger issue
• Control system faults
• Engine brake issue
• Biased BAP, EBP, ICP or MAP sensors
• Fuel injector issue
• Power cylinder condition
• Power cylinder issue
• Low fuel pressure
Procedure
• Low injection control pressure
CAUTION: To prevent drive train damage, do not do
• Failed EGR valve
this test for more than 10 seconds at a time or more
than twice back to back. If doing twice – wait 2 minutes • Failed turbocharger
between tests.
• Failed fuel injectors
1. Turn ignition switch to ON. Start the engine.
Unacceptable Injection Control Pressure Possible
2. Set parking brake and apply service brake. Causes
• Low-pressure or aeration of lube oil
WARNING: To prevent personal injury or
• Incorrect feedback from APS or ICP sensor
death, shift transmission to park or neutral, set
parking brake, and block wheels before doing • High-pressure rail leaks
diagnostic or service procedures.
• Fuel injector oil leaks
3. Put transmission in drive.
• IPR middle seal leak
4. Press accelerator pedal to the floor. Begin timing
• Circuit faults (ICP, IPR, BCP)
until TACH stops moving.
• Failed high-pressure pump
5. Record stall rpm and time to reach stall rpm on
Diagnostic Form. • Failed fuel injectors
• If no problems are found, no action is
required.
• If stall rpm is below specification, or stall time
is above specification, continue to next test.
168 6 PERFORMANCE DIAGNOSTICS

Unacceptable Fuel Pressure Possible Causes • Boost pressure (MAP)

• Fuel filter or strainer blockage • Exhaust back pressure (EBP)
• Incorrect fuel grade for cold climate • Fuel delivery pressure (EFP)
• Debris, water, or ice in fuel system • Injection control pressure (ICP)
• Oil, gasoline, or kerosene present in fuel system • Engine load (EL %)
• Combustion gases entering fuel system 5. Find an open stretch of road. Start snapshot
recording. When driving conditions are safe,
• Fuel supply line leak, damage, or blockage
select a suitable gear, press accelerator pedal
• Air leak in suction side fuel line or filter assembly fully to the floor, and accelerate to rated speed at
100% load.
• Failed fuel tank transfer pump
6. When road test is complete, stop snapshot
• Failed fuel regulator valve
recording.
• Failed fuel pump
7. Save snapshot for review and future reference.
Procedure 8. Replay snapshot in graphic or text view to review
results for RPM, MAP, EBP, EFP, ICP, and EL %.
1. Turn ignition switch to ON and start engine.
• Pay close attention to rated HP and peak TQ
NOTE: Ensure the engine is above minimum
rpm.
operating temperature of 70 °C (158 °F) before
recording crankcase pressure. • EL % should be near 100 percent.
2. Open COM device. 9. Record results on Diagnostic Form.
3. Open Road Performance session. • If results are in specification, no repair is
required.
4. Set the Road Performance snapshot to record at
0.2 second interval for the following PIDs: • If results are out of specification, correct
problems. Test again to validate repairs.
• Engine speed (rpm)
 6 PERFORMANCE DIAGNOSTICS 169

12. Injector Disable 2. Open COM device.

NOTE: See “Diagnostic Software Operation” section 3. Select Diagnostics from menu bar.
in this manual for specific EST software procedures
4. Select I6 Injector Disable Test from drop down
to do this test.
menu.
Purpose NOTE: Run Injector Disable Test only when
engine temperature reaches 70 °C (158 °F) or
To determine the cause of rough engine idle
higher.
NOTE: The Injector Disable test is used in conjunction
with Relative Compression to distinguish between an The EOT indicator will change from red to green
injector problem or a mechanical problem. when engine temperature reaches 70 °C (158 °F)
or higher.
Tools
5. Select cylinder number and select Run. (Injector
• EST with MasterDiagnostics® software
selected will be disabled and engine noise should
• EZ-Tech® interface cable change.)
Possible Causes 6. Record results on Diagnostic Form.
• Open or short injector wiring 7. Select Normal Operation. Injector will be enabled
and engine noise should return to previous state
• Scuffed or failed injector
of operation.
• Failed ECM
8. Repeat steps 6 and 7 for the remaining cylinders.
• Power cylinder issue
NOTE: Listen for tone changes from cylinder to
cylinder.
Procedure
• If test does not identify a suspect cylinder, do
WARNING: To prevent personal injury or Relative Compression Test in this section.
death, shift transmission to park or neutral, set • If test identifies a suspect cylinder, do Relative
parking brake, and block wheels before doing Compression Test. Do not attempt to repair
diagnostic or service procedures. injectors without completing Injector Disable
NOTE: Before doing this test, all preceding tests must and Relative Compression test first.
be completed.
1. Turn ignition switch to ON.
170 6 PERFORMANCE DIAGNOSTICS

13. Relative Compression 14. Crankcase Pressure

NOTE: See “Diagnostic Software Operation” section
Purpose
in this manual for specific EST software procedures
to do this test. To check for unacceptable condition of the power
cylinders
Purpose
Tools
To check for low cylinder compression
• Gauge Bar Tool
NOTE: Batteries must be fully charged before doing
• Crankcase Pressure Test Adapter
this test. If multiple tests are required, use a battery
charger to prevent battery drain. • Heater hose pliers
Tools Possible Causes
• EST with MasterDiagnostics® software • Restricted or incorrect sized orifice in Crankcase
Pressure Test Adapter
• EZ-Tech® interface cable
• Dirt in air induction system
Possible Causes
• Power cylinder wear or damage
• Incorrect valve lash adjustment
• Valve seal and guide wear or damage
• Loose fuel injector
• Failed air compressor
• Valve train damage
• Failed turbocharger
• Power cylinder damage
Procedure
Procedure
1. Turn ignition switch to ON. Do not start the engine. WARNING: To prevent personal injury or
2. Open COM device. death, read all safety instructions in the “Safety
Information” section of this manual.
3. Select Diagnostics from the menu bar and I6
Relative Compression Tests from the drop down
WARNING: To prevent personal injury or
menu.
death, do not crimp the line, run the line too close
4. Follow the on-screen instructions. to moving parts, or let the line touch hot engine
surfaces.
5. Record results on Diagnostic Form.
1. Remove crankcase ventilation breather inlet tube.
• If the Relative Compression Test or Injector
Disable test do not identify a suspect cylinder,
no action is required.
• If the Relative Compression Test and Injector
Disable test identify a suspect cylinder, check
for cylinder mechanical issue.
• If only the Injector Disable test identifies a
suspect cylinder, check for injector issue first.
 6 PERFORMANCE DIAGNOSTICS 171

NOTE: Ensure the engine is above minimum

operating temperature of 70 °C (158 °F) before
recording crankcase pressure.

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.
5. Run engine at high idle (no load) rpm. Allow
the gauge reading to stabilize before taking the
pressure reading.
6. Record crankcase pressure on Diagnostic Form.
• If pressure is in specification, no repair is
Figure 161 Crankcase Pressure Test Adapter required.
installed • If pressure is out of specification, continue to
next step.

2. Insert Crankcase Pressure Test Adapter into the

valve cover grommet.
3. Connect test line from the Crankcase Pressure
Test Adapter to the gauge.

Figure 162 Breather tube clamped

4. Clamp off crankcase ventilation breather outlet

tube with heater hose pliers.
172 6 PERFORMANCE DIAGNOSTICS

7. If engine has an air compressor, remove

discharge line and test again.
• If pressure is above specification, go to next
step.
• If pressure is below specification,
compressed air is leaking into the crankcase.
Repair or replace air compressor.
8. Disconnect VGT actuator and test again.
If pressure is below specification, repair VGT and
test again.
9. Do Relative Compression to pinpoint suspect
cylinders.

Figure 163 Air compressor discharge port

 6 PERFORMANCE DIAGNOSTICS 173

15. Intake Restriction 1. Locate air restriction indicator. Run engine at high
idle, no load.
Purpose
2. Record intake restriction on Diagnostic Form.
To check for restrictions causing hard start or no start
• If restriction is not apparent, no repair is
conditions
required.
Tools
• If restriction is detected, repair as required.
• Engine or dash mounted air restriction indicator Test again to validate repair.
• Gauge Bar Tool
Option 2
• Spare air brake hose and adapter fittings
Possible Causes (Option 1 and 2)
• Restricted air filter inlet and ducts
• Restricted, dirty, or collapsed air filter element
• Leaking or damaged CAC couplings
• Restricted or collapsed inlet piping or hoses
• Exhaust system damage
• Restricted or full Diesel Particulate Filter (DPF)

Option 1

Figure 165 Air filter housing tap

1. Install spare length of air brake hose, threaded

adapter, and Gauge Bar Tool to the air filter
housing.
2. Run engine at high idle, no load.
3. Record intake restriction on Diagnostic Form.
• If restriction is not apparent, no repair is
Figure 164 Air cleaner restriction indicators required.
1. Mounted on air cleaner • If restriction is detected, repair as required.
2. Mounted on instrument panel Test again to validate repair.
174 6 PERFORMANCE DIAGNOSTICS

16. Exhaust Restriction

WARNING: To prevent personal injury or
Purpose death, shift transmission to park or neutral, set
parking brake, and block wheels before doing
To check for exhaust system restrictions diagnostic or service procedures.
Tools 5. Start and run engine at high idle, no load.
• EST with MasterDiagnostics® software 6. Record exhaust back pressure on Diagnostic
• EZ-Tech® interface cable Form.
Possible Causes • If exhaust back pressure is in specification,
reconnect EGR valve and clear DTCs. No
• Damaged or biased EBP sensor repair is required.
• Restricted or collapsed exhaust piping • If exhaust back pressure is above
• Restricted or damaged exhaust components specification, continue to next step.
• VGT issue 7. Remove exhaust pipe from turbocharger outlet
and test again.
Procedure • If exhaust back pressure is in specification,
1. Turn ignition switch to ON. reconnect EGR valve, clear DTCs, and
repair issue between turbocharger outlet and
2. Open COM device. tailpipe.
3. Open KOER_AirManagement session. • If exhaust back pressure is above
4. Unplug EGR valve harness to EGR connection specification, reconnect exhaust pipe,
during the test. Ignore the DTC that will be set. reconnect EGR valve, clear DTCs, and repair
issue with VGT.
 6 PERFORMANCE DIAGNOSTICS 175

17. Injection Control Pressure 1. Turn ignition switch to ON. Do not start engine.
17.1 ICP System Test 2. Open COM device.
NOTE: See “Diagnostic Software Operation” section 3. Open KOER_RoadPerformance session.
in this manual for specific EST software procedures
4. Monitor ICP readings for the following engine
to do this test.
conditions:
Purpose • KOEO
To check for ICP system or IPR malfunction and • KOER low idle
inspect for aerated oil
• KOER high idle
Tools
5. Record results on Diagnostic Form.
• EST with MasterDiagnostics® software
6. Monitor ICP reading after achieving high idle for 2
• EZ-Tech® interface cable (page 430) minutes.
Possible Causes 7. Take an oil sample and inspect for aeration.
• Aerated engine oil 8. Record ICP reading and aeration results on
Diagnostic Form.
Procedure
• If results are in specification, continue to next
test.
WARNING: To prevent personal injury or
death, shift transmission to park or neutral, set • If results are out of specification, correct the
parking brake, and block wheels before doing issue. Test again to validate the repair.
diagnostic or service procedures.
NOTE: Ensure that engine is above minimum
operating temperature of 70 °C (158 °F) before
starting test.
176 6 PERFORMANCE DIAGNOSTICS

17.2 IPR Control System Test

NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures
to do this test.

Purpose
To check for ICP system or IPR malfunction and
inspect for aerated oil
Tools
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
• IPR Breakout Tee
Possible Causes Figure 166 IPR Breakout Tee installed
• Corroded or damaged IPR circuits
• Poor B+ and ground supplied to IPR 3. Connect the IPR breakout tee to the IPR valve.
NOTE: Connecting the IPR breakout tee to the
Procedure IPR valve and engine harness will result in blown
1. Remove IPR harness connector. Inspect for fuses when applying B+ and ground.
connection problems. 4. Connect IPR breakout tee to B+ and ground.
2. Record connection problems on the Diagnostic 5. Turn ignition switch to ON. Do not start engine.
Form.
6. Open COM device.
• If connection appears in tact, continue to next
step. 7. Open KOER_RoadPerformance session.
• If connection is unacceptable, repair as
required. Test again to validate repair. WARNING: To prevent personal injury or
Continue to next step. death, shift transmission to park or neutral, set
parking brake, and block wheels before doing
diagnostic or service procedures.
8. Crank the engine for 20 seconds maximum.
9. Record ICP results on Diagnostic Form.
• If ICP reading is out of specification, continue
with next test.
• If ICP reading is in specification, correct IPR
circuits. Test again to validate repair.
 6 PERFORMANCE DIAGNOSTICS 177

17.3 High-Pressure Oil Pump Test

NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures
to do this test.

Purpose
To check high-pressure pump and IPR for inability to
reach maximum injection control pressure
Tools
• EST with MasterDiagnostics® software
• EZ-Tech® interface cable
• IPR Breakout Tee
• Pressure Sensor Breakout Tee Figure 167 ICP adapter and test sensor installed
• Adapter tools
• ICP test sensor 3. Install ICP adapter tools and ICP test sensor.
Possible Causes 4. Disconnect MAP sensor.
• Low engine oil pressure 5. Install Pressure Sensor Breakout Tee to engine
harness only.
• High-pressure oil system leak
6. Route breakout harness to the ICP test sensor.
• Failed IPR valve Connect to ICP test sensor.
• Failed high-pressure oil pump 7. Use a DMM to monitor ICP sensor signal voltage.
Procedure NOTE: MAP sensor signal voltage can also be
monitored by the diagnostics software.
1. Retain IPR breakout tee with B+ and ground
connections from previous test.
WARNING: To prevent personal injury or
2. Remove high-pressure hose from the cylinder death, shift transmission to park or neutral, set
head fitting. parking brake, and block wheels before doing
diagnostic or service procedures.
8. Crank the engine for a maximum of 20 seconds.
9. Record the ICP test sensor voltage on Diagnostic
Form.
Continue to the next test.
178 6 PERFORMANCE DIAGNOSTICS

17.4 IPR Block-Off Test

NOTE: See “Diagnostic Software Operation” section
in this manual for specific EST software procedures
to do this test.

Purpose
Figure 168 IPR block-off tool installed
To check high-pressure pump and IPR for inability to
reach maximum injection control pressure
3. Install IPR block-off tool.
Tools
Use DMM to monitor ICP sensor signal voltage.
• EST with MasterDiagnostics® software
NOTE: MAP sensor signal voltage can also be
• EZ-Tech® interface cable
monitored by the diagnostic software.
• Pressure Sensor Breakout Tee
• Adapter tools WARNING: To prevent personal injury or
death, shift transmission to park or neutral, set
• ICP test sensor
parking brake, and block wheels before doing
• IPR block-off tool diagnostic or service procedures.
Possible Causes 4. Crank engine for 20 seconds maximum.
• Failed IPR valve 5. Record the ICP test sensor voltage on Diagnostic
Form.
Procedure
• If results are out of specification, continue to
1. Retain set-up and adapter tools from previous the next test.
test.
• If results are in specification, replace IPR
2. Remove IPR valve from high-pressure oil pump. valve. Test again to validate repair.
 6 PERFORMANCE DIAGNOSTICS 179

17.5 High-Pressure Oil Rail Leak Test 18. Valve Lash and Engine Brake Lash
NOTE: If Tests 1-18 meet specifications, engine
Purpose
operation is good: Test 19 is not necessary.
To check for high-pressure oil rail leaks under the
Purpose
valve cover
• To check for out-of-specification valve lash for
Tools
intake and exhaust valves
• EST with MasterDiagnostics® software
• To check for out-of-specification actuator lash for
• EZ-Tech® interface cable Diamond Logic® engine brake
• Pressure Sensor Breakout Tee Tools
• Adapter tools • Feeler gauge
• ICP test sensor • Straight-blade screwdriver
• IPR block-off tool • Open end wrench (two sizes)
Possible Causes • Torque wrench
• High-pressure oil rail supply O-ring leak • Crows foot (two sizes)
• Fuel injector supply O-ring leak Possible Causes
• Porous or cracked high-pressure oil rail • Worn valve train
• Worn valve seat or valve face
Procedure
• Worn actuator in Diamond Logic® engine brake
1. Retain set-up, adapter tools, and IPR block-off
tool from previous test. • Improper servicing
2. Remove engine valve cover following the
Valve Lash for Intake and Exhaust Valves
procedure in Engine Service Manual.
The crankshaft is rotated twice during valve lash
adjustment procedure.
WARNING: To prevent personal injury or
death, shift transmission to park or neutral, set • Six valves are adjusted when piston 1 is at Top
parking brake, and block wheels before doing Dead Center (TDC) compression.
diagnostic or service procedures.
• Six valves are adjusted when piston 6 is at Top
3. Crank engine for a maximum of 20 seconds. Dead Center (TDC) compression.
4. Inspect the high-pressure oil rail for excessive
leaks while cranking the engine. If engine is equipped with a Diamond Logic® engine
brake, corresponding engine brake actuator lash
5. Record the results on Diagnostic Form.
can be adjusted when piston 1 and 6 are at TDC
• If no leaks are found, continue to the next test. compression.
• If leaks are found, correct problems. Test NOTE: Engine brake lash adjustments are not
again to validate repairs. required when adjusting valve lash.
Adjusting Valve Lash
1. Remove valve cover and EGR tube support
bracket following procedure in Engine Service
Manual.
180 6 PERFORMANCE DIAGNOSTICS

2. Turn the crankshaft in the direction of engine

rotation to remove gear lash. Position piston 1 at
TDC compression by observing cylinder 6 rocker
arms in overlap as the vibration damper timing
mark approaches the TDC mark on the front
cover. Cylinder 6 exhaust valve will be closing
(coming up) and the intake valve will be starting
to open (going down).
3. If piston 1 is at TDC compression, see Chart 1
(Chart 1) and do steps 4, 5, and 6.

Chart 1 Valve and brake lash adjustments (inches) with piston 1 at TDC compression
Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6
Intake Exhaust Intake Exhaust Intake Exhaust Intake Exhaust Intake Exhaust Intake Exhaust

1 2 3 4 5 6 7 8 9 10 11 12

0.019 0.019 0.019 0.019 0.019 0.019

Brake 0.019 Brake 0.019 Brake 0.019

Figure 169 Valve lash adjustment

Chart 2 Valve and brake lash adjustments (inches) with piston 6 at TDC compression
Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6
Intake Exhaust Intake Exhaust Intake Exhaust Intake Exhaust Intake Exhaust Intake Exhaust

1 2 3 4 5 6 7 8 9 10 11 12

0.019 0.019 0.019 0.019 0.019 0.019

Brake 0.019 Brake 0.019 Brake 0.019
 6 PERFORMANCE DIAGNOSTICS 181

Brake Lash
Crankshaft is rotated twice during brake lash
adjustment procedure.
• Three brake actuator pistons are adjusted
when piston 1 is at Top Dead Center (TDC)
compression.
• Three brake actuator pistons are adjusted
when piston 6 is at Top Dead Center (TDC)
compression.
Corresponding intake and exhaust valve lash can
be adjusted when piston 1 and 6 are at TDC
compression.
NOTE: Valve lash adjustments are not required when
Figure 170 Valve lash measurement
adjusting engine brake lash.
1. Remove valve cover and EGR tube support
4. Measure valve lash when the engine is cold. Put bracket following procedure in Engine Service
a 0.48 mm (0.019 in) feeler gauge between the Manual.
rocker arm pivot foot and the valve bridge. A
2. Turn the crankshaft in the direction of engine
light drag should be felt on the feeler gauge. If
rotation to remove gear lash. Position piston 1 at
adjustment is required, loosen lock nut and turn
TDC compression by observing cylinder 6 rocker
valve adjustment screw until a light drag is felt.
arms in overlap as the vibration damper timing
5. When valve lash is set, tighten valve adjustment mark approaches the TDC mark on the front
screw lock nut to 27 N·m (20 lbf·ft) and remove cover. Cylinder 6 exhaust valve will be closing
feeler gauge. Check lash again. A light drag (coming up) and the intake valve will be starting
should be felt on the feeler gauge. If drag is too to open (going down).
tight or loose, repeat steps 4 and 5.
3. If piston 1 is at TDC compression, see Chart 1 and
If engine is equipped with a Diamond Logic® do steps 4, 5, and 6 for cylinders 1, 3, and 5.
engine brake, corresponding brake actuator lash
can be adjusted before rotating crankshaft.
6. Turn crankshaft 360° in the direction of engine
rotation to remove gear lash. Position piston 6 at
TDC compression by observing cylinder 1 rocker
arms in overlap as the vibration damper timing
mark approaches the TDC mark on the front
cover.
7. If piston 6 is at TDC compression, see Chart 2 and Figure 171 High-pressure oil manifold (brake)
do steps 4, 5, and 6.
8. Install valve cover and EGR tube support bracket
following procedure in Engine Service Manual.
182 6 PERFORMANCE DIAGNOSTICS

Figure 172 Brake lash measurement

1. Brake actuator piston screw 3. Valve bridge
2. Brake actuator piston locknut 4. Feeler gauge

4. Measure brake lash when engine is cold. Put 6. Turn the crankshaft 360° in the direction of engine
a 0.48 mm (0.019 in) feeler gauge between the rotation to remove gear lash. Position piston 6 at
brake actuator piston and valve bridge. Check TDC compression by observing cylinder 1 rocker
lash again. A light drag on the feeler gauge should arms in overlap as the vibration damper timing
be felt. If adjustment is required, loosen actuator mark approaches the TDC mark on the front
piston locknut and turn actuator piston screw. cover.
5. When brake lash is set, tighten actuator piston 7. If piston 6 is at TDC compression, see Chart 2 and
locknut to 27 N·m (20 lbf·ft) and remove feeler do steps 4, 5, and 6.
gauge. Check lash again. A light drag on the
8. Install valve cover and EGR tube support bracket
feeler gauge should be felt. If drag is too tight or
following procedure in Engine Service Manual.
loose, repeat steps 4 and 5.
Corresponding valve lash can be adjusted before
rotating crankshaft.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 183

Table of Contents

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187

Electronic Control System Diagnostics Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188

EGED-385 Diagnostic Form Example. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188

Sensor and Actuator Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189

Engine Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189
Vehicle Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194

Diagnostic Procedure Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
Diagnostics with EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
Diagnostics without EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
Sensor End Diagnostics (with MasterDiagnostics®). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
Sensor End Diagnostics (2-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
Sensor End Diagnostics (3-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198
Pin-point Diagnostics (without MasterDiagnostics® software). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Actuator Operational Voltage Check – Output State Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202
Harness Resistance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203
Operational Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204

Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205

ACT PWR Relay (Actuator Power). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205
ACT PWR Relay Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206
ACT PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208
AFT System (Aftertreatment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
AFT System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211
AFT System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .214
AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
AMS Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219
APS/IVS (Accelerator Position Sensor and Idle Validation Switch). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .223
APS/IVS Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
APS/IVS Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .226
APS/IVS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .228
ATA (American Trucking Association) Datalink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229
ATA Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
ATA Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231
BCP Sensor (Brake Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232
BCP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
BCP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235
BCP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236
BOO/BPS (Brake On/Off) / (Brake Pressure Switch). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .237
Brake Switch Circuits Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
Brake Switch Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239
BSV (Brake Shut-off Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
184 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

BSV Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241

BSV Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
CAN Communications (Controller Area Network) (Public). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
CAN (Public) Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
CAN (Public) Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245
CCS (Cruise Control System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
Cruise Control System Pin-point Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248
CKP Sensor (Crankshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
CKP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
CKP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251
CMP Sensor (Camshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
CMP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
CMP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
Cylinder Balance Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
Cylinder Balance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256
EBP Sensor (Exhaust Back Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .258
EBP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
EBP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .261
EBP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262
ECI Circuit (Engine Crank Inhibit). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263
ECI Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
ECI Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267
ECL Switch (Engine Coolant Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268
ECL Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269
ECL Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .270
ECM PWR (Electronic Control Module Power). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271
ECM PWR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272
ECM PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275
ECM Self Diagnostics (Electronic Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
ECM Self Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278
ECT Sensor (Engine Coolant Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282
ECT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284
ECT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
ECT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
EFAN Control (Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288
EFAN Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289
EFAN Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .291
EFP Sensor (Engine Fuel Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
EFP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293
EFP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .295
EFP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296
EGDP Sensor (Exhaust Gas Differential Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297
EGDP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
EGDP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .301
EGDP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302
EGR Actuator (Exhaust Gas Recirculation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .303
EGR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304
EGR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307
EGT1 Sensor (Exhaust Gas Temperature 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308
EGT1 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 185

EGT1 Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .311

EGT1 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312
EGT2 Sensor (Exhaust Gas Temperature 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .313
EGT2 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .314
EGT2 Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .316
EGT2 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317
EGT3 Sensor (Exhaust Gas Temperature 3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318
EGT3 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .319
EGT3 Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .321
EGT3 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .322
EOP Sensor (Engine Oil Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
EOP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .324
EOP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
EOP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .327
EOT Sensor (Engine Oil Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .328
EOT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330
EOT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .332
EOT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .333
EWPS (Engine Warning and Protection System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334
EWPS Programmable Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .335
IAH System (Inlet Air Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338
IAH Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339
IAH Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343
IAT Sensor (Intake Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344
IAT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345
IAT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .347
IAT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .347
ICP Sensor (Injection Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .349
ICP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350
ICP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .352
ICP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .353
ICP System (Injection Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354
ICP System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .356
ICP System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
Injector Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360
Injector 1 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .361
Injector 2 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .363
Injector 3 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .365
Injector 4 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .367
Injector 5 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .369
Injector 6 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .371
Injector Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373
IPR (Injection Pressure Regulator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
IPR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .375
IPR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .377
IST System (Idle Shutdown Timer). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378
Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378
ITV (Intake Throttle Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .381
ITV Actuator End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383
ITV Actuator Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
ITV Actuator Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
186 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

MAP Sensor (Manifold Absolute Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387

MAP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
MAP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
MAP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
MAT Sensor (Manifold Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
MAT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393
MAT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
MAT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
RSE (Radiator Shuttle Enable). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
RSE Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
RSE Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
Tachometer Output Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400
Tachometer Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
Tachometer Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
VGT (Variable Geometry Turbocharger) Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402
VGT Actuator End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403
VGT Actuator Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406
VREF (Reference Voltage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .407
VREF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409
VREF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413
VSS (Vehicle Speed Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414
VSS Pin-point Diagnostics (Manual Transmissions). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415
VSS Pin-point Diagnostics (Allison Transmissions). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417
VSS Circuit Operation (Manual and Allison Transmissions). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .418
WIF Sensor (Water In Fuel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .419
WIF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420
WIF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .421
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 187

Description • Component location

Section Information • Diagnostic tool list
All electrical faults in the engine control system can • Sensor End Diagnostics (with
be diagnosed in this section. All components are MasterDiagnostics® software)
divided into separate test procedures and contain the
• Pin-point Diagnostics (without
following information:
MasterDiagnostics® software)
• DTC with possible cause
• Harness resistance check
• Circuit diagram
• Operational voltage check (most components)
• Component function
• Circuit operation
188 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Electronic Control System

Diagnostics Form
EGED-385 Diagnostic Form Example

Figure 173 EGED-385 (Front Side)

Engine diagnostic forms assist technicians in circuits, circuit numbers, or connector and fuse
troubleshooting Navistar diesel engines. Diagnostic locations, see truck Chassis Electrical Circuit Diagram
schematics and signal values help technicians find Manual and Electrical System Troubleshooting Guide.
problems to avoid unnecessary repairs. The back side of the form consists of signal values.
The front side of the Electronic Control System Diagnostic Form EGED-385 is available in 50 sheet
Diagnostics form consists of a circuit diagram for pads. To order technical service literature, contact
electrical components mounted on the engine side your International® dealer.
and vehicle side. For a detailed description of vehicle
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 189

Sensor and Actuator Locations

Engine Mounted Components

Figure 174 Component location – top

1. Intake Throttle Valve (ITV) 3. Brake Control Pressure (BCP) 5. Injection Control Pressure (ICP)
2. Exhaust Gas Recirculation sensor (under valve cover) sensor (under valve cover)
(EGR) actuator 4. Brake Shut-off Valve (BSV)
(under valve cover)
190 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Figure 175 Component location – front

1. Exhaust Gas Recirculation
(EGR) actuator
2. Camshaft Position (CMP) sensor
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 191

Figure 176 Component location – right

1. Exhaust Back Pressure (EBP) 2. Engine Coolant Temperature 3. Variable Geometry Turbocharger
sensor (ECT) sensor (VGT) actuator
192 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Figure 177 Component location – left

1. Water in Fuel (WIF) sensor 5. IAH relays 9. Injection Pressure Regulator
2. Manifold Absolute Pressure 6. Engine Control Module (ECM) (IPR)
(MAP) sensor 7. Engine Oil Pressure (EOP) 10. Engine Oil Temperature (EOT)
3. Manifold Air Temperature (MAT) sensor sensor
sensor 8. Engine Fuel Pressure (EFP)
4. Intake Air Heater (IAH) grid sensor
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 193

Figure 178 Component location – rear

1. Crankshaft Position (CKP)
sensor
194 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Vehicle Mounted Components Pin-Grip Inspection

Figure 180 Pin grip check

1. Disconnect the harness connector from the

sensor or actuator.
2. Inspect for corrosion, bent pins, spread pins,
or conditions that could cause a loose or
intermittent connection.
Figure 179 APS/IVS sensor
3. Check the pin grip in the female pin by
inserting the correct tool from Terminal Test
The APS/IVS sensor is mounted on the accelerator Adapter Kit.
pedal.

Diagnostics with EST

Sensors can be diagnosed quickly using an EST
Diagnostic Procedure Process with MasterDiagnostics® software. The tool monitors
Description sensor signal back to the ECM while testing the
sensor's harness connection. Start this procedure
The test procedures in this section are written based with Sensor End Diagnostics.
on the assumption that there is a DTC or problem with
the component being tested. Actuators can be diagnosed using an EST with
MasterDiagnostics® software to command Output
Do checks in sequence unless directed otherwise. If State test (high or low) while measuring voltage at the
a test point is out of specification, the comment area actuator's harness connection.
will direct you to the possible cause or to another
test point. It is not necessary to complete all the
test points, unless additional assistance is needed to Diagnostics without EST
pin-point the fault.
Sensors can also be diagnosed by only using a DMM.
Start this test procedure with Pin-point Diagnostics.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 195

Sensor End Diagnostics (with 6. Disconnect sensor. Inspect the connector for
MasterDiagnostics®) damaged pins. Repair as necessary.
Sensor End Diagnostics (2-Wire)
1. Connect the EST to the EST connector.
2. Turn ignition switch to ON. Leave engine OFF.
3. Start MasterDiagnostics® software.
4. Open the Continuous Monitor session. This
session lists all engine sensors.

Figure 181 Sensor voltage

5. Monitor the sensor voltage and verify that an

active DTC is present.
NOTE: If sensor signal circuit is shorted or open,
the PID value will read NA or Error.
• 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.
196 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Example
Connect breakout harness, leave sensor disconnected. Verify correct DTC goes active when corresponding
fault is induced.
Test Point Spec Comments
EST – Check DTC DTC 1312 If DTC 1311 is active, check EOT signal for short to GND.
Do Harness Resistance Check.

• If corresponding DTC does not go active, repair

short to ground on the sensor signal circuit.
Do Harness Resistance Check if additional
assistance is needed in diagnosing fault.
• If corresponding DTC goes active, continue to
next test point.
7. Short 3-banana plug harness across the sensor
signal circuit and engine ground.
8. The corresponding DTC should go active, unless
the sensor signal circuit is open.

Example
Test Point Spec Comments
EST – Check DTC DTC 1311 If DTC 1312 is active, check EOT signal for OPEN.
Do Harness Resistance Checks.
Short 3-banana plug harness
across 2 and GND

• If corresponding DTC does not go active,

repair open in sensor signal circuit. Do
Harness Resistance Check if additional
assistance is needed in diagnosing fault.
• If corresponding DTC goes active, continue to
next test point.
9. Short 3-banana plug harness across the sensor
signal circuit and SIG GND circuit.
10. The corresponding DTC should go active, unless
the SIG GND circuit is open.

Example
Test Point Spec Comments
EST – Check DTC DTC 1311 If DTC is active, check SIG GND for OPEN. Do
Harness Resistance Checks.
Short 3-banana plug harness
across 1 and 2

• If corresponding DTC does not go active, • If within specification, and both circuits tested
repair open in SIG GND circuit. Do Harness okay, continue to the last step.
Resistance Check if additional assistance is
needed in diagnosing fault.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 197

11. 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
must be at fault. Replace the failed sensor.

Example
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
198 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor End Diagnostics (3-Wire)

1. Connect the EST to the EST connector.
2. Turn ignition switch to ON. Leave engine OFF.
3. Start MasterDiagnostics® software.
4. Run Continuous Monitor session. (This session
lists all engine sensors.)

Figure 182 Sensor voltage

5. Monitor the sensor voltage and verify that an

active DTC is present.
NOTE: If sensor signal circuit is shorted or open,
the PID value will read NA or Error.
• 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
damaged pins. Repair as necessary.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 199

Example
Test Point Spec Comments
EST – Check DTC DTC 1122 If DTC 1121 is active, check MAP signal for short to PWR

• If corresponding DTC does not go active, repair

short to voltage on sensor signal circuit.
• If corresponding DTC goes active, continue to
next test point.
7. Use a DMM to measure voltage on the VREF
circuit. Voltage should read 5 volts, unless VREF
is open or shorted to ground, or a voltage is
greater than VREF.

Example
Test Point Spec Comments
DMM – Measure volts 5V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND.
Do Harness Resistance Checks.

• If not within specification, repair open or short

in VREF circuit. Do Harness Resistance
Check if additional assistance is needed in
diagnosing fault.
• If within specification, continue to the next test
point.
8. Short 3-banana plug harness across VREF and
the sensor signal circuit.
9. The corresponding DTC should go active, unless
the sensor signal circuit is open.

Example
Test Point Spec Comments
EST – Check DTC DTC 1121 If DTC 1121 is active, check MAP signal for OPEN or
short to GND. Do Harness Resistance Checks.
Short breakout harness across 2
and 3

• If corresponding DTC does not go active, • If corresponding DTC goes active, continue to
repair open in sensor signal circuit. Do the next test point.
Harness Resistance Check if additional
assistance is needed in diagnosing fault.
200 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

10. Use a DMM to measure resistance on the SIG

GND circuit to ground. Resistance should read
less than 5 ohm, unless the SIG GND is open.

Example
Test Point Spec Comments
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Checks.
1 to GND

• If not within specification, repair open in the

SIG GND circuit. Do Harness Resistance
Check if additional assistance is needed in
diagnosing fault.
• If within specification, and all three circuits
tested okay, continue to the last step.
11. Connect the sensor and clear the DTCs. If the
active code remains, the sensor must be at fault.
Replace the failed sensor.

Example
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 201

Pin-point Diagnostics (without

MasterDiagnostics® software)
1. Connect breakout harness to the engine harness.
Leave sensor disconnected.
2. Turn ignition switch to ON. Leave the engine off.
3. Use a DMM to measure voltage on each circuit to
engine ground.

Example
Test Point Spec Comment
C to GND 5V 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.

• If the circuit is not within specification, the • If the circuit is within specification, continue to
comment area will list possible cause or the next test point.
direct you to the next test point. Do Harness
Resistance Check if additional assistance is
needed in diagnosing fault.
202 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Actuator Operational Voltage Check – Output

State Test
This test will allow you to take voltage measurements
on actuators commanded high or low.
1. Disconnect actuator. Inspect connector for
damaged pins. Repair as necessary.
2. Connect breakout harness between engine
harness and actuator.
3. Connect the EST to the EST connector.
4. Turn ignition switch to ON. Leave engine off.
5. Start MasterDiagnostics® software.
6. Open the Output State session. This session
allows you to monitor the state of all engine
actuators.
7. Run the Output State test (high or low) or Glow
Plug / Intake Air Heater test.
8. Use a DMM to measure voltage on each circuit to
engine ground.

Example
Test Point Test Spec Comment
A to GND KOEO B+ If < B+, check for OPEN circuit
B to GND KOEO B+ If < B+, check actuator coil for OPEN.
B to GND Output State HIGH B+ If < B+, check actuator control circuit for short to
GND.
B to GND Output State LOW 7.5 V If > 7.5 V, check actuator control circuit for OPEN or
short to PWR or failed across coil.

• If any circuit is not within specification, the • If all circuits are within specification, the
comment area will list possible cause or direct actuator may not be operating mechanically.
you to the next test point.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 203

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 circuit from voltage before
continuing.
1. Turn ignition switch to OFF or disconnect
batteries.

WARNING: To prevent personal injury

or death, always disconnect main negative
battery cable first. 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 Spec Comment
E-66 to 2 <5Ω If > 5 Ω, check EOT control circuit for OPEN.
E-66 to GND > 1 kΩ If < 1 kΩ, check EOT control circuit for short to GND.

• If the circuit is not within specification, the • If the circuit is within specification, continue to
comment area will list possible circuit faults. the next test point.
204 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Operational Voltage Check

This test shows what a normal sensor or actuator
should read a 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 ignition switch to ON.
3. Open Continuous Monitor session or Output
State test session (dependent upon what is being
tested) using the EST with MasterDiagnostics®
software.
4. Run the Continuous Monitor test.
5. Verify actual sensor or actuator readings are
within specification.

Example
Test Point Condition DMM PID
APS Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 102%
C-48 to GND
IVS Foot off pedal 0V 0V
D to GND or Pedal to floor B+ B+
C-47 to GND
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 205

Circuit Diagnostics
ACT PWR Relay (Actuator Power)

DTC SPN FMI Condition

None No engine actuator power supplied from
vehicle harness to engine harness.

Figure 183 Function diagram for the ACT PWR

The function diagram for ACT PWR relay includes the Function
following:
The ACT PWR circuit supplies the engine mounted
• Electronic Control Module (ECM) actuators with switched battery voltage.
• ACT PWR relay Tools
• Ignition switch or power relay • EST with MasterDiagnostics® software (page
429)
• Battery
• EZ-Tech® interface cable (page 430)
• Fuses
• Digital Multimeter (DMM) (page 428)
• Breakout Box (page 426)
• Relay Breakout Harness (page 431)
• Terminal Test Adapter Kit (page 432)
206 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ACT PWR Relay Pin-point Diagnostics

DTC Condition Possible Causes

None No power supplied at engine 16-pin • Power loss to ECM
connector.
• Blown fuse
• Poor electrical connections (ECM PWR, ECM GND,
or VIGN)

Figure 184 ACT PWR circuit diagram

1. Verify that the ECM is powered by either cranking 2. Disconnect the engine to vehicle 16-pin
the engine, starting the engine, or communication connector.
is established with the EST.
NOTE: Inspect connector for damaged pins,
• If the ECM is not powering up, see ECM PWR corrosion, or loose pins. Repair if necessary.
(page 271) in this section of manual.
3. Do Voltage Checks at 16-Pin Connector.
• If the ECM is powered, but there is no power
going to the 16-pin connector, proceed to the
next step.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 207

Voltage Checks at 16-Pin Connector

Connect breakout harness to 16-pin connector. Leave the engine harness disconnected. Turn 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
ECM connector supplying power to the ECM. Failure to turn the ignition switch to OFF will cause a voltage
spike and damage to electrical components.
Test Point Spec Comment
1 to GND B+ If < B+, check for OPEN ACT PWR circuit, blown fuse, OPEN MPR control
circuit, or failed relay. Do Voltage Checks at Relay.
1 to 16 B+ If < B+, check for OPEN ACT PWR GND circuit.
2 to GND B+ If < B+, check for OPEN ACT PWR circuit, blown fuse, OPEN MPR control
circuit, or failed relay. Do Voltage Checks at Relay.
2 to 15 B+ If < B+, check for OPEN ACT PWR GND circuit.

Voltage Checks at Relay

Connect breakout harness between relay and relay socket. Turn ignition switch ON. Use DMM to measure
voltage.
Test Point Spec Comment
86 to GND B+ 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 Harness
Resistance Check on Relay Power Circuits (page 208) .
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 Harness
Resistance Check on Relay Power Circuits (page 208).
85 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Do Main
Power Relay Resistance Check (page 207).
87 to GND B+ If < B+, replace relay.
If B+, check for OPEN circuit between relay and the 16-pin connector. Do
Harness Resistance Check on Relay Power Circuits (page 208).

Main Power Relay Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM, ECM PWR, and ACT
PWR relay disconnected. Use DMM to measure resistance.
Test Point Spec Comment
C-70 to 85 <5Ω If > 5 Ω, check MPR control circuit for OPEN.
C-70 to GND > 1 kΩ If < 1 kΩ, check MPR control circuit for short to GND.
208 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check 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
first. Always connect the main negative battery cable last.
Test Point Spec Comment
30 to battery <5Ω If > 5 Ω, check for OPEN circuit, corroded terminals, or blown fuse.
positive post
Relay (30) to GND > 1 kΩ If < 1 kΩ, check for short to GND.
86 to battery <5Ω If > 5 Ω, check for OPEN circuit, corroded terminals, or blown fuse.
positive post
Relay (86) to GND > 1 kΩ < 1 kΩ, check for short to GND.

