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®

VT 275 V6 ENGINE
model year 2006

FEATURES AND DESCRIPTIONS FOR WORKHORSE CUSTOM CHASSIS APPLICATIONS
TM

International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation

FORWARD
This publication is intended to provide technicians and service personnel with an overview of the technical features of
the International® VT 275 Diesel Engine. The information contained in this publication is a supplement to information
that is contained in available service literature. The photos and illustrations in this publication may vary from your particu-
lar vehicle. Consult the latest SERVICE and DIAGNOSTIC manuals for the latest information, before you conduct any
service or repairs. 

International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation

Safety Information
This manual provides general and specific service procedures Fire Prevention
and repair methods essential for your safety and the reliable
operation of the engine. Since many variations in tools, pro- NOTE: Check the classification of each fire extinguisher to en-
cedures, and service parts are involved, advice for all of the sure that the following fire types can be extinguished:
possible safety conditions and hazards cannot be stated.
1. Type A - Wood, paper, textiles, and rubbish
Departure from the instructions in this manual or disregard of 2. Type B - Flammable liquids
warnings and cautions can lead to injury, death, or both, and 3. Type C - Electrical equipment
damage to the engine or vehicle.
• Make sure that charged fire extinguishers are in the work
Read the safety instructions below before doing service and area.
test procedures in this manual for the engine or vehicle. See
related application manuals for more information. Batteries

Safety Instructions • Batteries produce highly flammable gas during and after
charging.
• Always disconnect the main negative battery cable first.
Vehicle • Always connect the main negative battery cable last.
• Avoid leaning over batteries.
Make sure the vehicle is in neutral, the parking brake is set,
• Protect your eyes.
and the wheels are blocked before you perform any work or
• Do not expose batteries to open flames or sparks.
diagnostic procedures on the engine or vehicle.
• Do not smoke in workplace.

Work Area Compressed Air
• Keep the work area clean, dry and organized.
• Limit shop air pressure for blow gun to 207 kPa (30psi).
• Keep tools and parts off the floor.
• Use approved equipment.
• Make sure the work area is ventilated and well lit.
• Do not direct air at body or clothing.
• Make sure a First Aid Kit is available.
• Wear safety glasses or goggles.
• Wear hearing protection.
Safety Equipment • Use shielding to protect others in the work area.

• Use the correct lifting devices.
Fluids Under Pressure
• Use the proper safety blocks and stands.
• Use extreme caution when working on systems under
Protective Measures pressure.
• Follow approved procedures only.
• Wear protective glasses and safety shoes (do not work in
bare feet, sandals, or sneakers).
Fuel
• Wear the appropriate hearing protection.
• Wear the correct clothing.
• Do not over fill fuel tank. Over fill creates a fire hazard.
• Do not wear rings, watches, or other jewelry.
• Do not smoke in the work area.
• Restrain long hair.
• 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 after servic-
• Make sure all standard electrical tools are grounded.
ing the engine.
• Check for frayed power cords before using power tools.
• Make sure all tools, parts, and service equipment are
removed from the engine and vehicle after all work is
done.

International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation 

. . . . . . . . . 71 ENGINE & CHASSIS SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 COMPONENT LOCATIONS . . 74  International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 FUEL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 AIR MANAGEMENT SYSTEM . . . . . . 48 COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 • © Copyright 2006 International Truck and Engine Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . . . 8 ELECTRONIC CONTROL SYSTEM . . . . . . . . . . . . 66 POWER DISTRIBUTION CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TABLE OF CONTENTS DESIGN FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 SPECIAL TOOLS . . . . . . . . . . . . . 52 HARD START / NO START and PERFORMANACE DIAGNOSTICS . . . . . . . . . . . . 44 LUBRICATION SYSTEM . . . . . . . .

DIRECT INJECTION TURBOCHARGED DIESEL ENGINE VT 275 FEATURES • 90° V6 • Offset Crankpins • Rear Gear Train • Primary Balancer • Regulated Two-Stage Turbocharging System • Four Valves per Cylinder • Cooled Exhaust Gas Recirculation • Electro-Hydraulic Generation 2 Fuel Injection System • Top Mounted Oil and Fuel Filters International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation  .