ACT PWR Circuit Operation terminal through a fuse and relay contacts 30 and 87
to Pin 1 and Pin 3 (16-pin connector).
The ACT PWR relay is controlled by the ECM, similar
to the way the ECM controls it's relay. When the ECM Pin 15 and Pin 16 on the 16-pin connector are ACT
receives the VIGN signal from the ignition switch, the GND circuits.
ECM will enable the ECM relay and the ACT PWR
relay. Fault Detection / Management
The ECM receives VIGN power at Pin C-31. This No DTCs are set for ACT PWR circuit failure. If ACT
signals the ECM to provide a ground path from Pin PWR is lost, VGT and EGR will set KOEO Standard
C-70 to 85 to switch the ACT PWR relay. Switching Test DTCs.
the relay provides power from the battery positive
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 209

AFT System (Aftertreatment)

DTC SPN FMI Condition

2687 8302 1 DPF, low flow resistance
2688 8302 0 DPF over temperature - possible filter damage
2772 3524 0 Excessive time a manual inhibit was set for DPF regen
2782 8317 13 DPF servicing required
2783 8318 13 DPF load: above warning level
2784 8319 13 DPF load: above critical level 1 - engine de-rate
2785 8320 13 DPF load: above critical level 2 - further engine de-rate
3786 8326 2 DPF Test - test unsuccessful

Figure 185 Function diagram for AFT System

The function diagram for the AFT System includes the • Diesel Oxidation Catalyst (DOC)
following:
• Diesel Particulate Filter (DPF)
• Engine Control Module (ECM)
• Exhaust Gas Temperature 1 (EGT1) sensor
210 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

• Exhaust Gas Temperature 2 (EGT2) sensor • Power Takeoff (PTO)

• Exhaust Gas Temperature 3 (EGT3) sensor
Function
• Exhaust Gas Differential Pressure (EGDP) sensor
The Aftertreatment System is designed to decrease
• Fuel Injectors (INJs) the exhaust particulate emissions leaving the tailpipe.
The DPF captures particulate matter (soot) and ash
• Exhaust Gas Recirculation (EGR)
from the exhaust. Eventually soot and ash exceeds
• Intake Throttle Valve (ITV) DPF capacity and must be removed. Soot build-up
is removed by heating the filter until the soot turns
• Warning lamps
into carbon dioxide gas. This is the DPF regeneration
• Inhibit regeneration switch process. Ash build-up is periodically removed from
the filter by a special cleaning machine.
• Electronic System Control (ESC) body module
Tools
• Multiplex System Module (MSM) body module
• EST with MasterDiagnostics® software (page
• Accelerator Position Sensor (APS) / Idle
429)
Validation Switch (IVS)
• EZ-Tech® interface cable (page 430)
• VSS
• Driveline Disconnect Switch (DDS)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 211

AFT System Diagnostics

DTC Condition Possible Causes

2687 DPF, low flow resistance • Biased EGDP sensor
• Leaks in EGDP sensor hose
• Reversed pressure lines on EGDP
sensor
• Exhaust leak before DPF
• Damaged DPF
2688 DPF over temperature - possible filter damage • Biased high EGT2 sensor
• Restricted DPF
• Restricted exhaust
• Engine over-fueling
2772 Excessive time a manual inhibit was set for DPF regen • Operator has set the inhibit switch to
Off for too long.
2782 DPF servicing required • DPF needs to regenerate
2783 DPF load: above warning level
2784 DPF load: above critical level 1 - engine de-rate
2785 DPF load: above critical level 2 - further engine de-rate
3786 DPF Test - test unsuccessful • Other active DTCs
• Over-full DPF – service required

Alert Levels of DPF Soot Loading

There are four levels of indication that the DPF is accumulating a level of soot and needs to be cleaned,
each with an increasing urgency for action.
Levels Conditions Action
Regeneration lamp on solid Exhaust regeneration required Drive on highway at highway
speeds so the system can
auto-regenerate.
OR
Start a parked regeneration to
prevent loss of power.
Regeneration lamp flashing DPF is full Pull vehicle safely off roadway
and start a parked regeneration to
prevent loss of power.
Regeneration lamp flashing DPF is full Pull vehicle safely off roadway
Warn Engine lamp on solid engine performance is limited and start a parked regeneration to
Audio alarm beeps 5 times every prevent engine stopping.
minute
212 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Alert Levels of DPF Soot Loading (cont.)

Regeneration lamp flashing DPF is overfull Pull vehicle safely off roadway
Engine STOP lamp on solid engine may shutdown soon turn on flashers, place warning
Audio alarm beeps continuously devices and STOP ENGINE, DO
NOT USE Parked Regeneration.
Call for service.
When the High Exhaust System Temperature lamp is illuminated, the exhaust is above 400 °C (750 °F)
and a regeneration could be in process.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 213

DTC 2687 – DPF, low flow resistance

DTC 2687 is set when the measured DPF differential pressure is less than a minimum value for a certain
exhaust flow 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 (page 297) in this section of the manual.
3. Check for damaged DPF. Remove and inspect for cracks that could allow exhaust gas to bypass the
filter.

DTC 2688 – DPF over temperature - possible filter damage

DTC 2688 is set when the temperature before or after the DPF is greater than the calibrated limit.
Pin-point AFT System Fault
1. Inspect EGT sensors for damage.
2. Inspect exhaust system for damage that could cause restriction.
3. Verify EGT sensors are within specification. See “Performance Specifications” (page 465) appendix
in this manual.
4. Check engine performance and verify engine is not over-fueling.
5. Check for damaged DPF. Remove and inspect for blockage.

DTC 2782 – DPF servicing required

DTC 2782 is set when Level 1 DPF soot loading is above 80% full and a DPF regeneration is required.
Pin-point AFT System Fault
1. Check for active DTCs that could prevent AFT system regeneration.
2. Drive vehicle at highway speeds for 20 to 30 minutes until the regeneration lamp is not illuminated or
do a Parked Regeneration. See Manual Parked Regeneration procedure in this section.

DTC 2783 – DPF load: above warning level

DTC 2783 is set when Level 2 DPF soot loading is 100% full and a DPF regeneration is required.
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 procedure in this section.
214 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

DTC 2784 – DPF load: above critical level 1 - engine de-rate

DTC 2784 is set when Level 3 DPF soot loading is over 100% full and engine de-rate has been enabled.
DPF regeneration is required.
Pin-point AFT System Fault
1. Check for active DTCs that could prevent AFT System from regenerating.
2. Do a Parked Regeneration. See Manual Parked Regeneration procedure in this section.

DTC 2785 – DPF load: above critical level 2 - further engine de-rate
DTC 2785 is set when level 4 DPF soot loading is overfull and engine shutdown is enabled.
Pin-point AFT System Fault
1. Remove DPF and service the filter.
2. Check for active DTCs that could prevent the AFT System from regenerating.
3. Do an Onboard Cleanliness Test to reset soot and ash monitors. See Onboard Cleanliness Test
procedure.

DTC 3786 – DPF Test - test unsuccessful

DTC 3786 is set when a Parked Regeneration can not regenerate the DPF
Pin-point AFT System Fault
1. Check for the following active DTCs: 1114, 1115, 1141, 1142, 1299, 1311, 1312, 1397, 1398, 1742,
1741, 2159, 2544, 2545, 2673, 2674
2. If only DTC 3786 is set after doing a Parked Regeneration, remove the DPF and service the filter.

AFT System Operation Automatic regeneration occurs when driving. The

operator is not required to do anything to start
When driving at high speeds or with heavy loads, the
regeneration.
exhaust is hot enough to convert the soot to ash.
An automatic regeneration is not possible during
When driving at lower speeds or lighter loads, the
frequent stops or low operating speeds. If a
exhaust is typically not hot enough to convert the
regeneration is required in these conditions, a manual
soot to ash. In these situations, the engine control
parked regeneration must be done.
system will increase the exhaust temperature and the
particulate matter can be converted to ash.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 215

Active Rolling Regeneration

When the ECM determines the DPF needs to be regenerated, the aftertreatment lamp illuminates. The
ECM will control 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, 2673, or 2674)
• ECT above 75 °C (170 °F)
• PTO not active; Standby mode OK
• Inhibit regeneration switch not active
• EGT1 below 500 °C (932 °F)
• EGT2 below 650 °C (1202 °F)
• EGT3 below 750 °C (1382 °F)

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, 1299, 1311, 1312, 1397, 1398, 1742, 1741, 2159, 2544,
2545, 2673, 2674)
• ECT above 75 °C (170 °F) (Inline six applications)
• ECT above 65 °C (150 °F) (V applications)
• Engine running
• Vehicle speed below 2 mph
• Parking brake must be set
• Brake pedal not depressed
• Accelerator pedal not depressed
• PTO not active
• Driveline disengaged
• Inhibit regeneration switch in OFF position
• EGT2 and EGT3 below 500 °C (932 °F)
216 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Manual Parked Regeneration Procedure

WARNING: To prevent personal injury or death, make certain the vehicle is safely off the
roadway, away from people, and flammable materials or structures. The regeneration process
creates an elevated exhaust temperature.
It is necessary to do a Parked Regeneration when the exhaust filter indication (level 2) is ON or the engine
will lose power and shut down.
To start Parked Regeneration (cleaning) of exhaust DPF, do the following steps:
1. Park the vehicle safely off the road and away from flammable materials and vapors.
2. Before starting parked regeneration (using ON/PARKED 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 minimum 71 °C (160 °F)
• Accelerator, foot brake, or clutch pedal (if equipped) must not be depressed
3. Press the ON position of the ON/PARKD REGEN switch to initiate the regeneration cycle.
The engine speed will automatically ramp up to a preset rpm. The switch indicator will illuminate
when the cycle has started. If the indicator is blinking, verify all conditions in Step 2 are met. If the
indicator cycle switch continues blinking, cycle the switch.
The regeneration cycle will last approximately 20 minutes.
4. When the regeneration cycle is complete, the indicator switch will turn off. The engine rpm will return
to normal idle and all exhaust filter indicators will turn off. The vehicle is now ready for normal
driving operation.

Diesel Oxidation Catalyst (DOC) Onboard Cleanliness Test (EST enabled)

The DOC converts fuel to heat for DPF regeneration. The onboard cleanliness test performs a manual
regeneration and measures DPF ash/soot levels
Diesel Particulate Filter (DPF) before and after test. This test is required after a DPF
has been serviced or replaced to reset DPF monitors.
The DPF filters and stores particulate matter (soot)
and ash (non-combustibles) from leaving the tailpipe.
Parked Regeneration Switch
Regeneration The parked regeneration switch enables the operator
to request a stationary regeneration for the DPF.
Regeneration is the process of converting particulate
matter trapped in the DPF to ash.
Inhibit Regeneration Switch (optional)
Passive Rolling Regeneration The inhibit regeneration switch enables the operator
to cancel and prevent a DPF regeneration.
Passive rolling regeneration occurs when the engine
provides sufficient temperature through the exhaust
DPF Soot Loading Percentage
gases to convert the particulate matter to ash.
ECM calculation of the soot level in DPF.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 217

DPF Ash Loading Percentage High Exhaust System Temperature Indicator

(HEST)
ECM calculation of the ash level in DPF.
The HEST alerts the operator when the exhaust
DPF Status Lamp temperature is elevated above 400 °C (750 °F). This
may or may not be due to DPF regeneration.
The DPF status lamp provides information on need
to regenerate the DPF. Several levels of status are
available. The lamp will change states from OFF to
solid-ON to flashing. The lamp is used in combination
with the Check Engine and Stop Engine lamps.
218 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

AMS (Air Management System)

DTC SPN FMI Condition

2351 7129 1 EBP below desired level
2352 7129 0 EBP above desired level
2388 2659 0 EGR flow excessive - possible leak to atmosphere
2389 2659 1 EGR flow insufficient - possible plugged system
3338 7129 17 KOER STD - EBP unable to build during test
3339 7129 15 KOER STD - EBP too high during test
3346 1209 0 AMT - EBP unable to build during EGR test
3348 1209 1 AMT - EBP too high during EGR test

Figure 186 Function diagram for AMS

The Air Management System (AMS) includes the Function

following:
The Air Management test controls the VGT and EGR
• Electronic Control Module (ECM) through a open and closed positioning sequence while
monitoring the EBP sensor. If the EBP does not meet
• Barometric Absolute Pressure (BAP) internal
the expected range, a DTC will be set.
sensor
Tools
• Exhaust Back Pressure (EBP) sensor
• EST with MasterDiagnostics® software (page
• Variable Geometry Turbocharger (VGT) actuator
429)
• Exhaust Gas Recirculation (EGR) actuator
• EZ-Tech® interface cable (page 430)
• Engine warning lamp (amber)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 219

AMS Diagnostics

DTC Condition Possible Causes

2351 EBP below desired level • CAC system leaks
3338 KOER STD - EBP unable to build during test • Exhaust or intake air system leaks
• Biased EBP circuit or sensor
• Turbocharger vanes sticking
2352 EBP above desired level • Biased EBP circuit or sensor
3339 KOER STD - EBP too high during test • Restricted exhaust system
• Turbocharger vanes sticking
2388 EGR flow excessive - possible leak to • Restricted air flow (intake or exhaust)
atmosphere
• Charge air cooler (CAC) system leaks (hoses
and cooler)
• Biased EGR valve position sensor
• Biased EBP circuit or sensor
• Biased MAP circuit or sensor
• EGR valve sticking or stuck
2389 EGR flow insufficient - possible plugged system • Restricted air flow (intake or exhaust)
• Restricted EGR cooler
• Biased EGR valve position sensor
• Biased EBP circuit or sensor
• Biased MAP circuit or sensor
• EGR valve sticking or stuck
3346 AMT - EBP unable to build during EGR test • EGR valve inoperative or sticking
• Biased EBP circuit or sensor
• EBP sensor or tube plugged
• Restricted exhaust system
3348 AMT - EBP too high during EGR test • Biased EBP circuit or sensor
• Exhaust or intake air system leaks
• Inoperative EGR valve
• Failed turbocharger
220 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

DTC 2351 - EBP below desired level

The DTC will set when EBP is 10 psi below desired level.

DTC 3338 - KOER STD - EBP unable to build during test.

This DTC will set when EBP is 10 psi below desired level during the KOER Standard Test.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAP, VGT or EGR DTCs. Repair any fault before continuing
with this procedure.
2. Check for biased sensor. Verify BAP, MAP and EBP are within KOEO Specification. See KOEO in
“Performance Specifications” appendix of this manual.
3. Check VGT operation. Run KOEO Standard test while visually inspecting VGT lever for full open
and close movement.
4. Check EGR operation. Monitor EGRP PID and run KOEO Output State test HIGH and LOW. See
“EGR Actuator (Exhaust Gas Recirculation)” in this section of manual.
5. Check intake and exhaust system for leaks.

DTC 2352 - EBP above desired level

DTC 2352 is set when EBP is 10 psi above desired level.

DTC 3339 - KOER STD - EBP too high during test.

This DTC will set when EBP is 4 psi above desired level during the KOER Standard Test.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAP, VGT or EGR DTCs. Repair any fault before continuing
with this procedure.
2. Check for biased sensor. Verify BAP, MAP and EBP are within KOEO Specification. See KOEO in
“Performance Specifications” appendix of this manual.
3. Check VGT operation. Run KOEO Standard test while visually inspecting VGT lever for full open
and close movement.
4. Check EGR operation. Monitor EGRP PID and run KOEO Output State test HIGH and LOW. See
“EGR Actuator (Exhaust Gas Recirculation)” in this section of manual.
5. Check for restricted exhaust. See “AFT (Aftertreatment) System” in this section of manual.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 221

DTC 2388 - EGR flow excessive - possible leak to atmosphere

Estimated EGR percent is greater than the maximum limit for the operating conditions.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAP, VGT or EGR DTCs. Repair any fault before continuing
with this procedure.
2. Check for biased sensor. Verify BAP, MAP and EBP are within KOEO Specification. See KOEO in
“Performance Specifications” appendix of this manual.
3. Check EGR operation. Monitor EGRP PID and run KOEO Output State test HIGH and LOW. See
“EGR Actuator (Exhaust Gas Recirculation)” in this section of manual.

DTC 2389 - EGR flow insufficient - possible plugged system

Estimated EGR percent is less than the minimum limit for the operating conditions.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAP, VGT or EGR DTCs. Repair any fault before continuing
with this procedure.
2. Check for biased sensor. Verify BAP, MAP and EBP are within KOEO Specification. See KOEO in
“Performance Specifications” appendix of this manual.
3. Check for restricted EGR cooler. See Restricted EGR Cooler in “Engine Symptoms Diagnostics”
section of this manual.
4. Check EGR operation. Monitor EGRP PID and run KOEO Output State test HIGH and LOW. See
EGR Actuator (Exhaust Gas Recirculation) in this section of manual.
5. Check for restricted exhaust. Performance specification at Full load rated speed.

DTC 3346 - AMT - EBP unable to build during EGR test

This DTC is set if EBP does not meet expected response during the Air Management Test.
Pin-point AMS Fault
1. Check for active or inactive EBP DTCs. See EBP Sensor in this section of manual and check EBP
KOEO specification.
2. Check for plugged EBP sensor or tubing.
3. Check for active or inactive DTCs, see appropriate pin-point test.
4. Check EGR valve, see EGR pin-point test and run output high and low, while monitoring EGRP
sensor.
5. Check for restricted exhaust system.
222 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

DTC 3348 - AMT - EBP too high during EGR test

This DTC is set if EBP does not meet expected response during the EGR portion of the Air Management Test.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAP, VGT, or EGR DTCs. Repair any faults before
continuing with this procedure.
2. Check for biased sensor. Verify that BAP, MAP, and EBP are within KOEO specification. See KOEO
in “Performance Specification” appendix of this manual.
3. Check EGR operation. Monitor EGRP PID. Run KOEO Output State test HIGH and LOW. See EGR
Actuator in this section of manual.
4. Check intake and exhaust system for leaks.

AMS Operation NOTE: Although commanding the EGR to close, it

may be stuck partially open and cause EBP values
The Air Management test checks the operation of
to be lower than expected. This would cause the
the VGT and EGR by actuating each component
VGT portion of the test to fail. If this is suspected,
open and closed while monitoring the effect it has on
the operation of the EGR valve should be visually
exhaust back pressure using the EBP sensor. The
inspected while doing the Output State tests.
test sequence is carried out as follows:
If the VGT portion of the test completes without fault,
The ECM monitors the BARO sensor as a base line
no DTC is set, and the test will continue for the EGR
for zeroing the MAP and EBP signals.
portion.
VGT portion
EGR portion
The ECM commands the EGR valve to close, then
The EGR valve and VGT vanes are still closed,
increases engine idle speed to 1000 rpm. The VGT
the ECM increases engine idle speed to 1200 rpm
vanes are commanded to open and EBP is allowed
and EBP is allowed to stabilize (EBP is expected to
to stabilize (EBP is expected to drop). The VGT
increase). The EGR is then commanded open and
vanes are then commanded to close and EBP is
EBP is allowed to stabilize (EBP is expected to drop).
allowed to stabilize (EBP is expected to increase). If
The EGR is then commanded closed and EBP is
pressure results do not match expected values for
allowed to stabilize (EBP is expected to increase). If
either condition, a DTC is set, the engine will return
pressure results do not match expected values for
to 700 rpm, and the test will complete without running
either position, a DTC is set, the engine will return to
the EGR portion.
700 rpm, and the test is complete.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 223

APS/IVS (Accelerator Position Sensor and Idle

Validation Switch)

DTC SPN FMI Condition

1131 91 4 APS signal out-of-range LOW
1132 91 3 APS signal out-of-range HIGH
1133 91 2 APS in-range fault
1134 91 7 APS and IVS disagree
1135 558 11 IVS signal fault

Figure 187 Function diagram for the APS/IVS

The function diagram for the APS/IVS includes the Sensor Location
following:
The APS/IVS sensor is installed in the cab on the
• Accelerator Position Sensor and Idle Validation accelerator pedal.
Switch (APS/IVS)
Tools
• Electronic Control Module (ECM)
• EST with MasterDiagnostics® software (page
• Engine lamp (amber) 429)
• EZ-Tech® interface cable (page 430)
Function
• Digital Multimeter (DMM) (page 428)
The APS/IVS sensor is controlled by the operator. The
ECM uses this sensor to control engine acceleration • 3-Banana Plug Harness (page 425)
based off of the operator's demand for power.
• Breakout Box (page 426)
• APS/IVS Breakout Harness (page 427)
• Terminal Test Adapter Kit (page 432)
224 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

APS/IVS Sensor End Diagnostics

DTC Condition Possible Causes

1131 APS signal out-of-range LOW • APS signal OPEN or shorted to GND
• VREF circuit OPEN or shorted to GND
• Failed sensor
1132 APS signal out-of-range HIGH • APS signal shorted to PWR
• SIG GND circuit OPEN
• Failed sensor
1133 APS in-range fault • Circuit fault
• Failed sensor
1134 APS and IVS disagree • Circuit fault
• Failed sensor
1135 IVS circuit fault • IVS circuit OPEN or shorted to GND or PWR
• Failed sensor

Figure 188 APS/IVS circuit diagram

3. Monitor sensor voltage. Verify an active DTC for

WARNING: To prevent personal injury or the sensor.
death, stay clear of rotating parts (belts and fan)
and hot engine surfaces. • If code is inactive, monitor the PID while
wiggling the connector and all wires
1. Using EST, open the D_ContinuousMonitor.ssn. at suspected location. If the circuit is
2. Verify sensor voltage is within KOEO interrupted, the PID will spike and the DTC
specification. See “Performance Specification” will go active.
section. • If code is active, proceed to the next step.
4. Disconnect engine harness from sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 225

NOTE: Inspect connectors for damaged pins,

corrosion, or loose pins. Repair if necessary.
5. Connect Breakout Harness to engine harness.
Leave sensor disconnected.

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1131 If DTC 1132 is active, check APS signal for short to PWR.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
C to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 227).
EST – Check DTC DTC 1132 If DTC 1131 is active, check APS signal for OPEN. Do
Harness Resistance Check (page 227).
Short breakout harness across A
and C
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 227).
B to GND
DMM – Measure voltage 0V If > 0.25 V, check IVS circuit for short to PWR.
D to GND
DMM – Measure voltage B+ If < B+, check for OPEN circuit or blown fuse.
F to GND
If checks are within specification, connect sensor, clear DTCs, and cycle the pedal a few times. If active
code returns, replace sensor.
226 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

APS/IVS Pin-point Diagnostics

Figure 189 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 Spec Comment
A to GND 0V If > 0.25 V, check for short to PWR.
B to GND 0V If > 0.25 V, check for short to PWR.
C to GND 5V 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 227).
D to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance Check (page
227).
F to GND B+ If < B+, check for OPEN or blown fuse.

Connector Resistance Check to Engine GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
A to GND > 1 kΩ If < 1 kΩ, check for short to GND.
B to GND <5Ω If > 5 Ω, check for OPEN circuit.
C to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D to GND 500 Ω to 600 Ω If < 500 Ω, check for short to GND.
F to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 227

Harness Resistance Check

Turn ignition switch to OFF. Disconnect both battery GND cables. Connect breakout box and breakout
harness. Leave ECM and sensor disconnected. Use DMM to measure resistance.

WARNING: To prevent personal injury or death, always disconnect main negative battery cable
first. Always connect the main negative battery cable last.
Test Point Spec Comment
A to C-33 <5Ω If > 5 Ω, check APS signal circuit for OPEN.
B to C-34 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
C to C-63 <5Ω If > 5 Ω, check VREF circuit for OPEN.
D to C-47 <5Ω If > 5 Ω, check IVS signal circuit for OPEN.
F to Fuse <5Ω If > 5 Ω, check PWR circuit for OPEN.

Operational Voltage Check

Connect breakout box or breakout harness between ECM and sensor. Turn ignition switch ON. Use DMM to
measure voltage and EST to read PID.
Test Point Condition DMM PID
APS Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 100%
C-33 to GND
IVS Foot off pedal 0V Low idle
D to GND or Pedal to floor B+ Off idle
C-47 to GND
228 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

APS/IVS Circuit Operation where the process is repeated. No accelerator pedal

adjustment is needed with this feature.
The APS/IVS is integrated into one component and
mounted on the pedal. The APS/IVS switch can be
Fault Detection / Management
replaced without replacing the complete assembly.
When the key is on, the ECM continuously monitors
The ECM determines accelerator pedal position by
the APS/IVS circuits for expected voltages. It also
processing input signals from the APS and the IVS.
compares the APS and IVS signals for conflict. If a
conflict occurs, the ECM will set a Diagnostic Trouble
APS
Code (DTC).
The APS is a potentiometer sensor that is supplied
Any malfunction of the APS/IVS sensor circuit will
with a 5 V reference voltage at Pin C from ECM Pin
illuminate the amber engine lamp. If the ECM detects
C-63. The sensor is grounded at Pin B from ECM Pin
an APS signal Out of Range HIGH or LOW, the
C-34. The sensor returns a variable voltage signal
engine will ignore the APS signal and operate at low
from Pin A to ECM Pin C-33.
idle. If a disagreement in the state of IVS and APS is
detected by the ECM and the ECM determines that it
IVS
is an IVS fault, the ECM will only allow a maximum
The IVS is an ON / OFF switch that is supplied B+ of 50% APS to be commanded. If the ECM cannot
on Pin F from the VIGN fuse. The switch sends and discern if it is an APS or IVS fault, the engine will be
ON or OFF idle voltage signal from Pin D to ECM Pin allowed to operate at low idle only.
C-47.
NOTE: If multiple APS/IVS DTCs are present, verify
that the APS/IVS part number is correct for the specific
APS Auto-Calibration
vehicle model.
The ECM auto-calibrates the APS signal every time
NOTE: If elevated low idle rpm is experienced after
the ignition key is turned on. The ECM “learns”
replacing the pedal assembly or APS/IVS sensor, and
the lowest and highest pedal positions allowing for
there are no DTCs present, check pedal assembly or
maximum pedal sensitivity. When the key is turned
APS/IVS sensor part numbers for correctness.
off, this information is lost until the next key cycle
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 229

ATA (American Trucking Association) Datalink

DTC SPN FMI Condition

None No communication to EGC

Figure 190 Function diagram for ATA

The function diagram for ATA includes the following: Location

• Electronic Control Module (ECM) The ATA circuits are connected to the ECM, EGC and
EST connector. The EST connector is located under
• Electronic Gauge Cluster (EGC)
the dash on the driver’s side.
• Electronic Service Tool (EST) connector
Tools
Function • EST with MasterDiagnostics® software (page
429)
The ATA data link provides communication between
the ECM and an ATA compatible EGC module. • EZ-Tech® interface cable (page 430)
The EST tool can access this data link at the EST
• Digital Multimeter (DMM) (page 428)
connector.
• Terminal Test Adapter Kit (page 432)
230 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ATA Pin-point Diagnostics

DTC Condition Possible Causes

None No communication with EST • B+ circuit OPEN or shorted to GND
• GND circuit OPEN
• ATA circuits OPEN or shorted to PWR or GND

Figure 191 ATA circuit diagram

Connector Voltage Check - EST

Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Spec Comment
B to GND B+ If < B+, check B+ circuit to EST connector for OPEN or short to GND, or
blown fuse.
B to A B+ If < B+, check GND circuit to EST connector for OPEN.
F to GND 1 V to 4 V The sum of F to GND and G to GND should equal 4 V to 5 V.
G to GND 1 V to 4 V The sum of G to GND and F to GND should equal 4 V to 5 V.
See truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide for
EGC diagnostic information.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box. Leave ECM disconnected.
Test Point Spec Comment
F to C-25 <5Ω If > 5 Ω, check ATAH for OPEN in circuit
F to GND > 1 kΩ If < 1 kΩ, check ATAH for short to GND
G to C-10 <5Ω If > 5 Ω, check ATAL for OPEN in circuit
G to GND > 1 kΩ If < 1 kΩ, check ATAL for short to GND
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 231

ATA Operation • Speedometer

• Tachometer
EST Connector
• Odometer / hourmeter
The fuse protected B+ signal is supplied to the EST
connector through Pin B and ground is through Pin • Change oil message
A. American Trucking Association High (ATAH) signal
• Oil pressure gauge
runs from ECM Pin C-25 and EST connector Pin F.
American Trucking Association Low (ATAL) signal • Engine oil temperature gauge
runs from ECM Pin C-10 and EST connector Pin G.
• Engine coolant temperature gauge
EGC
Fault Detection / Management
There are two types of EGC modules, one uses
There are no engine DTCs for ATA communication
CAN communication and the other uses ATA
faults. See truck Chassis Electrical Circuit Diagram
communication. The following information is sent
Manual and Electrical System Troubleshooting Guide.
through data communication:
• Engine lamp (red) Repair Information
• Engine lamp (amber) The ATA circuits use a twisted wire pair. All repairs
must maintain one complete twist per inch along the
• Coolant level lamp
entire length of the circuit. This circuit is polarized,
• Wait to start lamp one positive and one negative. Reversing the polarity
of this circuit will disrupt communication.
• Water in fuel lamp
232 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

BCP Sensor (Brake Control Pressure)

DTC SPN FMI Condition

1126 7139 4 BCP signal out-of-range LOW
1127 7139 3 BCP signal out-of-range HIGH

Figure 192 Function diagram for the BCP sensor

The function diagram for the BCP sensor includes the monitors the BCP signal during engine normal and
following: braking operation to determine if the compression
brake system is working without fault.
• Brake Control Pressure (BCP) sensor
• Injection Control Pressure (ICP) sensor Sensor Location
• Camshaft Position (CMP) sensor The BCP sensor is installed in the high-pressure oil
rail, under the valve cover.
• Crankshaft Position (CKP) sensor
Tools
• Injection Pressure Regulator (IPR)
• EST with MasterDiagnostics® software (page
• Brake Shut-off Valve (BSV)
429)
• Electronic Control Module (ECM)
• EZ-Tech® interface cable (page 430)
• Engine lamp (amber)
• Digital Multimeter (DMM) (page 428)
Function • 3-Banana Plug Harness (page 425)
The Diamond Logic® Engine Brake is a compression • Breakout Harness Kit
style brake that works in conjunction with the ICP
• Terminal Test Adapter Kit (page 432)
system to control exhaust valve closing during engine
braking.
The BCP sensor provides a feedback signal to the
ECM indicating brake control pressure. The ECM
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 233

BCP Sensor End Diagnostics

DTC Condition Possible Causes

1126 BCP signal out-of-range LOW • BCP signal circuit OPEN or short to GND
• VREF circuit OPEN or short to GND
• Failed sensor
1127 BCP signal out-of-range HIGH • BCP signal circuit short to PWR
• Failed sensor

Figure 193 BCP circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 4. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Verify sensor voltage is within KOEO 5. Connect Breakout Harness to engine harness.
specification. See “Performance Specification” Leave sensor disconnected.
section.
3. Monitor sensor voltage. Verify an active DTC for
the sensor.
• If code is inactive, monitor the PID while
wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
234 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor Circuit Check

Connect UVC breakout harness to engine harness. Leave valve cover gasket disconnected. Turn ignition
switch to ON. Use EST to verify correct DTC goes active when corresponding fault is induced. Use DMM to
measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1126 If DTC 1127 is active, check BCP signal for short to GND.
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 236).
2 to GND
EST – Check DTC DTC 1127 If DTC 1126 is active, check BCP signal for OPEN. Do
Harness Resistance Check (page 236).
Short breakout harness across 1
and 3
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
3 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 236).
If checks are within specification, connect sensor and clear DTCs. If active code remains, check under valve
cover harness for OPENs or shorts. If okay, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 235

BCP Pin-point Diagnostics

Figure 194 BCP circuit diagram

Connector Voltage Check

Connect UVC breakout harness to engine harness. Leave valve cover gasket disconnected. Turn ignition
switch to ON. Use DMM to measure voltage.
Test Point Spec Comment
1 to GND 5V If < 5 V, check for short to GND.
2 to GND 0V If > 0.25 V, check for short to PWR.
3 to GND 5V 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 236).

Connector Resistance Check to Engine GND

Turn ignition switch to OFF. Connect UVC breakout harness to engine harness. Leave valve cover gasket
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
1 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
2 to GND <5Ω If > 5 Ω, check for OPEN circuit.

3 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

236 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Under Valve Cover Resistance Check

Connect UVC breakout harness to valve cover gasket, leave engine harness disconnected. Use DMM
to measure resistance.
Test Point Spec Comment
1 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
2 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
3 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Disconnect UVC 8-pin connector (3rd to rear) and the ECM 36-pin driver
connector. Connect breakout box. Leave ECM and valve cover gasket disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to D-21 <5Ω If > 5 Ω, check BCP signal circuit for OPEN.
2 to D-14 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
3 to D-13 <5Ω If > 5 Ω, check VREF circuit for OPEN.

BCP Circuit Operation pressure and BCP desired. When the brake is
activated, brake control pressure will equal injection
The BCP sensor is a micro-strain gauge sensor that
control pressure.
is supplied with a 5 V reference voltage at Pin 2 from
ECM Pin D-13. The sensor is grounded at Pin 1 from If the brake control pressure does not match injection
ECM Pin D-14. The sensor returns a variable voltage control pressure, the ECM will disable the engine
signal from Pin 3 to ECM Pin D-21. brake. A DTC will be set, and the amber engine lamp
will be illuminated.
Fault Detection / Management
When the engine brake is not active and the ECM
The ECM continuously monitors the signal of the ICP detects an undesired value, the ECM will set a DTC
sensor to determine if the signal is within an expected and the amber engine lamp will be illuminated.
range.
A brake control valve that is stuck open or closed can
When the engine is running, the ECM compares also cause a fault. The brake shut-off valve and the
engine brake control pressure to injection control BCP sensor circuit should both be diagnosed.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 237

BOO/BPS (Brake On/Off) / (Brake Pressure

Switch)

DTC SPN FMI Condition

1222 597 2 Brake switch circuit fault
2159 8365 7 Brake applied while APS applied

Figure 195 Function diagram for brake switch circuits

The function diagram for the brake switch circuits disengage the cruise control and PTO functions. The
includes the following: brake signal will interrupt the CAP feature and will
reset the time interval for the IST feature.
• Brake ON/OFF (BOO) switch
• Brake Pressure Switch (BPS) Location
• Electronic Control Module (ECM) The Brake On/Off (BOO) switch is located on the
brake pedal lever. The Brake Pressure Switch (BPS)
• Engine lamp (amber)
is located on the brake pressure line.
• Output - cancels cruise control
Tools
• Output - cancels Power Takeoff (PTO) control
• EST with MasterDiagnostics® software (page
• Output - cancels Cold Ambient Protection (CAP) 429)
• Output - cancels Idle Shutdown Timer (IST) • EZ-Tech® interface cable (page 430)
• Digital Multimeter (DMM) (page 428)
Function
• Breakout Box (page 426)
The brake switch circuit signals the ECM when
the brakes are applied. The information is used to • Terminal Test Adapter Kit (page 432)
238 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Brake Switch Circuits Pin-point Diagnostics

DTC Condition Possible Cause

1222 Brake switch circuit fault • OPEN in B+ circuit to the switches or blown
fuse
• BPS circuit OPEN or shorted to PWR or GND
• Failed switch
2159 Brake applied while APS applied • Is set when APS and brakes are applied when
vehicle speed is above 10 mph and engine
speed is above 1500 rpm.

Figure 196 Brake switch circuit diagram

Brake Switch Circuits

Turn ignition switch to ON. Connect EST to EST connector. Open Switch session to monitor BOO and BPS
PIDs (BOO applies only to non-multiplex chassis).
Test Point Spec Comments

BOO Normal state = Released If not within specification, check for blown fuse, open
circuit, short to ground, short to power, or failed switch.
Pedal depressed =
Applied
BPS Normal state = Released If not within specification, check for blown fuse, open
circuit, short to ground, short to power, or failed switch.
Pedal depressed =
Applied
See Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide Electrical
Circuit Diagram Manual for circuit information. If the brake circuits are hard-wired to the ECM and do not go
through the ESC module, do Voltage Check (page 239).
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 239

Voltage Check
Disconnect BOO and BPS switches (BOO applies only to non-multiplex chassis). Turn ignition switch ON.
Use DMM to measure voltage.
Test Point Spec Comments
BOO
B+ side B+ If < B+, check for OPEN or shorted circuit, or blown fuse
Signal side 0V If > 0.5 V, check for short to PWR
BPS
B+ side B+ If < B+, check for OPEN or shorted circuit, or blown fuse
Signal side 0V If > 0.5 V, check for short to PWR

Harness Resistance Check

Turn ignition switch OFF, Connect breakout box, Leave ECM, BOO and BPS disconnected (BOO applies
only to non-multiplex chassis). Use DMM to measure resistance.
Test Point Spec Comments
BOO
C-69 to switch <5Ω If > 5 Ω, check for OPEN circuit
C-69 to GND > 1 kΩ If < 1 kΩ, check for short to GND
BPS
C-30 to switch <5Ω If > 5 Ω, check for OPEN circuit
C-30 to GND > 1 kΩ If < 1 kΩ, check for short to GND

Brake Switch Circuit Operation On multiplex vehicles, the BPS circuit is wired directly
to the ESC module and the state of the switch is
Fault Detection/Management communicated to the ECM through the public CAN
network.
The ECM continuously monitors the state of the brake
switch or switches. If a fault is detected on the brake
switch circuit, a DTC will be set.
240 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

BSV (Brake Shut-off Valve)

DTC SPN FMI Condition

2546 7121 1 BCP below desired
2547 7121 0 BCP above desired

Figure 197 Function diagram for the BSV

The function diagram for the BSV includes the activates the brake actuator pistons and opens the
following: exhaust valves.
• Brake Control Pressure (BCP) sensor
Valve Location
• Accelerator Position / Idle Validation (APS/IVS)
The BSV is located in the center of the high-pressure
sensors
oil rail.
• Electronic Control Module (ECM)
Tools
• Vehicle brake switches (BOO/BPS)
• EST with MasterDiagnostics® software (page
• Brake Shut-off Valve (BSV) 429)
• Engine lamp (amber) • EZ-Tech® interface cable (page 430)
• Digital Multimeter (DMM) (page 428)
Function
• Breakout Harness
The Diamond Logic® Engine Brake is a compression
style brake that works in conjunction with the ICP • 500 Ohm Resistor Harness (page 426)
system to control exhaust valve closing during engine
• Breakout Box (page 426)
braking.
• Terminal Test Adapter Kit (page 432)
The BSV controls pressure entering the brake oil
gallery from the high-pressure oil rail gallery. This
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 241

BSV Pin-point Diagnostics

DTC Condition Possible Causes

2546 BCP below desired • Bias low EBP sensor
• EBP sensor circuit fault
• Valve control circuit OPEN or shorted to GND
• GND circuit to valve OPEN
• Failed BSV
2547 BCP above desired • Bias high EBP sensor
• EBP sensor circuit fault
• Valve control circuit shorted to PWR
• Failed BSV

Figure 198 BSV circuit diagram

Connector Voltage Check

Connect breakout harness. Leave valve cover gasket disconnected. Turn ignition switch to ON. Use
DMM to measure voltage.
Test Point Spec Comment
4 to GND 0V If > 0.25 V, check BSV circuit for short to PWR.
5 to GND 1.78 V If > 1.5 V, check BSV GND circuit for short to GND.

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness to engine harness. Leave valve cover gasket
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
4 to GND <5Ω If > 5 Ω, check for OPEN circuit.
5 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
242 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Actuator Resistance Check

Turn ignition switch to OFF. Connect breakout harness to valve cover gasket. Leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
4 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
5 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
4 to 5 10 Ω ± 2 Ω If out of specification, check UVC harness for OPEN circuits or shorts
to GND.
If UVC circuits are okay, replace the BSV.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and valve cover
harness disconnected. Use DMM to measure resistance.
Test Point Spec Comment
4 to D-20 <5Ω If > 5 Ω, check for OPEN circuit.
5 to D-19 <5Ω If > 5 Ω, check for OPEN circuit.

BSV Circuit Operation Fault Detection / Management

The BSV consists of a solenoid and valve assembly When the engine is running, the ECM compares
and is located in the high-pressure rail between the engine brake control pressure to injection control
ICP oil gallery and the brake oil gallery. pressure and BCP desired. When the brake is
activated, brake control pressure will equal injection
The brake shut-off valve is supplied with ground at
control pressure.
Pin 1 through Pin 4 of the valve cover gasket from
ECM Pin D-20. The ECM controls the engine brake If the brake control pressure does not match injection
by supplying 12 volts through Pin 5 of the valve cover control pressure, the ECM will disable the engine
gasket to Pin 2 of the BSV. brake, a DTC will be set, and the amber engine lamp
will be illuminated.
When the engine brake is activated, the ECM provides
power to activate the BSV and allows oil from the When the engine brake is not active and the ECM
injector oil gallery to flow into the brake oil gallery. detects an undesired value, the ECM will set a DTC
High-pressure oil activates the brake actuator pistons and the amber engine lamp will be illuminated.
to open the exhaust valves.
The Output Circuit Check (OCC) can detect open or
The ECM deactivates the engine brake by shutting shorted circuits to the BSV during KOEO Standard
off power to the BSV. Residual brake gallery pressure Test.
initially bleeds from the actuator bore. When brake
A bias BCP sensor can also cause a fault. The brake
gallery pressure reaches 6.9 MPa (1000 psi), the
shut-off valve and the BCP sensor circuit should both
brake pressure relief valve opens and oil drains back
be diagnosed.
to the sump.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 243

CAN Communications (Controller Area Network)

(Public)

DTC SPN FMI Condition

2232 8331 7 Resume normal speed control due to momentary CAN loss
2544 8329 7 ECM unable to send CAN messages
2545 8330 7 ECM not receiving body controller CAN messages

Figure 199 Function diagram for the CAN

The function diagram for the CAN includes the Function

following:
The public CAN network provides a communication
• Electronic Control Module (ECM) link between all connecting modules. The EST uses
this network system to communicate with the ECM.
• Transmission Control Module (TCM)
• Electronic System Control (ESC) body controller Location
• Multiplex System Module (MSM) body The public CAN circuits run throughout the vehicle
harness. The EST connector is located under the
• Antilock Brake System (ABS)
dash on the driver's side.
• Electronic Gauge Cluster (EGC)
Tools
• Electronic Service Tool (EST)
• EST with MasterDiagnostics® software (page
• 120 ohm terminating resistors 429)
• Other nodes (modules) • EZ-Tech® interface cable (page 430)
• Digital Multimeter (DMM) (page 428)
• Terminal Test Adapter Kit (page 432)
244 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

CAN (Public) Pin-point Diagnostics

DTC Condition Possible Causes

2232 Resume normal speed control due to CAN communication fault between ECM and TCM
momentary CAN loss
2544 ECM unable to send CAN messages • CAN circuit OPEN on ECM
• ECM not powering up or failed module
2545 ECM not receiving body controller CAN circuits OPEN or shorted to PWR or GND
CAN messages
None No communication with EST • B+ OPEN or shorted to GND
• GND circuit OPEN
• CAN circuits OPEN or shorted to PWR or GND

Figure 200 CAN communication circuit diagram

Connector Voltage Check

Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Spec Comment
B to GND B+ If < B+, check B+ circuit to EST connector for OPEN or short to GND, or
blown fuse.
B to A B+ If < B+, check GND circuit to EST connector for OPEN.
C to GND 1 V to 4 V The sum of C to GND and D to GND should equal 4 V to 5 V.
D to GND 1 V to 4 V The sum of D to GND and C to GND should equal 4 V to 5 V.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 245

EST Communication Check

Turn ignition switch to ON. Connect EST to EST connector. If the EST is unable to communicate with the
ECM, disconnect each module individually until communication can be established.
NOTE:
• If communication to ECM is established, check CAN circuits to disconnected module for correct wiring.
See truck Electrical System Troubleshooting Guide.
• If communication to ECM is not established, go to next test point.
Test Point Comment
Disconnect TCM See note.
Disconnect ABS See note.
Disconnect ESC See note.
Disconnect MSM See note.
Disconnect EGC See note.
Disconnect other nodes See note.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box. Leave ECM disconnected.
Test Point Spec Comment
C to C-61 <5Ω If > 5 Ω, check CANH for OPEN in circuit.
C to GND > 1 kΩ If < 1 kΩ, check CANL for short to GND.
D to C-62 <5Ω If > 5 Ω, check CANL for OPEN in circuit.
D to GND > 1 kΩ If < 1 kΩ, check CANH for short to GND.
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit.

CAN (Public) Circuit Operation • Programming performance parameter values

CAN is a J1939 serial bus system, also known as • Programming engine and vehicle features
the Drivetrain Datalink. The public CAN network
• Programming calibrations and strategies in the
provides a communication link between all connecting
ECM
modules, sending and receiving messages.
The EST with MasterDiagnostics® software Public CAN versus Private CAN
communicates with the ECM through the EST
The public CAN network is setup to communicate
connector. The EST, through the public CAN network,
with many different modules. The network branches
is able to retrieve DTCs, run diagnostic tests, and
off into many different locations with each path ending
view PIDs from all inputs and outputs of the ECM.
in a module connection or a 120 ohm terminating
CAN public supports the following functions: resistor. The termination resistors are used to reduce
reflections.
• Transmission of engine parameter data
The private CAN system is setup to only communicate
• Transmission and clearing of DTCs
between the ECM and specific engine controls.
• Diagnostics and troubleshooting
246 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EST Connector ESC or MSM Module

The EST connector provides an interface for the EST. Many EGC lamps and driver operated switches are
The EST communicates with the joining modules wired to one of these modules, then communicated
through the CAN network for diagnostics and module through public CAN to the ECM or EGC. Some of
programming. The EST connector is supplied with these control circuits include the following:
fused B+ at Pin B and GND at Pin A. Public CAN +
• Wait to start lamp
runs between ECM Pin C-61 and EST connector Pin
C. Public CAN - between C-62 and EST connector • Fuel pressure lamp
Pin D.
• Water in fuel lamp
EGC • Aftertreatment regeneration lamp
There are two types of EGC modules, one uses • Cruise control
CAN communications and the other uses ATA
• Self-test input (cruise switches)
communications. The following information is sent
through data communication: • Driveline Disengagement Switch (DDS)
• Engine lamp (red) • Brake pedal (ESC only) hard wired to the ECM on
vehicles using the MSM module
• Engine lamp (amber)
• AC Demand (ACD)
• Coolant level lamp
• Remote Accelerator Pedal (RPS)
• Wait to start lamp
• In-Cab PTO / throttle switch
• Water in fuel lamp
• Aftertreatment regeneration switch
• Speedometer
• Tachometer Repair Information
• Odometer / hourmeter The public CAN circuits use a twisted wire pair. All
repairs must maintain one complete twist per inch
• Change oil message
along the entire length of the circuit. This circuit is
• Oil pressure gauge polarized, one positive and one negative. Reversing
the polarity of this circuit will disrupt communications.
• Engine oil temperature gauge
• Engine coolant temperature gauge
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 247

CCS (Cruise Control System)

DTC SPN FMI Condition

None

Figure 201 Function diagram for cruise control system

The function diagram for the cruise control system • Park brake switch
includes the following:
• Vehicle Speed Sensor (VSS)
• Electronic System Control (ESC) body module
• Cruise lamp
• Multiplex System Module (MSM) body module
Function
• Cruise control switches
Cruise control is a function of the ECM. With the use
• Driveline Disconnect Switch (DDS)
of the cruise control switches, the operator is able to
• Electronic Control Module (ECM) set, resume, accelerate or coast to any desired vehicle
speed within range of the system.
• Accelerator Position Sensor and Idle Validation
Switch (APS/IVS) The ECM continuously monitors the clutch, brake and
accelerator pedals before cruise can be activated and
• Brake On/Off (BOO) switch
to deactivate after cruise has been set.
• Brake Pressure Switch (BPS)
248 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Location
The cruise control switches are wired to the body
controller (ESC or MSM). The switch state is
communicated to the ECM through the public CAN
network.
Tools
• EST with MasterDiagnostics® software (page
429)
• EZ-Tech® interface cable (page 430)

Cruise Control System Pin-point Diagnostics

DTC Condition Possible Causes

None

Switch Checks
Turn ignition switch to ON. Connect the EST to the EST connector. Open the cruise control session to
monitor PIDs (BOO only applies to non-multiplex chassis).
NOTE:
• If not within specification, diagnose switch interface with ESC or MSN module. See Chassis Electrical
Circuit Diagnostic Manual and Electrical System Troubleshooting Guides.
• If within specification, go to next test point.
Test Point Spec Comments
BOO Normal state = If not within specification, Go to BOO/BPS Pin-point Test
Released (page 238)
Depressed = Applied
BPS Normal state = If not within specification, Go to BOO/BPS Pin-point Test
Released (page 238)
Depressed = Applied
Park brake Normal state = OFF See Note
Depressed = ON
Cruise On/Off Unlatched = OFF See Note
Latched = ON
Cruise Set Normal state = OFF See Note
Depressed = ON
Cruise Normal state = OFF See Note
Resume/Accel
Depressed = ON
If all switches are okay, go to road test.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 249

CKP Sensor (Crankshaft Position)

DTC SPN FMI Condition

1144 8021 8 CKP signal noise detected
1146 8064 12 CKP Signal Inactive
1147 8064 2 CKP incorrect signal signature
4553 8022 12 CKP signal inactive
4554 8022 7 CKP loss of sync
4555 8064 8 CKP signal noise detected
4556 8022 8 CKP period too short
4611 8021 13 CKP signature one tooth off

Figure 202 Function diagram for the CKP sensor

The function diagram for the CKP sensor includes the Sensor Location
following:
The CKP sensor is installed in the top left side of the
• Crankshaft Position (CKP) sensor flywheel housing.
• Electronic Control Module (ECM) Tools
• Fuel injector (INJ) • EST with MasterDiagnostics® software (page
429)
• Engine lamp (amber)
• EZ-Tech® interface cable (page 430)
Function
• Digital Multimeter (DMM) (page 428)
The CKP sensor provides the ECM with a crankshaft
• Breakout Box (page 426)
speed and position signal. The ECM uses this signal
with the CMP signal to calculate engine speed and • Terminal Test Adapter Kit (page 432)
position.
250 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

CKP Pin-point Diagnostics

DTC Condition Possible Causes

1144 CKP signal noise detected • OPEN or shorted CKP circuits
1146 CKP Signal inactive • Electrical noise detected on CKP signal
1147 CKP incorrect signal signature • Failed sensor
4553 CKP signal inactive
4554 CKP loss of sync
4555 CKP signal noise detected
4556 CKP period too short
4611 CKP signature one tooth off

Figure 203 CKP circuit diagram

Sensor and Circuit Resistance Check

Turn ignition switch to OFF. Connect breakout box. Leave ECM disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
E-25 to E-41 800 Ω to 1 kΩ If < 800 Ω, check for failed sensor. Do Harness Resistance Check (page
251).
If > 1 kΩ, check for OPEN circuit or failed sensor. Do Harness Resistance
Check (page 251).
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 251

Harness Resistance Check

Turn ignition switch to OFF. Disconnect harness from sensor. Leave ECM disconnected. Use DMM
to measure resistance.
Test Point Spec Comment
E-25 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
E-25 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
E-41 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
E-41 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

WARNING: To prevent personal injury or

death, stay clear of rotating parts (belts and fan)
and hot engine surfaces.

Operational Checks
Connect breakout box between ECM and sensor. Use DMM set to AC Volts-Hz
Test Point Condition Spec
E-41 to E-25 Engine crank 100 Hz to 250 Hz (100 rpm to 250 rpm)
Low idle 5.50 Hz to 6.50 Hz (650 rpm to 700 rpm)
High idle 2600 Hz to 2750 Hz (2700 rpm)

CKP Circuit Operation By comparing the CKP signal with the CMP signal, the
ECM calculates engine rpm and timing. Diagnostic
The CKP sensor contains a permanent magnet that
information on the CKP input signal is obtained by
creates a magnetic field. The signal is created when
performing accuracy checks on frequency and duty
the timing disk rotates and breaks the magnetic field
cycle with software strategies.
created by the sensor. The ECM pins for the CKP
sensor are CKP negative E–25 and CKP positive NOTE: The engine will not operate without a CKP
E–41. signal.
As the crankshaft turns, the CKP sensor detects a 60
Fault / Detection Management
tooth timing disk on the crankshaft. Teeth 59 and 60
are missing. During engine cranking the ECM monitors the CMP
signal and Injection Control Pressure (ICP) to verify
The sensor produces pulses for each tooth edge
the engine is rotating. If the CKP signal is inactive
that passes it. Crankshaft speed is derived from the
during this time a DTC will be set. Electrical noise can
frequency of the CKP sensor signal. The crankshaft
also be detected by the ECM, if the level is sufficient
position is determined by synchronizing the SYNC
to effect engine operation a corresponding DTC will
tooth with the SYNC gap signals from the target
be set. An inactive CKP signal will cause a no start
disk. From the CKP signal frequency, the ECM can
condition.
calculate engine rpm.
252 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

CMP Sensor (Camshaft Position)

DTC SPN FMI Condition

1143 8021 2 CMP signal incorrect for CKP sync
4551 8021 12 CMP signal inactive
4552 8022 2 CMP loss of sync
4612 8021 7 CMP to CKP incorrect reference

Figure 204 Function diagram for the CMP sensor

The function diagram for the CMP sensor includes the Sensor Location
following:
The CMP sensor is installed in the front cover, above
• Camshaft Position (CMP) sensor and to the right of the water pump pulley
• Electronic Control Module (ECM) Tools
• Fuel Injector (INJ) • EST with MasterDiagnostics® software (page
429)
• Engine lamp (amber)
• EZ-Tech® interface cable (page 430)
Function
• Digital Multimeter (DMM) (page 428)
The CMP sensor provides the ECM with a camshaft
• Breakout Box (page 426)
speed and position signal. The ECM uses this signal
with the CKP signal to calculate engine speed and • Terminal Test Adapter Kit (page 432)
position.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 253

CMP Pin-point Diagnostics

DTC Condition Possible Causes

1143 CMP signal incorrect for CKP sync • OPEN or shorted CMP circuits
4551 CMP signal inactive • Electrical noise detected on CMP circuit
4552 CMP loss of sync • Failed sensor
4612 CMP to CKP incorrect reference

Figure 205 CMP circuit diagram

Sensor and Circuit Resistance Check

Turn ignition switch to OFF. Connect breakout box. Leave ECM disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
E-24 to E-42 300 Ω to 400 Ω If < 300 Ω, check for failed sensor. Do Harness Resistance Check .
If > 400 Ω, check for OPEN circuit or failed sensor. Do Harness
Resistance Check .

Harness Resistance Check

Turn ignition switch to OFF. Disconnect harness from sensor. Leave ECM disconnected. Use DMM
to measure resistance.
Test Point Spec Comment
E-24 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
E-24 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
E-42 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
E-42 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
254 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

WARNING: To prevent personal injury or

death, stay clear of rotating parts (belts and fan)
and hot engine surfaces.

Operational Checks
Connect breakout box between ECM and sensor. Use DMM set to AC volts – RPM2.
Test Point Condition Spec
E-42 to E-24 Engine crank 100 rpm to 250 rpm
Low idle 650 rpm to 700 rpm
High idle 2700 rpm

CMP Circuit Operation performing accuracy checks on frequency and duty

cycle with software strategies.
The CMP sensor provides the ECM with a signal that
indicates camshaft speed and position. NOTE: The engine will not operate without a CMP
signal.
The CMP sensor contains a permanent magnet
that creates a magnetic field. The signal is created
Fault / Detection Management
when a peg on the camshaft disk rotates and breaks
the magnetic field. As the cam rotates, the sensor During engine cranking the ECM monitors the CKP
identifies camshaft position. The ECM pins for the signal to verify the camshaft is rotating. If the CMP
CMP sensor are CMP negative E–24 and CMP signal is inactive during this time a DTC will be set.
positive E–42. Electrical noise can also be detected by the ECM.
If the level is sufficient to effect engine operation,
By comparing the CMP signal with the CKP signal, the
a corresponding DTC will be set. An inactive CMP
ECM calculates engine rpm and timing. Diagnostic
signal will cause a no start condition.
information on the CMP input signal is obtained by
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 255

Cylinder Balance

DTC SPN FMI Condition

4561 - 4566 8001 -8006 0 Cyl (#) balance below min limit
4571 - 4576 8001 - 8006 0 Cyl (#) balance max limit exceeded

Figure 206 Function diagram for the cylinder balance

Cylinder Balance Operation system. The ECM uses the instantaneous engine
speed near Top Dead Center (TDC) for each cylinder
Many factors influence the combustion process in
as an indication of that cylinder's power contribution.
a power cylinder. This can affect the production of
The ECM computes a nominal instantaneous engine
torque or horsepower from that cylinder. Some of
speed value based on all cylinders. The nominal
the factors include piston and cylinder geometry,
value would be the expected value from all cylinders
injector performance, and rail pressure. Variations in
if the engine is balanced. By knowing the error
these factors can cause unevenness in torque and
quantities, the ECM can add or subtract fuel from a
horsepower from one cylinder to the next. Power
particular cylinder. The control strategy attempts to
cylinder unevenness also causes increased engine
correct the cylinder unbalance by using fuel quantity
noise and vibration, especially at low idle conditions.
compensation through adjustments of the pulse
This is also referred to as rough idle.
width values for each fuel injector. This method of
The ECM uses a Cylinder Balance control strategy compensation is repeated until all error quantities are
to even the power contribution of the cylinders, close to zero causing all cylinders to contribute the
particularly at low idle conditions. This strategy same amount.
incorporates information from the crankshaft position
256 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Cylinder Balance Diagnostics

DTC Condition Possible Causes

4561–4566 Cyl (#) balance below min limit • Electrical fault
4571–4576 Cyl (#) balance max limit exceeded • Low fuel pressure
• Aerated fuel
• Contaminated fuel
• EGR valve stuck open
• Injection control system
• Failed injector
• Base engine compression imbalance
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 257

DTC 4561–4566 – Cylinder (#) balance below min limit

DTC 4571–4576 – Cylinder (#) balance max limit exceeded
The ECM continuously calculates the balance of each cylinder during normal engine operation. If a cylinder
is under or over performing, a cylinder balance DTC will be set.
Pin-point Cylinder Balance Fault
1. Visually inspect engine for damaged or disconnected components.
• Check all fluid 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: These checks can be verified quickly by using the Fuel Pressure Test Gauge with
shut-off valve. See Fuel Pressure and Aeration test in the “Hard Start and No Start” section
of this manual.
4. Check ICP pressure and voltage.
• Check ICP voltage at KOEO.
See “Performance Specifications” (page 465) appendix in this manual for specification.
• Check ICP system pressure during KOER. Run KOER Standard Test.
See “Performance Specifications” (page 465) appendix in this manual for specification.
5. Inspect EGR valve. Verify valve is not stuck open.
• Run KOEO Standard Test
• Run KOER Air Management Test.
Repair any faults found in any of the preceding checks before continuing.
1. Run KOER Injector Disable Test to identify imbalanced cylinder.
2. Run Relative Compression Test to verify if cylinder imbalance is mechanical issue or injector issue.
If the Relative Compression Test fails the same cylinder as indicated by Injector Disable Test, the
fault is a mechanical failure.
• Check crankcase pressure.
• Check valve lash and brake lash (if equipped).
258 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EBP Sensor (Exhaust Back Pressure)

DTC SPN FMI Condition

3341 1209 4 EBP signal out-of-range LOW
3342 1209 3 EBP signal out-of-range HIGH

Figure 207 Function diagram for the EBP sensor

The function diagram for the EBP sensor includes the Sensor Location
following:
The EBP sensor is installed in a bracket at the top right
• Exhaust Back Pressure (EBP) sensor rear of the engine.
• Electronic Control Module (ECM) Tools
• Barometric Absolute Pressure (BAP) internal • EST with MasterDiagnostics® software (page
sensor 429)
• Variable Geometry Turbocharger (VGT) • EZ-Tech® interface cable (page 430)
• Exhaust Gas Recirculation (EGR) valve • Digital Multimeter (DMM) (page 428)
• Engine lamp (amber) • 3-Banana Plug Harness (page 425)
• Breakout Box (page 426)
Function
• Pressure Sensor Breakout Harness (page 431)
The EBP sensor measures exhaust back pressure
that allows the ECM to control the VGT and EGR • Terminal Test Adapter Kit (page 432)
systems.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 259

EBP Sensor End Diagnostics

DTC Condition Possible Causes

3341 EBP signal out-of-range LOW • EBP signal circuit OPEN or short to GND
• VREF circuit OPEN or short to GND
• Failed sensor
3342 EBP signal out-of-range HIGH • EBP signal circuit short to PWR
• Failed sensor

Figure 208 EBP circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 4. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Verify sensor voltage is within KOEO 5. Connect Breakout Harness to engine harness.
specification. See “Performance Specification” Leave sensor disconnected.
section.
3. Monitor sensor voltage. Verify an active DTC for
the sensor.
• If code is inactive, monitor the PID while
wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
260 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1341 If DTC 1342 is active, check EBP signal for short to PWR
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 262).
EST – Check DTC DTC 1342 If DTC 1341 is active, check EBP signal for OPEN or
short to GND. Do Harness Resistance Check (page 262).
Short breakout harness across 2
and 3
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 262).
1 to GND
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 261

EBP Pin-point Diagnostics

Figure 209 EBP circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
1 to GND 0V If > 0.25 V, check for short to PWR.
2 to GND 5V 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 262).
3 to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance Check (page
262).

Connector Resistance Check to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to GND <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
3 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
262 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

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 Spec Comment
1 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN.
3 to E-20 <5Ω If > 5 Ω, check EBP signal circuit for OPEN.

EBP Circuit Operation The ECM continuously monitors the control system.
If the sensor signal is higher or lower than expected,
The EBP sensor is a variable capacitance sensor that
the ECM disregards the sensor signal and uses a
is supplied with a 5 V reference voltage at Pin 2 from
calibrated default value. The ECM will set a DTC, turn
ECM Pin E-35. The sensor is grounded at Pin 1 from
on the warning lamp, and run the engine in a default
ECM Pin E-28. The sensor returns a variable voltage
range.
signal from Pin 3 to ECM Pin E-20.
The EGR valve will close and the ECM will rely on the
Fault Detection / Management VGT pre-programmed values.
The ECM monitors the BAP sensor as a baseline for
zeroing the MAP and EBP signals.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 263

ECI Circuit (Engine Crank Inhibit)

DTC SPN FMI Condition

None Engine starter motor will not engage

Figure 210 ECI function diagram

The function diagram for the ECI circuit consists of the the automatic transmission is in gear or the manual
following: transmission clutch pedal is not depressed. The
starter relay can also be disabled by an optional
• Electronic Control Module (ECM)
overcrank thermocouple.
• Starter
Location
• Starter relay
The relay and switches are vehicle mounted parts. For
• Engine Crank Inhibit (ECI) Circuit
additional supporting information, see truck Chassis
• Driveline Disengagement Switch (DDS) Electrical Circuit Diagram Manual and Electrical
System Troubleshooting Guide.
• Thermal overcrank protection switch
Tools
Function
• Digital Multimeter (DMM) (page 428)
The Engine Crank Inhibit (ECI) is a function of the
• Breakout Box (page 426)
ECM. It prevents starter engagement while the engine
is running (above a set calibrated rpm) or when • Relay Breakout Harness (page 431)
264 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECI Circuit Diagnostics

DTC Condition Possible Causes

None Engine starter motor will not engage • Transmission in gear
• Clutch pedal not depressed
• No power to automatic transmission module
• No power to ECM
• Blown fuse
• Failed ECI relay
• OPEN DDS circuit
• OPEN ECI circuit
• Failed ignition switch
• Failed starter motor

Figure 211 ECI circuit diagram

For additional circuit information see truck Chassis

Electrical Circuit Diagram Manual and Electrical
System Troubleshooting Guide.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 265

Voltage Check at Relay

Connect relay breakout harness between relay and relay socket. Turn ignition switch ON. Use DMM to
measure voltage.
Test Point Spec Comment
30 to GND B+ If < B+, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
Turn ignition switch to CRANK. Use DMM to measure voltage.
86 to GND B+ If < B+, check power circuit to relay coil for OPEN or short to GND, blown
fuse, or possible failed ignition switch.
85 to GND <2V If B+, check ECI control circuit for OPEN or failed thermal overcrank
protection switch.
If 4 V to 5 V, check DDS circuit to ECM and do Voltage Check at ECM .
87 to GND B+ If < B+, replace relay.
If B+, check voltage at starter.

Voltage Check at ECM

Connect breakout box between ECM and vehicle harness. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Spec Comment
C-31 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, blown fuse, or
possible failed ignition switch.
C-2 to GND
If voltage is present, check for OPEN ECM GND circuit. See ECM PWR
C-4 to GND 0V
(page 271) in this section of manual.
C-6 to GND
C-1 to GND
If < B+, check for OPEN ECM PWR circuit. See ECM PWR (page 271) in
C-3 to GND B+
this section of manual.
C-5 to GND
Place automatic transmission in park or neutral (manual transmission, depress clutch). Use DMM to
measure voltage.
C-65 to GND B+ If < B+, check DDS for OPEN circuit.
• For automatic transmission, see transmission diagnostics.
• For manual transmission, check PWR circuit to clutch pedal or blown
fuse. A failed clutch pedal switch is possible.
C-7 to GND <2V If > 2 V, check ECM programming.
266 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check – ECM to Relay

Turn ignition switch to OFF. Connect breakout box and relay harness. Leave ECM and relay disconnected.
Use DMM to measure resistance.
Test Point Spec Comment
85 to C-7 <5Ω If > 5 Ω, check ECI control circuit for OPEN or possible failed thermal
overcrank protection switch.
85 to GND > 1 kΩ If < 1 kΩ, check ECI control for short to GND.
87 to starter <5Ω If > 5 Ω, check ECI control for OPEN or possible failed thermal overcrank
protection switch.
87 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND.

Harness Resistance Check – Relay to Battery

WARNING: To prevent personal injury or death, always disconnect main negative battery cable
first. Always connect the main negative battery cable last.
Disconnect both battery GND cables. Disconnect ECI relay and VIGN use. Use DMM to measure resistance.
86 to VIGN <5Ω If > 5 Ω, check circuit for OPEN.
86 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
30 to B+ <5Ω If > 5 Ω, check circuit for OPEN or blown fuse.
battery post
30 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
C-65 DDS See vehicle electrical diagrams. Check for OPEN or short to GND. Possible failed clutch
circuit switch or automatic transmission module circuit faults.

Operational Voltage Check

Connect breakout box between ECM and chassis harness. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Spec Condition
DDS B+ ECM Input – Clutch pedal not depressed or automatic transmission in gear.
C-65 to GND Cranking is disabled.
0V ECM Input – Clutch pedal to the floor or automatic transmission in park or
neutral. Cranking is enabled.
Turn ignition switch to the crank position. Use DMM to measure voltage.
ECI 0V ECM Control - Engine Crank Inhibit enabled
C-7 to PWR
B+ ECM Control - Engine Crank Inhibit disabled
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 267

ECI Circuit Operation supplies current to energize the relay at Pin 86. If the
engine is not running and the driveline is not engaged,
The ECM controls the starting system. The clutch
the ECM Pin C-7 will enable the relay by suppling
switch or transmission neutral switch provide input
a ground to Pin 85 of the relay. When the relay is
to the ECM. Both switches prevent the starter from
closed, current passes through the relay to the pin on
being engaged unless the automatic transmission is
the starter solenoid.
in park or neutral or the manual transmission clutch is
depressed.
Clutch Switch
DDS Circuit Manual transmissions use the clutch switch to supply
a signal to the ECM indicating that the driveline
The ECM monitors the Driveline Disengagement
is disengaged. A 12 V signal on the Driveline
Switch (DDS) on Pin C-65. B+ indicates the drivetrain
Disengagement Switch (DDS) circuit indicates that
is disengaged and the engine is ready to start. Zero
the clutch is disengaged. A 0 V signal indicates that
volts indicates the drivetrain is engaged and the
the clutch is engaged.
engine is not ready to start. The source of this signal
depends on the vehicle's hardware configuration.
Neutral Switch
See appropriate electrical diagrams when diagnosing
this circuit. Allison LCT transmissions use the neutral position
switch to supply power to the starter relay and a signal
Ignition Switch to the ECM that the driveline is disengaged. Vehicles
programmed for Allison AT/MT transmissions receive
When the ignition switch is turned to the crank
a 12 V signal on the DDS circuit indicating that the
position, VIGN is supplied to the relay coil (Pin 86).
transmission is out of gear. A 0 V signal indicates that
the transmission is in gear. When the transmission is
ECI Circuit
in gear no power is available to the ECI relay.
The ECM controls starter disable with the ECI circuit.
Pin C-7 to relay coil Pin 85. Open or B+ will disable WTEC MD with Auto Neutral
the relay. 0 V (GND) will enable the relay.
Allison MD World Transmission Electronically
Controlled (WTEC) transmissions (with optional
Electronic Control Module (ECM)
Auto Neutral) have a crank inhibit system with an
When the ECM recognizes that the engine is not additional relay. The relay inhibits cranking when
running and the driveline is not engaged, the ECM will the transmission is in auto neutral. Pin 6 of the
ground Pin C-7. This provides a current path for the transmission module controls 12 V to Pin 86 of the
ECI relay to close when the Start switch is engaged starter relay. Pin C-65 of the ECM receives 12 V from
or the starter button is depressed. the WTEC auto neutral relay when the transmission
is shifted to neutral or auto neutral.
When the ECM recognizes that the engine is running
or the driveline is engaged, the ECM will open Pin
Fault Detection / Management
C-7. This prevents the ECI relay from closing and the
starter motor from engaging. There are no DTCs associated with the ECI system.

Starter Relay
The engine starter relay controls voltage to the starter
motor. Turning the ignition switch to start position
268 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECL Switch (Engine Coolant Level)

DTC SPN FMI Condition

1236 111 2 ECL in-range circuit fault

Figure 212 Function diagram for the ECL system

The function diagram for the ECL switch includes the coolant level feature is operational if programmed for
following: 3-way warning or 3-way protection.
• Engine Coolant Level (ECL) switch
Location
• Engine Control Module (ECM)
The ECL switch is installed in the plastic deaeration
• Engine lamp (red) tank.
Tools
Function
• EST with MasterDiagnostics® software (page
The ECM monitors engine coolant level and alerts
429)
the operator when coolant is low. The ECM can be
programmed to shut the engine off when coolant is • EZ-Tech® interface cable (page 430)
low.
• Digital Multimeter (DMM) (page 428)
Coolant level monitoring is a customer programmable
• Breakout Box (page 426)
feature that can be programmed by the EST. The
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 269

ECL Pin-point Diagnostics

DTC Condition Possible Causes

1236 ECL in-range circuit fault • ECL circuit OPEN or shorted to GND or PWR
• Failed switch

Figure 213 ECL circuit diagram

Connector Voltage Check

Disconnect ECL switch. Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Spec Comment
A to GND 0V If > 0.25 V, check for short to PWR.
B to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 270).

Connector Resistance Check to GND

Turn ignition switch to OFF. Connect breakout harness. Leave switch disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
A to GND <5Ω If > 5 Ω, check for OPEN circuit.
B to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Switch Resistance Check

Disconnect ECL connector and measure across switch.
Test Point Spec Comment
A to B > 1 kΩ (full) If < 1 kΩ, replace switch
A to B < 5 Ω (empty) If > 5 Ω, replace switch
270 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and sensor
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
A to C-37 <5Ω If > 5 Ω, check for OPEN circuit.
B to C-42 <5Ω If > 5 Ω, check for OPEN circuit.

ECL Circuit Operation Fault Detection / Management

The ECL switch uses a floating ball with a magnetic The ECM continuously monitors the ECL circuit for
switch. When the coolant level is full, the float will rise in-range faults. The ECM does not detect open or
and the magnet will pull the level switch open. This short circuits in the ECL system. When the ECM
allows a 5 volt signal at ECM Pin C-42. When the detects an in-range fault, a DTC will be set.
level is low, the switch will close and ECM Pin C-42
will be 0 volts.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 271

ECM PWR (Electronic Control Module Power)

DTC SPN FMI Condition

1112 168 3 B+ out-of-range HIGH
1113 168 4 B+ out-of-range LOW

Figure 214 Function diagram for the ECM PWR

The function diagram for ECM PWR includes the performs internal maintenance, then disables the
following: ECM relay.
• Electronic Control Module (ECM)
ECM Location
• ECM main power relay
The ECM is located on the left side of the engine, just
• Ignition switch or power relay below the intake manifold.
• Battery Tools
• Fuses • EST with MasterDiagnostics® software (page
429)
Function
• EZ-Tech® interface cable (page 430)
The ECM requires battery power to operate the
• Digital Multimeter (DMM) (page 428)
electronic control system and perform maintenance
after the ignition switch is turned off. To do this, • Breakout Box (page 426)
the ECM must control its own power supply. When
• Relay Breakout Harness (page 431)
the ECM receives the VIGN signal from the ignition
switch, the ECM will enable the relay to power-up. • Terminal Test Adapter Kit (page 432)
When the ignition switch is turned off, the ECM
272 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECM PWR Pin-point Diagnostics

DTC Condition Possible Causes

1112 B+ out-of-range HIGH • Jump starting using more than system voltage
• Batteries wired incorrectly
1113 B+ out-of-range LOW • Low discharged batteries
• Inoperative alternator
• High resistance in ECM powering circuits (ECM PWR,
ECM GND, or VIGN)

Figure 215 ECM PWR circuit diagram

 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 273

NOTE: Reference 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 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
ECM connector supplying power to the ECM. Failure to turn the ignition switch to OFF will cause a voltage
spike and damage to electrical components.
Test Point Spec Comment
86 to GND B+ 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 Harness
Resistance Check (page 274).
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 Harness
Resistance Check (page 274).
85 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Do Harness
Resistance Check (page 274).
87 to GND B+ If < B+, replace relay.
If B+, check ECM PWR and ECM GND circuits at the ECM. Do Voltage
Checks at ECM (page 273).

Voltage Checks at ECM

Connect breakout box between ECM and vehicle harness. Turn ignition switch ON. Use DMM to measure
voltage.
Test Point Spec Comment
C-31 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
C-2 to GND 0V
If voltage is present, check for OPEN circuit. Do Harness Resistance
C-4 to GND 0V
Check (page 274).
C-6 to GND 0V
C-70 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Do Harness
Resistance Check (page 274).
C-1 to GND B+
If < B+, check for OPEN circuit, failed relay, or blown fuse. Do Harness
C-3 to GND B+
Resistance Check (page 274).
C-5 to GND B+
274 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and relay breakout harness. Leave ECM, ECM PWR
relay, and ACT PWR relay disconnected. Use DMM to measure resistance.
Test Point Spec Comment
C-70 to 85 <5Ω If > 5 Ω, check MPR control circuit for OPEN.
C-70 to GND > 1 kΩ If < 1 kΩ, check MPR control circuit for short to GND.
C-1 to 87 <5Ω If > 5 Ω, check ECM PWR circuit for OPEN.
C-1 to GND > 1 kΩ If < 1 kΩ, check ECM PWR circuit for short to GND.
C-3 to 87 <5Ω If > 5 Ω, check ECM PWR circuit for OPEN.
C-3 to GND > 1 kΩ If < 1 kΩ, check ECM PWR circuit for short to GND.
C-5 to 87 <5Ω If > 5 Ω, check ECM PWR circuit for OPEN.
C-5 to GND > 1 kΩ If < 1 kΩ, check ECM PWR circuit for short to GND.
C-2 to GND <5Ω If > 5 Ω, check ECM GND circuit for OPEN.
C-4 to GND <5Ω If > 5 Ω, check ECM GND circuit for OPEN.
C-6 to GND <5Ω If > 5 Ω, check ECM GND circuit for OPEN.

Harness Resistance Check 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
first. Always connect the main negative battery cable last.
Test Point Spec Comment
Relay (30) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (30) to GND > 1 kΩ If > 1 kΩ, check for short to GND.
Relay (86) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (86) GND > 1 kΩ If > 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 275

ECM PWR Circuit Operation Fault Detection / Management

The ECM receives VIGN power at Pin C-31. This The ECM internally monitors battery voltage. When
signals the ECM to provide a ground path from Pin the ECM continuously receives less than 7 V or more
C-70 to 85 to switch the ECM main power relay. than 17.5 V, a Diagnostic Trouble Code (DTC) will be
Switching the relay provides power from the battery set.
positive terminal through 1 fuse and relay contacts 30
and 87 to Pins C-1, C-3, and C-5.
The ECM is grounded to the battery negative terminal
at ECM Pin C-2, C-4, and C-6.
276 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECM Self Diagnostics (Electronic Control Module)

DTC SPN FMI Condition

1151 108 3 BAP signal out-of-range HIGH
1152 108 4 BAP signal out-of-range LOW
5382 1136 0 ECM Error - over temperature
5618 8334 2 ECM Error - SPI-BUS error 1
5619 8334 12 ECM Error - SPI-BUS error 2
5627 8333 12 ECM Error - Checksum program
5628 8333 2 ECM Error - Checksum dataset
5632 8254 12 ECM Error - RAM/CPU self test fault
5633 8254 0 ECM Error - CPU Load above maximum
5634 8336 12 ECM Error - MQPS daisy chain failure
5635 8337 12 ECM Error - OCT daisy chain failure
5636 8338 12 ECM Error - QPS daisy chain failure
5641 86 14 ECM Error - CC monitoring
5642 94 14 ECM Error - Fuel Cut Off monitoring
5643 183 14 ECM Error - Post Inj monitoring
5644 190 2 ECM Error - Engine speed limitation
5645 7253 7 ECM Error - EEPROM failure
5646 190 14 ECM Error - Engine Speed monitoring
5647 558 14 ECM Error - PVS monitoring
5648 976 14 ECM Error - PTO monitoring
5649 1136 14 ECM Error - A/D conversion monitoring
5651 7132 14 ECM Error - MFMA monitoring
5652 8240 14 ECM Error - NVMY monitoring
5653 8300 14 ECM Error - PPS monitoring
5654 8329 14 ECM Error - CAN monitoring
5655 8332 14 ECM Error - Service Tool monitoring
5656 8335 14 ECM Error - Processor monitoring
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 277

Figure 216 Function diagram for the ECM

The ECM does the following: Fault Detection / Management

• Monitors and controls engine operation and The ECM automatically performs diagnostic
performance self-checks. The ECM self-test includes memory,
programming, and internal power supply checks. The
• Enables Power Takeoff and cruise control
ECM will detect internal Diagnostic Trouble Codes
• Communicates engine and vehicle information to (DTCs) depending on the severity of the problem.
instrument cluster Additionally, the ECM provides DTC management
strategies to permit limited engine and vehicle
• Enables electronically controlled transmission (if
operation.
equipped)
• Enables diagnostic programming tools
278 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECM Self Diagnostic Trouble Codes (DTCs)

DTC 1151 - 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 5382 - ECM Error - over temperature

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 5618 - ECM Error - SPI-BUS error 1

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5619 - ECM Error - SPI-BUS error 2

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5627 - ECM Error - Checksum program

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5628 - ECM Error - Checksum dataset

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 279

DTC 5632 - ECM Error - Random Access Memory (RAM) - CPU self-test fault
Internal ECM problem, RAM memory fault, causes an engine no start.
Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5633 - ECM Error - CPU Load above maximum

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5634 - ECM Error - MQPS daisy chain failure

Indicates an error occurred in the ECM.
Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5635 - ECM Error - OCT daisy chain failure

Indicates an error occurred in the ECM.
Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5636 - ECM Error - QPS daisy chain failure

Indicates an error occurred in the ECM.
Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5641 - ECM Error - CC monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.
280 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

DTC 5642 - ECM Error - Fuel Cut Off monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5643 - ECM Error - Post Inj monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5644 - ECM Error - Engine speed limitation

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5645 - ECM Error - EEPROM failure

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5646 - ECM Error - Engine Speed monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5647 - ECM Error - PVS monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5648 - ECM Error - PTO monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 281

DTC 5649 - ECM Error - A/D conversion monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5651 - ECM Error - MFMA monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5652 - ECM Error - NVMY monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5653 - ECM Error - PPS monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5654 - ECM Error - CAN monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5655 - ECM Error - Service Tool monitoring

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

DTC 5656 - ECM Error - Processor monitoring

Indicates the ECM software is corrupted.
Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.
282 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECT Sensor (Engine Coolant Temperature)

DTC SPN FMI Condition

1114 110 4 ECT signal out-of-range LOW
1115 110 3 ECT signal out-of-range HIGH

Figure 217 Function diagram for the ECT sensor

The function diagram for the ECT sensor includes the • Exhaust Gas Recirculation (EGR) valve
following:
• Fuel injector (INJ)
• Engine Coolant Temperature (ECT) sensor
• Engine lamps (amber and red)
• Electronic Control Module (ECM)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 283

Function Sensor Location

The ECT sensor provides a feedback signal to the The ECT sensor is installed in the water supply
ECM indicating engine coolant temperature. During housing (Freon® compressor bracket), right of the
engine operation, the ECM will monitor the ECT signal flat idler pulley assembly.
to control the following features:
• Engine Warning and Protection System (EWPS) Tools
• Cold Ambient Protection (CAP) • EST with MasterDiagnostics® software (page
429)
• Idle Shutdown Timer (IST)
• EZ-Tech® interface cable (page 430)
• Cold idle advance
• Digital Multimeter (DMM) (page 428)
• Coolant compensation
• 3-Banana Plug Harness (page 425)
The Engine Warning and Protection System (EWPS)
is an optional feature that can be enabled or disabled. • Breakout Box (page 426)
When the EWPS is enabled, the operator is warned
• Temperature Sensor Breakout Harness (page
of an overheat condition and, if programmed, will shut
432)
down the engine.
• Terminal Test Adapter Kit (page 432)
284 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECT Sensor End Diagnostics

DTC Condition Possible Causes

1114 ECT signal out-of-range LOW • ECT signal circuit short to GND
• Failed sensor
1115 ECT signal out-of-range HIGH • ECT signal OPEN or short to PWR
• SIG GND circuit OPEN
• Failed sensor

Figure 218 ECT circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 3. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Monitor sensor voltage. Verify an active DTC for 4. Connect Breakout Harness to engine harness.
the sensor. Leave sensor disconnected.

• If code is inactive, monitor the PID while

wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 285

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1115 If DTC 1114 is active, check ECT signal for short to GND.
Do Harness Resistance Check (page 286).
EST – Check DTC DTC 1114 If DTC 1115 is active, check ECT signal for OPEN. Do
Harness Resistance Check (page 286).
Short 3 banana plug harness
across 2 and GND
EST – Check DTC DTC 1114 If DTC 1115 is active, check SIG GND for OPEN. Do
Harness Resistance Check (page 286).
Short 3 banana plug harness
across 1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
286 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ECT Pin-point Diagnostics

Figure 219 ECT circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
1 to GND 0V If > 0.25 V, check for short to PWR.
2 to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 286).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to GND <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1 kΩ If < 1 kΩ, 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 Spec Comment
1 to E-28 <5Ω If > 5 Ω, check for OPEN circuit.
2 to E-33 <5Ω If > 5 Ω, check for OPEN circuit.