. . . . . . . . . . . . . . . . . . . . . . . . . 275 cu. . . . . . . . . . . . . Facing the Flywheel .134 in. . . . . . . . . . . . . VT 275 0VERVIEW VT 275 ENGINE SPECIFICATIONS Engine Type . . . . . . . . . . . . . . . . . . . The engine idle speed Load (ft-lb) Power (HP) 250 125 is set at 700 rpm and is not adjustable. . . . . . . . . . . . . . . . . . . . . (4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V6. . . . . . in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 quarts with oil filter Horsepower and Torque Power & Torque Curve 500 250 The VT 275 engine is offered with only 450 225 one horsepower and torque rating for the 2005 model year. . (105 mm) Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 liters) Bore . . . . 200 hp @ 2700 rpm Peak Torque . . . .0:1 Aspiration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. . . . . . . . . 200 100 150 75 100 Torque (ft-lb) 50 Power (HP) 50 25 0 0 1600 2400 3400 600 800 2600 1800 3600 2800 1000 1200 3000 1400 2200 3200 2000 Engine Speed (RPM)  International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. . direct injection diesel Configuration . . . . . . . . . . . . . . . . . 4-stroke. . . Twin turbocharged and charge air cooled Rated Power . . . . . . The engine has a 300 high idle speed of 2775 rpm with auto- 150 matic transmission. . . . . . . . . . . . . . . . . . . . . Electro-hydraulic generation 2 fuel injection Cooling Sysytem Capacity (Engine Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 • © Copyright 2006 International Truck and Engine Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The engine creates 200 400 200 horsepower at 2700 rpm and 440 lb-ft 350 175 of torque at 1800 rpm. . . . . . . . (95 mm) Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . pushrod operated four valves / cylinder Displacement . 11 quarts Lube System Capacity (Engine Only) . . . . . . . .74 in. . . . . 440 lb-ft @ 1800 rpm Engine Rotation. . . . . . . . . . . Counterclockwise Injection System . . . . . 18. . . 3. . . . . . . . . . . . . . . . .

toward the front. EPA .5HM2Y0135617 4. on the left valve TM INFORMATION cover.0 • © Copyright 2006 International Truck and Engine Corporation  . THE ENGINE IS ALSO CERTIFIED FOR • Service application SALE IN CALIFORNIA IN NEW VEHICLES RATED ABOVE 14. Turbocharged M2 = Motor Truck Y = Huntsville 0135617 = Build Sequence Emissions Label The Environmental Protection Agency VT 275 ENGINE FAMILY (EPA) emissions label is on top of the 6NVXH0275AEA EMISSION CONTROL breather. AND AUSTRALIAN ADR-30 2006 MODEL YEAR REGULATIONS. THIS ENGINE IS OBD II EXEMPT. the build location. CANADIAN.S. Engine Serial Number Example: 4. and the sequential build number. • Year the engine was certified to meet EPA emission standards Cylinder Numbering L Front R The cylinders on the VT 275 are num- bered from the front of the right bank 1. 4 and 6.5 = Engine displacement H = Diesel. The label includes the following: ENGINE MANUFACTURED BY: INTERNATIONAL TRUCK AND ENGINE CORPORATION • Advertised horsepower rating THIS ENGINE HAS A PRIMARY INTENDED SERVICE APPLICATION AS A LIGHT HEAVY-DUTY DIESEL ENGINE AND CONFORMS TO • Engine model code U. 3. 5 and from the front of the left bank 2. VT 275 OVERVIEW Engine Serial Number The Engine Serial Number (ESN) for the VT 275 is located on a machined surface at the left rear corner of the crankcase just below the cylinder head. The ESN identifies the engine family. 2 1 The engine firing order is 1-2-5-6-3-4 4 3 6 5 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.000 POUNDS GVWR AND IS CERTIFIED TO OPERATE ON • Emission family and control system INTERNATIONAL 1870616C1 DIESEL FUEL.