ECT Circuit Operation The sensor is grounded at Pin 1 from ECM Pin E–28.
As the coolant temperature increases, the resistance
The ECT is a thermistor sensor that is supplied with
a 5 V reference voltage at Pin 2 from ECM Pin E–33.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 287

of the thermistor decreases. This causes the signal the operator of an overheat condition and can be
voltage to decrease. programmed to shut down the engine.
The red engine lamp will illuminate when ECT reaches
Coolant Temperature Compensation
approximately 109 °C (228 °F). A warning buzzer will
Coolant temperature compensation reduces fuel sound when ECT reaches approximately 112 °C (234
delivery if ECT is above cooling system specifications. °F). The engine will shut down when the ECT reaches
approximately 112 °C (234 °F), if 3-way protection is
The reduction in fuel delivery begins when ECT
enabled.
reaches approximately 107 °C (225 °F). A reduction
of 15% will be achieved as the ECT reaches
Fault Detection / Management
approximately 110 °C (230 °F).
The ECM continuously monitors the control system.
Fuel reduction is calibrated to a maximum of
If the sensor signal is higher or lower than expected,
30% before standard engine warning or optional
the ECM disregards the sensor signal and uses a
warning/protection is engaged. If warning or
calibrated default value. The ECM will set a DTC, turn
shutdown occurs, a DTC is stored in the ECM
on the amber engine lamp, and run the engine in a
memory.
default range.
NOTE: Coolant temperature compensation may be
When this occurs, the EWPS, CAP, IST, cold idle
disabled in emergency vehicles that require 100%
advance, and coolant temperature compensation
power on demand.
features are disabled.
Engine Warning and Protection (EWPS)
The EWPS is an optional feature that can be enabled
or disabled. When enabled, the EWPS will warn
288 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EFAN Control (Engine Fan Control)

DTC SPN FMI Condition

None

Figure 220 Function diagram for EFAN

The function diagram for EFAN includes the following: Location

• Engine Fan (EFAN) control The relay and switches are vehicle mounted parts. For
additional supporting information, see truck Chassis
• Electronic Control Module (ECM)
Electrical Circuit Diagram Manual and Electrical
• Electronic System Control (ESC) module System Troubleshooting Guide.
• Multiplex System Module (MSM) Tools
• Engine Coolant Temperature (ECT) sensor • Digital Multimeter (DMM) (page 428)
• Intake Air Temperature (IAT) sensor • Breakout Box (page 426)
• Electronic System Controller (ESC) • Relay Breakout Harness (page 431)
• Engine Fan (EFAN) relay • Terminal Test Adapter Kit (page 432)

Function
The purpose of the engine fan is to allow a higher air
flow through the radiator when the A/C is on or when
the ECT or IAT goes above a set temperature.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 289

EFAN Circuit Diagnostics

DTC Condition Possible Causes

None EFAN does not cycle ON or OFF • EFAN relay control circuit OPEN or shorted to GND
• EFAN relay coil GND circuit OPEN
• Blown fuse
• Failed relay

Figure 221 EFAN circuit diagram

Voltage Check at EFAN Connector - Output State Test

Disconnect EFAN 2-pin connector. Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Spec Comment
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR or EFAN control circuit for short to GND,
or failed EFAN relay.
B to GND 0 V to 0.25 V If > 0.25 V, check for OPEN circuit.
Run Output State Test HIGH.
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR, or EFAN control circuit for short to
GND, or failed EFAN relay.
Run Output State Test LOW.
A to GND B+ If < B+, check for OPEN circuit between relay and EFAN, or EFAN control
circuit for OPEN, or blown fuse, or failed relay. Do Harness Resistance
Check (page 290).
A to B B+ If < B+, check GND circuit for OPEN. Do Harness Resistance Check (page
290).
290 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Voltage Check at Relay - Output State Test

Connect breakout harness between relay and relay socket. Connect EFAN and turn ignition switch ON.
Use DMM to measure voltage.
Test Point Spec Comment
30 to GND B+ If < B+, check power circuit to relay switch for OPEN or short to GND, or
blown fuse. See ACT PWR Relay.
86 to GND B+ If < B+, check power circuit to relay coil for OPEN or short to GND, or blown
fuse. See ACT PWR Relay.
Run Output State Test HIGH.
85 to GND B+ If < B+, check EFAN control circuit for short to GND. Do Harness Resistance
Check (page 290).
Run Output State Test LOW.
85 to GND 0.06 V to 2 V If > 2 V, check EFAN control circuit for OPEN. Do Harness Resistance
Check (page 290).
87 to GND B+ If < B+, replace relay.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and relay harness. Leave ECM and relay disconnected.
Test Point Spec Comment
C-58 to 85 <5Ω If > 5 Ω, check for OPEN circuit between ECM and relay terminal.
87 to A (fan) <5Ω If > 5 Ω, check for OPEN circuit between relay terminal and A (fan).
30 to ACT <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
PWR relay 87
30 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
86 to ACT <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
PWR relay 87
86 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
See truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide for
fuse information.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 291

EFAN Circuit Operation • Disable - enables or disables the EFAN feature.

The default state of the EFAN is ON. B+ is needed to • Fan on temperature - indicates at what coolant
turn the fan OFF. temperature that the fan will be electronically
activated.
ECM Pin C-58 controls the EFAN to shut off by
supplying a ground path to the EFAN relay coil Pin • Fan off temperature - indicates at what coolant
85. ACT PWR powers the other side of the relay coil, temperature that the fan will be electronically
Pin 86. ACT PWR is sent through the relay switch, deactivated.
which deactivates the EFAN.
Fault Detection / Management
EFAN Programmable Parameters
An open or short to ground in the EFAN can be
By using an EST, an authorized service technician can detected by the ECM during an on-demand engine
program the ECM to turn the EFAN on for any desired standard test. The IAT and ECT are continuously
temperature. monitored. If a DTC is detected in the IAT or ECT
circuit, the EFAN control is disabled and the engine
• Engine fan control - indicates to the on-board
fan remains on.
electronics whether or not the truck has the
electronic engine fan control feature. NOTE: Before diagnosing, verify that the vehicle has
an electronic fan and that the ECM is programmed
• A/C fan activation - allows fan activation through
correctly.
the ECM when requested from the ESC during
A/C operation.
292 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EFP Sensor (Engine Fuel Pressure)

DTC SPN FMI Condition

1136 94 4 EFP signal out-of-range LOW
1137 94 3 EFP signal out-of-range HIGH
2371 94 0 Fuel pressure above normal
2372 94 1 Fuel pressure below normal

Figure 222 Function diagram for the EFP sensor

The function diagram for the EFP sensor includes the Sensor Location
following:
The EFP sensor is installed in the fuel filter housing
• Engine Fuel Pressure (EFP) sensor on the left side of the crankcase.
• Electronic Control Module (ECM) Tools
• Engine lamp (amber) • EST with MasterDiagnostics® software (page
429)
• Fuel Filter lamp (amber)
• EZ-Tech® interface cable (page 430)
Function
• Digital Multimeter (DMM) (page 428)
The EFP sensor provides a feedback signal to the
• 3-Banana Plug Harness (page 425)
ECM indicating engine fuel pressure. During engine
operation, if pressure is not satisfactory, the ECM will • Breakout Box (page 426)
turn on the amber FUEL lamp to alert the operator
• Pressure Sensor Breakout Harness (page 431)
when the fuel filter needs servicing.
• Terminal Test Adapter Kit (page 432)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 293

EFP Sensor End Diagnostics

DTC Condition Possible Causes

1136 EFP signal out-of-range LOW • EFP signal circuit OPEN or short to GND
• VREF circuit OPEN or short to GND
• Failed sensor
1137 EFP signal out-of-range HIGH • EFP signal circuit short to PWR
• Failed sensor
2371 Fuel pressure above normal • SIG GND circuit OPEN
• VREF short to PWR
• Debris in fuel regulator
• Biased circuit/sensor
2372 Fuel pressure below normal • Low fuel pressure
• Dirty fuel filter
• Fuel inlet restriction
• Debris in fuel regulator
• Failed fuel pump
• Bias circuit / sensor

Figure 223 EFP circuit diagram

3. Monitor sensor voltage. Verify an active DTC for

WARNING: To prevent personal injury or the sensor.
death, stay clear of rotating parts (belts and fan)
and hot engine surfaces. • If code is inactive, monitor the PID while
wiggling the connector and all wires
1. Using EST, open the D_ContinuousMonitor.ssn. at suspected location. If the circuit is
2. Verify sensor voltage is within KOEO interrupted, the PID will spike and the DTC
specification. See “Performance Specification” will go active.
section. • If code is active, proceed to the next step.
294 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

4. Disconnect engine harness from sensor.

NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
5. Connect Breakout Harness to engine harness.
Leave sensor disconnected.

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1136 If DTC 1137 is active, check EFP signal for short to PWR
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 296).
EST – Check DTC DTC 1137 If DTC 1136 is active, check EFP signal for OPEN or
short to GND. Do Harness Resistance Check (page 296).
Short breakout harness across 2
and 3
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 296).
1 to GND
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 295

EFP Pin-point Diagnostics

Figure 224 EFP circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
1 to GND 0V If > 0.25 V, check for short to PWR.
2 to GND 5V 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 296).
3 to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance Check (page
296).

Connector Resistance Check to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to GND <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
3 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
296 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

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 Spec Comment
1 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN.
3 to E-32 <5Ω If > 5 Ω, check EFP signal circuit for OPEN.

EFP Circuit Operation Fault Detection / Management

The EFP sensor is a variable capacitance sensor that The ECM continuously monitors the control system.
is supplied with a 5 V reference voltage at Pin 2 from If the sensor signal is higher or lower than expected,
ECM Pin E-35. The sensor is grounded at Pin 1 from the ECM disregards the sensor signal and uses a
ECM Pin E-28. The sensor returns a variable voltage calibrated default value. The ECM will set a DTC, turn
signal from Pin 3 to ECM Pin E-32. on the amber engine lamp, and run the engine in a
default range.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 297

EGDP Sensor (Exhaust Gas Differential Pressure)

DTC SPN FMI Condition

1729 3251 4 EGDP signal out-of-range LOW
1731 3251 3 EGDP signal out-of-range HIGH
2699 3251 1 EGDP below desired level
2732 3251 2 EGDP stuck in-range fault
2733 3251 10 EGDP mismatch between key-on/off

Figure 225 Function diagram for the EGDP sensor

The function diagram for the EGDP sensor includes • Intake Throttle Valve (ITV)
the following:
• Fuel injector (INJ)
• Exhaust Gas Differential Pressure (EGDP) sensor
• Engine lamp (amber)
• Electronic Control Module (ECM)
• Regeneration lamp
• Exhaust Gas Recirculation (EGR)
298 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Function • EZ-Tech® interface cable (page 430)

The EGDP sensor provides a feedback signal to • Digital Multimeter (DMM) (page 428)
the ECM indicating the pressure difference between
• 3-Banana Plug Harness (page 425)
the inlet and outlet of the Diesel Particulate Filter.
Before and during a catalyst regeneration, the ECM • Breakout Box (page 426)
will monitor this sensor along with the EGT1, EGT2,
• Breakout Harness (page 430)
EGT3, EGRP and ITVP.
• Terminal Test Adapter Kit (page 432)
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
• EST with MasterDiagnostics® software (page
429)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 299

EGDP Sensor End Diagnostics

DTC Condition Possible Causes

1729 EGDP signal out-of-range LOW • EGDP signal OPEN or short to GND
• Failed sensor
1731 EGDP signal out-of-range HIGH • EGDP signal short to PWR
• SIG GND circuit OPEN
• Failed sensor
2699 EGDP below desired level • EGDP sensor tubes restricted, open, or assembled
incorrectly
• Biased circuit or sensor
2732 EGDP stuck in-range fault • EGDP sensor tubes restricted or open
2733 EGDP mismatch between key-on/off • Biased circuit or sensor

Figure 226 EGDP circuit diagram

3. Monitor sensor voltage. Verify an active DTC for

WARNING: To prevent personal injury or the sensor.
death, stay clear of rotating parts (belts and fan)
and hot engine surfaces. • If code is inactive, monitor the PID while
wiggling the connector and all wires
1. Using EST, open the D_ContinuousMonitor.ssn. at suspected location. If the circuit is
2. Verify sensor voltage is within KOEO interrupted, the PID will spike and the DTC
specification. See “Performance Specification” will go active.
section. • If code is active, proceed to the next step.
4. Disconnect engine harness from sensor.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
5. Connect breakout harness to engine harness.
Leave sensor disconnected.
300 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST - Check DTC DTC 1729 If DTC 1731 is active, check EGDP signal for short to
PWR.
DMM - Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
3 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 302).
EST - Check DTC DTC 1731 If DTC 1729 is active, check EGDP signal for OPEN. Do
Harness Resistance Check (page 302).
Short breakout harness across 2
and 3
DMM - Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 302).
1 to GND
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 301

EGDP Pin-point Diagnostics

Figure 227 EGDP circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
1 to GND 0V If > 0.25 V, check for short to PWR.
3 to GND 5V 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 302).
2 to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance Check (page
302).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to GND <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
3 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
302 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and sensor
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
1 to C-37 <5Ω If > 5 Ω, check SIG GND circuit for OPEN
2 to C-19 <5Ω If > 5 Ω, check EGDP signal circuit for OPEN
3 to C-51 <5Ω If > 5 Ω, check VREF circuit for OPEN

EGDP Circuit Operation ECM Pin C-51. The sensor is grounded at Pin 1 from
ECM Pin C-37. The sensor returns a variable voltage
The EGDP is a differential pressure sensor that is
signal from Pin 2 to ECM Pin C-19.
supplied with a 5 V reference voltage at Pin 3 from
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 303

EGR Actuator (Exhaust Gas Recirculation)

DTC SPN FMI Condition

1362 412 0 EGR valve internal high circuit failure
1363 412 1 EGR valve internal low circuit failure
1396 7137 12 EGRV Initialization Fault
1397 7137 4 EGR position in-range fault
1398 8327 7 EGR unable to achieve desired position
2368 8146 7 EGR valve communication fault
2391 2791 11 EGR valve internal circuit failure
2392 7138 6 EGR duty cycle above limit
2393 7137 2 EGR position sensor fault
2394 8146 2 EGR valve not receiving ECM CAN messages
2395 7317 3 EGRH OCC self-test failed
2396 7317 4 EGRL OCC self-test failed

Figure 228 Function diagram for the EGR actuator

The function diagram for the EGR actuator includes Function

the following:
Oxides of nitrogen (NOX) in the atmosphere contribute
• Electronic Control Module (ECM) to the production of smog. NOX is formed when
temperatures in the combustion chamber get too hot.
• Exhaust Gas Recirculation (EGR) actuator
The EGR system is used to reduce the amount of
• Engine lamp (amber)
NOX created by the engine. Exhaust gases that have
already burned do not burn again. The EGR valve
304 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

recirculates exhaust back into the intake stream.

This will cool the combustion process and reduce the
formation of NOX.

Component Location
The EGR valve is installed in the EGR manifold
between the throttle body and the intake manifold.
Tools
• EST with MasterDiagnostics® software (page
429)
• EZ-Tech® interface cable (page 430)
• Digital Multimeter (DMM) (page 428)
• EGR Valve Breakout Harness (page 429)
• Breakout Box (page 426)
• Terminal Test Adapter Kit (page 432)

EGR Pin-point Diagnostics

DTC Condition Possible Causes

1362 EGR valve internal high circuit failure • Private CAN circuits OPEN or short to PWR or GND
1363 EGR valve internal low circuit failure • OPEN PWR or GND circuits to EGR valve
1396 EGRV Initialization Fault • Failed EGR valve
1397 EGR position in-range fault
1398 EGR position stuck in-range fault
2368 EGR valve communication fault
2391 EGR valve internal circuit failure
2392 EGR duty cycle above limit
2393 EGR position sensor fault
2394 EGR valve not receiving ECM CAN
messages
2395
EGRH OCC self-test failed
2396
EGRL OCC self-tested failed
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 305

Figure 229 EGR circuit diagram

306 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

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. Verify sensor voltage is within KOEO
specification. See “Performance Specification”
section.
3. Monitor sensor voltage. Verify an active DTC for
the sensor.
• If code is inactive, monitor the PID while
wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
• If code is active, proceed to the next step.
4. Disconnect engine harness from sensor.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
5. Connect breakout harness to engine harness.
Leave sensor disconnected.

Connector Voltage Check

Connect breakout harness between engine harness and EGR actuator. Turn ignition switch to ON. Use
DMM to measure voltage.
Test Point Spec Comment
6 to GND B+ If < B+, check ACT PWR circuit for OPEN or short to GND, or blown
fuse. Do Harness Resistance Check (page 306).
5 to 6 B+ If < B+, check ACT PWR GND circuit for OPEN. Do Harness
Resistance Check (page 306).
3 to GND 1 to 4 V The sum of 3 to GND and 4 to GND should equal 4 to 5 V.
4 to GND 1 to 4 V The sum of 4 to GND and 3 to GND should equal 4 to 5 V.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harnesses to EGR actuator and ACT PWR
relay. Leave ECM, EGR, and relay disconnected.
Test Point Spec Comment
3 to E-10 <5Ω If > 5 Ω, check CANL for OPEN in circuit.
3 to GND > 1 kΩ If < 1 kΩ, check CANL for short to GND.
4 to E-11 <5Ω If > 5 Ω, check CANH for OPEN in circuit.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 307

Harness Resistance Check (cont.)

4 to GND > 1 kΩ If < 1 kΩ, check CANH for short to GND.
5 to GND <5Ω If > 5 Ω, check ACT PWR GND for OPEN in circuit. See truck
Chassis Electrical Circuit Diagram Manual and Electrical System
Troubleshooting Guide for additional information.
6 to 87 (relay) <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
If < 5 Ω, and no voltage was detected on the connector voltage table,
go to ACT PWR relay test.
6 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
If measurements are in specification, replace the EGR valve.

EGR Circuit Operation CAN (private) versus CAN (public)

The EGR actuator receives power at Pin 6, from the The public CAN network is set up to communicate
ACT PWR relay Pin 87. Ground for the EGR actuator with many different modules. The network branches
is supplied at Pin 5, from battery ground. The ECM off into many different locations with each path ending
controls the EGR actuator through the CAN (private) in a module connection or a 120-ohm terminating
circuits, CANH, ECM E-11 to EGR Pin 4, and CANL, resistor. The termination resistors are used to reduce
ECM E-10 to EGR Pin 3. reflections.
The private CAN system is set up to only communicate
CAN (private) Circuit Operation
between the ECM and specific engine controls.
The private Controller Area Network (CAN) provides
a communication link between the ECM and a specific CAN Repair Information
engine controller, the EGR actuator. The EGR
The CAN circuits use a twisted wire pair. All repairs
actuator can be controlled through the private CAN
must maintain one complete twist per inch along the
network. The EGR can communicate failures back to
entire length of the circuit. This circuit is polarized,
the ECM through the private CAN network.
one positive and one negative. Reversing the polarity
of this circuit will disrupt communications.
308 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EGT1 Sensor (Exhaust Gas Temperature 1)

DTC SPN FMI Condition

1737 3241 4 EGT1 signal out-of-range LOW
1738 3241 3 EGT1 signal out-of-range HIGH
2675 3241 2 EGT1 temp not increasing with engine temp
2676 3241 1 EGT1 reading off compared to EGT2 and EGT3

Figure 230 Function diagram for the EGT1 sensor

The function diagram for the EGT1 sensor includes Sensor Location
the following:
The EGT1 sensor is the first exhaust temperature
• Exhaust Gas Temperature 1 (EGT1) sensor sensor installed down stream of the turbocharger and
just before the Diesel Oxidation Catalyst.
• Electronic Control Module (ECM)
Tools
• Exhaust Gas Recirculation (EGR)
• EST with MasterDiagnostics® software (page
• Intake Throttle Valve (ITV)
429)
• Fuel injector (INJ)
• EZ-Tech® interface cable (page 430)
• Engine lamp (amber)
• Digital Multimeter (DMM) (page 428)
• Regeneration lamp
• 3-Banana Plug Harness (page 425)
Function • Breakout Box (page 426)
The EGT1 sensor provides a feedback signal • Exhaust Temperature Breakout Harness (page
to the ECM indicating Diesel Oxidation Catalyst 430)
inlet temperature. Before and during a catalyst
• Terminal Test Adapter Kit (page 432)
regeneration, the ECM will monitor this sensor along
with the EGT2, EGT3, EGDP, EGRP and ITVP.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 309

EGT1 Sensor End Diagnostics

DTC Condition Possible Causes

1737 EGT1 signal out-of-range LOW • EGT1 signal circuit short to GND
• Failed sensor
1738 EGT1 signal out-of-range HIGH • EGT1 signal OPEN or short to PWR
• SIG GND circuit OPEN
• Failed sensor
2675 EGT1 temp not increasing with engine temp • EGT1 biased sensor or circuit
• EGT sensor outside of exhaust system
2676 EGT1 reading off compared to EGT2 and • EGT1 biased sensor or circuit
EGT3
• EGT sensor outside of exhaust system

Figure 231 EGT1 circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 3. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Monitor sensor voltage. Verify an active DTC for 4. Connect breakout harness to engine harness.
the sensor. Leave sensor disconnected.

• If code is inactive, monitor the PID while

wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
310 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST - Check DTC DTC 1738 If DTC 1737 is active, check EGT1 signal for short to
GND. Do Harness Resistance Check (page 311).
EST - Check DTC DTC 1737 If DTC 1738 is active, check EGT1 signal for OPEN. Do
Harness Resistance Check (page 311).
Short 3-Banana plug harness
across 1 and GND
EST - Check DTC DTC 1737 If DTC 1738 is active, check SIG GND for OPEN. Do
Harness Resistance Check (page 311).
Short 3-Banana plug harness
across 1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 311

EGT1 Pin-point Diagnostics

Figure 232 EGT1 circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
2 to GND 0V If > 0.25 V, check for short to PWR.
1 to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 311).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
2 to GND <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and exhaust temperature breakout harness. Leave ECM
and sensor disconnected. Use DMM to measure resistance.
Test Point Spec Comment
2 to C-37 <5Ω If > 5 Ω, check for OPEN circuit.
1 to C-8 <5Ω If > 5 Ω, check for OPEN circuit.
312 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EGT1 Circuit Operation C-37. As temperature increases, the resistance of the

thermistor increases. This causes the signal voltage
The EGT1 is a thermistor sensor that is supplied
to increase.
with a 5 V reference voltage at Pin 1 from ECM Pin
C-8. The sensor is grounded at Pin 2 from ECM Pin
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 313

EGT2 Sensor (Exhaust Gas Temperature 2)

DTC SPN FMI Condition

1741 3242 4 EGT2 signal out-of-range LOW
1742 3242 3 EGT2 signal out-of-range HIGH
2673 3242 10 EGT2 not warming along with engine
2674 3242 2 EGT2 reading off compared to EGT1 and EGT3
2681 3241 1 EGT2 reading off compared to EGT1 and EGT3

Figure 233 Function diagram for the EGT2 sensor

The function diagram for the EGT2 sensor includes regeneration, the ECM will monitor this sensor along
the following: with the EGT1, EGT3, EGDP, EGRP and ITVP.
• Exhaust Gas Temperature 2 (EGT2) sensor
Sensor Location
• Electronic Control Module (ECM)
The EGT2 sensor is the second exhaust temperature
• Exhaust Gas Recirculation (EGR) sensor installed down stream of the turbocharger. It
is located between the Diesel Oxidation Catalyst and
• Intake Throttle Valve (ITV)
the Diesel Particulate Filter.
• Fuel injector (INJ)
Tools
• Engine lamp (amber)
• EST with MasterDiagnostics® software (page
• Regeneration lamp 429)
• EZ-Tech® interface cable (page 430)
Function
• Digital Multimeter (DMM) (page 428)
The EGT2 sensor provides a feedback signal
to the ECM indicating Diesel Particulate Filter • 3-Banana Plug Harness (page 425)
inlet temperature. Before and during a catalyst
• Breakout Box (page 426)
314 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

• Exhaust Temperature Breakout Harness (page

430)
• Terminal Test Adapter Kit (page 432)

EGT2 Sensor End Diagnostics

DTC Condition Possible Causes

1741 EGT2 signal out-of-range LOW • EGT2 signal circuit short to GND
• Failed sensor
1742 EGT2 signal out-of-range HIGH • EGT2 signal OPEN or short to PWR
• SIG GND circuit OPEN
• Failed sensor
2673 EGT2 not warming along with engine • EGT2 biased circuit or sensor
• EGT2 sensor outside of exhaust system
2674 EGT2 reading off compared to EGT1 and EGT3 • EGT2 biased circuit or sensor
2681 EGT2 reading off compared to EGT1 and EGT3 • EGT2 sensor outside of exhaust system

Figure 234 EGT2 circuit diagram

2. Monitor sensor voltage. Verify an active DTC for

WARNING: To prevent personal injury or the sensor.
death, stay clear of rotating parts (belts and fan)
and hot engine surfaces. • If code is inactive, monitor the PID while
wiggling the connector and all wires
1. Using EST, open the D_ContinuousMonitor.ssn. at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
• If code is active, proceed to the next step.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 315

3. Disconnect engine harness from sensor.

NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
4. Connect breakout harness to engine harness.
Leave sensor disconnected.

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST - Check DTC DTC 1742 If DTC 1741 is active, check EGT2 signal for short to
GND. Do Harness Resistance Check (page 316).
EST - Check DTC DTC 1741 If DTC 1742 is active, check EGT2 signal for OPEN. Do
Harness Resistance Check (page 316).
Short 3-Banana plug harness
across 1 and GND
EST - Check DTC DTC 1741 If DTC 1742 is active, check SIG GND for OPEN. Do
Harness Resistance Check (page 316).
Short 3-Banana plug harness
across 1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
316 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EGT2 Pin-point Diagnostics

Figure 235 EGT2 circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
2 to GND 0V If > 0.25 V, check for short to PWR.
1 to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 316).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
2 to GND <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and sensor
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
2 to C-37 <5Ω If > 5 Ω, check for OPEN circuit.
1 to C-17 <5Ω If > 5 Ω, check for OPEN circuit.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 317

EGT2 Circuit Operation Pin C-37. As temperature increases, the resistance

of the thermistor decreases. This causes the signal
The EGT2 is a thermistor sensor that is supplied
voltage to increase.
with a 5 V reference voltage at Pin 1 from ECM Pin
C-17. The sensor is grounded at Pin 2 from ECM
318 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EGT3 Sensor (Exhaust Gas Temperature 3)

DTC SPN FMI Condition

1744 3245 4 EGT3 signal out-of-range LOW
1745 3245 3 EGT3 signal out-of-range HIGH
2677 3245 2 EGT3 not warming along with engine
2678 3245 1 EGT3 reading off compared to EGT1 and EGT2

Figure 236 Function diagram for the EGT3 sensor

The function diagram for the EGT3 sensor includes Sensor Location
the following:
The EGT3 sensor is the third exhaust temperature
• Exhaust Gas Temperature 3 (EGT3) sensor sensor installed down stream of the turbocharger. It
is located just after the Diesel Particulate Filter.
• Electronic Control Module (ECM)
Tools
• Exhaust Gas Recirculation (EGR)
• EST with MasterDiagnostics® software (page
• Intake Throttle Valve (ITV)
429)
• Fuel injector (INJ)
• EZ-Tech® interface cable (page 430)
• Engine lamp (amber)
• Digital Multimeter (DMM) (page 428)
• Regeneration lamp
• 3-Banana Plug Harness (page 425)
Function • Breakout Box (page 426)
The EGT3 sensor provides a feedback signal • Exhaust Temperature Breakout Harness (page
to the ECM indicating Diesel Particulate Filter 430)
outlet temperature. Before and during a catalyst
• Terminal Test Adapter Kit (page 432)
regeneration, the ECM will monitor this sensor along
with the EGT1, EGT2, EGDP, EGRP and ITVP.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 319

EGT3 Sensor End Diagnostics

DTC Condition Possible Causes

1744 EGT3 signal out-of-range LOW • EGT3 signal circuit short to GND
• Failed sensor
1745 EGT3 signal out-of-range HIGH • EGT3 signal OPEN or short to PWR
• SIG GND circuit OPEN
• Failed sensor
2677 EGT3 not warming along with engine • EGT3 biased circuit or sensor
• EGT3 sensor outside of exhaust system
2678 EGT3 reading off compared to EGT1 and EGT2 • EGT3 biased circuit or sensor
• EGT3 sensor outside of exhaust system

Figure 237 EGT3 circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 3. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Monitor sensor voltage. Verify an active DTC for 4. Connect breakout harness to engine harness.
the sensor. Leave sensor disconnected.

• If code is inactive, monitor the PID while

wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
320 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST - Check DTC DTC 1745 If DTC 1744 is active, check EGT3 signal for short to
GND. Do Harness Resistance Check (page 321).
EST - Check DTC DTC 1744 If DTC 1745 is active, check EGT3 signal for OPEN. Do
Harness Resistance Check (page 321).
Short 3-Banana plug harness
across 1 and GND
EST - Check DTC DTC 1744 If DTC 1745 is active, check SIG GND for OPEN. Do
Harness Resistance Check (page 321).
Short 3-Banana plug harness
across 1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 321

EGT3 Pin-point Diagnostics

Figure 238 EGT3 circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
2 to GND 0V If > 0.25 V, check for short to PWR.
1 to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 321).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
2 to GND <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and sensor
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
2 to C-37 <5Ω If > 5 Ω, check for OPEN circuit.
1 to C-67 <5Ω If > 5 Ω, check for OPEN circuit.
322 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EGT3 Circuit Operation Pin C-37. As temperature increases, the resistance

of the thermistor increases. This causes the signal
The EGT3 is a thermistor sensor that is supplied
voltage to increase.
with a 5 V reference voltage at Pin 1 from ECM Pin
C-67. The sensor is grounded at Pin 2 from ECM
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 323

EOP Sensor (Engine Oil Pressure)

DTC SPN FMI Condition

1211 100 4 EOP signal out-of-range LOW
1212 100 3 EOP signal out-of-range HIGH

Figure 239 Function diagram for the EOP sensor

The function diagram for the EOP sensor includes the Sensor Location
following:
The EOP sensor is installed in the left side of the
• Engine Oil Pressure (EOP) sensor crankcase, below the left side of the fuel filter housing.
• Electronic Control Module (ECM) Tools
• Engine lamps (amber and red) • EST with MasterDiagnostics® software (page
429)
Function
• EZ-Tech® interface cable (page 430)
The EOP sensor provides a feedback signal to the
• Digital Multimeter (DMM) (page 428)
ECM indicating engine oil pressure. During engine
operation, the ECM will monitor the EOP signal to • 3-Banana Plug Harness (page 425)
determine if the oil pressure is satisfactory. If oil
• Breakout Box (page 426)
pressure is below desired pressure, the ECM will turn
on the red engine lamp. • Pressure Sensor Breakout Harness (page 431)
An optional feature, the Engine Warning and • Terminal Test Adapter Kit (page 432)
Protection System (EWPS), can be enabled to warn
the engine operator and shut the engine down when
a low engine oil pressure condition occurs.
324 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EOP Sensor End Diagnostics

DTC Condition Possible Causes

1211 EOP signal out-of-range LOW • EOP signal circuit OPEN or short to GND
• VREF circuit OPEN
• Failed sensor
1212 EOP signal out-of-range HIGH • EOP signal circuit short to PWR
• Failed sensor

Figure 240 EOP circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 4. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Verify sensor voltage is within KOEO 5. Connect Breakout Harness to engine harness.
specification. See “Performance Specification” Leave sensor disconnected.
section.
3. Monitor sensor voltage. Verify an active DTC for
the sensor.
• If code is inactive, monitor the PID while
wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 325

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1211 If DTC 1212 is active, check EOP signal for short to PWR.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 327).
EST – Check DTC DTC 1212 If DTC 1211 is active, check EOP signal for OPEN. Do
Harness Resistance Check (page 327).
Short 500 breakout harness
across 2 and 3
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 327).
1 to GND
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
326 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EOP Pin-point Diagnostics

Figure 241 EOP circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
1 to GND 0V If > 0.25 V, check for short to PWR.
2 to GND 5V 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 327).
3 to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance Check (page
327).

Connector Resistance Check to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to GND <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
3 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 327

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 Spec Comment
1 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN.
3 to E-13 <5Ω If > 5 Ω, check EOP signal circuit for OPEN.

EOP Circuit Operation Fault Detection / Management

The EOP sensor is a variable capacitance sensor that The ECM continuously monitors the control system. If
is supplied with a 5 V reference voltage at Pin 2 from the sensor signal is higher or lower than expected, the
ECM Pin E-35. The sensor is grounded at Pin 1 from ECM will disable the EWPS, set a DTC, and turn on
ECM Pin E-28. The sensor returns a variable voltage the warning lamp.
signal from Pin 3 to ECM Pin E-13.
328 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EOT Sensor (Engine Oil Temperature)

DTC SPN FMI Condition

1299 175 10 EOT in-range fault
1311 175 4 EOT signal out-of-range LOW
1312 175 3 EOT signal out-of-range HIGH

Figure 242 Function diagram for the EOT sensor

The function diagram for the EOT sensor includes the • Exhaust Gas Recirculation Position (EGR)
following:
• Variable Geometry Turbocharger (VGT)
• Engine Oil Temperature (EOT) sensor
• Injection Pressure Regulator (IPR)
• Electronic Control Module (ECM)
• Engine lamp (amber)
• Fuel injector (INJ)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 329

Function Sensor Location

The EOT sensor provides a feedback signal to the The EOT sensor is located in the rear of the front
ECM indicating engine oil temperature. The ECM cover, left of the high-pressure pump assembly.
monitors the EOT signal to control fuel quantity and
Tools
timing throughout the operating range of the engine.
The EOT signal allows the ECM to compensate for oil • EST with MasterDiagnostics® software (page
viscosity variations due to temperature changes in the 429)
operating environment, ensuring that adequate power
• EZ-Tech® interface cable (page 430)
and torque are available for all operating conditions.
• Digital Multimeter (DMM) (page 428)
Fast Idle Advance
• 3-Banana Plug Harness (page 425)
Fast idle advance increases engine cold idle speed up
• Breakout Box (page 426)
to 750 rpm (normally 700 rpm) for faster warm-up to
operating temperature. This is accomplished by the • Temperature Sensor Breakout Harness (page
ECM monitoring the EOT sensor input and adjusting 432)
the fuel injector operation accordingly.
• Terminal Test Adapter Kit (page 432)
Low idle speed is increased proportionally when the
engine oil temperature is between 15 °C (59 °F) at
700 rpm to below -10 °C (14 °F) at 750 rpm.
330 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EOT Sensor End Diagnostics

DTC Condition Possible Causes

1299 EOT in-range fault Biased EOT circuit / sensor
1311 EOT signal out-of-range LOW • EOT signal circuit short to GND
• Failed sensor
1312 EOT signal out-of-range HIGH • EOT signal OPEN or short to PWR
• SIG GND circuit OPEN
• Failed sensor

Figure 243 EOT circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 3. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Monitor sensor voltage. Verify an active DTC for 4. Connect Breakout Harness to engine harness.
the sensor. Leave sensor disconnected.

• If code is inactive, monitor the PID while

wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 331

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1312 If DTC 1311 is active, check EOT signal for short to GND.
Do Harness Resistance Check (page 332).
EST – Check DTC DTC 1311 If DTC 1312 is active, check EOT signal for OPEN. Do
Harness Resistance Check (page 332).
Short 3-banana plug harness
across 2 and GND
EST – Check DTC DTC 1311 If DTC 1312 is active, check SIG GND for OPEN. Do
Harness Resistance Check (page 332).
Short 3-banana plug harness
across 1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
332 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EOT Pin-point Diagnostics

Figure 244 EOT circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
1 to GND 0V If > 0.25 V, check for short to PWR.
2 to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 332).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to GND <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1 kΩ If < 1 kΩ, 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 Spec Comment
1 to E-28 <5Ω If > 5 Ω, check for OPEN circuit.
2 to E-66 <5Ω If > 5 Ω, check for OPEN circuit.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 333

EOT Circuit Operation Fault Detection / Management

The EOT is a thermistor sensor that is supplied with The ECM continuously monitors the control system.
a 5 V reference voltage at Pin 2 from ECM Pin E–66. If the sensor signal is higher or lower than expected,
The sensor is grounded at Pin 1 from ECM Pin E–28. the ECM disregards the sensor signal and use a
As the temperature increases, the resistance of the calibrated default value. The ECM will set a DTC,
thermistor decreases. This causes the signal voltage turn on the amber engine lamp, and run the engine in
to decrease. a default range of -20 °C (-4 °F) for starting and 100
°C (212 °F) for engine running conditions.
334 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

EWPS (Engine Warning and Protection System)

DTC SPN FMI Condition

2313 100 1 EOP below warning level
2314 100 7 EOP below critical level
2315 190 0 Engine speed above warning level
2319 518 2 Torque limited to control engine overheat
2321 110 0 ECT above warning level
2322 110 7 ECT above critical level
2323 111 1 ECL below warning/critical level

Figure 245 Function diagram for the EWPS

The function diagram for the EWPS includes the Function

following:
The Engine Warning Protection System (EWPS)
• Electronic Control Module (ECM) warns the operator of conditions that can damage the
engine.
• Crankshaft Position (CKP) sensor
The Standard Warning System is the base system
• Camshaft Position (CMP) sensor
in which all engines are equipped. If one of these
• Engine Oil Pressure (EOP) switch faults are detected, the ECM will illuminate the red
OIL/WATER (OWL) lamp and set a corresponding
• Engine Coolant Temperature (ECT)
DTC.
• Engine Coolant Level (ECL) sensor
Standard Warning – No engine shut down available.
• Engine lamp (red)
• RPM - Engine over-speed warning
• Engine lamp (amber)
• ECT - Engine over-heat warning
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 335

The following optional features to this base system ECT-CRITICAL – Specifies temperature threshold
provide added warning or protection. where an engine shut down will be commanded.
2-way Warning – No engine shut down available. PROT-ENG SPD1 – Specifies at what RPM a
specified oil pressure (OIL-PRES-CRIT-SPD1) should
• ECT - Engine over-heat warning
be detected.
• EOP - Low engine oil pressure warning
PROT-ENG SPD2 – Specifies at what RPM a
3-way Warning – No engine shut down available. specified oil pressure (OIL-PRES-CRIT-SPD2) should
be detected.
• ECT - Engine over-heat warning
PROT-ENG SPD3 – Specifies at what RPM a
• EOP - Low engine oil pressure warning
specified oil pressure (OIL-PRES-CRIT-SPD3) should
• ECL - Low engine coolant level warning be detected.
3-way Protection – Engine shut down is available if OIL-PRES-WARN-SPD1 – Specifies the minimum
critical condition is detected. oil pressure with engine speed greater then
(PROT-ENG-SPD1). Failure to meet set point will
• ECT, EOP, ECL - Same as 3-way Warning
turn on the OIL/WATER lamp and warning buzzer.
• ECT - Engine over-heat critical protection
OIL-PRES-WARN-SPD2 – Specifies the
• EOP - Low engine oil pressure critical protection minimum oil pressure with engine speed
greater then (PROT-ENG-SPD1) but less then
• ECL - Low engine coolant level critical protection
(PROT-ENG-SPD2). Failure to meet set point will
Warning – Temperature above specific threshold will turn on the OIL/WATER lamp and warning buzzer.
sound a buzzer, illuminate the red OIL/WATER (OWL)
OIL-PRES-WARN-SPD3 – Specifies the
lamp and set a DTC.
minimum oil pressure with engine speed
Critical – Temperature above specific threshold will greater then (PROT-ENG-SPD2) but less then
shut down the engine and set a DTC. (PROT-ENG-SPD3). Failure to meet set point will
turn on the OIL/WATER lamp and warning buzzer.
Event log – This feature will log occurrences of the
event according to the engine hours and odometer OIL-PRES-CRIT-SPD1 – Specifies the minimum
readings. oil pressure with engine speed greater then
(PROT-ENG-SPD1). Failure to meet set point will
command an engine shut down.
EWPS Programmable Parameters
OIL-PRES-CRIT-SPD2 – Specifies the
ENG-PROT-MODE minimum oil pressure with engine speed
greater then (PROT-ENG-SPD1) but less then
• 0 = Standard Warning
(PROT-ENG-SPD2). Failure to meet set point will
• 1 = 3-way Warning command an engine shut down.
• 2 = 3-way Protection OIL-PRES-CRIT-SPD3 – Specifies the
minimum oil pressure with engine speed
• 3 = 2-way Warning
greater then (PROT-ENG-SPD2) but less then
ECT-WARNING – Specifies temperature threshold (PROT-ENG-SPD3). Failure to meet set point will
where the OIL/WATER lamp and warning buzzer will command an engine shut down.
be turned on.
336 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

DTC 2313 DTC 2315

EWPS - EOP below Warning Level Engine Speed above Warning Level
• DTC 2313 is set by the ECM, when engine oil • DTC 2315 is set by the ECM when the engine rpm
pressure is lower than expected while the engine has exceeded 3900 rpm.
is running. The specifications for the warning are:
• DTC 2315 can be set due to any of the following
• 34 kPa (5 psi) @ 700 rpm conditions:
• 69 kPa (10 psi) @ 1400 rpm • Excessive engine speed in an unintended
downshift.
• 138 kPa (20 psi) @ 2000 rpm
• Steep acceleration downhill without correct
• For diagnostics, see Low Oil Pressure
brake application.
Diagnostics in the “Engine Symptoms Diagnostics
(page 101)” section of this manual. • External fuel source being ingested into air
intake system.
• DTC 2313 can be set by an open, circuit short to
voltage source in the EOP circuit, a loose or failed • When DTC 2315 is active the amber lamp is
EOP switch, or low oil pressure. illuminated. The engine hours and miles of the
last two over speed occurrences will be recorded
• When DTC 2313 is active, the red lamp is
in the engine event log.
illuminated.
DTC 2319
DTC 2314
Torque limited to control engine overheat
EWPS - EOP below Critical Level
• DTC 2319 is set by the ECM when the cooling
• DTC 2314 is set by the ECM, when the engine oil
system temperature exceeds 111 °C (232 °F).
pressure drops below the critical level while the
At this temperature the ECM will reduce the fuel
engine is running. The specifications are:
delivered to the engine. When the temperature
• 14 kPa (2 psi) @ 700 rpm drops below 111 °C (232 °F) the DTC will become
inactive and the engine will return to normal
• 83 kPa (12 psi) @ 1400 rpm
operation. The engine lamp is not illuminated.
• 152 kPa (22 psi) @ 2000 rpm
• For each Celsius degree of temperature the fuel
• For diagnostics, see Low Oil Pressure in “Engine will be reduced by six percent. This will reduce
Symptoms Diagnostics” section of this manual. the heat produced by the engine and the burden
on the cooling system. The vehicle speed will also
• DTC 2314 can be set by an open, circuit short to
be reduced and allow the operator to downshift.
voltage source in the EOP circuit, a loose or failed
This increases cooling system efficiency. As the
EOP switch, or low oil pressure.
temperature is reduced, the compensation level
• When DTC 2314 is active, the red lamp flashes is reduced, until the temperature drops below 111
and sounds an audible signal. °C (232 °F) and normal operation is resumed.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 337

DTC 2321 • For high altitude applications (103 kPa [15 psi]
ECT above Warning level radiator cap), DTC 2322 is set by the ECM when
the engine coolant temperature is above 119 °C
• DTC 2321 is set by the ECM when the engine
(246 °F). When the temperature drops below 119
coolant temperature is above 113 °C (228 °F).
°C (246 °F) the DTC will become inactive.
The ECM illuminates the red lamp (OWL for
CF). When the temperature drops below 113
DTC 2323
°C (228 °F) the DTC will become inactive. For
ECL below Warning/Critical level
diagnostics, see Coolant Over-Temperature in
the “Engine Symptoms Diagnostics” (page 101) • DTC 2323 is set by the ECM when coolant is low.
section of this manual. When the EWPS mode is 3-way protection and
DTC 2323 is active, the engine will shutdown.
• For high altitude applications (103 kPa [15 psi]
The ECM will log the engine hours and odometer
radiator cap), DTC 2321 is set by the ECM when
reading at the time of occurrence. After the
the engine coolant temperature is above 116 °C
shutdown, the engine can be restarted for thirty
(240 °F). When the temperature drops below 116
seconds. When the coolant has returned to
°C (240 °F) the DTC will become inactive.
correct levels, DTC 2323 will become active.
DTC 2322 NOTE: If the coolant level is correct, do ECL
ECT above Critical level Connector Voltage Test in this section. An ECL signal
shorted to ground can cause DTC 2323.
• DTC 2322 is set by the ECM when the engine
coolant temperature is above 116 °C (240 °F).
The ECM illuminates the red lamp. When the
temperature drops below 116 °C (240 °F) the
DTC will become inactive. For diagnostics,
see Coolant Over-Temperature in the “Engine
Symptoms Diagnostics (page 101)” section of
this manual.
338 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

IAH System (Inlet Air Heater)

DTC SPN FMI Condition

None

Figure 246 Function diagram for the IAH system

The function diagram for the IAH system includes the Component Location
following:
The IAH is installed in the intake manifold behind the
• IAH relays inlet throttle body. The IAH relays are installed on the
left side of the engine on the ECM bracket.
• IAH elements
Tools
• Electronic Control Module (ECM)
• EST with MasterDiagnostics® software (page
• Engine Coolant Temperature (ECT) sensor
429)
• Engine Oil Temperature (EOT) sensor
• EZ-Tech® interface cable (page 430)
• Wait to Start lamp (amber)
• Digital Multimeter (DMM) (page 428)
Function • Amp Clamp (page 427)
The Inlet Air Heater (IAH) system warms the incoming • 16-pin Breakout Harness (page 425)
air supply prior to cranking to aid cold engine starting
• Breakout Box (page 426)
and reduce white smoke during warm-up.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 339

IAH Pin-point Diagnostics

DTC Condition Possible Causes

None Inactive IAH • IAH relay control circuit OPEN or shorted to GND
• IAH relay coil GND circuit OPEN
• Failed relay(s)

Figure 247 IAH circuit diagram

340 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

NOTE: For this procedure, run the KOEO Standard

Test. Do not run the GPC/IAH test.