COMPONENT LOCATIONS .0 • © Copyright 2006 International Truck and Engine Corporation .FRONT OF ENGINE HEATER SUPPLY TUBE AIR INLET HEATER SMOOTH IDLER PULLEY AIR INLET FUEL TUBE TO RIGHT BANK INTAKE MANIFOLD MAT SENSOR BANJO BOLT WITH CHECK VALVE POWER STEERING PUMP BRACKET BELT TENSIONER OIL PUMP COVER  International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.

COMPONENT LOCATIONS .0 • © Copyright 2006 International Truck and Engine Corporation  .LEFT FRONT OF ENGINE GROOVED IDLER PULLEY BREATHER HEATER RETURN TUBE SMOOTH IDLER PULLEY COOLANT OUTLET International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.

LEFT SIDE OF ENGINE AIR INLET DUCT OIL LEVEL GAUGE LEFT BANK GLOW PLUGS SUPPLY FROM FUEL PUMP AND PRIMARY FILTER CMP SENSOR FUEL RETURN TO TANK 10 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. COMPONENT LOCATIONS .0 • © Copyright 2006 International Truck and Engine Corporation .

LEFT REAR OF ENGINE LIFTING EYES IPR AND HEAT SHIELD LEFT BANK EXHAUST MANIFOLD REAR COVER International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. COMPONENT LOCATIONS .0 • © Copyright 2006 International Truck and Engine Corporation 11 .

COMPONENT LOCATIONS .REAR OF ENGINE OIL FILTER HOUSING FUEL FILTER HOUSING TURBINE HOUSING EXHAUST TUBE ASSEMBLY HIGH PRESSURE PUMP COVER 12 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation .

COMPONENT LOCATIONS .0 • © Copyright 2006 International Truck and Engine Corporation 13 .RIGHT REAR OF ENGINE HIGH PRESSURE COMPRESSOR HOUSING COOLANT HEATER UPPER OIL PAN LOWER OIL PAN International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.

0 • © Copyright 2006 International Truck and Engine Corporation .RIGHT SIDE OF ENGINE OUTLET TO CHARGE AIR COOLER TURBOCHARGER CROSSOVER TUBE ICP SENSOR RIGHT BANK GLOW PLUGS CRANKCASE LOWER CKP SENSOR CRANKCASE 14 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. COMPONENT LOCATIONS .

RIGHT FRONT OF ENGINE PNEUMATIC ACTUATOR BOOST CONTROL SOLENOID HOSE HARNESS BOOST CONTROL SOLENOID MAP SENSOR ECT SENSOR WATER PUMP PULLEY AND FAN DRIVE International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation 15 .COMPONENT LOCATIONS .

COMPONENT LOCATIONS .0 • © Copyright 2006 International Truck and Engine Corporation .TOP OF ENGINE WITHOUT HARNESS HIGH PRESSURE PUMP HIGH PRESSURE TURBINE HOUSING INJECTOR CONNECTORS TURBOCHARGER OIL SUPPLY LINE EOP SWITCH EOP SENSOR EGR VALVE LOW PRESSURE TURBO COMPRESSOR HOUSING 16 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.

TOP OF ENGINE WITH HARNESS MAF SENSOR CONNECTOR (SENSOR NOT SHOWN) INJECTOR HARNESS CONNECTOR BOOST CONTROL SOLENOID ALTERNATOR FUSIBLE LINKS (ALTERNATOR NOT SHOWN) HARNESS TO CHASSIS-MOUNTED ECM/IDM International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. COMPONENT LOCATIONS .0 • © Copyright 2006 International Truck and Engine Corporation 17 .