The KOEO Standard Test will enable the relays for

two seconds every time the test is run. The GPC/IAH
test only enables the relays twice for 45 seconds to
prevent element overheating.

Voltage Check on Relay Switch – Output State Test

Turn ignition switch OFF. Use DMM to measure voltage on relay B+ side.
Test Point Spec Comment
Relay 1 B+ If < B+, check large power circuit to relay for OPEN,
B+ side to GND corroded terminal, or blown fuse link.
Relay 2 B+ If < B+, check large power circuit to relay for OPEN,
B+ side to GND corroded terminal, or blown fuse link.
Turn ignition switch to ON. Run KOEO Standard Test (IAH is commanded on for 2 seconds during this test).
Use DMM to measure voltage when relay is commanded on.
Relay 1 B+ If 0 V, do Voltage Check on Relay Coil – Output State Test .
Output side to GND
Element B+ If < B+, check for corroded terminals on relay and element.
to GND Do Amperage Check .
Relay 2 B+ If 0 V, do Voltage Check on Relay Coil – Output State Test .
Output side to GND
Element B+ If < B+, check for corroded terminals on relay and element.
to GND Do Amperage Check .

Voltage Check on Relay Coil – Output State Test

Disconnect both relay connectors. Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Spec Comment
Relay 1
Pin 1 to GND 0V If > 0 V, check for OPEN or short to PWR.
Pin 2 to GND 2. 74 V If < 2 V, check for OPEN or short to GND. Do Harness
Resistance Check – Relay Coil (page 342).
Relay 2
Pin 1 to GND 0V If > 0 V, check for OPEN or short to PWR.
Pin 2 to GND 2. 74 V If < 2 V, check for OPEN or short to GND. Do Harness
Resistance Check – Relay Coil (page 342).
Run KOEO Standard Test (IAH is commanded on for 2 seconds during this test). Use DMM to measure
voltage when relay is commanded on.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 341

Voltage Check on Relay Coil – Output State Test (cont.)

Relay 1 B+ If < B+, check actuator GND circuit for OPEN. Do Harness
Pin 2 to GND Resistance Check – Relay Coil (page 342).
Pin 1 to 2
Relay 2 B+ If < B+, check IAH relay control circuit for OPEN or short to
Pin 2 to GND GND. Do Harness Resistance Check – Relay Coil (page
Pin 1 to 2 342).
If voltage checks at relay coil are okay, but voltage checks at relay switch failed, replace the relay.

Amperage Draw Check

NOTE: Batteries must be fully charged before running this test.
Measure the amperage going to both elements, one at a time. Run Glow Plug / Air Intake Heater Output
State test. Use a DMM with an amp probe. Set DMM to DCmV and zero amp clamp.
Test Point Spec Comment
Element 1 125 A ± 30 A If 0 A, do Voltage Check on Relay Switch – Output State
(within 2 seconds) Test
If > 0 A, but below specification, check for corroded
terminals on relay, element, and power source. Do Element
Resistance Check .
Element 2 125 A ± 30 A If 0 A, do Voltage Check on Relay Switch – Output State
(within 2 seconds) Test
If > 0 A, but below specification, check for corroded
terminals on relay, element, and power source. Do Element
Resistance Check .
If > 0 A, but below specification, and element and wiring check out okay, replace the relay.

Element Resistance Check

Turn ignition switch to OFF. Use a DMM to measure resistance from heater element to engine GND.
Test Point Spec Comment
Element 1 < 0.5 Ω If > 0.5 Ω, replace failed heater element.
to GND
Element 2 < 0.5 Ω If > 0.5 Ω, replace failed heater element.
to GND
342 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check – Relay Coil Circuits

Turn ignition to OFF. Connect breakout box. Leave ECM and relay(s) disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
Relay 1
Pin 2 to E-59 <5Ω If > 5 Ω, check IAH control circuit for OPEN.
Pin 1 to GND <5Ω If > 5 Ω, check ACT PWR GND for OPEN circuit.
Relay 2
Pin 2 to E-59 <5Ω If > 5 Ω, check IAH control circuit for OPEN.
Pin 1 to GND <5Ω If > 5 Ω, check ACT PWR GND for OPEN circuit.
E-59 to GND > 1 kΩ If < 1 kΩ, check IAH control for short to GND.

Harness Resistance Check – Relay Switch Circuits

Turn ignition to OFF. Use DMM to measure resistance.
Test Point Spec Comment
Relay 1 < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
Output side to
element
Relay 2 < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
Output side to
element
Disconnect both battery GND cables. Use DMM to measure resistance.

WARNING: To prevent personal injury or death, always disconnect main negative battery cable
first. Always connect the main negative battery cable last.
Relay 1 < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
B+ side to battery
positive post

Relay 2 < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
B+ side to battery
positive post
If circuits and element are okay, but failed amperage test, replace the relay.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 343

IAH Circuit Operation E-59 to Pin 2 on each relay coil. The relay coils
are grounded at Pin 1 through the 16-way connector
The ECM controls the WAIT TO START lamp and IAH
Pin 16 from vehicle harness ground. See vehicle
element based on ECT, EOT, and BAP (inside ECM).
electrical diagrams.
The WAIT TO START lamp (0 to 10 seconds) ON-time
is independent from the IAH element (0 to 45 seconds) The power is supplied to the switch side of each relay
ON-time. from the starter motor through a fusible link. When the
relays are energized, power is supplied to the heating
The ECM controls the WAIT TO START lamp through
elements, which are grounded to the intake manifold.
the public CAN communication to the Electronic
Gauge Cluster (EGC).
Diagnostic Trouble Codes (DTCs)
The ECM uses two relays to control the IAH elements
There are no DTCs for IAH System.
(one relay per heating element). The ECM will
energize the relays by supplying power from Pin
344 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

IAT Sensor (Intake Air Temperature)

DTC SPN FMI Condition

1154 171 4 IAT signal out-of-range LOW
1155 171 3 IAT signal out-of-range HIGH

Figure 248 Function diagram for the IAT sensor

The function diagram for the IAT sensor includes the Sensor Location
following:
The IAT sensor is installed in the air filter housing.
• Intake Air Temperature (IAT) sensor
Tools
• Fuel injector (INJ)
• EST with MasterDiagnostics® software (page
• Electronic Control Module (ECM) 429)
• Engine lamp (amber) • EZ-Tech® interface cable (page 430)
• Digital Multimeter (DMM) (page 428)
Function
• 3-Banana Plug Harness (page 425)
The IAT sensor provides a feedback signal to the ECM
indicating intake air temperature. The ECM monitors • Breakout Box (page 426)
the IAT signal to control the timing and fuel rate for
• Temperature Sensor Breakout Harness (page
cold starting. The IAT is monitored while the engine is
432)
running to limit smoke and reduce exhaust emissions.
• Terminal Test Adapter Kit (page 432)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 345

IAT Sensor End Diagnostics

DTC Condition Possible Causes

1154 IAT signal out-of-range LOW • IAT signal circuit short to GND
• Failed sensor
1155 IAT signal out-of-range HIGH • IAT signal OPEN or short to PWR
• SIG GND circuit OPEN
• Failed sensor

Figure 249 IAT circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 3. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Monitor sensor voltage. Verify an active DTC for 4. Connect breakout harness to engine harness.
the sensor. Leave sensor disconnected.

• If code is inactive, monitor the PID while

wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
346 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST - Check DTC DTC 1155 If DTC 1154 is active, or < 4.5 V, check IAT signal for
short to GND. Do Harness Resistance Check (page 347).
EST - Check PID 4.68 V
EST - Check DTC DTC 1154 If DTC 1155 is active, check IAT signal for OPEN. Do
Harness Resistance Check (page 347).
Short 3-Banana plug harness
across A and GND
EST - Check DTC DTC 1154 If DTC 1155 is active, check SIG GND for OPEN. Do
Harness Resistance Check (page 347).
Short 3-Banana plug harness
across A and B
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 347

IAT Pin-point Diagnostics

Figure 250 IAT circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
B to GND 0V If > 0.25 V, check for short to PWR.
A to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 347).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
B to GND <5Ω If > 5 Ω, check for OPEN circuit.
A to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and sensor
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
B to C-37 <5Ω If > 5 Ω, check for OPEN circuit.
A to C-66 <5Ω If > 5 Ω, check for OPEN circuit.

IAT Circuit Operation As the temperature increases, the resistance of the

thermistor decreases. This causes the signal voltage
The IAT is a thermistor sensor that is supplied with a
to decrease.
5 V reference voltage at Pin A from ECM Pin C-66.
The sensor is grounded at Pin B from ECM Pin C-37.
348 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Fault Detection / Management calibrated default value. The ECM will set a DTC, turn
on the amber engine lamp, and run the engine in a
The ECM continuously monitors the control system.
default range.
If the sensor signal is higher or lower than expected,
the ECM disregards the sensor signal and uses a
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 349

ICP Sensor (Injection Control Pressure)

DTC SPN FMI Condition

1124 164 4 ICP signal out-of-range LOW
1125 164 3 ICP signal out-of-range HIGH
2332 164 13 ICP above KOEO spec

Figure 251 Function diagram for the ICP sensor

The function diagram for the ICP sensor includes the Sensor Location
following:
The ICP sensor is installed in the high-pressure oil rail,
• Injection Control Pressure (ICP) sensor under the valve cover.
• Electronic Control Module (ECM) Tools
• Fuel injector (INJ) • EST with MasterDiagnostics® software (page
429)
• Injection Pressure Regulator (IPR)
• EZ-Tech® interface cable (page 430)
• Engine lamp (amber)
• Digital Multimeter (DMM) (page 428)
Function
• 3-Banana Plug Harness (page 425)
The ICP sensor provides a feedback signal to the
• Breakout Harnesses
ECM indicating injection control pressure. The ECM
monitors ICP as the engine is operating to modulate • Breakout Box (page 426)
the IPR. This is a closed loop function in which the
• Terminal Test Adapter Kit (page 432)
ECM continuously monitors and adjusts for ideal ICP
determined by conditions such as load, speed, and
temperature.
350 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ICP Sensor End Diagnostics

DTC Condition Possible Causes

1124 ICP signal out-of-range LOW • ICP signal circuit short to GND
• Failed sensor
1125 ICP signal out-of-range HIGH • ICP signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• VREF circuit OPEN
• Failed sensor
2332 ICP above KOEO spec • ICP signal or SIG GND circuit OPEN
• Biased circuit/sensor (ICPV above KOEO spec)
• Failed sensor

Figure 252 ICP circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 4. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Verify sensor voltage is within KOEO 5. Connect Breakout Harness to engine harness.
specification. See “Performance Specification” Leave sensor disconnected.
section.
3. Monitor sensor voltage. Verify an active DTC for
the sensor.
• If code is inactive, monitor the PID while
wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 351

Sensor Circuit Check

Disconnect sensor connector from valve cover gasket (3rd to the rear). Turn ignition switch to ON. Use EST
to verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1125 If DTC 1124 is active, check ICP signal for short to GND.
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 353).
7 to GND
EST – Check DTC DTC 1124 If DTC 1125 is active, check ICP signal for OPEN. Do
Harness Resistance Check (page 353).
Short breakout harness across 6
and 7
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
8 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 353).
If checks are within specification, connect sensor and clear DTCs. If active code remains, check under valve
cover harness for OPENs or shorts. If okay, replace sensor.
352 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ICP Pin-point Diagnostics

Figure 253 ICP circuit diagram

Connector Voltage Check

Disconnect sensor connector from valve cover gasket (3rd to the rear). Turn ignition switch to ON. Use
DMM to measure voltage.
Test Point Spec Comment
6 to GND 5V If < 4.5 V, check for short to GND.
7 to GND 0V If > 0.25 V, check for short to PWR.
8 to GND 5V 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 353).

Connector Resistance Check to GND

Turn ignition switch to OFF. Connect UVC breakout harness to engine harness. Leave valve cover gasket
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
6 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
7 to GND <5Ω If > 5 Ω, check for OPEN circuit.
8 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Under Valve Cover Resistance Check to Engine GND

Connect UVC breakout harness to valve cover gasket. Leave engine harness disconnected. Use DMM
to measure resistance.
Test Point Spec Comment
6 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
7 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
8 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 353

Harness Resistance Check

Turn ignition switch to OFF. Remove valve cover. Connect ECM breakout box to the 36-pin connector and
ICP breakout harness to the UVC harness. Leave the ECM and ICP sensor disconnected. Use DMM
to measure resistance.
Test Point Spec Comment
D-14 to 1 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
D-14 to GND > 1 kΩ If < 1k Ω, check for short to GND.
D-15 to 3 <5Ω If > 5 Ω, check FRP signal circuit for OPEN.
D-15 to GND > 1 kΩ If < 1k Ω, check for short to GND.
D-13 to 2 <5Ω If > 5 Ω, check VREF circuit for OPEN.
D-13 to GND > 1 kΩ If < 1 kΩ, check for short to GND.

ICP Circuit Operation Fault Detection / Management

The ICP sensor is a micro-strain gauge sensor that is The ECM continuously monitors the signal of the ICP
supplied with a 5 V reference voltage at Pin 2 from sensor to determine if the signal is within an expected
ECM Pin D-13. The sensor is grounded at Pin 1 from range. The ECM disregards the sensor signal and
ECM Pin D-14. The sensor returns a variable voltage uses a calibrated default value. The ECM will set
signal from Pin 3 to ECM Pin D-15. a DTC, turn on the amber engine lamp, and run the
engine in a default range.
354 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ICP System (Injection Control Pressure)

DTC SPN FMI Condition

2242 1442 2 ICP adaptation In-Range fault
2335 164 1 ICP unable to build pressure during crank
3333 8492 0 ICP above desired level
3334 8492 1 ICP below desired level
3373 164 15 ICP too high during test
3374 164 17 ICP unable to build during test

Figure 254 Function diagram for the ICP system

The ICP system includes the following: • Injection Pressure Regulator (IPR) valve
• Hydraulic oil system • Injection Control Pressure (ICP) sensor
— High-pressure hydraulic pump • Electronic Control Module (ECM)
— High-pressure oil manifold • Engine lamp (amber)
— High-pressure oil hose
— Fuel injectors (INJ)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 355

Function cover (left side of engine). The high-pressure oil

manifold is installed under the valve cover, directly
The ICP system is a mechanical hydraulic system,
over the injectors. The ICP sensor is installed on the
electronically controlled by the ECM. The ECM
high-pressure oil manifold.
controls the IPR valve while monitoring the ICP
sensor to provide the engine with the desired starting Tools
and operating pressures. The ICP system drives the
• EST with MasterDiagnostics® software (page
high-pressure fuel spray through the injectors.
429)
System Component Location • EZ-Tech® interface cable (page 430)
The IPR valve is located on the high-pressure pump
assembly, which is mounted on the rear of the front
356 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

ICP System Diagnostics

DTC Condition Possible Causes

2242 ICP adaptation In-Range fault Injection control pressure command 10% higher then last
learned command under same conditions.
• Possible ICP system leak
2335 ICP unable to build during engine ICP below 3.5 MPa during engine crank
cranking
• Low oil supply to high-pressure system
• IPR circuit fault or failed valve
• High-pressure oil pump failure
3333 ICP above desired level ICP was above the desired pressure by 3%
• Biased ICP sensor or circuit
• Trapped air in system (if set after system was open)
• Incorrect oil level
• Aerated or contamination in engine oil
IPR circuit fault or failed (sticking) valve
3334 ICP below desired level ICP was below desired pressure by 3%
• Biased ICP sensor or circuit
• Incorrect oil level
• Aerated or contamination in engine oil
• IPR circuit fault or failed (sticking) valve
• High-pressure oil pump failure
3373 ICP too high during test ICP sensor above 8 MPa during first part of KOER
Standard Test
• Biased ICP sensor or circuit
• Trapped air in system (if set after system was open)
• Incorrect oil level
• Aerated or contamination in engine oil
• IPR circuit fault or failed (sticking)
3374 ICP unable to build during test ICP sensor below 20 MPa during second part of KOER
Standard Test
• Biased ICP sensor or circuit
• Incorrect oil level
• Aerated or contamination in engine oil
• IPR circuit fault or failed (sticking) valve
• High-pressure oil pump failure
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 357

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, stay clear of rotating parts (belts and fan) and
hot engine surfaces.

DTC 2242 – ICP adaptation In-Range fault

DTC 3333 – ICP above desired level
DTC 3334 – ICP below desired level
DTC 3373 – ICP too high during test
DTC 3374 – ICP unable to build during test

Pin-point ICP System Fault

1. Check repair history for recent ICP system repairs.
• Trapped air in the system from recent repair can cause erratic pressure. To purge air from
system, find an open stretch of road and drive the vehicle for a minimum of 20 miles.
2. Check engine oil for correct level and grade. Inspect for contamination or debris.
3. Check for other active or inactive ICP DTCs. See ICP Sensor (page 349) in this section and check
ICP KOEO specification.
4. Check for IPR DTC by running KOEO Standard test. See IPR (page 374) in this section and check
harness connection.
5. Check for intermittent circuit faults on ICP sensor or IPR valve.
• Open Continuous monitor session and run Continuous monitor test. With engine at low idle,
wiggle harness connection on the ICP, IPR, 16-way, and 42-way connectors.
6. Check for aerated oil at high idle. See “Performance Diagnostics” (page 153) section in this manual.
7. Check the ICP system for leaks. See “Hard Start and No Start Diagnostics” section in this manual.
358 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

DTC 2335 – ICP unable to build pressure during cranking

Pin-point ICP System Fault
1. Check harness connection to ICP, IPR, and ECM.
2. Check repair history for recent ICP system repairs.
• Trapped air in the system from recent repair can cause erratic pressure. To purge air from
system, find an open stretch of road and drive the vehicle for a minimum of 20 miles.
3. Check engine oil for correct level and grade. Inspect for contamination or debris.
• Verify lube oil pressure and delivery to reservoir during engine crank. See “Hard Start and
No Start Diagnostics” section in this manual.
4. Check for other active or inactive ICP DTCs. See ICP Sensor (page 349) in this section of manual
and check ICP KOEO specification.
5. Check for IPR DTC by running KOEO Standard test. See IPR (page 374) in this section of manual
and check harness connection.
6. Check for intermittent circuit faults on ICP sensor or IPR valve.
• Open Continuous monitor session and run Continuous monitor test. With engine at low idle,
wiggle harness connection on the ICP, IPR, 16-way, and 42-way connectors.
7. Check the ICP system for leaks. See “Hard Start and No Start Diagnostics” section in this manual.

ICP System Operation ICP sensor. This provides the engine with the desired
starting and operating pressure. When demand for
Mechanical Operation ICP increases, the ECM will increase duty cycle to
the IPR valve. When demand for ICP decreases, the
Engine lube oil is supplied to the ICP reservoir
ECM will decrease the duty cycle to the IPR valve.
that feeds the high-pressure pump. The IPR valve
regulates the pressure by closing or opening the When the ECM detects an error in the closed loop
valve. The discharged oil passes through the injectors system, a DTC is set and the ECM will disregard
and drains to the oil sump. If equipped with optional the ICP signal and control the IPR valve from
Diamond Logic® engine brake, the oil can also drain programmed default values. This is called open loop
through Brake Shut-off Valve (BSV). operation.

Electrical Operation
The ICP system is a closed loop system. The ECM
controls the IPR valve duty cycle while monitoring the
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 359

Fault Detection / Management The KOER Standard test (EST with

MasterDiagnostics® software) can be used to
The Diagnostic Trouble Codes (DTCs) associated
command the ECM to perform an engine running
with this system may indicate an electrical or
test on the ICP system. The ECM controls the IPR
mechanical problem with the ICP system.
in a programmed sequence while monitoring the
The ECM continuously monitors the ICP sensor ICP sensor. If pressure set points do not match the
to ensure the system constantly provides correct expected testing range, a DTC will be set.
pressure. When feedback from the ICP sensor does
An electrical fault on the IPR can be detected by
not meet desired pressure, the ECM will set a DTC
running the Output Circuit test during the KOEO
and illuminate the amber engine lamp. The ECM
Standard test. If a fault is detected, a DTC will be set.
will disregard the ICP sensor signal and control the
IPR valve from programmed default values until the
system is diagnosed and repaired.
The ECM monitors the ICP during engine crank.
If pressure does not build to the minimum starting
pressure within a set time, a DTC will be set.
360 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Injector Circuits

DTC SPN FMI Condition

4411-4416 8001-8006 6 Cyl (#) close coil: open circuit
4421-4426 8001-8006 5 Cyl (#) open coil: open circuit
4431-4436 8001-8006 4 Cyl (#) open coil: short circuit
4441-4446 8001-8006 3 Cyl (#) close coil: short circuit
4515 8151 5 Bank A injector open coil short
4516 8151 6 Bank A injector close coil short
4521 8152 5 Bank B injector open coil short
4522 8152 6 Bank B injector close coil short

Figure 255 Function diagram for the INJ circuit

The function diagram for INJ circuit includes the the ICP system to regulate the amount of pressure at
following: which the fuel is being sprayed.
• Fuel injectors (INJ)
Component Location
• Electronic Control Module (ECM)
The injectors are installed in the cylinder head, under
• Engine lamp (amber) the valve cover and under the high-pressure oil rail.
Tools
Function
• EST with MasterDiagnostics® software (page
The injector injects fuel into the cylinders. The ECM
429)
controls the timing and the amount of fuel being
sprayed from each injector. The ECM also controls • EZ-Tech® interface cable (page 430)
• Digital Multimeter (DMM) (page 428)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 361

• Terminal Test Adapter Kit (page 432)

• 8-pin Injector Harness (page 425)

Injector 1 Checks

Figure 256 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 breakout box to the 36-pin ECM connector. Leave ECM disconnected.
Use DMM to measure resistance.
Test Point Spec Comment
D-1 to GND > 1 kΩ
D-2 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
D-7 to GND > 1 kΩ internal short.
D-8 to GND > 1 kΩ
D-1 to D-2 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
D-7 to D-8 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
D-1 to D-7 > 1 kΩ If < 1 kΩ, check for cross-shorted circuits or injector coil
for internal short.
362 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Injector 1 - Injector Resistance Checks

Turn ignition switch OFF. Connect 8-pin UVC breakout harness to UVC connector. Use DMM to measure
injector resistance.
Test Point Spec Comment
1 to GND > 1 kΩ
2 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
3 to GND > 1 kΩ internal short.
4 to GND > 1 kΩ
1 to 2 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN through injector.
3 to 4 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN through injector.
1 to 3 > 1 kΩ If < 1 kΩ, check for cross-shorted circuits or injector coil
for internal short.

Injector 1 – Harness Resistance Check

Turn ignition switch OFF. Connect breakout box to ECM 36-pin connector. Leave ECM and UVC
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
D-1 to 3 <5Ω If > 5 Ω, check for OPEN circuit.
D-1 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-2 to 4 <5Ω If > 5 Ω, check for OPEN circuit.
D-2 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-7 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
D-7 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-8 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
D-8 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 363

Injector 2 Checks

Figure 257 Injector 2 circuit diagram

Injector 2 – Resistance Through Valve Cover Check

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 injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
5 to GND > 1 kΩ
6 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
7 to GND > 1 kΩ internal short.
8 to GND > 1 kΩ

Injector 2 – Coil Resistance Check

Turn ignition switch OFF. Connect injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
5 to 6 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
7 to 8 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
5 to 7 > 1 kΩ If < 1 kΩ, check for cross shorted circuits or injector coil
for internal short.
364 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Injector 2 – Harness Resistance Check

Turn ignition switch OFF. Connect breakout box and injector circuit breakout to engine harness. Leave ECM
and UVC disconnected. Use DMM to measure resistance.
Test Point Spec Comment
D-5 to 7 <5Ω If > 5 Ω, check for OPEN circuit.
D-5 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-6 to 8 <5Ω If > 5 Ω, check for OPEN circuit.
D-6 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-11 to 6 <5Ω If > 5 Ω, check for OPEN circuit.
D-11 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-12 to 5 <5Ω If > 5 Ω, check for OPEN circuit.
D-12 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 365

Injector 3 Checks

Figure 258 Injector 3 circuit diagram

Injector 3 – Resistance Through Valve Cover Check

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 injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
1 to GND > 1 kΩ
2 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
3 to GND > 1 kΩ internal short.
4 to GND > 1 kΩ

Injector 3 – Coil Resistance Check

Turn ignition switch OFF. Connect injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
1 to 2 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
3 to 4 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
1 to 3 > 1 kΩ If < 1 kΩ, check for cross shorted circuits or injector coil
for internal short.
366 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Injector 3 – Harness Resistance Check

Turn ignition switch OFF. Connect breakout box and injector circuit breakout to engine harness. Leave ECM
and UVC disconnected. Use DMM to measure resistance.
Test Point Spec Comment
D-3 to 3 <5Ω If > 5 Ω, check for OPEN circuit.
D-3 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-4 to 4 <5Ω If > 5 Ω, check for OPEN circuit.
D-4 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-9 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
D-9 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-10 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
D-10 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 367

Injector 4 Checks

Figure 259 Injector 4 circuit diagram

Injector 4 – Resistance Through Valve Cover Check

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 injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
5 to GND > 1 kΩ
6 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
7 to GND > 1 kΩ internal short.
8 to GND > 1 kΩ

Injector 4 – Coil Resistance Check

Turn ignition switch OFF. Connect injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
5 to 6 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
7 to 8 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
5 to 7 > 1 kΩ If < 1 kΩ, check for cross shorted circuits or injector coil
for internal short.
368 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Injector 4 – Harness Resistance Check

Turn ignition switch OFF. Connect breakout box and injector circuit breakout to engine harness. Leave ECM
and UVC disconnected. Use DMM to measure resistance.
Test Point Spec Comment
D-29 to 7 <5Ω If > 5 Ω, check for OPEN circuit.
D-29 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-30 to 8 <5Ω If > 5 Ω, check for OPEN circuit.
D-30 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-35 to 6 <5Ω If > 5 Ω, check for OPEN circuit.
D-35 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-36 to 5 <5Ω If > 5 Ω, check for OPEN circuit.
D-36 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 369

Injector 5 Checks

Figure 260 Injector 5 circuit diagram

Injector 5 – Resistance Through Valve Cover Check

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 injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
1 to GND > 1 kΩ
2 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
3 to GND > 1 kΩ internal short.
4 to GND > 1 kΩ

Injector 5 – Coil Resistance Check

Turn ignition switch OFF. Connect injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
1 to 2 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
3 to 4 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
1 to 3 > 1 kΩ If < 1 kΩ, check for cross shorted circuits or injector coil
for internal short.
370 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Injector 5 – Harness Resistance Check

Turn ignition switch OFF. Connect breakout box and injector circuit breakout to engine harness. Leave ECM
and UVC disconnected. Use DMM to measure resistance.
Test Point Spec Comment
D-25 to 3 <5Ω If > 5 Ω, check for OPEN circuit.
D-25 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-26 to 4 <5Ω If > 5 Ω, check for OPEN circuit.
D-26 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-31 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
D-31 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-32 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
D-32 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 371

Injector 6 Checks

Figure 261 Injector 6 circuit diagram

Injector 6 – Resistance Through Valve Cover Check

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 injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
5 to GND > 1 kΩ
6 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
7 to GND > 1 kΩ internal short.
8 to GND > 1 kΩ

Injector 6 – Coil Resistance Check

Turn ignition switch OFF. Connect injector breakout harness to the valve cover gasket. Use DMM to
measure resistance.
Test Point Spec Comment
5 to 6 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
7 to 8 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
5 to 7 > 1 kΩ If < 1 kΩ, check for cross shorted circuits or injector coil
for internal short.
372 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Injector 6 – Harness Resistance Check

Turn ignition switch OFF. Connect breakout box and injector circuit breakout to engine harness. Leave ECM
and UVC disconnected. Use DMM to measure resistance.
Test Point Spec Comment
D-27 to 7 <5Ω If > 5 Ω, check for OPEN circuit.
D-27 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-28 to 8 <5Ω If > 5 Ω, check for OPEN circuit.
D-28 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-33 to 6 <5Ω If > 5 Ω, check for OPEN circuit.
D-33 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D-34 to 5 <5Ω If > 5 Ω, check for OPEN circuit.
D-34 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 373

Injector Circuit Operation Fault Detection / Management

Each injector has an open and close coil. The The ECM continuously monitors the amount of time
ECM controlling circuits run from the 36-way driver (rising time) taken by each coil to draw 20 A. The
connector, through the 8-way UVC connector, to the time is compared to calibrated values and the ECM
injector 4-pin connector. determines if a circuit or injector fault exists. Each
injector has 6 failure modes and 3 DTCs. A failure
When a coil needs to be energized, the ECM turns
can occur on the open or close coil circuit. When a
on the high and low side driver. The high side output
fault is detected, a DTC will be set.
supplies the injectors with a power supply of 48 V DC
at 20 A. The low side output supplies a return circuit When a short to ground condition is detected on an
to each injector coil. injector (low or high side), the ECM discontinues
power to the shorted injector and operates the engine
High Side Drive Output on the remaining cylinders.
The ECM regulates the current at an average of 20 A. When the engine is running, the ECM can detect
When the current reaches 24 A, the ECM shuts off the individual injector coil and shorts to ground or battery.
high side driver. When the current drops to 16 A, the
ECM turns on the high side driver. KOEO Injector Test
This test allows the operator to enable all injector coils
Low Side Drive Return
when the engine is off to verify circuit operation.
The injector solenoids are grounded through the low
During this test, injector solenoids will click in numeric
side return circuits. The ECM monitors the low side
order, not the firing order. If one or more injectors can
return signal for diagnostic purposes and utilizes the
not be heard, the injector is not working due to a circuit
fly-back current from the injector solenoids to help
fault, injector, or an ECM failure.
charge the drive capacitors internally to the ECM
374 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

IPR (Injection Pressure Regulator)

DTC SPN FMI Condition

1276 8366 6 IPR short to B+ over-temperature
1277 8366 5 IPR short circuit

Figure 262 Function diagram for the IPR

The function diagram for the IPR includes the the injectors. The ECM uses the ICP sensor to
following: monitor system pressure and adjust the duty cycle
to the valve to match engine requirements (starting,
• Injection Pressure Regulator (IPR)
engine load, speed, and temperature).
• Engine Coolant Temperature (ECT) sensor
IPR Location
• Injection Control Pressure (ICP) sensor
The IPR is mounted in the body of the high-pressure
• Manifold Absolute Pressure (MAP) sensor
pump.
• Camshaft Position (CMP) sensor
Tools
• Crankshaft Position (CKP) sensor
• EST with MasterDiagnostics® software (page
• Accelerator Position Sensor / Idle Validation 429)
Switch (APS/IVS) sensor
• EZ-Tech® interface cable (page 430)
• Electronic Control Module (ECM)
• Digital Multimeter (DMM) (page 428)
• Engine lamp (amber)
• Breakout Box (page 426)
Function • Actuator Breakout Harness (page 426)
The IPR valve regulates oil pressure in the • Terminal Test Adapter Kit (page 432)
high-pressure injection control system that actuates
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 375

IPR Pin-point Diagnostics

DTC Condition Possible Causes

1276 IPR short to B+ over-temperature • IPR control circuit shorted to PWR
• Failed IPR valve
1277 IPR short circuit • IPR control circuit shorted to GND
• Failed IPR valve

Figure 263 IPR circuit diagram

Connector Voltage Check

Connect breakout harness. Leave IPR valve disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Spec Comment
1 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
2 to GND 0V If > 0.25 V, check IPR control circuit for short to PWR.

Operational Voltage Check – Output State Test

Connect breakout harness between ECM and IPR valve. Run KOEO Standard Test and Output State
Test High and Low. Use DMM to measure voltage.
Test Point Test Spec Comment
1 to GND KOEO B+ If < B+, check for OPEN circuit
2 to GND KOEO B+ If < B+, check IPR coil for OPEN.
2 to GND Output State LOW B+ If < B+, check IPR control circuit for short to GND.
2 to GND Output State HIGH 7.5 V If > 7.5 V, check IPR control circuit for OPEN or
failed IPR coil. Do Actuator and Harness Resistance
check.
376 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Actuator Resistance Check

Turn ignition switch to OFF. Connect breakout harness to IPR valve. Leave engine harness disconnected.
Use DMM to measure resistance.
Test Point Spec Comment
1 to 2 5.5 Ω ±0.5 Ω If out of specification, replace IPR valve.
1 to GND > 1 kΩ If < 1 kΩ, replace IPR valve.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box, IPR, and 42-pin breakout harness. Leave ECM, IPR, and
vehicle-side 42-pin connector disconnected. Use DMM to measure resistance.
Test Point Spec Comment
2 to E-43 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to PWR.
1 to C-45 <5Ω If > 5 Ω, check for OPEN circuit.
1 to 37 (42-pin) <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1k Ω If < 1k Ω, check for short to PWR.
If all measurements are in specification, check VIGN circuit to 42-pin connector on the vehicle harness
for OPEN.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 377

IPR Circuit Operation in the ON/OFF time positions the poppet and spool
valve inside the IPR and maintains pressure in the ICP
The IPR valve consists of a solenoid, poppet, and
system or vents pressure to the oil sump through the
a spool valve assembly. The IPR valve is supplied
front cover.
with voltage at Pin 1 of the IPR connector through
16–pin connector (Pin 2) from VIGN. The control of NOTE: The engine may not operate with an IPR fault,
the injection control system is gained by the ECM depending on the mode of failure.
grounding Pin 2 of the IPR valve through Pin E-43 of
the ECM. Fault Detection / Management
Precise control is gained by varying the percentage of An open or short to ground in the ICP control circuit
ON/OFF time of the IPR solenoid. A high duty cycle can be detected by an on demand output circuit check
indicates a high amount of injection control pressure during KOEO Standard Test. If there is a circuit fault
is being commanded. A low duty cycle indicates less detected a Diagnostic Trouble Code (DTC) will be set.
pressure being commanded.
The ECM regulates ICP by controlling the ON/OFF
time of the IPR solenoid. An increase or decrease
378 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

IST System (Idle Shutdown Timer)

DTC SPN FMI Condition

2324 593 14 Engine stopped by IST

Figure 264 Function diagram for IST system

The IST function diagram includes the following: Function

• Electronic Control Module (ECM) The Idle Shutdown Timer (IST) allows the ECM to shut
down the engine during extended engine idle times.
• Intake Air Temperature (IAT) sensor
Tools
• Engine Coolant Temperature (ECT) sensor
• EST with MasterDiagnostics® software (page
• Accelerator Position Sensor and Idle Validation
429)
Switch (APS/IVS)
• EZ-Tech® interface cable (page 430)
• Brake ON/OFF (BOO) switch and Brake Pressure
Switch (BPS)
• Driveline Disengagement Switch (DDS)
GOVERNMENT REGULATION: State
• Power Takeoff (PTO)
and local regulations may limit engine
• Warning lamps idle time. The vehicle owner or operator
is responsible for compliance with those
regulations.

Idle Shutdown Warning

 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 379

Thirty seconds before IST-defined engine shutdown, and cannot be adjusted. If the IST is enabled, the Cold
a vehicle instrument panel indicator activates. There Ambient Protection (CAP) will not function.
are two types of indicators.
NOTE: The CARB IST feature is factory programmed.
• Amber flashing idle shutdown indicator for Customers can not turn IST off for ESS compliant
multiplex electrical systems. engines.
• Red flashing indicator with audible alarm for
non-multiplex electrical systems. CARB IST Conditions
This continues until the engine shuts down or the low The following conditions must be true for the idle
idle shutdown timer is reset. shutdown timer to activate in all modes. Any change
of the “true” state of one or more of these conditions
Engine Idle Shutdown timer for California ESS will reset or disable the IST.
Compliant Engines
• Manual Diesel Particulate Filter (DPF)
Beginning in 2008 MY, MaxxForce® engines certified regeneration is inactive (not enabled).
for sale in the state of California (CA) will conform to
• Steady driveline state (no transition detected). No
mandatory California Air Resources Board (CARB)
change in the state of the clutch switch (manual
Engine Shutdown System (ESS) regulations. The
transmission) or transmission shifter between the
prior function of the IST is available on CA ESS
in-gear position and neutral or park (Automatic
exempt and Federally certified engines (school buses,
transmission).
emergency, and military vehicles).
• Power Takeoff (PTO) Remote mode disabled.
Engine idle duration is limited for ESS complaint
engines as follows: • Engine coolant temperature greater than 15.6 °C
(60 °F)
• When vehicle parking brake is set, the idle
shutdown time is limited to the CARB requirement • No active coolant temperature sensor diagnostic
of 5 minutes. faults.
• When vehicle parking brake is released, the idle • No active intake air temperature sensor diagnostic
shutdown time is limited to the CARB requirement faults.
of 15 minutes.
• Engine is operating in run mode or in active
The duration of CARB mandated values can diagnostic tool mode.
be reduced by programming the customer IST
• Vehicle speed is less than 1.25 miles/hr.
programmable parameter to a value lower than 15
minutes. Adjusting this parameter reduces overall • No active vehicle speed diagnostic faults.
system shutdown time as follows:
• PTO Control is in OFF or Standby mode.
• Adjusting parameter value between 5 and 15
• Engine speed less than 750 rpm.
minutes reduces idle shutdown time with the
vehicle parking brake released. The default value • Steady accelerator pedal position (no transition
of 5 minutes for the vehicle parking brake “set” detected from any pre-set position).
condition remains unaffected.
• Steady brake pedal state (no transition detected
• Adjusting parameter value between 2 and 5 from any pre-set state).
minutes reduces idle time for both the vehicle
• Steady parking brake state (CAN message) (no
parking brake ”released” and set” conditions.
transition detected from any pre-set state).
While the Electronic Service Tool (EST) is installed,
idle shutdown time is factory defaulted to 60 minutes
380 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Engine Idle Shutdown Timer (Federal - Optional) Additional operation enable conditions depending on
selected Federal IST operation mode:
Idle time can be programmed from 5 to 120 minutes.
While the EST is installed, the IST function will be Federal IST Mode 1: PTO Operation Option
active with the programmed shutdown time in effect. Enable Conditions
Parking brake transitions reset the idler timer. If the
• PTO Control is in Off or Standby mode.
IST is enabled, the Cold Ambient Protection (CAP) will
not function. • Engine speed less than 750 RPM.
• Accelerator pedal position is less than 2%.
Federal IST Conditions
• No active accelerator pedal diagnostic faults.
The following conditions must be true for the idle
• Steady brake pedal state (No transition detected).
shutdown timer to activate. Any change to the “true”
state of one or more of these conditions will reset or • No active brake system diagnostic faults.
disable the IST.
Federal IST Mode 2: No Load / Light Load Limit
Common Enable Conditions for All Federal IST Option Enable Conditions
Options
• Accelerator pedal position is less than 2%.
• Manual Diesel Particulate Filter (DPF)
• No active accelerator pedal diagnostic faults.
regeneration is inactive (not enabled).
• Steady brake pedal state (No transition detected).
• Steady driveline state (no transition detected). No
change in the state of the clutch switch (manual • No active brake system diagnostic faults.
transmission) or transmission shifter between the
• Engine reported fuel usage (load) is less than
in-gear position and neutral or park (Automatic
ECM specified limit (factory calibrated, not
transmission).
customer adjustable).
• PTO Remote mode disabled.
Federal IST Mode 3: Tamper Proof Option Enable
• Intake air temperature greater than 15.6 °C (60 °F) Conditions
(MFG Default, Customer adjustable parameter).
• Engine reported fuel usage (load) is less than
• Intake air temperature lower than 44 °C (112 °F) ECM specified limit (factory calibrated, not
(MFG Default, Customer adjustable parameter). customer adjustable).
• Engine coolant temperature greater than 60 °C • Steady accelerator pedal position (no transition
(140 °F). detected from any pre-set position).
• No active coolant temperature sensor diagnostic • Steady brake pedal state (no transition detected
faults. from any pre-set state).
• No active intake air temperature sensor diagnostic
faults.
Fault Detection / Management
• Engine is operating in run mode or in active
The IST DTC does not indicate a system fault. DTC
diagnostic tool mode.
2324 is set by the ECM when the engine has been
• Vehicle speed is less than 1.25 miles/hr. shutdown due to exceeding the programmed idle time.
The IST feature must be enabled for DTC 2324 to be
• Steady parking brake state (CAN message). No
displayed.
transition detected from any pre-set state.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 381

ITV (Intake Throttle Valve)

DTC SPN FMI Condition

1287 3464 1 ITVL OCC self-test failed
1288 3464 0 ITVH OCC self-test failed
1292 7318 2 ITVP in-range fault
1293 7318 3 ITVP signal out-of-range HIGH
1294 7318 4 ITVP signal out-of-range LOW
1298 51 2 ITV operation fault - under V, over amp, over temp

Figure 265 Function diagram for the ITV

The function diagram for the ITV includes the • Engine lamp (amber)
following:
• Exhaust Gas Differential Pressure (EGDP) sensor
• Intake Throttle Valve (ITV)
• Exhaust Gas Temperature 1 (EGT1) sensor
• Intake Throttle Valve High (ITVH) circuit
• Exhaust Gas Temperature 2 (EGT2) sensor
• Intake Throttle Valve Low (ITVL) circuit
• Exhaust Gas Temperature 3 (EGT3) sensor
• Intake Throttle Valve Position (ITVP) sensor
• Electronic Control Module (ECM)
382 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Function • EZ-Tech® interface cable (page 430)

The Intake Throttle Valve (ITV) is used to control • Digital Multimeter (DMM) (page 428)
air/fuel mixture during a regeneration process of the
• 3-Banana Plug Harness (page 425)
aftertreatment system. The ITV is also used to insure
a smooth engine shut down by restricting air flow to • Breakout Box (page 426)
the engine at shut down.
• ITV Breakout Harness (page 430)
Component Location • Terminal Test Adapter Kit (page 432)
The ITV is installed on the air intake between the air
filter housing and EGR mixer.
Tools
• EST with MasterDiagnostics® software (page
429)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 383

ITV Actuator End Diagnostics

DTC Condition Possible Causes

1287 ITVL OCC self-test failed Valve is not opening as much as desired by 35%
• ITV circuit fault
• Failed valve
1288 ITVH OCC self-test failed Valve is not closing as much as desired 35%
• ITV circuit fault
• Failed valve
1292 ITVP In-Range fault ITV Position doesn't agree with the commanded position
• ITV circuit fault
• Failed valve
1293 ITVP signal out-of-range HIGH • ITVP signal short to PWR
1294 ITVP signal out-of-range LOW • ITVP signal OPEN or short to GND
1298 ITV operation fault - under V, over • ITV circuit fault, Open or shorted
amp, over temp
• Failed valve

Figure 266 ITV actuator circuit diagram

3. Monitor sensor voltage. Verify an active DTC for

WARNING: To prevent personal injury or the sensor.
death, stay clear of rotating parts (belts and fan)
and hot engine surfaces. • If code is inactive, monitor the PID while
wiggling the connector and all wires
1. Using EST, open the D_ContinuousMonitor.ssn. at suspected location. If the circuit is
2. Verify sensor voltage is within KOEO interrupted, the PID will spike and the DTC
specification. See “Performance Specification” will go active.
section. • If code is active, proceed to the next step.
4. Disconnect engine harness from sensor.
384 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

NOTE: Inspect connectors for damaged pins,

corrosion, or loose pins. Repair if necessary.
5. Connect breakout harness to engine harness.
Leave sensor disconnected.

ITV Actuator Circuit Check

Connect breakout harness. Leave ITV disconnected. Turn ignition switch to ON. Use EST to monitor PID
and DMM to measure voltage during Continuous Monitor test.
Test Point Spec Comments
EST - Check DTC DTC 1294 If DTC 1293, check ITVP signal for short to PWR
DMM - Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
G to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 386).
EST - Check DTC DTC 1293 If DTC 1294, check ITVP signal for OPEN. Do Harness
Resistance Check (page 386).
Short breakout harness across A
and G
DMM - Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 386).
C to GND
DMM - Measure voltage B+ If < B+, check ITVL for OPEN or short to GND. Do
Harness Resistance Check (page 386).
E to GND
DMM - Measure voltage B+ If < B+, check ITVH for OPEN or short to GND. Do
Harness Resistance Check (page 386).
F to GND
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 385

ITV Actuator Pin-point Diagnostics

Figure 267 ITV actuator circuit diagram

Connector Voltage Check

Connect breakout harness. Leave actuator disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
C to GND 0V If > 0.25 V, check SIG GND for short to PWR.
G to GND 5V 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 386).
A to GND 0V If > 0.25 V, check ITVP for short to PWR. Do Harness Resistance Check
(page 386).
E to GND B+ If < B+, check ITVL for OPEN or short to GND. Do Harness Resistance
Check (page 386).
F to GND B+ If < B+, check ITVH for OPEN or short to GND. Do Harness Resistance
Check (page 386).
If checks are within specification, do Connector Resistance Check to GND (page 386).

Connector Resistance Check to GND

Turn ignition switch to OFF. Connect breakout harness. Leave actuator disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
A to GND > 1 kΩ If < 1 kΩ, check for short to GND.
C to GND <5Ω If > 5 Ω, check for OPEN circuit.
E to GND > 1 kΩ If < 1 kΩ, check for short to GND.
F to GND > 1 kΩ If < 1 kΩ, check for short to GND.
G to GND > 1 kΩ If < 1 kΩ, check for short to GND.
386 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and actuator breakout harness. Leave ECM and actuator
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
A to E-68 <5Ω If > 5 Ω, check ITVP signal circuit for OPEN
C to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN
E to E-57 <5Ω If > 5 Ω, check ITVL circuit for OPEN
E to E-75 <5Ω If > 5 Ω, check ITVL circuit for OPEN
F to E-58 <5Ω If > 5 Ω, check ITVH circuit for OPEN
F to E-76 <5Ω If > 5 Ω, check ITVH circuit for OPEN
G to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN

ITV Actuator Circuit Operation H-bridge is a bi-polar circuit. The ECM controls the
ITV to close by driving the ITVH circuit high, this
The ITV/ITVP is integrated into one component. ITV
causes ITVL circuit to go low. The opposite occurs
is the control valve actuator and ITVP is the valve
when the valve is commanded open.
position sensor.
Variable voltage is needed to move the valve. Very
ITVP sensor little voltage is needed to maintain its position.
The ITVP is a potentiometer sensor that is supplied
Fault Detection / Management
with a 5 V reference voltage at Pin G from ECM Pin
E-35. The sensor is grounded at Pin C from ECM Pin The ECM will continuously monitor the ITVP sensor.
E-28. The sensor returns a variable voltage signal If the sensor signal is higher or lower then expected,
from Pin A to ECM Pin E-68. the ECM will set a DTC and turn on the amber engine
lamp.
ITV actuator
An open or short on the ITV controlling circuits can
The ECM controls the ITV with a Pulse Width only be detected by on-demand output circuit check
Modulation (PWM) signal through H-bridge circuitry. during KOEO Standard Test. If there is a circuit fault
detected a DTC will set.
Pulse Width Modulation - Voltage is supplied by a
series of pulses. To control motor speed, it varies
(modulates) the width of the pulses.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 387

MAP Sensor (Manifold Absolute Pressure)

DTC SPN FMI Condition

1121 102 3 MAP signal out-of-range HIGH
1122 102 4 MAP signal out-of-range LOW
1156 102 0 MAP signal in-range HIGH – MAP above baro at start
1157 102 1 MAP signal in-range LOW – MAP below baro at start

Figure 268 Function diagram for the MAP sensor

The function diagram for the MAP sensor includes the ECM can optimize control of fuel rate and injection
following: timing for all engine operating conditions.
• Manifold Absolute Pressure (MAP) sensor
Sensor Location
• Electronic Control Module (ECM)
The MAP sensor is installed in the intake manifold, left
• Barometric Absolute Pressure (BAP) internal of the MAT sensor.
sensor
Tools
• Exhaust Gas Recirculation (EGR)
• EST with MasterDiagnostics® software (page
• Variable Geometry Turbocharger (VGT) 429)
• Fuel injector (INJ) • EZ-Tech® interface cable (page 430)
• Engine lamp (amber) • Digital Multimeter (DMM) (page 428)
• 3-Banana Plug Harness (page 425)
Function
• Breakout Box (page 426)
The ECM uses the MAP sensor signal to assist in
the calculation of the EGR and VGT duty percentage. • Pressure Sensor Breakout Harness (page 431)
The ECM monitors the MAP signal to determine intake
• Terminal Test Adapter Kit (page 432)
manifold (boost) pressure. From this information the
388 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

MAP Sensor End Diagnostics

DTC Condition Possible Causes

1121 MAP signal out-of-range HIGH • MAP signal circuit short to PWR
• Failed sensor
1122 MAP signal out-of-range LOW • MAP signal circuit OPEN or short to GND
• VREF circuit OPEN
• Failed sensor
1156 MAP signal in-range HIGH – MAP • SIG GND circuit OPEN
above BARO at start
• VREF circuit short to PWR
• Biased circuit/sensor
• Failed sensor
1157 MAP signal in-range LOW – MAP • VREF circuit OPEN
below BARO at start
• Biased circuit/sensor
• Failed sensor

Figure 269 MAP circuit diagram

3. Monitor sensor voltage. Verify an active DTC for

WARNING: To prevent personal injury or the sensor.
death, stay clear of rotating parts (belts and fan)
and hot engine surfaces. • If code is inactive, monitor the PID while
wiggling the connector and all wires
1. Using EST, open the D_ContinuousMonitor.ssn. at suspected location. If the circuit is
2. Verify sensor voltage is within KOEO interrupted, the PID will spike and the DTC
specifications. See “Performance Specifications” will go active.
section. • If code is active, proceed to the next step.
4. Disconnect engine harness from sensor.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 389

5. Connect Breakout Harness to engine harness.

Leave sensor disconnected.

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1122 If DTC 1121 is active, check MAP signal for short to PWR.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 390).
EST – Check DTC DTC 1121 If DTC 1122 is active, check MAP signal for OPEN or
short to GND. Do Harness Resistance Check (page 390).
Short breakout harness across 2
and 3
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check (page 390).
1 to GND
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
390 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

MAP Pin-point Diagnostics

Figure 270 MAP circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
1 to GND 0V If > 0.25 V, check for short to PWR.
2 to GND 5V 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 390).
3 to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance Check (page
390).

Connector Resistance Check to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
1 to GND <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
3 to GND > 1 kΩ If < 1 kΩ, 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 Spec Comment
1 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN.
3 to E-48 <5Ω If > 5 Ω, check MAP signal circuit for OPEN.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 391

MAP Circuit Operation The ECM continuously monitors the control system.
If sensor signal is higher or lower than expected,
The MAP sensor is a variable capacitance sensor that
the ECM disregards the sensor signal and uses a
is supplied with a 5 V reference voltage at Pin 2 from
calibrated default value. The ECM will set a DTC,
ECM Pin E-35. The sensor is grounded at Pin 1 from
turn on the amber engine lamp, run the engine in a
ECM Pin E-28. The sensor returns a variable voltage
default range, and disable the EWPS.
signal from Pin 3 to ECM Pin E-48.

Fault Detection / Management

The ECM monitors the BAP sensor as a baseline for
zeroing the MAP and EBP signals.
392 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

MAT Sensor (Manifold Air Temperature)

DTC SPN FMI Condition

1161 105 4 MAT signal out-of-range LOW
1162 105 3 MAT signal out-of-range HIGH

Figure 271 Function diagram for the MAT sensor

The function diagram for the MAT sensor includes the Sensor Location
following:
The MAT sensor is located in the intake manifold, next
• Manifold Air Temperature (MAT) sensor to the MAP sensor.
• Exhaust Gas Recirculation (EGR) Tools
• Electronic Control Module (ECM) • EST with MasterDiagnostics® software (page
429)
• Engine lamp (amber)
• EZ-Tech® interface cable (page 430)
Function
• Digital Multimeter (DMM) (page 428)
The MAT sensor provides a feedback signal to the
• 3-Banana Plug Harness (page 425)
ECM indicating manifold air temperature. The ECM
controls the EGR system based on the air temperature • Breakout Box (page 426)
in the intake manifold. This aids in cold engine starting
• MAT Sensor Breakout Harness (page 432)
and warm-ups, and also reduces exhaust emissions.
• Terminal Test Adapter Kit (page 432)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 393

MAT Sensor End Diagnostics

DTC Condition Possible Causes

1161 MAT signal out-of-range LOW • MAT signal circuit short to GND
• Failed sensor
1162 MAT signal out-of-range HIGH • MAT signal OPEN or short to PWR
• SIG GND circuit OPEN
• Failed sensor

Figure 272 MAT circuit diagram

• If code is active, proceed to the next step.

WARNING: To prevent personal injury or
death, stay clear of rotating parts (belts and fan) 3. Disconnect engine harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST, open the D_ContinuousMonitor.ssn. corrosion, or loose pins. Repair if necessary.

2. Monitor sensor voltage. Verify an active DTC for 4. Connect Breakout Harness to engine harness.
the sensor. Leave sensor disconnected.

• If code is inactive, monitor the PID while

wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will spike and the DTC
will go active.
394 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Sensor Circuit Check

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
Test Point Spec Comments
EST – Check DTC DTC 1162 If DTC 1161 is active, check MAT signal for short to GND.
Do Harness Resistance Check (page 395).
EST – Check DTC DTC 1161 If DTC 1162 is active, check MAT signal for OPEN. Do
Harness Resistance Check (page 395).
Short 3-banana plug harness
across B and GND
EST – Check DTC DTC 1161 If DTC 1162 is active, check SIG GND for OPEN. Do
Harness Resistance Check (page 395).
Short 3-banana plug harness
across A and B
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 395

MAT Pin-point Diagnostics

Figure 273 MAT circuit diagram

Connector Voltage Check

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
A to GND 0V If > 0.25 V, check for short to PWR.
B to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 395).

Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
Test Point Spec Comment
A to GND <5Ω If > 5 Ω, check for OPEN circuit.
B to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and sensor
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
A to E-28 <5Ω If > 5 Ω, check for OPEN circuit.
B to E-15 <5Ω If > 5 Ω, check for OPEN circuit.

MAT Circuit Operation As the temperature increases, the resistance of the

thermistor decreases. This causes the signal voltage
The MAT is a thermistor sensor that is supplied with
to decrease.
a 5 V reference voltage at Pin B from ECM Pin E–15.
The sensor is grounded at Pin A from ECM Pin E–28.
396 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Fault Detection / Management calibrated default value. The ECM will set a DTC, turn
on the amber engine lamp, and run the engine in a
The ECM continuously monitors the control system.
default range.
If the sensor signal is higher or lower than expected,
the ECM disregards the sensor signal and uses a
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 397

RSE (Radiator Shuttle Enable)

DTC SPN FMI Condition

None

Figure 274 Function diagram for RSE

The function diagram for the RSE includes the (energize or de-energize the solenoid). Closing
following: the shutters will keep the engine warm during cold
weather operation. This provides faster warm up of
• Radiator Shuttle Enable (RSE)
the passenger cab and enables faster windshield
• Electronic Control Module (ECM) defrosting.
• Intake Air Temperature (IAT) Tools
• Manifold Air Temperature (MAT) • EST with MasterDiagnostics® software (page
429)
• Engine Coolant Temperature (ECT)
• EZ-Tech® interface cable (page 430)
• Engine lamp (amber)
• Digital Multimeter (DMM) (page 428)
Function
• Terminal Test Adapter Kit (page 432)
The Radiator Shutter Enable (RSE) feature provides
the correct signal to open or close the radiator shutters
398 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

RSE Circuit Diagnostics

DTC Condition Possible Causes

None Inactive RSE • RSE circuit OPEN or shorted to GND
• ACT PWR circuit OPEN or shorted to GND, blown fuse
• Failed relay
• Failed RSE solenoid

Figure 275 RSE circuit diagram

Voltage Check at RSE Connector - Output State Test

Disconnect radiator shuttle solenoid 2-pin connector. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Spec Comment
A to GND B+ If < B+, check ACT PWR circuit for OPEN, blown fuse or failed relay
B to GND 0 V to 0.25 V If > 0.25 V, check RSE circuit for short to PWR
Run Output State Test HIGH.
B to B+ 0 V to 0.25 V If > 0.25 V, check RSE circuit for short to GND
Run Output State Test LOW.
B to B+ B+ If < B+, check RSE circuit for OPEN or short to PWR. Do Harness
Resistance Check (page 399)
A to B B+ If < B+, check ACT PWR circuit for OPEN. Do Harness Resistance Check
(page 399)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 399

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box. Leave ECM and radiator shutter solenoid disconnected.
Test Point Spec Comment
C-39 to B <5Ω If > 5 Ω, check RSE for OPEN circuit
C-39 to GND > 1 kΩ If < 1 kΩ, check RSE circuit for short to GND
A to C-1, 3 <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
and 5
A to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
See truck Chassis Electrical Circuit Diagram Manual for fuse information.

RSE Circuit Operation • IAT is greater than 12 °C (54 °F)

The control cylinder responds to air or hydraulic • Transmission retarder request is present
pressure from the shutter control valve, and actuates
• Engine fan request is present
to hold the spring-loaded vanes closed. When
pressure is relieved, the vanes open. The vanes • ECT is greater than 87 °C (189 °F)
open automatically when the vehicle is shut down.
NOTE: ECT is customer programmable
The RSE solenoid is supplied ACT PWR at Pin A. The
The shutters will not close again until all closed
ECM Pin C-39 controls the solenoid by grounding Pin
conditions exist.
B.
The shutters will close when all of the following Fault Detection / Management
conditions exist:
An open or short to ground in the RSE can be detected
• MAT is less than 37 °C (99 °F) by the ECM during an on-demand engine standard
test. The IAT, MAT, and ECT are continuously
• IAT is less than 7 °C (45 °F)
monitored. If a DTC is detected in the IAT, MAT,
• ECT is less than 80 °C (176 °F) or ECT circuit, the RSE control is disabled and the
radiator shutters remain open.
• No transmission retarder request is present
• No engine fan request is present Diagnostic Trouble Codes (DTCs)
The shutters will open when any of the following There are no DTCs for RSE.
conditions exist:
• MAT is greater than 60 °C (140 °F)
400 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Tachometer Output Circuit

DTC SPN FMI Condition

None

Figure 276 Function diagram for the tachometer output circuit

The function diagram for the tachometer output circuit • Crankshaft Position (CKP) sensor
includes the following:
• Camshaft Position (CMP) sensor
• Remote tachometer
The Tachometer signal is sent to the EGC through the
• Electronic Control Module (ECM) public CAN network. The TACH signal is also supplied
on one circuit to the body builder blunt cut-off circuits.
• Electronic Gauge Cluster (EGC) Module
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 401

Tachometer Pin-point Diagnostics

Figure 277 Tachometer circuit diagram

Circuit End Voltage Check

NOTE: If the tachometer is not working on the EGC, see truck Chassis Electrical Circuit Diagram Manual and
Electrical System Troubleshooting Guide.
Disconnect component from the body builder blunt cut off circuit. Turn ignition switch ON. Use DMM for
measure voltage.
Test Point Spec Comment
TACH to GND B+ If < B+, check for OPEN circuit
Start engine. Set DMM to Hz to measure engine speed signal.
TACH to GND Low idle = 140 Hz at If no signal, do Harness Resistance Check (page 401).
700 RPM
High idle = 540 Hz at
2700 RPM

Harness Resistance Check

Connect Breakout Box, leave ECM and TACH component disconnected. Use DMM to measure resistance.
Test Point Spec Comment
C-71 to TACH <5Ω If > 5 Ω , Check for OPEN circuit
C-71 to GND > 1 kΩ If < 1 kΩ, Check for short to GND

Tachometer Circuit Operation The frequency sent by the ECM is 1/5th of the actual
engine rpm (12 pulses per engine revolution).
The ECM receives a signal from the CMP sensor and
calculates engine speed (rpm). The ECM provides
Diagnostic Trouble Codes (DTCs)
an output for a remote tachometer with a 0 volts to
12 volts digital signal that indicates engine speed. DTCs are not available for communication between
the ECM and the remote tachometer.
402 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

VGT (Variable Geometry Turbocharger) Actuator

DTC SPN FMI Condition

1178 7316 0 VGT actuator temp above high limit
2174 8321 2 VGT communication fault
2175 8321 7 VGT performance fault
2176 8321 0 VGT commanded position over a threshold
2177 8321 1 VGT commanded position below a
threshold
2549 8321 12 ECM not receiving VGT CAN messages
3345 7136 0 VGT control over duty
3347 7136 1 VGT control under duty

Figure 278 Function diagram for the VGT actuator

The function diagram for the VGT actuator includes Function

the following:
The Variable Geometry Turbocharger (VGT) is used
• Variable Geometry Turbocharger (VGT) actuator for the following:
• Electronic Control Module (ECM) • Performance - The VGT provides faster turbo
response and quicker acceleration with less lag.
• Barometric Absolute Pressure (BAP) internal
sensor • Emissions - The VGT controls the pressure
difference between exhaust and inlet manifolds
• Manifold Absolute Pressure (MAP) sensor
to ensure proper EGR operation.
• Exhaust Back Pressure (EBP) sensor
• Engine Brake - The VGT increases the exhaust
• Engine lamp (amber) back pressure to increase engine braking.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 403

Component Location
The VGT actuator is an electronic component
mounted on the side of the turbocharger.

Tools
• EST with MasterDiagnostics® software (page
429)
• EZ-Tech® interface cable (page 430)
• Digital Multimeter (DMM) (page 428)
• 4-Pin Actuator Breakout Harness (page 425)
• Breakout Box (page 426)
• Terminal Test Adapter Kit (page 432)

VGT Actuator End Diagnostics

DTC Condition Possible Causes

1178 VGT actuator temp above high limit ACT PWR circuit OPEN
2174 VGT communication fault Battery GND circuit OPEN
2175 VGT performance fault CANH circuit OPEN or shorted
2176 VGT commanded position over a CANL circuit OPEN or shorted
threshold
2177 VGT commanded position below a Sticky or stuck VGT linkage
threshold
2549 ECM not receiving VGT CAN Failed VGT actuator
messages
3345 VGT control over duty
3347 VGT control under duty

Figure 279 VGT actuator circuit diagram

404 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

WARNING: To prevent personal injury or

death, stay clear of rotating parts (belts and fan)
and hot engine surfaces.
NOTE: When the ignition switch is turned to ON,
the VGT actuator will cycle the vanes closed and
then back open before starting.
Determine if there is a mechanical or electrical
problem. Visually inspect VGT vane linkage assembly
for anything restricting movement. Try moving the
VGT linkage by hand.
• If the linkage does not move freely through its
full travel. Diagnosis turbocharger assembly,
actuator, or electrical power or ground problem.
• If the linkage moves freely through its full travel.
Do Connector Voltage Checks.

Connector Voltage Check

Connect breakout harness between engine harness and VGT actuator. Turn ignition switch to ON. Use
DMM to measure voltage.
Test Point Spec Comment
1 to GND B+ If < B+, check ACT PWR circuit for OPEN or short to GND, or blown
fuse. See Harness Resistance Check.
1 to 2 B+ If < B+, check GND circuit for OPEN. See Harness Resistance Check.
3 to GND 1 to 4 V The sum of 3 to GND and 4 to GND should equal 4 to 5 V.
4 to GND 1 to 4 V The sum of 4 to GND and 3 to GND should equal 4 to 5 V.

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harnesses to VGT and ACT PWR relay.
Leave ECM, VGT, and relay disconnected.
Test Point Spec Comment
3 to E-11 <5Ω If > 5 Ω, check CANH for OPEN in circuit.
3 to GND > 1 kΩ If < 1 kΩ, check CANH for short to GND.
4 to E-10 <5Ω If > 5 Ω, check CANL for OPEN in circuit.
4 to GND > 1 kΩ If < 1 kΩ, check CANL for short to GND.
2 to GND <5Ω If > 5 Ω, check ACT PWR GND for OPEN in circuit.
1 to 87 (relay) <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
If < 5 Ω, but no voltage was detected in Connector Voltage Check,
do ACT PWR Relay Test.
1 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
If measurements are in specification, replace the VGT actuator.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 405

Operational Visual Inspection - Output State Test

Run KOEO Standard Test and Output State Test HIGH and LOW. Visually inspect actuator movement.
Test Point Spec Comment
Output State Test OPEN Run next test
HIGH
Output State Test CLOSE If VGT actuator does not cycle fully open and fully closed. Check for
LOW mechanical problem; sticking vanes or linkage
If the linkage moves freely and the circuit checks are okay, clear DTCs, and cycle the ignition switch.
If active code returns, replace the VGT actuator.
406 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

VGT Actuator Circuit Operation CAN (private) Circuit Operation

The turbocharger has a set of movable vanes in the The private Controller Area Network (CAN) provides a
turbine housing, and they control boost by controlling communication link between the ECM and a specific
exhaust turbine inlet pressure. At low engine speeds engine controller, in this case the VGT actuator. The
when exhaust flow is low, the vanes are partially VGT actuator can be controlled through the private
closed. This increases the pressure of the exhaust CAN network. The VGT can communicate failures
pushing against the turbine blades, making the turbine back to the ECM through the private CAN network.
spin faster and generating more boost. As engine
speed increases, so does exhaust flow, so the vanes CAN (private) versus CAN (public)
are opened to reduce turbine pressure and hold boost
The public CAN network is set up to communicate
steady or reduce it as needed.
with many different modules. The network branches
The ECM monitors the internal BAP sensor as a off into many different locations with each path ending
baseline for zeroing the MAP and EBP signals. in a module connection or a 120-ohm terminating
resistor. The termination resistors are used to reduce
By monitoring the MAP and EBP sensors, the ECM
reflections.
can adjust turbine inlet pressure to control boost at
any speed/load and to limit boost at full load. The The private CAN system is set up to only communicate
ECM also controls the VGT actuator to ensure that between the ECM and specific engine controls.
there is always enough exhaust pressure for sufficient
EGR flow. The default position of the VGT vanes are CAN Repair Information
normally open.
The CAN circuits use a twisted wire pair. All repairs
The VGT actuator receives power at Pin 1, from the must maintain one complete twist per inch along the
ACT PWR relay Pin 87. Ground for the VGT actuator entire length of the circuit. This circuit is polarized,
is supplied at Pin 2, from battery ground. The ECM one positive and one negative. Reversing the polarity
controls the VGT actuator through the CAN (private) of this circuit will disrupt communications.
circuits, CANH, ECM E-11 to VGT Pin 3, and CANL,
ECM E-10 to VGT Pin 4.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 407

VREF (Reference Voltage)

DTC SPN FMI Condition

5666 8339 4 VREF engine voltage below min
5667 8339 3 VREF engine voltage above max
5668 8340 4 VREF chassis voltage below min
5669 8340 3 VREF chassis voltage above max
5671 8341 4 VREF body voltage below min
5672 8341 3 VREF body voltage above max

Figure 280 Function diagram for the VREF

The function diagram for the VREF includes the • Engine Fuel Pressure (EFP) sensor
following:
• Manifold Absolute Pressure (MAP) sensor
• Electronic Control Module (ECM)
• Exhaust Gas Differential Pressure (EDGP) sensor
• Injection Control Pressure (ICP) sensor
• Accelerator Position Sensor (APS)
• Brake Control Pressure (BCP) sensor (optional)
Function
• Intake Throttle Valve Position (ITVP) sensor
The VREF circuit is a 5 volt reference point supplied
• Exhaust Back Pressure (EBP) sensor
by the ECM and provides power to all 3-wire sensors.
• Engine Oil Pressure (EOP) sensor
408 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Tools • Breakout Harness (page 431)

• EST with MasterDiagnostics® software (page • Breakout Box (page 426)
429)
• Terminal Test Adapter Kit (page 432)
• EZ-Tech® interface cable (page 430)
• DMM (page 428)
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 409

VREF Pin-point Diagnostics

DTC Condition Possible Causes

5666 VREF engine voltage below min • VREF circuit short to GND
5668 VREF chassis voltage below min • Internally shorted sensor on VREF circuit
5671 VREF body voltage below min
5667 VREF engine voltage above max • VREF circuit short to PWR
5669 VREF chassis voltage above max • Internally shorted sensor on VREF circuit
5672 VREF body voltage above max

Figure 281 VREF circuit diagram

410 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

VREF Voltage Check

If multiple 3-wire sensor DTCs are set, turn ignition switch to ON. Disconnect each sensor one at a time.
Use DMM to measure voltage.
NOTE:
• If VREF is not present, but returns after disconnecting a sensor, inspect sensor for internal short to GND.
• If VREF is not present after all 3-wire sensors are disconnected, check for an OPEN circuit between ECM
and sensors.
Test Point Spec Comment
APS 5 V ± 0.5 V See note.
C to GND
EGDP 5 V ± 0.5 V See note.
3 to GND
EBP 5 V ± 0.5 V See note.
2 to GND
EFP 5 V ± 0.5 V See note.
2 to GND
EOP 5 V ± 0.5 V See note.
2 to GND
MAP 5 V ± 0.5 V See note.
2 to GND
ITVP 5 V ± 0.5 V See note.
G to GND
BCP (option) 5 V ± 0.5 V If this sensor caused VREF to go below specification, see note. Check
3 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.
ICP 5 V ± 0.5 V If this sensor caused VREF to go below specification, see note. Check
8 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.

Connector Resistance Check to GND

Turn ignition switch to OFF. Disconnect each sensor one at a time. Use DMM to measure resistance.
NOTE:
• If resistance is below 1 kΩ, but goes above 1 kΩ after disconnecting a sensor, inspect sensor for internal
short to GND.
• If resistance is below 1 kΩ after all 3-wire sensors are disconnected, check for short to GND between
ECM and sensors.
Test Point Spec Comment
APS > 1 kΩ See note.
C to GND
EGDP > 1 kΩ See note.
3 to GND
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 411

Connector Resistance Check to GND (cont.)

EBP > 1 kΩ See note.
2 to GND
EFP > 1 kΩ See note.
2 to GND
EOP > 1 kΩ See note.
2 to GND
MAP > 1 kΩ See note.
2 to GND
ITVP > 1 kΩ See note.
G to GND
BCP (option) > 1 kΩ If this sensor caused VREF to go below specification, see note. Check
3 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.
ICP > 1 kΩ If this sensor caused VREF to go below specification, see note. Check
8 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.
412 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and breakout harness. Leave ECM and all 3-wire sensors
disconnected. Use DMM to measure resistance.
Sensor Test Point Spec Comment
APS
VREF C to C-63 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND B to C–34
EGDP
VREF 3 to C-51 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to C-37
EBP
VREF 2 to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to E-28
EFP
VREF 2 to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to E-28
EOP
VREF 2 to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to E-28
MAP
VREF 2 to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to E-28
ITVP
VREF G to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND C to E-28
BCP (option)
VREF 3 to D-13 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 2 to D-14
ICP
VREF 8 to D-13 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 7 to D-14
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 413

VREF Circuit Operation generated between these two reference points based
on the pressure or position the sensor is designed to
NOTE: See truck Chassis Electrical Circuit Diagram
measure.
Manual and Electrical System Troubleshooting Guide
for APS and EGDP sensor circuit diagrams.
Fault Detection / Management
The ECM supplies VREF at Pin E–35 (engine
When a VREF circuit is open, each sensor on that
connector), C–63 and C–51 (chassis connector), and
circuit will set a DTC. When a VREF circuit is shorted
D–14 (driver connector) when the ignition switch is
to PWR or GND, a VREF DTC will be set.
on.
NOTE: After removing connector, inspect for
VREF provides power to all 3-wire sensors on the
damaged pins, corrosion, or loose pins. Repair as
engine and the vehicle mounted APS/IVS. The
required.
ECM also provides these sensors with a ground
point, the SIG GND circuit. Sensor signal voltage is
414 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

VSS (Vehicle Speed Sensor)

DTC SPN FMI Condition

1141 84 4 VSS signal out-of-range LOW
1142 84 3 VSS signal out-of-range HIGH

Figure 282 Function diagram for the VSS

The function diagram for the VSS includes the road speed limiting, and cruise control. Automatic
following: transmissions will use this signal for shift scheduling.
• VSS Tools
• Electronic Control Module (ECM) • EST with MasterDiagnostics® software (page
429)
• World Transmission Electronic Control (WTEC)
ECM • EZ-Tech® interface cable (page 430)
• Cruise Control • Electrical System Troubleshooting Guide (truck
manual)
• Power Takeoff
• Electrical Circuit Diagrams (truck manual)
• Road Speed Limit

Function
The VSS is used by the ECM to monitor the vehicle's
mph. The ECM uses this signal to control PTO,
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 415

VREF Pin-point Diagnostics

DTC Condition Possible Causes

1141 VSS signal Out-of-Range LOW • VSS circuits short to GND
• Failed VSS sensor
1142 VSS signal Out-of-Range HIGH • VSS circuits OPEN short to PWR
• Failed VSS sensor

VSS Pin-point Diagnostics (Manual

Transmissions)

Figure 283 VSS circuit diagram (manual transmissions)

The VSS circuit requires the use of vehicle

circuit diagrams. See truck Chassis Electrical
Circuit Diagram Manual and Electrical System
Troubleshooting Guide for circuit numbers, connector
and fuse locations.

Connector Voltage Check

Disconnect VSS. Turn ignition switch to ON. Use a DMM to measure voltage.
Test Point Spec Comment
B to gnd 2.5 V ± 0.5 V If < 2 V, check for OPEN or short to GND.
A to gnd 2.5 V ± 0.5 V If > 3 V, check for short to PWR.

Sensor Resistance Check

Disconnect VSS. Use a DMM to measure resistance through sensor.
Test Point Spec Comment
A to B 700 Ω ± 100 Ω If not within specification, replace VSS.
416 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

Harness Resistance Check

Connect breakout box. Leave VSS and ECM disconnected. Use DMM to measure resistance.
Test Point Spec Comment
C-53 to B <5Ω If > 5 Ω, check for OPEN circuit.
C-54 to A <5Ω If > 5 Ω, check for OPEN circuit.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 417

VSS Pin-point Diagnostics (Allison

Transmissions)

Figure 284 VSS circuit diagram (Allison transmissions)

The VSS circuit requires the use of vehicle

circuit diagrams. See truck Chassis Electrical
Circuit Diagram Manual and Electrical System
Troubleshooting Guide for circuit numbers, connector
and fuse locations.

Resistance Check
Connect breakout box. Leave ECM and TCM disconnected. Use DMM to measure resistance.
Test Point Spec Comment
C-54 to TCM <5Ω If > 5 Ω, check for OPEN circuit.
C-54 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
If within specification, see transmission diagnostics.

Operational Check
Connect terminal probes between the VSO circuit and GND. Use DMM to measure Hz.
Test Point Spec Comment
Vehicle moving at 15 125 Hz If not with specification, check for circuit fault or failed sensor.
mph
204 Hz
Vehicle moving at 25
mph
418 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

VSS Circuit Operation (Manual and Allison ECM transmits a voltage signal on the VSS circuit and
Transmissions) determines if the return voltage is out of range high
or low. When a fault condition is detected, the ECM
The VSS produces a pulsating AC voltage. The
disables the cruise control and power takeoff. If the
voltage level and number of pulses increase with
road speed limiting option is enabled, the ECM will
vehicle speed.
limit engine rpm for all gears.
Allison WTEC MD, HD, and 2000 series transmissions
NOTE: See truck Chassis Electrical Circuit Diagram
use an internal VSS that sends a signal to the
Manual and Electrical System Troubleshooting Guide
transmission module. The transmission module
for circuit numbers, connector and fuse locations. To
processes the signal and sends a square wave signal
diagnose Allison transmission VSS sensor problems,
to the engine ECM.
use Allison maintenance and diagnostic manuals.
Fault Detection / Management
The ECM performs diagnostic checks on the VSS
circuit when the engine is operating at 0 mph. The
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 419

WIF Sensor (Water In Fuel)

DTC SPN FMI Condition

1253 97 3 WIF signal out-of-range LOW
1254 97 4 WIF signal out-of-range HIGH
1255 97 5 WIF signal open / circuit fault
2179 97 2 Water in fuel detected

Figure 285 Function diagram for the WIF

The function diagram for the WIF includes the illuminating the water in fuel lamp. If a circuit fault is
following: detected, a DTC will set and the amber engine lamp
will illuminate.
• Water In Fuel (WIF) sensor
• Electronic Control Module (ECM) Sensor Location
• Engine lamp (amber) The WIF sensor is located in the primary fuel filter
housing.
• Water In Fuel (WIF) lamp
Tools
Function
• EST with MasterDiagnostics® software (page
The WIF sensor provides a feedback signal to the 429)
ECM when water is detected in the fuel supply. If
• EZ-Tech® interface cable (page 430)
water is detected, the ECM will alert the operator by
420 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS

WIF Pin-point Diagnostics

DTC Condition Possible Causes

1253 WIF signal out-of-range LOW • WIF signal circuit short to GND
• Failed sensor
1254 WIF signal out-of-range HIGH • WIF signal circuit shorted to PWR
• Failed sensor
1255 WIF signal open / circuit fault • WIF signal circuit OPEN or short to PWR or GND
• SIG GND circuit OPEN
• Failed sensor
2179 Water in fuel detected • Water detected in primary fuel filter housing

Figure 286 WIF circuit diagram

1. Drain a fuel sample from the water drain valve on 3. Disconnect engine harness from sensor.
the primary fuel filter housing. See Drain Water
NOTE: Inspect connectors for damaged pins,
from Primary Fuel Filter in the “Engine Symptoms
corrosion, or loose pins. Repair if necessary.
Diagnostics” section of this manual.
4. Connect breakout harness to engine harness.
• If water is present, drain all the water out of
Leave sensor disconnected.
the system.
• If no water is present in the fuel sample,
continue to next step.
2. Using EST, open the D_SwitchMonitor.ssn
NOTE: The WIF PID will read YES if there is water
in the fuel filter housing or if the WIF signal circuit
is shorted high.
• If code is inactive, monitor the PID while
wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the PID will change from No to
Yes and the DTC will go active.
• If code is active, proceed to the next step.
 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 421

Voltage Check
Disconnect WIF sensor connector. Turn ignition switch ON. Use DMM to measure voltage.
Test Point Spec Comments
1 to B+ B+ If < B+, check SIG GND circuit for OPEN
2 to GND 4.6 V If > 5.5 V, check WIF circuit for short to PWR
If < 4.0 V, check WIF circuit for short to GND

Connector Resistance Check to GND

Turn ignition switch to OFF. Disconnect harness from WIF sensor, Use DMM to measure resistance.
Test Point Spec Comments
1 to GND <5Ω If > 5 Ω, check SIG GND for OPEN circuit
2 to GND > 1 kΩ If < 1 kΩ, check WIF circuit for short to GND

Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and leave ECM and WIF sensor disconnected. Use
DMM to measure resistance.
Test Point Spec Comments
1 to E-28 <5Ω If > 5 Ω, check for OPEN circuit
2 to E-7 <5Ω If > 5 Ω, check for OPEN circuit

WIF Circuit Operation Fault Detection/Management

The WIF sensor is supplied with a 5 V reference The ECM continuously monitors the WIF sensor. If
voltage at pin 2 from the ECM pin E-7. The sensor voltage drops below 4.0 V, DTC 2179 will set and the
is grounded at pin 1 from ECM pin E-28. The WIF water in fuel lamp will be illuminated. Three other
signal is 4.6 V at normal state and below 4.0 V when DTCs are set if there is a fault with the circuit or sensor.
water is detected.
422 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 423

Table of Contents

Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425

3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
4-Pin Actuator Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
8-Pin Injector Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
16-Pin Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
180-Pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426
500 Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426
Actuator Breakout Harness (IPR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426
Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .427
APS/IVS Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .427
Breakout Harnesses Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .427
Breakout Harnesses Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428
Digital Multimeter (Fluke 88V). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428
EGR Valve Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
MasterDiagnostics® Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
Exhaust Pressure Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
Exhaust Temperature Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
EZ-Tech® Interface Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
ITV Breakout Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
MAT Breakout Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Pressure Sensor Breakout Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Temperature Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Temperature Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Terminal Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432

Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432

Charge Air Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Pressure Vacuum Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Crankcase Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Fuel Inlet Restriction Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Fuel/Oil Pressure Test Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Fuel Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Fuel Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Gauge Bar Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
ICP System Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
ICP Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
Inline Shut-off Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
IPR Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Slack Tube Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438
Vacuum Pump and Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
424 8 DIAGNOSTIC TOOLS AND ACCESSORIES

Electronic Circuit Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439

Electrical Theory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Ohm's Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Using the Digital Multimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
Test Meters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
Jumper Wires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Ammeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Ohmmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
Measuring Duty Cycle with FLUKE 88. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446
Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 425

Electrical Tools 8-Pin Injector Harness

3-Banana Plug Harness

Figure 289 ZTSE4793

The 8-Pin UVC Breakout Harness is used to measure

continuity of the UVC wiring and injector solenoids,
ICP and BCP sensors, and BSV valve.
Figure 287 ZTSE4498

16-Pin Breakout Harness

The 3-Banana Plug Harness is used for operational
diagnostics of sensor circuits.

4-Pin Actuator Breakout Harness

Figure 290 ZTSE4762

Figure 288 ZTSE4739

The 16-Pin Breakout Harness is used for circuit
diagnostics for actuator power and ground (IPR,
EGR, and VGT). Additional applications include the
The 4-pin actuator breakout harness is used to
A/C clutch, alternator, and fuel heater.
measure voltage and resistance on circuits that go to
the VGT actuator.
426 8 DIAGNOSTIC TOOLS AND ACCESSORIES

180-Pin Breakout Box CAUTION: To prevent engine damage, do not use

the Breakout Box to activate or control circuits. High
current passing through the breakout box will burn
out the internal circuitry. Use the Breakout Box for
measurement only.
500 Ohm Resistor Harness

Figure 292 ZTSE4497

The 500 Ohm Resistor Harness is used for sensor end

diagnostics of sensor circuits.

Figure 291 1180–N4–0X0

Actuator Breakout Harness (IPR)

The 180-pin breakout box allows testing of the

electronic control system components without
disturbing connections or piercing wire insulation
to access various signal voltages in the electronic
control system.
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 identifier) sheet.
The standard box layout is as follows: Figure 293 ZTSE4484
• Two 90-pin connectors which feed 90 banana plug
probing points.
The Actuator Breakout Harness is used to measure
• Each 90-pin section of the box is basically a stand the voltage and resistance on circuits that go to the
alone box. IPR valve.
• The top row is all fuse protected circuits, the
second row is all twisted pair circuits.
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 427

Amp Clamp The APS/IVS Breakout Harness is used to measure

voltage and resistance on circuits that go to the
APS/IVS sensor.

Breakout Harnesses Kit

Figure 296 ZTSE4505

The Breakout Harness Kit contains the following

breakout harnesses and test leads:
• 3-banana plug harness
• 12-pin breakout harness
Figure 294 ZTSE4575 • 500-ohm resistor harness
• Actuator breakout harness
The Amp Clamp is used to measure amperage draw • APS/IVS breakout harness
for the inlet air heater.
• EGR breakout harness
• IAT breakout harness
APS/IVS Sensor Breakout Harness
• Pressure sensor breakout harness
• Relay breakout harness
• Temperature sensor breakout harness (for IAT
only)
• Temperature sensor breakout harness
• Glow plug test lead

Figure 295 ZTSE4485

428 8 DIAGNOSTIC TOOLS AND ACCESSORIES

Breakout Harnesses Kit Digital Multimeter (Fluke 88V)

Figure 297 ZTSE4505E-UPD

The Breakout Harness Kit contains the following

breakout harnesses and test leads:
• EGR Valve Breakout Harness (ZTSE4735)
• 4-Pin Actuator Breakout Harness (ZTSE4739)
• EGR Breakout Harness (ZTSE4758)
• Exhaust Temperature Breakout Harness
(ZTSE4760)
• Exhaust Pressure Breakout Harness (ZTSE4761)
• 16-Pin Breakout Harness (ZTSE4762)
• FRP Breakout Harness (ZTSE4764) Figure 298 ZTSE4357
• ITV Breakout Harness (ZTSE4765)
• MAT Breakout Harness (ZTSE4782) The Fluke 88V Digital Multimeter (DMM) is used to
troubleshoot electrical components, sensors, injector
• 8-Pin UVC Breakout Harness (ZTSE4793)
solenoids, relays, and wiring harnesses. The DMM
• 15-Pin UVC Breakout Harness (ZTSE4794) has a high input impedance that allows testing of
sensors while the engine is running, without loading
• Glow Plug Breakout Harness (ZTSE4808)
the circuit being tested. This ensures that the signal
voltage measurement will not be affected by the
voltmeter.
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 429

EGR Valve Breakout Harness EZ-Tech® Electronic Service Tool (EST)

Figure 299 ZTSE4758

The EGR Breakout Harness is used to measure

voltage and resistance on circuits that go to the EGR
valve.
NOTE: Initial shipments of EGR breakout harness
were labeled incorrectly.

The following graphic shows the breakout harness

labeled correctly.

Figure 301 J-45067

The EST is used to run MasterDiagnostics® software

for diagnosing and troubleshooting engine and vehicle
problems.
The EZ-Tech® Interface Kit cables are included with
the EST.

MasterDiagnostics® Software
Figure 300 ZTSE4758A
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.
430 8 DIAGNOSTIC TOOLS AND ACCESSORIES

Exhaust Pressure Breakout Harness EZ-Tech® Interface Kit

Figure 302 ZTSE4761

The exhaust pressure breakout harness is used to

measure voltage and resistance on circuits that go to
the Exhaust Gas Differential Pressure (EGDP) sensor. Figure 304 ZTSE4632–USB

Exhaust Temperature Breakout Harness These interface cables, included with the EZ-Tech®,
connect the EST to Electronic Control Module (ECM).

ITV Breakout Harness

Figure 303 ZTSE4760

The exhaust temperature breakout harness is used to

Figure 305 ZTSE4765
measure voltage and resistance on circuits that go to
the Exhaust Gas Temperature (EGT) sensors.
The ITV Breakout Harness is used to measure voltage
and resistance on circuits that go to the ITV actuator
and circuit.
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 431

MAT Breakout Harness Relay Breakout Harness

Figure 308 ZTSE4596

Figure 306 ZTSE4782

The Relay Breakout Harness is used to measure

The MAT Breakout Harness is used to measure voltage and resistance on circuits that go to the EFAN
voltage and resistance on circuits that go to the MAT and starter relays.
sensor.
Relay Breakout Harness
Pressure Sensor Breakout Harness

Figure 307 ZTSE4347

Figure 309 ZTSE4674

The Pressure Sensor Breakout Harness is used to The Relay Breakout Harness is used to measure
measure voltage and resistance on circuits that go to voltage and resistance on circuits that go to the ECM
the EBP, EFP, EOP, and MAP sensors. and ACT PWR relays.
432 8 DIAGNOSTIC TOOLS AND ACCESSORIES

Temperature Sensor Breakout Harness Terminal Test Adapter Kit

Figure 310 ZTSE4483

The Temperature Sensor Breakout Harness is used to

measure voltage and resistance on circuits that go to
the IAT sensor.

Temperature Sensor Breakout Harness

Figure 312 ZTSE4435C

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
connectors. The probes may also be used as a
guide to determine whether the harness connector is
retaining correct tension on the mating terminal.

Mechanical Tools
Charge Air Cooler Test Kit
Figure 311 ZTSE4602

The Temperature Sensor Breakout Harness is used to

measure voltage and resistance on circuits that go to
the ECT, EFT, EOT, and MAT sensors.

Figure 313 ZTSE4341

 8 DIAGNOSTIC TOOLS AND ACCESSORIES 433

The Charge Air Cooler (CAC) Test Kit is used to Crankcase Pressure Test Adapter
pressurize the charge air cooler and piping to check
for leaks.

Pressure Vacuum Module

Figure 315 ZTSE4039 (0.406 in. diameter)

The Crankcase Pressure Test Adapter is used to

measure combustion gas flow from the valve cover
and may be used with the magnehelic gauge or slack
tube manometer.
Pressure readings obtained with this adapter must
be used as the main source of engine condition.
Oil consumption trend data must also be used if
the pressure readings are over the specified limits.
Figure 314 Locally available Neither changes in oil consumption trends nor
crankcase diagnostic pressure trends can establish a
specific problem. These changes only indicate that a
The Pressure Vacuum Module is used for pressure problem exists.
and vacuum measurements. A variety of pressure
vacuum modules are available for purchase locally.
434 8 DIAGNOSTIC TOOLS AND ACCESSORIES

Fuel Inlet Restriction Adapter The Fuel/Oil Pressure Test Coupler is used with the
fuel pressure test fitting for an easy connection to
measure fuel pressure.

Fuel Pressure Gauge

Figure 316 ZTSE4817

The Fuel Inlet Restriction Adapter is used as a test

port for measuring fuel restriction at the fuel strainer.

Fuel/Oil Pressure Test Coupler

Figure 318 ZTSE4681

1. Quick disconnect check valve
2. Fuel test line
3. Fuel Pressure Gauge
4. Inline shut-off valve
5. Clear test line

The Fuel Pressure Gauge is used to check for fuel

pressure and aerated fuel at the fuel rail.

Figure 317 ZTSE4526

 8 DIAGNOSTIC TOOLS AND ACCESSORIES 435

Fuel Pressure Test Kit The fuel test fitting is used to measure fuel inlet
restriction or fuel pressure.
When measuring fuel inlet restriction, the fitting is
installed at the diagnostic port (inlet-side) of the fuel
filter housing.
When measuring fuel pressure, the fitting can be
installed on the fuel rail instead of the Shrader valve.
The Fuel/Oil Pressure Test Coupler can then be
connected to the fuel test fitting to measure fuel
pressure or fuel inlet restriction.

Gauge Bar Tool

Figure 319 ZTSE4657

1. Compression fitting 1/8 NPT
2. 90° elbow
3. Quick disconnect check valve
4. Fuel pressure test adapter

The Fuel Pressure Test Kit includes a quick

disconnect check valve and fittings that can be used
to make a test line to check fuel pressure at the Figure 321 ZTSE4409
high-pressure fuel rail.

The Gauge Bar Tool is used to measure intake

Fuel Test Fitting 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.

Figure 320 ZTSE4692

436 8 DIAGNOSTIC TOOLS AND ACCESSORIES

ICP System Test Adapter The ICP Test Kit is used to check ICP system
diagnostics. The ICP adapter is used with an ICP
sensor and the VC Gasket Breakout Harness to check
the integrity of the high-pressure pump and IPR. The
fitting is adapted to an air line to pressurize the UVC
components and check for leaks.

Inline Shut-off Valve

Figure 322 ZTSE4594

The Injection Control Pressure (ICP) System Test

Adapter was first used to pressurize the ICP system
for the International® VT 365 diesel engine to test
ICP system integrity with the influence of the Injection Figure 324 Part No. 221406
Pressure Regulator (IPR) valve. This adapter is also
used to take an oil sample or measure oil pressure at
the Engine Oil Temperature (EOT) sensor port for the The Inline Shut-off Valve is used to make a test line
MaxxForce® DT, 9, and 10 diesel engine. assembly that connects to the ICP system test adapter
to check for aerated oil specifically at the EOT sensor
port. The shut-off valve can also be used to make a
ICP Test Kit test line assembly to check for aerated fuel.

IPR Test Adapter

Figure 325 ZTSE4816

The IPR Test Adapter is used to check the

Figure 323 ZTSE4655 high-pressure pump for inability to reach maximum
injection control pressure.
1. Fitting 13/16 - 16 NPT
2. ICP sensor adapter
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 437

Digital Manometer Slack Tube Manometer

Figure 327 ZTSE2217A

Figure 326 Locally obtained
The Slack Tube Manometer is a U-shaped tube with
a scale mounted between the legs of the tube. When
The Digital Manometer is used to measure low
the portability of the gauge bar tool is not required, this
vacuum for intake restriction or low crankcase
manometer is used to measure low vacuum for intake
pressure. A variety of digital manometers are
restriction or low crankcase pressure.
available for purchase locally.
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, fill the tube until the top of the fluid
column is near the zero mark on the scale. Shake the
tube to eliminate any air bubbles.
Installing, Reading, and Cleaning
438 8 DIAGNOSTIC TOOLS AND ACCESSORIES

1. Support the manometer vertically. Make sure the UV Leak Detection Kit
fluid 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 fluid level
when it is above and below the zero indicator.
Add the two figures together. The sum of the
two is the total column of fluid (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
specifications.
6. When the test is done, clean the tube thoroughly Figure 328 ZTSE4618
using soap and water. Avoid liquid soaps and
solvents.
The UV leak detection kit is used with fuel dye to
quickly identify leaks. The fuel dye combines with
fuel and migrates out at the leak. The ultraviolet
lamp illuminates the leaking fuel dye, which appears
fluorescent yellow-green in color.
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 439

Vacuum Pump and Gauge Ohm's Law

Ohm's Law describes the relationship between
current, voltage, and resistance in an electrical
circuit. Ohm's Law also provides the basic formula
for calculations.

Figure 329 ZTSE2499

Figure 330 Ohm's Law

The Vacuum Pump and Gauge is used to test the

operation of the fuel pump. Memorize the formula in the circle. Cover the letter
with a finger 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
Electronic Circuit Testing missing one can be found by substituting the values
Electrical Theory in amperes, volts, or ohms.

Voltage The three basic formulas for Ohm's Law are as

follows:
Voltage is electrical pressure or force that pushes I = Current (amperes)
current through a circuit. The pressure is measured E = Voltage (volts)
in volts. The symbol V (for example, 12 V) is used R = Resistance (ohms)
in circuit diagrams to denote voltage. The letter E
(Electromotive force) is also used for voltage. Voltage • I=E÷R
can be compared to the pressure necessary to push This formula states that the current flow (I) in
water through a metering valve. the circuit equals the voltage (E) applied to the
Low voltage to a lamp will cause the lamp to glow circuit divided by the total resistance (R) in the
dimly. This can be caused by low source voltage circuit. This shows that an increase in voltage or
(discharged battery or low alternator output) or by high a decrease in resistance increases the current
circuit resistance resulting from a poor connection. flow.
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 Ohm's Law.
440 8 DIAGNOSTIC TOOLS AND ACCESSORIES

• E=I×R • If connections are loose or the switch is corroded,

the circuit resistance will be greater (value of R
This formula states that the voltage (E) applied to
will be larger), the current flow will be reduced,
the circuit equals the current flow (I) in the circuit
and the bulb will glow less brightly.
multiplied by the total resistance (R) in the circuit.
The voltage drop is caused by resistance across a Voltage drops are important for the following reasons:
particular load device in a series of load devices.
• High voltage drops indicate excessive resistance.
• R=E÷l For example, if a blower motor runs too slowly
or a light glows too dimly, the circuit may have
This formula states that the total resistance (R)
excessive resistance. Voltage drop readings can
in the circuit equals the voltage (E) applied to the
isolate problems in parts of a circuit (corroded or
circuit divided by the current flow (I) in the circuit.
loose terminals, for example).
Resistance can be calculated for a specific current
flow when a specific voltage is applied. • 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 flow in the circuit,
preventing other components from operating
at peak efficiency. A small drop across wires
Figure 331 Simple electrical circuit (conductors), connectors, switches, etc., is
normal because all conductors have some
resistance, but the total should be less than 10%
In a typical circuit, battery voltage is applied to a bulb of the total voltage drop in the circuit.
through a 10 amp fuse and a switch. Closing the
switch turns on the bulb.
Using the Digital Multimeter
To find the current flow, use the formula I = E ÷ R:
The following electrical test equipment should be
Fill in the numbers for the formula: available for testing electronic circuits:
I = 12 V ÷ 2 ohms • Voltmeter
I = 6 amps • Ohmmeter
The bulb in this circuit operates at 6 amps and is rated • Ammeter
at 6 amps. With 12 volts applied, the bulb will glow at
the rated output level (candlepower rating). However, • Jumper wires

• If the voltage applied is low (low battery), the value • Test lights
of E is lower, current flow will be less, and the bulb
will glow less brightly.
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 441

Test Meters Jumper Wires

Figure 332 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 MΩ). Figure 333 Jumper wires

CAUTION: To prevent engine damage, use a high

impedance digital multimeter when troubleshooting an Jumper wires allow a circuit to by-pass a suspected
electronic circuit. Do not use a battery powered test opening or break in a circuit. Use a jumper wire
light. Battery test lights can damage an electronic to check for open relay contacts, wire breaks and
control circuit. poor ground connections. Several jumper wires with
NOTE: Some devices in an electronic control system different tips should be available.
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 specified. Analog
meters use too much current to test an electronic
control system.
442 8 DIAGNOSTIC TOOLS AND ACCESSORIES

• What is the voltage reading?

• What is the voltage drop across a load device?

Figure 334 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 flow) and needs no further
testing.
An opening in the ground circuit exists for the
following:
Figure 335 Checking power to a load device
• A switch is closed but the light does not illuminate.
• Jumping the switch does not illuminate the light.
To check for voltage to a load device, connect the
• Jumping the light to the ground causes the light to positive meter lead to the input connection of the
illuminate. device (positive side) and connect the negative meter
lead to a good vehicle ground.

Voltmeter
Use a voltmeter to answer the following questions:
• Does the circuit have voltage?
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 443

Figure 336 Checking power to a connector Figure 337 Checking voltage drop

Voltage to a device can also be measured by To check the voltage drop across a load device,
disconnecting the harness connector and using the connect the positive lead of the voltmeter to the
correct tool in the Terminal Test Adapter Kit. positive side of the device and the negative meter
lead to the negative side of the device.
With the device operating, this will measure 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 will equal 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 flow (amperage) in a
circuit. Amperes (or amps) are units of electron flow
that indicate how many electrons are passing through
the circuit. An amp is the unit of measurement for the
current flow in the circuit.
Ohm's Law states that the current flow is equal to the
circuit voltage divided by the total circuit resistance
(I = E ÷ R). Therefore, increasing the voltage also
444 8 DIAGNOSTIC TOOLS AND ACCESSORIES

increases the current flow. Any decrease in resistance flows through the meter. The ammeter measures
will also increase the current flow. current flow only when the circuit is powered up and
operating. The DMM is fused to measure up to 10
At normal operating voltage, most circuits have a
amps using the 10 A connection point.
characteristic amount of current flow (current draw).
Current draw can be measured with an ammeter. Before measuring current flow, determine
Valuable diagnostic information can be provided approximately how many amps are in the circuit
by referring to a specified current draw rating for a to correctly connect the ammeter. The estimate of
component (electrical device), measuring the current current flow can easily be calculated. The resistance
flow in the circuit, and then comparing the two of the light bulb is 2 ohms. Applying Ohm's law,
measurements (the specified current draw versus the current flow will be 6 amps (6 amps = 12 V ÷ 2
actual measurement). ohms). If the fuse is removed and an ammeter is
installed with the switch closed, 6 amps of current will
be measured flowing in the circuit. Notice that the
ammeter is installed in series so that all the current in
the circuit flows through it.

WARNING: To prevent personal injury or

death, turn power off before cutting, soldering,
removing circuit components.
Excessive current draw means that more current
is flowing in a circuit than the fuse and circuit were
designed to handle. Excessive current draw will
open fuses and circuit breakers, and will also quickly
discharge batteries. An ammeter can diagnose these
conditions.
Reduced current draw will cause a device (an
electric window motor, for example) to operate poorly.
Increased circuit resistance will cause lower current
flow (often due to loose or corroded connections).

Ohmmeter
CAUTION: To prevent engine damage, turn power
OFF before using the ohmmeter. Power from 12 V
systems may damage the ohmmeter.
The ohmmeter measures resistance (ohms) in a
circuit. Ohmmeters use a small battery to supply
voltage and current flow through the circuit being
tested. Based on Ohm's Law, the ohmmeter
calculates resistance in the circuit by measuring
the voltage of the meter battery and the amount of
current flow in the circuit. Range selection and meter
adjustment are not necessary with the DMM.
Figure 338 Installing the ammeter

An ammeter is connected in series with the load,

switches, resistors, etc., so that all of the current
 8 DIAGNOSTIC TOOLS AND ACCESSORIES 445

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 specification.

Figure 339 Measuring resistance

Figure 340 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.
Open electrical circuits can be diagnosed using an
To measure the resistance of a component or a ohmmeter. Disconnect the power supply to the circuit
circuit, remove power from the circuit. Isolate the and isolate the circuit from all other circuits. The circuit
component or circuit from other components and between the light and the ground is disconnected
circuits so that the meter current (from probe to probe) to prevent reading a circuit that may be shorted to
only flows through the selected component or circuit. ground ahead of the load device as a continuous
When measuring the resistance of the load, most of circuit. Connect the ohmmeter to the open ends of
the current flow from the meter will go through the the circuit. A high reading (infinity) indicates an open
indicator lamp because it has less resistance. circuit. A reading near zero indicates a continuous
circuit. With the Fluke 88 Digital Multimeter (DMM),
Remove one connector to the load. It is not always
an open circuit will read OL (over limit).
apparent when a component must be isolated, so it
is a good practice to isolate a component or circuit
446 8 DIAGNOSTIC TOOLS AND ACCESSORIES

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 will be
indicated by a reading near zero. A circuit that is not
shorted to ground will cause a high meter reading.

Measuring Duty Cycle with FLUKE 88

When measuring duty cycle, ensure that 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 341 Checking for short circuits

 8 DIAGNOSTIC TOOLS AND ACCESSORIES 447

Use the following procedure to check duty cycle: 1. Turn the large dial on the meter to volts DC,
indicated by V RPM.

Figure 343 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 will show TRIG
(with a _ under the TRIG) in the lower left hand
corner of the screen. A percent sign will appear
on the upper right hand corner of the screen.

Figure 342 FLUKE 88 in volts dc mode

448 8 DIAGNOSTIC TOOLS AND ACCESSORIES

• 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 specific components in the
circuit will help 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 specific area. For
example, if several circuits fail at the same time,
check for a common power source or common
ground connection (i.e., VREF, signal ground,
Figure 344 FLUKE 88 in duty cycle mode with actuator power, actuator ground).
positive trigger slope 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
3. In duty cycle mode, press the ALERT button to headlights work, but both high-beam headlights
change from negative to positive trigger slope. and the high-beam indicator do not work, the
The slope is indicated by a plus or minus sign power and ground paths must be good. Since the
below TRIG in the lower left hand corner of the dimmer switch is the component that switches the
screen. A percent sign will appear on the upper power to the high-beam headlights, it is probably
right hand corner of the screen. the cause of failure.
4. After the meter has been set to the correct 4. Determine the cause of the problem and follow
settings, connect meter as indicated in Pin-Point diagnostic procedures in Section 7.
Diagnostics.
5. Make the repair.
Repair the problem circuit as directed in the
Troubleshooting diagnostic tables
1. Verify the problem. 6. Verify that the repair is complete.
Operate the complete system and list all Operate the system. Check that the repair has
symptoms as follows: removed all symptoms and that the repair has not
• Check the accuracy and completeness of the caused new symptoms.
complaint.
• Learn more that might give a clue to the
nature and location of the problem.
 9 ABBREVIATIONS AND ACRONYMS 449

Table of Contents

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451
450 9 ABBREVIATIONS AND ACRONYMS
 9 ABBREVIATIONS AND ACRONYMS 451

Abbreviations and Acronyms CKPO – Crankshaft Position Out

cm – Centimeter
Abbreviations and Acronyms
CMP – Camshaft Position
A or amp – Ampere CMPO – Camshaft Position Out
ABDC – After Bottom Dead Center CO – Carbon Monoxide
ABS – Antilock Brake System COO – Cruise On / Off switch
AC – Alternating Current CPU – Central Processing Unit
A/C – Air Conditioner CTC – Coolant Temperature Compensation
ACC – Air Conditioner Control Cyl – Cylinder
ACCEL – Accelerate
DB – Decibel
ACD – Air Conditioner Demand
DCA – Diesel Coolant Additive
ACT PWR GND – Actuator Power Ground
DDI – Digital Direct Fuel Injection
AF – Air to Fuel ratio
DDS – Driveline Disengagement Switch
AFT – Aftertreatment
DLC – Data Link Connector
AIT – Air Intake Temperature
DME – Dimethyl Ether
Amb – Ambient
DMM – Digital Multimeter
amp or A – Ampere
DOC – Diesel Oxidation Catalyst
AMS – Air Management System
DPF – Diesel Particulate Filter
API – American Petroleum Institute
DT – Diesel Turbocharged
APS – Accelerator Position Sensor
DTC – Diagnostic Trouble Code
APS/IVS – Accelerator Position Sensor / Idle
DTRM – Diesel Thermo Recirculation Module
Validation Switch
ASTM – American Society for Testing and Materials EBP – Exhaust Back Pressure
ATA – American Trucking Association EBPD – Exhaust Back Pressure Desired
ATDC – After Top Dead Center ECI – Engine Crank inhibit
AWG – American Wire Gauge ECL – Engine Coolant Level
ECM – Electronic Control Module
B+ or VBAT – Battery Voltage
ECM PWR – Electronic Control Module Power
BARO – Barometric Absolute Pressure
ECT – Engine Coolant Temperature
BBDC – Before Bottom Dead Center
EFP – Engine Fuel Pressure
BCP – Brake Control Pressure
EFRC – Engine Family Rating Code
BCS – Boost Control Solenoid
EFT – Engine Fuel Temperature
BDC – Bottom Dead Center
EG – Ethylene Glycol
bhp – Brake Horsepower
EGC – Electronic Gauge Cluster
BNO – Brake Normally Open
EGDP – Exhaust Gas Differential Pressure
BOO – Brake On / Off
EGR – Exhaust Gas Recirculating
BPS – Brake Pressure Switch
EGRH – Exhaust Gas Recirculation High control
BSV – Brake Shut-off Valve
EGRL – Exhaust Gas Recirculation Low control
BTDC – Before Top Dead Center
EGRP – Exhaust Gas Recirculating Position
BTU – British Thermal Unit
EGT1 – Exhaust Gas Temperature 1
C – Celsius EGT2 – Exhaust Gas Temperature 2
CAC – Charge Air Cooler EGT3 – Exhaust Gas Temperature 3
CAN – Controller Area Network EMI – Electromagnetic Interference
CAP – Cold Ambient Protection EOP – Engine Oil Pressure
CARB – California Air Resources Board EOT – Engine Oil Temperature
cc – Cubic centimeter EPA – Environmental Protection Agency
CCA – Cold Cranking Ampere EPR – Engine Pressure Regulator
CID – Cubic Inch Displacement ESC – Electronic System Controller
cfm – Cubic feet per minute ESN – Engine Serial Number
cfs – Cubic feet per second EST – Electronic Service Tool
CKP – Crankshaft Position EWPS – Engine Warning Protection System
452 9 ABBREVIATIONS AND ACRONYMS

F – Fahrenheit ITVL – Intake Throttle Valve Low control

FCV – Fuel Coolant Valve ITVP – Intake Throttle Valve Position
FEL – Family Emissions Limit IVS – Idle Validation Switch
fhp – Friction horsepower
JCT – Junction (electrical)
FMI – Failure Mode Indicator
FPC – Fuel Pump Control kg – Kilogram
FPCV – Fuel Pressure Control Valve km – Kilometer
fpm – Feet per minute km/h – Kilometers per hour
fps – Feet per second km/l – Kilometers per liter
FRP – Fuel Rail Pressure KOEO – Key-On Engine-Off
ft – Feet KOER – Key-On Engine-Running
FVCV – Fuel Volume Control Valve kPa – Kilopascal
GND – Ground (electrical) L – Liter
gal – Gallon L/h – Liters per hour
gal/h – U.S. Gallons per hour L/m – Liters per minute
gal/min – U. S. Gallons per minute L/s – Liters per second
GCW – Gross Combined Weight lb – Pound
GCWR – Gross Combined Weight Rating lbf – Pounds of force
GPC – Glow Plug Control lb/s – Pounds per second
GPD – Glow Plug Diagnostic lbf ft – Pounds of force per foot
GPR – Glow Plug Relay lbf in – Pounds of force per inch
GVW – Gross Vehicle Weight lbm – Pounds of mass
LSD – Low Sulfur Diesel
H2O – Water
HC – Hydrocarbons m – Meter
HFCM – Horizontal Fuel Conditioning Module m/s – Meters per second
Hg – Mercury MAF – Mass Air Flow
hp – Horsepower MAG – Magnetic
HPFP – High-Pressure Fuel Pump MAP – Manifold Absolute Pressure
hr – Hour MAT – Manifold Air Temperature
Hyd – Hydraulic mep – Mean effective pressure
mi – Mile
IAT – Intake Air Temperature
mm – Millimeter
IAHC – Inlet Air Heater Control
mpg – Miles per gallon
IAHD – Inlet Air Heater Diagnostic
mph – Miles per hour
IAHR – Inlet Air heater Relay
MPR – Main Power Relay
IC – Integrated Circuit
MSDS – Material Safety Data Sheet
ICP – Injector Control Pressure
MSG – Micro Strain Gauge
ID – Inside Diameter
MSM – Multiplex System Module
IDM – Injector Drive Module
MY – Model Year
IGN – Ignition
ILO – Injector Leak Off NC – Normally closed (electrical)
in – Inch NETS – Navistar Electronics Technical Support
inHg – Inch of mercury Nm – Newton meter
inH2O – Inch of water NO – Normally Open (electrical)
INJ – Injector NOX – Nitrogen Oxides
IPR – Injection Pressure Regulator
OAT – Organic Acid Technology
ISIS – International® Service Information System
OCC – Output Circuit Check
IST – Idle Shutdown Timer
OCP – Overcrank Protection
ITP – Internal Transfer Pump
OD – Outside Diameter
ITV – Intake Throttle Valve
OL – Over Limit
ITVH – Intake Throttle Valve High control
 9 ABBREVIATIONS AND ACRONYMS 453

ORH – Out-of-Range High SIG GRD – Signal Ground

ORL – Out-of-Range Low S/N – Serial Number
OSHA – Occupational Safety and Health SPN – Suspect Parameter Number
Administration SW – Switch (electrical)
OWL – Oil/Water Lamp SYNC – Synchronization
PID – Parameter Identifier TACH – Tachometer output signal
P/N – Part Number TBD – To Be Determined
ppm – Parts per million TCAPE – Truck Computer Analysis of Performance
PROM – Programmable Read Only Memory and Economy
psi – Pounds per square inch TDC – Top Dead Center
psia – Pounds per square inch absolute TCM – Transmission Control Module
psig – Pounds per square inch gauge TTS – Transmission Tailshaft Speed
pt – Pint
ULSD – Ultra Low Sulfur Diesel
PTO – Power Takeoff
UVC – Under Valve Cover
PWM – Pulse Width Modulate
PWR – Power (voltage) V – Volt
VBAT or B+ – Battery Voltage
qt – Quart
VC – Volume Control
RAM – Random Access Memory VEPS – Vehicle Electronics Programming System
RAS – Resume / Accelerate Switch (speed control) VGT – Variable Geometry Turbocharger
REPTO – Rear Engine Power Takeoff VIGN – Ignition Voltage
RFI – Radio Frequency Interference VIN – Vehicle Identification Number
rev – Revolution VOP – Valve Opening Pressure
rpm – Revolutions per minute VRE – Vehicle Retarder Enable
RPRE – Remote Preset VREF – Reference Voltage
RSE – Radiator Shutter Enable VSO – Vehicle Speed Output
RVAR – Remote Variable VSS – Vehicle Speed Sensor
SAE – Society of Automotive Engineers® WEL – Warn Engine Lamp
SCA – Supplemental Cooling Additive WIF – Water In Fuel
SCCS – Speed Control Command Switches WTEC – World Transmission Electronically Controlled
SCS – Speed Control Switch automatic transmissions (Allison)
SHD – Shield (electrical)
XMSN – Transmission
SID – Subsystem Identifier
454 9 ABBREVIATIONS AND ACRONYMS
 10 TERMINOLOGY 455

Table of Contents

Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457
456 10 TERMINOLOGY
 10 TERMINOLOGY 457

Terminology output of an engine, sometimes-called flywheel

horsepower is less than the indicated horsepower by
Terms
the amount of friction horsepower consumed in the
Accessory work – The work per cycle required engine.
to drive engine accessories (normally, only those
Brake Horsepower (bhp) net – Net brake
essential to engine operation).
horsepower is measured with all engine components.
Actuator – A device that performs work in response The power of an engine when configured as a fully
to an input signal. equipped engine. (SAE J1349 JUN90)
Aeration – The entrainment of air or combustion gas Calibration – The data values used by the strategy
in coolant, lubricant, or fuel. to solve equations and make decisions. Calibration
values are stored in ROM and put into the processor
Aftercooler (Charge Air Cooler) – A heat exchanger
during programming to allow the engine to operate
mounted in the charge air path between the
within certain parameters.
turbocharger and engine intake manifold. The
aftercooler reduces the charge air temperature by Catalyst – A substance that produces a chemical
transferring heat from the charge air to a cooling reaction without undergoing a chemical change itself.
medium (usually air).
Catalytic converter – An antipollution device in the
Ambient temperature – The environmental air exhaust system that contains a catalyst for chemically
temperature in which a unit is operating. In general, converting some pollutants in the exhaust gases
the temperature is measured in the shade (no solar (carbon monoxide, unburned hydrocarbons, and
radiation) and represents the air temperature for other oxides of nitrogen) into harmless compounds.
engine cooling performance measurement purposes.
Cavitation – A dynamic condition in a fluid system that
Air entering the radiator may or may not be the same
forms gas-filled bubbles (cavities) in the fluid.
ambient due to possible heating from other sources
or recirculation. (SAE J1004 SEP81) Cetane number – 1. The auto-ignition quality of
diesel fuel.
Ampere (amp) – The standard unit for measuring the
strength of an electrical current. The flow rate of a 2. A rating applied to diesel fuel similar to octane
charge in a conductor or conducting medium of one rating for gasoline.
coulomb per second. (SAE J1213 NOV82)
3. A measure of how readily diesel fuel starts to burn
Analog – A continuously variable voltage. (self-ignites) at high compression temperature.
Analog to digital converter (A/D) – A circuit in the Diesel fuel with a high cetane number self-ignites
ECM processing section that converts an analog shortly after injection into the combustion chamber.
signal (DC or AC) to a usable digital signal for the Therefore, it has a short ignition delay time. Diesel
microprocessor. fuel with a low cetane number resists self-ignition.
Therefore, it has a longer ignition delay time.
American Trucking Association (ATA) Datalink –
A serial datalink specified by the American Trucking Charge air – Dense, pressurized, heated air
Association and the SAE. discharged from the turbocharger.
Boost pressure – 1. The pressure of the charge air Charge Air Cooler (CAC) – See Aftercooler.
leaving the turbocharger.
Closed crankcase – A crankcase ventilation that
2. Inlet manifold pressure that is greater than recycles crankcase gases through a breather, then
atmospheric pressure. Obtained by turbocharging. back to the clean air intake.
Bottom Dead Center (BDC) – The lowest position of Closed loop operation – A system that uses a sensor
the piston during the stroke. to provide feedback to the ECM. The ECM uses the
sensor to continuously monitor variables and adjust
Brake Horsepower (bhp) – The power output from
to match engine requirements.
an engine, not the indicated horsepower. The power
458 10 TERMINOLOGY

Cloud point – The point when wax crystals occur in Disable – A computer decision that deactivates a
fuel, making fuel cloudy or hazy. Usually below -12 °C system and prevents operation of the system.
(10 °F).
Displacement – The stroke of the piston multiplied by
Cold cranking ampere rating (battery rating) – The the area of the cylinder bore multiplied by the number
sustained constant current (in amperes) needed to of cylinders in the engine.
produce a minimum terminal voltage under a load of
Driver (high side) – A transistor within an electronic
7.2 volts per battery after 30 seconds.
module that controls the power to an actuator circuit.
Continuous Monitor Test – An ECM function that
Driver (low side) – A transistor within an electronic
continuously monitors the inputs and outputs to
module that controls the ground to an actuator circuit.
ensure that readings are within set limits.
Duty cycle – A control signal that has a controlled
Coolant – A fluid used to transport heat from one point
on/off time measurement from 0 to 100%. Normally
to another.
used to control solenoids.
Coolant level switch – A switch sensor used to
Engine lamp – An instrument panel lamp that comes
indicate low coolant level.
on when DTCs are set. DTCs can be read as flash
Crankcase – The housing that encloses the codes (red and amber instrument panel lamps).
crankshaft, connecting rods, and allied parts.
Engine OFF tests – Tests that are done with the
Crankcase breather – A vent for the crankcase to ignition switch ON and the engine OFF.
release excess interior air pressure.
Engine rating – Engine rating includes Rated hp and
Crankcase pressure – The force of air inside the Rated rpm.
crankcase against the crankcase housing.
Engine RUNNING tests – Tests done with the engine
Current – The flow of electrons passing through a running.
conductor. Measured in amperes.
Exhaust brake – A brake device using engine
Damper – A device that reduces the amplitude of exhaust back pressure as a retarding medium.
torsional vibration. (SAE J1479 JAN85)
Exhaust manifold – Exhaust gases flow through the
Deaeration – The removal or purging of gases (air or exhaust manifold to the turbocharger exhaust inlet and
combustion gas) entrained in coolant or lubricating oil. are directed to the EGR cooler.
Deaeration tank – A separate tank in the cooling Fault detection/management – An alternate control
system used for one or more of the following functions: strategy that reduces adverse effects that can be
caused by a system failure. If a sensor fails, the ECM
• Deaeration
substitutes a good sensor signal or assumed sensor
• Coolant reservoir (fluid expansion and afterboil) value in its place. A lit amber instrument panel lamp
signals that the vehicle needs service.
• Coolant retention
Filter restriction – A blockage, usually from
• Filling
contaminants, that prevents the flow of fluid through
• Fluid level indication (visible) a filter.
Diagnostic Trouble Code (DTC) – Formerly called Flash code – See Diagnostic Trouble Code (DTC).
a Fault Code or Flash Code. A DTC is a three digit
Fuel inlet restriction – A blockage, usually from
numeric code used for troubleshooting.
contaminants, that prevents the flow of fluid through
Digital Multimeter (DMM) – An electronic meter that the fuel inlet line.
uses a digital display to indicate a measured value.
Fuel pressure – The force that the fuel exerts on the
Preferred for use on microprocessor systems because
fuel system as it is pumped through the fuel system.
it has a very high internal impedance and will not load
down the circuit being measured.
 10 TERMINOLOGY 459

Fuel strainer – A pre-filter in the fuel system that • High idle is maximum rpm at no load.
keeps larger contaminants from entering the fuel
Intake manifold – A collection of tubes through which
system.
the fuel-air mixture flows from the fuel injector to the
Fully equipped engine – A fully equipped engine intake valves of the cylinders.
is an engine equipped with only those accessories
International NGV Tool Utilized for Next
necessary to perform its intended service. A fully
Generation Electronics (INTUNE) – The diagnostics
equipped engine does not include components
software for chassis related components and
that are used to power auxiliary systems. If these
systems.
components are integral with the engine or for any
reason are included on the test engine, the power Low speed digital inputs – Switched sensor inputs
absorbed may be determined and added to the net that generate an on/off (high/low) signal to the ECM.
brake power. (SAE J1995 JUN90) The input to the ECM from the sensor could be from
a high input source switch (usually 5 or 12 volts) or
Fusible link (fuse link) – A fusible link is a special
from a grounding switch that grounds the signal from
section of low tension cable designed to open the
a current limiting resistor in the ECM that creates a low
circuit when subjected to an extreme current overload.
signal (0 volts).
(SAE J1156 APR86)
Lubricity – Lubricity is the ability of a substance
Gradeability – The maximum percent grade which
to reduce friction between solid surfaces in relative
the vehicle can transverse for a specified time at a
motion under loaded conditions.
specified speed. The gradeability limit is the grade
upon which the vehicle can just move forward. (SAE Lug (engine) – A condition when the engine is
J227a) operating at or below maximum torque speed.
Gross Combined Weight Rating (GCWR) – Manometer – A double-leg liquid-column gauge, or a
Maximum combined weight of towing vehicle single inclined gauge, used to measure the difference
(including passengers and cargo) and the trailer. The between two fluid pressures. Typically, a manometer
GCWR indicates the maximum loaded weight that the records in inches of water.
vehicle is allowed to tow.
MasterDiagnostics® (MD) – The diagnostics
Gross brake horsepower – The power of a complete software for engine related components and systems.
basic engine, with air cleaner, without fan, and
Microprocessor – An integrated circuit in a
alternator and air compressor not charging.
microcomputer that controls information flow.
Hall effect – The development of a transverse electric
Nitrogen Oxides (NOx) – Nitrogen oxides form by
potential gradient in a current-carrying conductor or
a reaction between nitrogen and oxygen at high
semiconductor when a magnetic field is applied.
temperatures and pressures in the combustion
Hall effect sensor – Generates a digital on/off signal chamber.
that indicates speed and timing.
Normally closed – Refers to a switch that remains
High speed digital inputs – Inputs to the ECM from closed when no control force is acting on it.
a sensor that generates varying frequencies (engine
Normally open – Refers to a switch that remains open
speed and vehicle speed sensors).
when no control force is acting on it.
Horsepower (hp) – Horsepower is the unit of work
Ohm (Ω) – The unit of resistance. One ohm is the
done in a given period of time, equal to 33,000 pounds
value of resistance through which a potential of one
multiplied by one foot per minute. 1hp = 33,000 lb x
volt will maintain a current of one ampere. (SAE J1213
1 ft /1 min.
NOV82)
Hydrocarbons – Unburned or partially burned fuel
On demand test – A self test that the technician
molecules.
initiates using the EST and is run from a program in
Idle speed – the processor.
• Low idle is minimum rpm at no load.
460 10 TERMINOLOGY

Output Circuit Check (OCC) – An On demand test Reference voltage (VREF) – A 5 volt reference supplied
done during an Engine OFF self test to check the by the ECM to operate the engine sensors.
continuity of selected actuators.
Reserve capacity – Time in minutes that a fully
pH – A measure of the acidity or alkalinity of a solution. charged battery can be discharged to 10.5 volts at 25
amperes.
Particulate matter – Particulate matter includes
mostly burned particles of fuel and engine oil. Signal ground – The common ground wire to the
ECM for the sensors.
Piezometer – An instrument for measuring fluid
pressure. Speed Control Command Switches (SCCS) – A set
of switches used for cruise control, Power TakeOff
Power – Power is a measure of the rate at which work
(PTO), and remote hand throttle system.
is done. Compare with Torque.
Steady state condition – An engine operating
Power TakeOff (PTO) – Accessory output, usually
at a constant speed and load and at stabilized
from the transmission, used to power a hydraulic
temperatures and pressures. (SAE J215 JAN80)
pump for a special auxiliary feature (garbage packing,
lift equipment, etc). Strategy – A plan or set of operating instructions
that the microprocessor follows for a desired goal.
Pulse Width Modulate (PWM) – The time that an
Strategy is the computer program itself, including
actuator, such as an injector, remains energized.
all equations and decision making logic. Strategy is
Random Access Memory (RAM) – Computer always stored in ROM and cannot be changed during
memory that stores information. Information can calibration.
be written to and read from RAM. Input information
Stroke – Stroke is the movement of the piston from
(current engine speed or temperature) can be stored
Top Dead Center (TDC) to Bottom Dead Center
in RAM to be compared to values stored in Read Only
(BDC).
Memory (ROM). All memory in RAM is lost when the
ignition switch is turned off. Substrate – Material that supports the washcoating
or catalytic materials.
Rated gross horsepower – Engine gross
horsepower at rated speed as declared by the System restriction (air) – The static pressure
manufacturer. (SAE J1995 JUN90) differential that occurs at a given air flow from air
entrance through air exit in a system. Usually
Rated horsepower – Maximum brake horsepower
measured in inches (millimeters) of water. (SAE
output of an engine as certified by the engine
J1004 SEP81)
manufacturer. The power of an engine when
configured as a basic engine. (SAE J1995 JUN90) Tachometer output signal – Engine speed signal for
remote tachometers.
Rated net horsepower – Engine net horsepower at
rated speed as declared by the manufacturer. (SAE Thermistor – A semiconductor device. A sensing
J1349 JUN90) element that changes resistance as the temperature
changes.
Rated speed – The speed, as determined by the
manufacturer, at which the engine is rated. (SAE Thrust load – A thrust load pushes or reacts through
J1995 JUN90) a bearing in a direction parallel to the shaft.
Rated torque – Maximum torque produced by an Top Dead Center (TDC) – The uppermost position of
engine as certified by the manufacturer. the piston during the stroke.
Ratiometric Voltage – In a Micro Strain Gauge Torque – A force having a twisting or turning effect.
(MSG) sensor pressure to be measured exerts force For a single force, the cross product of a vector from
on a pressure vessel that stretches and compresses some reference point to the point of application of the
to change resistance of strain gauges bonded to force within the force itself. Also known as moment of
the surface of the pressure vessel. Internal sensor force or rotation moment. Torque is a measure of the
electronics convert the changes in resistance to a ability of an engine to do work.
ratiometric voltage output.
 10 TERMINOLOGY 461

Truck Computer Analysis of Performance and Viscosity – The internal resistance to the flow of any
Economy (TCAPE) – Truck Computer Analysis of fluid.
Performance and Economy is a computer program
Viscous fan – A fan drive that is activated when a
that simulates the performance and fuel economy of
thermostat, sensing high air temperature, forces fluid
trucks.
through a special coupling. The fluid activates the fan.
Turbocharger – A turbine driven compressor
Volt (v) – A unit of electromotive force that will move
mounted to the exhaust manifold. The turbocharger
a current of one ampere through a resistance of one
increases the pressure, temperature and density of
Ohm.
intake air to charge air.
Voltage – Electrical potential expressed in volts.
Variable capacitance sensor – A variable
capacitance sensor is measures pressure. The Voltage drop – Reduction in applied voltage from the
pressure forces a ceramic material closer to a thin current flowing through a circuit or portion of the circuit
metal disc in the sensor, changing the capacitance of current multiplied by resistance.
the sensor.
Voltage ignition – Voltage supplied by the ignition
Vehicle Electronic System Programming System – switch when the key is ON.
The computer system used to program electronically
Washcoat – A layer of alumina applied to the
controlled vehicles.
substrate in a monolith-type converter.
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.
462 10 TERMINOLOGY
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 463

Table of Contents

All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .465

MaxxForce® DT (7.6L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469

210 hp @ 2600 rpm (12NSK). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469
225 hp @ 2600 rpm (12NSM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .470
225 hp @ 2600 rpm (12NSL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471
230 hp @ 2400 rpm (12NSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .472
245 hp @ 2600 rpm (12NSG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .473
255 hp @ 2600 rpm (12NSZ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .474
260 hp @ 2400 rpm (12NTA). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .475
285 hp @ 2400 rpm (12NTB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476
300 hp @ 2400 rpm (12NSH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .477
300 hp @ 2400 rpm (12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .478

MaxxForce® 9 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479

300 hp @ 2200 rpm (12NTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479
310 hp @ 2200 rpm (12NSJ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .481
330 hp @ 2200 rpm (12NSX). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .482

MaxxForce® 10 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .483

310 hp @ 2100 rpm (12NST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .483
310 hp @ 2200 rpm (12NSU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .485
330 hp @ 2100 rpm (12NSP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .486
330 hp @ 2200 rpm (12NSW). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .487
350 hp @ 2100 rpm (12NSN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488
350 hp @ 2200 rpm (12NSY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .489
464 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 465

All Ratings
Key-On Engine-Off

Barometric pressure at 620 ft above sea level 98 kPa (14 psi) / 4.0 V

Brake control pressure 0 MPa (0 psi) / 0.24 V

Engine oil pressure 0 kPa (0 psi) / 0.59 V

Exhaust back pressure 0 kPa (0 psi) / 0.73 V

Exhaust gas differential pressure 0 kPa (0 psi) / 0.70 V

Injection control pressure 0 MPa (0 psi) / 0.24 V

Manifold boost pressure (gauge) 0 kPa (0 psi) / 0.73 V

Accelerator position sensor (at idle) 0.65 V / 0 %

Accelerator position sensor (depressed to floor) 3.86 V / 100 %

Exhaust gas recirculation valve position 0%

Intake throttle valve position 1.30 V / 5 %

Engine Cranking

Cranking rpm (min) 130 rpm

20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.

Battery voltage (min based on ECM drop out) 9V

Injection control pressure (min to start engine) 5 MPa (725 psi) / 0.95 V

Exhaust gas recirculation valve 0%

Engine fuel pressure (min) 138 kPa (20 psi)

Low Idle, no load, stabilized engine operating temperature

Engine coolant temperature (at thermostat opening) 89 °C (192 °F) / 1.20 V

Engine oil temperature should not go -12 °C (10 °F) above engine coolant temperature.

Manifold air temperature 71 °C (160 °F) / 1.60 V

Engine fuel pressure 275–515 kPa (40–80 psi)

Engine oil pressure (min with gauge) 270 kPa (39 psi) / 2.52 V
466 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

High Idle, no load, stabilized engine operating temperature

Engine fuel pressure 275–515 kPa (40–80 psi)

VGT control 44 %

VGT control OFF set 0.6 %

Crankcase pressure (max) using ZTSE4039 20 kPa (6 in Hg) @ high idle

Full load, rated speed on highway, stabilized engine operating temperature

(MaxxForce® DT at 2300 engine rpm and MaxxForce® 9 & 10 at 2000 engine rpm)

Air cleaner restriction (max) 6.2 kPa (25 in H2O)

Engine fuel pressure 275–515 kPa (40–80 psi)

Fuel pump inlet restriction (max with gauge) 152 mm Hg (6 in Hg)

Water temperature differential across radiator (top to bottom) 6.7 °C to 8.4 °C (12 °F to 15 °F)
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 467

Component Specifications

Temperature Sensors (ECT, EOT, MAT)

Temperature at -18 °C (0 °F) 4.65 V / 99 kΩ

Temperature at 0 °C (32 °F) 4.39 V / 93 kΩ

Temperature at 21 °C (70 °F) 3.78 V / 35 kΩ

Temperature at 65 °C (150 °F) 1.88 V / 6.26 kΩ

Temperature at 93 °C (200 °F) 1.02 V / 2.45 kΩ

Temperature Sensors (IAT)

Temperature at -18 °C (0 °F) 4.25 V / 198 Ω

Temperature at 0 °C (32 °F) 3.86 V / 85 kΩ

Temperature at 21 °C (70 °F) 3.02 V / 34.5 kΩ

Temperature at 65 °C (150 °F) 1.16 V / 6.17 kΩ

Temperature Sensors (EGT1, EGT2, EGT3)

Temperature at 21 °C (70 °F) 0.88 V / 111.8 Ω

Temperature at 65 °C (150 °F) 1 V / 146.6 Ω

Temperature at 93 °C (200 °F) 1.05 V / 266.1 Ω

Temperature at 204 °C (400 °F) 1.29 V / 347.1 Ω

Temperature at 482 °C (900 °F) 1.76 V / 536 Ω

Other Components

CMP sensor 350 Ω ± 50 Ω

CKP sensor 900 Ω ± 100 Ω

Injection pressure regulator valve 5.5 Ω ± 0.5 Ω

Injector coil 1 Ω ± 0.5 Ω

Inlet air heater element <1Ω

468 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

Inlet Air Heater

Amperage draw (dual grid heater) 125 amps on each grid within 2 seconds

Amperage draw (single grid heater) 125 amps within 2 seconds

Actuator Output State Test

Injection pressure regulator valve Output state low: 0 %

Output state high: 98 %

Exhaust gas recirculation valve Output state low: 0 %

Output state high: 90 %

VGT actuator Output state low: 10 %

Output state high: 90 %

Key-On Engine-Running VGT Test

VGT control Output state low: 0 %

Output state medium: 50 %

Output state high: 80 %

VGT control OFF set Output state low: 0.9 %

Output state medium: 0 %

Output state high: –6 %

Exhaust back pressure Output state low: 6.9 kPa (1 psi)

Output state medium: 27 kPa (4 psi)

Output state high: 89 kPa (13 psi)

Manifold boost pressure Output state low: 0 kPa (0 psi)

Output state medium: 7 kPa (1 psi)

Output state high: 28 kPa (4 psi)

 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 469

MaxxForce® DT (7.6L)

210 hp @ 2600 rpm (12NSK)

MaxxForce® DT/210 hp @ 2600 rpm / 560 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSK

Engine model MaxxForce® DT/210

Engine Family Rating Code (EFRC) 1121

Injector part number, original equipment 1848718C92

Turbocharger part number 1850493C91

Injection timing Nonadjustable

High idle speed - manual transmission 2700 rpm

High idle speed - automatic transmission 2700 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

4 kPa (0.6 psi) / 0.76 V

Exhaust back pressure

20 kPa (3 psi) / 0.90 V

Injection control pressure

5.9 MPa (850 psi) / 1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

69 kPa (10 psi) / 1.26 V

Exhaust back pressure

124 kPa (18 psi) / 1.70 V

Injection control pressure 16 MPa (2340 psi) / 2.39 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure 144 kPa (21 psig) / 1.9 V

Exhaust back pressure 213 kPa (31 psig) / 2.4 V

Injection control pressure 31 MPa (4624 psi) / 4.5 V

470 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

225 hp @ 2600 rpm (12NSM)

MaxxForce® DT/225 hp @ 2600 rpm / 560 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSM

Engine model MaxxForce® DT/225

Engine Family Rating Code (EFRC) 1131

Injector part number, original equipment 1848718C92

Turbocharger part number 1850493C91

Injection timing Nonadjustable

High idle speed - manual transmission 2700 rpm

High idle speed - automatic transmission 2700 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

4 kPa (0.6 psi) / 0.76 V

Exhaust back pressure

20 kPa (3 psi) / 0.90 V

Injection control pressure

5.9 MPa (850 psi) / 1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

69 kPa (10 psi) / 1.26 V

Exhaust back pressure

124 kPa (18 psi) / 1.70 V

Injection control pressure

16 MPa (2320 psi) / 2.4 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure 144 kPa (21 psig) / 1.9 V

Exhaust back pressure 213 kPa (31 psig) / 2.4 V

Injection control pressure 31 MPa (4624 psi) / 4.5 V

 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 471

225 hp @ 2600 rpm (12NSL)

MaxxForce® DT/225 hp @ 2600 rpm / 620 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSL

Engine model MaxxForce® DT/225

Engine Family Rating Code (EFRC) 1141

Injector part number, original equipment 1848718C92

Turbocharger part number 1850493C91

Injection timing Nonadjustable

High idle speed - manual transmission 2700 rpm

High idle speed - automatic transmission 2700 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

4 kPa (0.6 psi) / 0.76 V

Exhaust back pressure

20 kPa (3 psi) / 0.90 V

Injection control pressure

5.9 MPa (850 psi) / 1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

69 kPa (10 psi) / 1.26 V

Exhaust back pressure

124 kPa (18 psi) / 1.70 V

Injection control pressure

16 MPa (2340 psi) / 2.39 V

Torque converter stall (automatic transmission) 2600 rpm or greater @ 5 seconds or less

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure 144 kPa (21 psig) / 1.9 V

Exhaust back pressure 213 kPa (31 psig) / 2.4 V

Injection control pressure 31 MPa (4624 psi) / 4.5 V

472 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

230 hp @ 2400 rpm (12NSV)

MaxxForce® DT/230 hp @ 2600 rpm / 620 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSV

Engine model MaxxForce® DT/230

Engine Family Rating Code (EFRC) 1151

Injector part number, original equipment 1848718C92

Turbocharger part number 1850493C91

Injection timing Nonadjustable

High idle speed - manual transmission 2600 rpm

High idle speed - automatic transmission 2600 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

4 kPa (0.6 psi) / 0.76 V

Exhaust back pressure

20 kPa (3 psi) / 0.90 V

Injection control pressure

5.9 MPa (850 psi) / 1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

69 kPa (10 psi) / 1.26 V

Exhaust back pressure

124 kPa (18 psi) / 1.70 V

Injection control pressure

16 MPa (2340 psi) / 2.39 V

Torque converter stall (automatic transmission) 2600 rpm or greater @ 5 seconds or less

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure 144 kPa (21 psig) / 1.9 V

Exhaust back pressure 213 kPa (31 psig) / 2.4 V

Injection control pressure 31 MPa (4624 psi) / 4.5 V

 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 473

245 hp @ 2600 rpm (12NSG)

MaxxForce® DT/245 hp @ 2600 rpm / 620 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSG

Engine model MaxxForce® DT/245

Engine Family Rating Code (EFRC) 2121

Injector part number, original equipment 1848718C92

Turbocharger part number 1850495C91

Injection timing Nonadjustable

High idle speed - manual transmission 2700 rpm

High idle speed - automatic transmission 2700 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

6 MPa (870 psi) / 1.05 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

34–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

16 MPa (2320 psi) / 2.4 V

Torque converter stall (automatic transmission) 2600 rpm or greater @ 5 seconds or less

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

173 kPa (25 psig) / 2.09 V

Exhaust back pressure

242 kPa (35 psig) / 2.64 V

Injection control pressure

32 MPa (4641 psi) / 4.6 V
474 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

255 hp @ 2600 rpm (12NSZ)

MaxxForce® DT/255 hp @ 2600 rpm / 660 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSZ

Engine model MaxxForce® DT/255

Engine Family Rating Code (EFRC) 2131

Injector part number, original equipment 1848718C92

Turbocharger part number 1850495C91

Injection timing Nonadjustable

High idle speed - manual transmission 2700 rpm

High idle speed - automatic transmission 2700 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

6 MPa (870 psi) / 1.05 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

34–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

16 MPa (2320 psi) / 2.4 V

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

174 kPa (25 psig) / 2.10 V

Exhaust back pressure

242 kPa (35 psig) / 2.64 V

Injection control pressure

32 MPa (4641 psi) / 4.6 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 475

260 hp @ 2400 rpm (12NTA)

MaxxForce® DT/260 hp @ 2400 rpm / 800 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NTA

Engine model MaxxForce® DT/260

Engine Family Rating Code (EFRC) 2141

Injector part number, original equipment 1848718C92

Turbocharger part number 1850495C91

Injection timing Nonadjustable

High idle speed - manual transmission 2600 rpm

High idle speed - automatic transmission 2600 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

6 MPa (870 psi) / 1.05 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

34–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

16 MPa (2320 psi) / 2.4 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

174 kPa (25 psig) / 2.10 V

Exhaust back pressure

242 kPa (35 psig) / 2.64 V

Injection control pressure

32 MPa (4641 psi) / 4.6 V
476 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

285 hp @ 2400 rpm (12NTB)

MaxxForce® DT/285 hp @ 2400 rpm / 800 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NTB

Engine model MaxxForce® DT/285

Engine Family Rating Code (EFRC) 2151

Injector part number, original equipment 1848718C92

Turbocharger part number 1850495C91

Injection timing Nonadjustable

High idle speed - manual transmission 2600 rpm

High idle speed - automatic transmission 2600 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

6 MPa (870 psi) / 1.05 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

34–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

16 MPa (2320 psi) / 2.4 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

174 kPa (25 psig) / 2.10 V

Exhaust back pressure

242 kPa (35 psig) / 2.64 V

Injection control pressure

32 MPa (4641 psi) / 4.6 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 477

300 hp @ 2400 rpm (12NSH)

MaxxForce® DT/300 hp @ 2400 rpm / 860 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSH

Engine model MaxxForce® DT/300

Engine Family Rating Code (EFRC) 2161

Injector part number, original equipment 1848718C92

Turbocharger part number 1850495C91

Injection timing Nonadjustable

High idle speed - manual transmission 2600 rpm

High idle speed - automatic transmission 2600 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

6 MPa (870 psi) / 1.05 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

34–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

16 MPa (2320 psi) / 2.4 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2300 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

174 kPa (25 psig) / 2.10 V

Exhaust back pressure

242 kPa (35 psig) / 2.64 V

Injection control pressure

32 MPa (4641 psi) / 4.6 V
478 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

300 hp @ 2400 rpm (12)

MaxxForce® DT/300 hp @ 2400 rpm / 660 ft•lb @ 1400 rpm

50 state 2008 Model Year (MY)

Engine unit code 12

Engine model MaxxForce® DT/300

Engine Family Rating Code (EFRC) 2131

Injector part number, original equipment 1848718C92

Turbocharger part number 1850495C91

Injection timing Nonadjustable

High idle speed - manual transmission n/a

High idle speed - automatic transmission 2700 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

6 MPa (870 psi) / 1.05 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

34–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

16 MPa (2320 psi) / 2.4 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

Rated speed: 206.5 kPa (30 psig) / 2.36 V

Exhaust back pressure

Rated speed: 305.1 kPa (44.26 psig) / 3.16 V

Injection control pressure

Rated speed: 32 MPa (4641 psi) / 4.6 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 479

MaxxForce® 9 (9.3L)

300 hp @ 2200 rpm (12NTC)

MaxxForce® 9/300 hp @ 2200 rpm / 800 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NTC

Engine model MaxxForce® 9/300

Engine Family Rating Code (EFRC) 5121

Injector part number, original equipment 1848718C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2425 rpm

High idle speed - automatic transmission 2425 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

20 kPa (3 psi)

Exhaust back pressure

68 kPa (10 psi)

Injection control pressure

8 MPa (1160 psi) / 1.17 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

142 kPa (21 psig) / 1.85 V

Exhaust back pressure

227 kPa (33 psig) / 2.52 V
480 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

Injection control pressure

31.3 MPa (4540 psi) / 4.52 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 481

310 hp @ 2200 rpm (12NSJ)

MaxxForce® 9/310 hp @ 2200 rpm / 950 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSJ

Engine model MaxxForce® 9/310

Engine Family Rating Code (EFRC) 5131

Injector part number, original equipment 1848718C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2425 rpm

High idle speed - automatic transmission 2425 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

20 kPa (3 psi)

Exhaust back pressure

68 kPa (10 psi)

Injection control pressure

8 MPa (1160 psi) / 1.17 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

142 kPa (21 psig) / 1.85 V

Exhaust back pressure

237 kPa (34 psig) / 2.60 V

Injection control pressure

31.3 MPa (4540 psi) / 4.52 V
482 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

330 hp @ 2200 rpm (12NSX)

MaxxForce® 9/330 hp @ 2200 rpm / 950 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSX

Engine model MaxxForce® 9/330

Engine Family Rating Code (EFRC) 6121

Injector part number, original equipment 1848721C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2425 rpm

High idle speed - automatic transmission 2425 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

7 MPa (1015 psi) / 1.1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

182 kPa (27 psig) / 2.16 V

Exhaust back pressure

213 kPa (31 psig) / 2.41 V

Injection control pressure

25.5 MPa (3700 psi) / 3.62 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 483

MaxxForce® 10 (9.3L)

310 hp @ 2100 rpm (12NST)

MaxxForce® 10/310 hp @ 2100 rpm / 1050 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NST

Engine model MaxxForce® 10/310

Engine Family Rating Code (EFRC) 5141

Injector part number, original equipment 1848721C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2325 rpm

High idle speed - automatic transmission 2325 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

20 kPa (3 psi)

Exhaust back pressure

68 kPa (10 psi)

Injection control pressure

8 MPa (1160 psi) / 1.17 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

142 kPa (21 psig) / 1.85 V

Exhaust back pressure

242 kPa (35 psig) / 2.64 V
484 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

Injection control pressure

31.3 MPa (4540 psi) / 4.52 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 485

310 hp @ 2200 rpm (12NSU)

MaxxForce® 10/310 hp @ 2200 rpm / 1050 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSU

Engine model MaxxForce® 10/310

Engine Family Rating Code (EFRC) 5151

Injector part number, original equipment 1848721C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2425 rpm

High idle speed - automatic transmission 2425 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

20 kPa (3 psi)

Exhaust back pressure

68 kPa (10 psi)

Injection control pressure

8 MPa (1160 psi) / 1.17 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

142 kPa (21 psig) / 1.85 V

Exhaust back pressure

247 kPa (36 psig) / 2.68 V

Injection control pressure

31.3 MPa (4540 psi) / 4.52 V
486 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

330 hp @ 2100 rpm (12NSP)

MaxxForce® 10/330 hp @ 2100 rpm / 1150 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSP

Engine model MaxxForce® 10/330

Engine Family Rating Code (EFRC) 6131

Injector part number, original equipment 1848721C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2325 rpm

High idle speed - automatic transmission 2325 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

7 MPa (1015 psi) / 1.1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

182 kPa (27 psig) / 2.16 V

Exhaust back pressure

215 kPa (31 psig) / 2.42 V

Injection control pressure

25.5 (3700 psi) / 3.6 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 487

330 hp @ 2200 rpm (12NSW)

MaxxForce® 10/330 hp @ 2200 rpm / 1150 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSW

Engine model MaxxForce® 10/330

Engine Family Rating Code (EFRC) 6141

Injector part number, original equipment 1848721C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2425 rpm

High idle speed - automatic transmission 2425 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

7 MPa (1015 psi) / 1.1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

182 kPa (27 psig) / 2.16 V

Exhaust back pressure

215 kPa (31 psig) / 2.42 V

Injection control pressure

25.5 MPa (3700 psi) / 3.6 V
488 11 APPENDIX A: PERFORMANCE SPECIFICATIONS

350 hp @ 2100 rpm (12NSN)

MaxxForce® 10/350 hp @ 2100 rpm / 1150 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSN

Engine model MaxxForce® 10/350

Engine Family Rating Code (EFRC) 6151

Injector part number, original equipment 1848721C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2325 rpm

High idle speed - automatic transmission 2325 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

7 MPa (1015 psi) / 1.1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

182 kPa (27 psig) / 2.16 V

Exhaust back pressure

216 kPa (32 psig) / 2.43 V

Injection control pressure

25.5 MPa (3700 psi) / 3.6 V
 11 APPENDIX A: PERFORMANCE SPECIFICATIONS 489

350 hp @ 2200 rpm (12NSY)

MaxxForce® 10/350 hp @ 2200 rpm / 1150 ft•lb @ 1200 rpm

50 state 2008 Model Year (MY)

Engine unit code 12NSY

Engine model MaxxForce® 10/350

Engine Family Rating Code (EFRC) 6161

Injector part number, original equipment 1848721C92

Turbocharger part number 1877446C91

Injection timing Nonadjustable

High idle speed - manual transmission 2425 rpm

High idle speed - automatic transmission 2425 rpm

Low idle speed 700 rpm

Low Idle, no load, stabilized engine operating temperature

Manifold boost pressure

13–34 kPa (2–5 psi)

Exhaust back pressure

41–82 kPa (6–12 psi)

Injection control pressure

7 MPa (1015 psi) / 1.1 V

High Idle, no load, stabilized engine operating temperature

Manifold boost pressure

5–172 kPa (5–25 psi)

Exhaust back pressure

137–310 kPa (20–45 psi)

Injection control pressure

7–9 MPa (1015–1380 psi) / 1.1 – 1.5 V

Torque converter stall (automatic transmission)

2600 rpm or greater @ 5 seconds or less

Full load, 2000 engine rpm, rated speed on highway, stabilized engine operating temperature

Manifold boost pressure

182 kPa (27 psig) / 2.16 V

Exhaust back pressure (max)

218 kPa (32 psig) / 2.45 V

Injection control pressure

25.5 MPa (3700 psi) / 3.6 V
490 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX 491

Table of Contents

Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .493

492 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX
 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX 493

Diagnostic Trouble Codes

DTC SPN FMI Lamp Circuit Condition Description

1112 168 3 WEL ECM PWR (page 271) B+ out-of-range HIGH
1113 168 4 WEL ECM PWR (page 271) B+ out-of-range LOW
1114 110 4 WEL ECT (page 282) ECT signal out-of-range LOW
1115 110 3 WEL ECT (page 282) ECT signal out-of-range HIGH
1121 102 3 WEL MAP (page 387) MAP signal out-of-range HIGH
1122 102 4 WEL MAP (page 387) MAP signal out-of-range LOW
1124 164 4 MIL ICP (page 349) ICP signal out-of-range LOW
1125 164 3 MIL ICP (page 349) ICP signal out-of-range HIGH
1126 7139 4 BCP (page 232) BCP signal out-of-range LOW
1127 7139 3 BCP (page 232) BCP signal out-of-range HIGH
1131 91 4 WEL APS/IVS (page 223) APS signal out-of-range LOW
1132 91 3 WEL APS/IVS (page 223) APS signal out-of-range HIGH
1133 91 2 WEL APS/IVS (page 223) APS in-range fault
1134 91 7 WEL APS/IVS (page 223) APS and IVS disagree
1135 558 11 WEL APS/IVS (page 223) IVS signal fault
1136 94 4 WEL EFP (page 292) EFP signal out-of-range LOW
1137 94 3 WEL EFP (page 292) EFP signal out-of-range HIGH
1141 84 4 WEL VSS (page 414) VSS signal out-of-range LOW
1142 84 3 WEL VSS (page 414) VSS signal out-of-range HIGH
1143 8021 2 WEL CMP (page 252) CMP signal incorrect for CKP sync
1144 8021 8 WEL CKP (page 249) CKP signal noise detected
1146 8064 12 WEL CKP (page 249) CKP signal inactive
1147 8064 2 WEL CKP (page 249) CKP incorrect signal signature
1151 108 3 WEL ECM SELF (page 276) BAP signal out-of-range HIGH
1152 108 4 WEL ECM SELF (page 276) BAP signal out-of-range LOW
1154 171 4 IAT (page 344) IAT signal out-of-range LOW
1155 171 3 IAT (page 344) IAT signal out-of-range HIGH
1156 102 0 MIL* MAP (page 387) MAP signal in-range HIGH
MAP above BARO at start
1157 102 1 MIL* MAP (page 387) MAP signal in-range LOW
MAP below BARO at start
1161 105 4 WEL MAT (page 392) MAT signal out-of-range LOW
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
494 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX

DTC SPN FMI Lamp Circuit Condition Description

1162 105 3 WEL MAT (page 392) MAT signal out-of-range HIGH
1178 7316 0 WEL VGT (page 402) VGT actuator temperature above high limit
1211 100 4 WEL EOP (page 323) EOP signal out-of-range LOW
1212 100 3 WEL EOP (page 323) EOP signal out-of-range HIGH
1213 8029 4 Truck Remote throttle signal out-of-range LOW
1214 8029 3 WEL Truck Remote throttle signal out-of-range HIGH
1222 597 2 WEL BOO/BPS (page 237) Brake switch circuit fault
1236 111 2 ECL (page 268) ECL in-range circuit fault
1253 97 3 WEL WIF (page 419) WIF signal out-of-range LOW
1254 97 4 WEL WIF (page 419) WIF signal out-of-range HIGH
1255 97 5 WEL WIF (page 419) WIF signal open circuit fault
1276 8366 6 IPR (page 374) IPR short to B+, over temperature
1277 8366 5 IPR (page 374) IPR short circuit
1287 3464 1 WEL* ITV (page 381) ITVL OCC self-test failed
1288 3464 0 WEL* ITV (page 381) ITVH OCC self-test failed
1292 7318 2 MIL ITV (page 381) ITVP in-range fault
1293 7318 3 MIL ITV (page 381) ITVP signal out-of-range HIGH
1294 7318 4 MIL ITV (page 381) ITVP signal out-of-range LOW
1298 51 2 MIL ITV (page 381) ITV operation fault – under V, over amp, over temp
1299 175 10 WEL* EOT (page 328) EOT in-range fault
1311 175 4 WEL EOT (page 328) EOT signal out-of-range LOW
1312 175 3 WEL EOT (page 328) EOT signal out-of-range HIGH
1362 412 0 WEL* EGR (page 303) EGR valve internal high circuit failure
1363 412 1 WEL* EGR (page 303) EGR valve internal low circuit failure
1396 7137 12 WEL EGR (page 303) EGRV initialization fault
1397 7137 4 MIL EGR (page 303) EGR position in-range fault
1398 8327 7 MIL EGR (page 303) EGR unable to achieve desired position
1729 3251 4 MIL EGDP (page 297) EGDP signal out-of-range LOW
1731 3251 3 MIL EGDP (page 297) EGDP signal out-of-range HIGH
1737 3241 4 MIL EGT1 (page 308) EGT1 signal out-of-range LOW
1738 3241 3 MIL EGT1 (page 308) EGT1 signal out-of-range HIGH
1741 3242 4 MIL EGT2 (page 313) EGT2 signal out-of-range LOW
1742 3242 3 MIL EGT2 (page 313) EGT2 signal out-of-range HIGH
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX 495

DTC SPN FMI Lamp Circuit Condition Description

1744 3245 4 MIL EGT3 (page 318) EGT3 signal out-of-range LOW
1745 3245 3 MIL EGT3 (page 318) EGT3 signal out-of-range HIGH
2159 8365 7 BOO/BPS (page 237) Brake applied while APS applied
2174 8321 2 VGT (page 402) VGT communication fault
2175 8321 7 MIL VGT (page 402) VGT performance fault
2176 8321 0 VGT (page 402) VGT commanded position over a threshold
2177 8321 1 VGT (page 402) VGT commanded position below a threshold
2179 97 2 WIF (page 419) Water in fuel detected
Resume normal speed control due to momentary
2232 8331 7 CAN public (page 243)
CAN loss
2242 1442 2 MIL* ICP SYS (page 354) ICP adaptation in-range fault
2313 100 1 WEL EWPS (page 334) EOP below warning level
2314 100 7 OWL EWPS (page 334) EOP below critical level
2315 190 0 EWPS (page 334) Engine speed above warning level
2319 518 2 EWPS (page 334) Torque limited to control engine overheat
2321 110 0 OWL EWPS (page 334) ECT above warning level
2322 110 7 EWPS (page 334) ECT above critical level
2323 111 1 OWL EWPS (page 334) ECL below warning/critical level
2324 593 14 IST (page 378) Engine stopped by IST
2327 164 10 ICP SYS (page 354) ICP abnormal rate of change
2332 164 13 MIL* ICP (page 349) ICP above KOEO spec
2335 164 1 ICP SYS (page 354) ICP unable to build during engine cranking
2351 7129 1 AMS (page 218) EBP below desired level
2352 7129 0 AMS (page 218) EBP above desired level
2368 8146 7 WEL EGR (page 303) EGR valve communication fault
2369 1378 2 Engine oil service required
2371 94 0 EFP (page 292) Fuel pressure above normal
2372 94 1 EFP (page 292) Fuel pressure below normal
2388 2659 0 MIL* AMS (page 218) EGR flow excessive - possible leak to atmosphere
2389 2659 1 MIL* AMS (page 218) EGR flow insufficient - possible plugged system
2391 2791 11 MIL EGR (page 303) EGR valve internal circuit failure
2392 7138 6 MIL EGR (page 303) EGR duty cycle above limit
2393 7137 2 MIL EGR (page 303) EGR position sensor fault
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
496 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX

DTC SPN FMI Lamp Circuit Condition Description

2394 8146 2 MIL EGR (page 303) EGR valve not receiving ECM CAN messages
2395 7317 3 WEL* EGR (page 303) EGRH OCC self-test failed
2396 7317 4 WEL* EGR (page 303) EGRL OCC self-test failed
2544 8329 7 CAN public(page 243) ECM unable to send CAN messages
2545 8330 7 CAN public(page 243) ECM not receiving body controller CAN messages
2546 7121 1 BCP (page 232) BCP below desired
2547 7121 0 BCP (page 232) BCP above desired
2549 8321 12 WEL VGT (page 402) ECM not receiving VGT CAN messages
2673 3242 10 MIL* EGT2 (page 313) EGT2 not warming along with engine
2674 3242 2 MIL* EGT2 (page 313) EGT2 reading off compared to EGT1 and EGT3
2675 3241 2 MIL* EGT1 (page 308) EGT1 temp not increasing with engine temp
2676 3241 1 MIL* EGT1 (page 308) EGT1 reading off compared to EGT2 and EGT3
2677 3245 2 MIL* EGT3 (page 318) EGT3 not warming along with engine
2678 3245 1 MIL* EGT3 (page 318) EGT3 reading off compared to EGT1 and EGT2
2681 3242 1 MIL* EGT2 (page 313) EGT2 reading off compared to EGT1 and EGT3
2687 8302 1 MIL AFT SYS (page 209) DPF, low flow resistance
2688 8302 0 MIL AFT SYS (page 209) DPF over temperature - possible filter damage
2699 3251 1 MIL EGDP (page 297) EGDP below desired level
2732 3251 2 MIL* EGDP (page 297) EGDP stuck in-range fault
2733 3251 10 MIL* EGDP (page 297) EGDP mismatch between key-on/off
Excessive time, a manual inhibit was set to prevent
2772 3524 0 AFT SYS(page 209) a DPF regeneration.
2782 8317 13 AFT SYS (page 209) DPF servicing required
2783 8318 13 AFT SYS (page 209) DPF load: above warning level
2784 8319 13 WEL AFT SYS (page 209) DPF load: above critical level 1 - engine de-rate
2785 8320 13 OWL AFT SYS (page 209) DPF load: above critical level 2 - further engine
de-rate
3333 8492 0 MIL* ICP SYS (page 354) ICP above desired level
3334 8492 1 MIL* ICP SYS (page 354) ICP below desired level
3338 7129 17 AMS (page 218) KOER STD - EBP unable to build during test
3339 7129 15 AMS (page 218) KOER STD - EBP too high during test
3341 1209 4 MIL EBP (page 258) EBP signal out-of-range LOW
3342 1209 3 MIL EBP (page 258) EBP signal out-of-range HIGH
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX 497

DTC SPN FMI Lamp Circuit Condition Description

3345 7136 0 VGT (page 402) VGT control over duty
3346 1209 0 AMS (page 218) AMT - EBP unable to build during EGR test
3347 7136 1 VGT (page 402) VGT control under duty
3348 1209 1 AMS (page 218) AMT - EBP too high during EGR test
3373 164 15 MIL* ICP SYS (page 354) ICP too high during test
3374 164 17 MIL* ICP SYS (page 354) ICP unable to build during test
3786 8326 2 AFT SYS (page 209) DPF Test - test unsuccessful
4411 8001 6 WEL INJ (page 360) Cyl 1 close coil: open circuit
4412 8002 6 WEL INJ (page 360) Cyl 2 close coil: open circuit
4413 8003 6 WEL INJ (page 360) Cyl 3 close coil: open circuit
4414 8004 6 WEL INJ (page 360) Cyl 4 close coil: open circuit
4415 8005 6 WEL INJ (page 360) Cyl 5 close coil: open circuit
4416 8006 6 WEL INJ (page 360) Cyl 6 close coil: open circuit
4421 8001 5 WEL INJ (page 360) Cyl 1 open coil: open circuit
4422 8002 5 WEL INJ (page 360) Cyl 2 open coil: open circuit
4423 8003 5 WEL INJ (page 360) Cyl 3 open coil: open circuit
4424 8004 5 WEL INJ (page 360) Cyl 4 open coil: open circuit
4425 8005 5 WEL INJ (page 360) Cyl 5 open coil: open circuit
4426 8006 5 WEL INJ (page 360) Cyl 6 open coil: open circuit
4431 8001 4 WEL INJ (page 360) Cyl 1 open coil: short circuit
4432 8002 4 WEL INJ (page 360) Cyl 2 open coil: short circuit
4433 8003 4 WEL INJ (page 360) Cyl 3 open coil: short circuit
4434 8004 4 WEL INJ (page 360) Cyl 4 open coil: short circuit
4435 8005 4 WEL INJ (page 360) Cyl 5 open coil: short circuit
4436 8006 4 WEL INJ (page 360) Cyl 6 open coil: short circuit
4441 8001 3 WEL INJ (page 360) Cyl 1 close coil: short circuit
4442 8002 3 WEL INJ (page 360) Cyl 2 close coil: short circuit
4443 8003 3 WEL INJ (page 360) Cyl 3 close coil: short circuit
4444 8004 3 WEL INJ (page 360) Cyl 4 close coil: short circuit
4445 8005 3 WEL INJ (page 360) Cyl 5 close coil: short circuit
4446 8006 3 WEL INJ (page 360) Cyl 6 close coil: short circuit
4515 8151 5 WEL INJ (page 360) Bank A injector open coil short
4516 8151 6 WEL INJ (page 360) Bank A injector close coil short
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
498 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX

DTC SPN FMI Lamp Circuit Condition Description

4521 8152 5 WEL INJ (page 360) Bank B injector open coil short
4522 8152 6 WEL INJ (page 360) Bank B injector close coil short
4551 8021 12 WEL CMP (page 252) CMP signal inactive
4552 8022 2 CMP (page 252) CMP loss of sync
4553 8022 12 WEL CKP (page 249) CKP signal inactive
4554 8022 7 WEL CKP (page 249) CKP loss of sync
4555 8064 8 WEL CKP (page 249) CKP signal noise detected
4556 8022 8 WEL CKP (page 249) CKP period too short
4561 8001 1 CYL BAL (page 255) Cyl 1 cyl balance below min limit
4562 8002 1 CYL BAL (page 255) Cyl 2 cyl balance below min limit
4563 8003 1 CYL BAL (page 255) Cyl 3 cyl balance below min limit
4564 8004 1 CYL BAL (page 255) Cyl 4 cyl balance below min limit
4565 8005 1 CYL BAL (page 255) Cyl 5 cyl balance below min limit
4566 8006 1 CYL BAL (page 255) Cyl 6 cyl balance below min limit
4571 8001 0 CYL BAL (page 255) Cyl 1 cyl balance max limit exceeded
4572 8002 0 CYL BAL (page 255) Cyl 2 cyl balance max limit exceeded
4573 8003 0 CYL BAL (page 255) Cyl 3 cyl balance max limit exceeded
4574 8004 0 CYL BAL (page 255) Cyl 4 cyl balance max limit exceeded
4575 8005 0 CYL BAL (page 255) Cyl 5 cyl balance max limit exceeded
4576 8006 0 CYL BAL (page 255) Cyl 6 cyl balance max limit exceeded
4611 8021 13 CKP (page 249) CKP signature one tooth off
4612 8021 7 CMP (page 252) CMP to CKP incorrect reference
5382 1136 0 ECM SELF (page 276) ECM error – over temperature
5618 8334 2 ECM SELF (page 276) ECM error – SPI-BUS error 1
5619 8334 12 ECM SELF (page 276) ECM error – SPI-BUS error 2
5627 8333 12 ECM SELF (page 276) ECM error – Checksum program
5628 8333 2 ECM SELF (page 276) ECM error – Checksum dataset
5632 8254 12 ECM SELF (page 276) ECM error – RAM/CPU self-test fault
5633 8254 0 ECM SELF (page 276) ECM error – CPU load above maximum
5634 8336 12 ECM SELF (page 276) ECM error – MQPS daisy chain failure
5635 8337 12 ECM SELF (page 276) ECM error – OCT daisy chain failure
5636 8338 12 ECM SELF (page 276) ECM error – QPS daisy chain failure
5641 86 14 WEL ECM SELF (page 276) ECM error – CC monitoring
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX 499

DTC SPN FMI Lamp Circuit Condition Description

5642 94 14 WEL ECM SELF (page 276) ECM error – Fuel cut off monitoring
5643 183 14 WEL ECM SELF (page 276) ECM error – Post Inj: monitoring error
5644 190 2 WEL ECM SELF (page 276) ECM error – Engine speed limitation
5645 7253 7 ECM SELF (page 276) ECM error – EEPROM failure
5646 190 14 WEL ECM SELF (page 276) ECM error – Engine Speed: monitoring
5647 558 14 WEL ECM SELF (page 276) ECM error – PVS monitoring
5648 976 14 WEL ECM SELF (page 276) ECM error – PTO monitoring
5649 1136 14 WEL ECM SELF (page 276) ECM error – A/D conversion monitoring
5651 7132 14 WEL ECM SELF (page 276) ECM error – MFMA monitoring
5652 8240 14 ECM SELF (page 276) ECM error – NVMY channel
5653 8300 14 WEL ECM SELF (page 276) ECM error – PPS monitoring
5654 8329 14 WEL ECM SELF (page 276) ECM error – CAN monitoring
5655 8332 14 WEL ECM SELF (page 276) ECM error – Service tool monitoring
5656 8335 14 WEL ECM SELF (page 276) ECM error – Processor monitoring
5666 8339 4 WEL VREF (page 407) VREF engine voltage below min
5667 8339 3 WEL VREF (page 407) VREF engine voltage above max
5668 8340 4 WEL VREF (page 407) VREF chassis voltage below min
5669 8340 3 WEL VREF (page 407) VREF chassis voltage above max
5671 8341 4 WEL VREF (page 407) VREF body voltage below min
5672 8341 3 WEL VREF (page 407) VREF body voltage above max
WEL – Warn Engine Lamp MIL – Malfunction Indicator Lamp OWL – Oil and Water Lamp
* Lamp is illuminated after second or third notification
500 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX

Figure 345 Warning Lamps

 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 501

Table of Contents

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .503
502 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 503

Description product enhancements and field service issues. File

TSIs in this section for supplemental reference.
Technical Service Information (TSI) letters are
periodically published to inform service technicians of
504 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)