EGR DRIVE MAT MODULE APS / IVS EOP CKP CMP EOT 18 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. • The Exhaust Gas Recirculation (EGR) valve is positioned by an ECM controlled electric stepper mo- tor. The system uses an EGR drive module to communicate commands from the ECM to the EGR valve. ELECTRONIC CONTROL SYSTEM • ECM and IDM control system • Dual magnetic pick-up timing sensors • Electric motor driven EGR valve • ECM boost control IDM ECM System Features • The VT 275 engine uses the Diamond Logic™ II Control System. The electronic control system features an Engine Control Module (ECM) and an Injector Drive Module (IDM).0 • © Copyright 2006 International Truck and Engine Corporation . Magnetic pick-up sensors feature high reliability and accuracy. • The VT 275 engine uses a twin turbo- charger with ECM boost control. IPR BCS ICP MAF / IAT ECT MAP BAP ECL • VT 275 engines use two magnetic pickup sensors to determine crank- shaft speed and position and camshaft position.

The ECM and IDM are then mounted with vibration isolator grommets to the control module as- sembly bracket on the Power Distribu- tion Center (PDC). The IDM uses this information to calculate injection timing and duration. The ECM X1 and X2 con.0 • © Copyright 2006 International Truck and Engine Corporation 19 . The IDM con- trols injector operation through 48- volt signals to the twin injector coils. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. ECM IDM • The Injector Drive Module (IDM) re- ceives sensor information from the ECM over three communication links: the CAN 2 link. The ECM ASSEMBLY BRACKET also shares sensor data with the IDM over communication links between the two modules. • The IDM is mounted on brackets cast into the ECM. and the CKPO circuit. The IDM X2 ECM X2 connectors are called X1 through X4 with ECM X1 being the top ECM con- nector as mounted on the truck. the boost control solenoid. IDM X1 ECM X1 • The ECM has four connectors. the glow plug relay CONTROL MODULE and the inlet air heater relay. ECM X4 nectors are for engine sensor inputs and X3 and X4 are for chassis inputs. IDM The IDM X1 and X2 connectors are for injector operation and X3 is for chassis inputs and communication between the ECM and IDM. The IDM X3 IDM has three connectors with IDM X1 ECM X3 being the top connector as mounted on the truck. ELECTRONIC CONTROL SYSTEM ECM INLET AIR HEATER RELAY GLOW PLUG RELAY • T h e EC M u s e s s e n s o r i n p u t s to control the Injection Pressure Regu- lator (IPR). the EGR valve. the CMPO circuit.

The inlet air heater can remain on while the engine is running to INLET AIR HEATER reduce white smoke during engine warm-up. The valve contains a pressure relief valve for the system that opens if system pressure reaches 4500 psi. The IPR is protected by a heat shield that must be rein- stalled after servicing. When the ECM reduces the duty cycle. EGR DRIVE MODULE • The module receives battery voltage and ground through the 12-way engine-to-chassis connec- tor. When the ECM increases the IPR signal duty cycle. The drive module uses the sensor signals to determine the percent of valve opening. 20 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. The ECM turns the inlet air heater on for a predetermined amount of time. • The element warms the incoming air to aid cold start and reduce emissions during warm- up. The module then sends a series of voltage and ground signals to the Motor U. intake air temperature. a larger volume of oil is allowed to drain from the system and pressure is reduced. and W terminals of the EGR valve. Inlet Air Heater Element INTAKE MANIFOLD • The Inlet Air Heater element is located in the lower side of the intake manifold and projects through the manifold and into the inlet air stream. and barometric air pressure. based on engine oil temperature. the valve blocks the oil’s path to drain and pressure rises. ELECTRONIC CONTROL SYSTEM EGR Drive Module • The EGR Drive Module receives the desired EGR valve position from the ECM over the en- gine CAN 2 link. V. Injection Pressure Regulator (IPR) Valve INJECTION PRESSURE REGULATOR (IPR) VALVE SWIVEL CONNECTOR • The IPR mounts to the high-pressure pump and controls the amount of oil allowed to drain from the high-pressure system. The module supplies a reference voltage to three position sensors within the EGR valve.0 • © Copyright 2006 International Truck and Engine Corporation . The voltage signals are Pulse Width Modulated (PWM) to control current flow to the motor field coils.

The MAF sensor circuitry mea- sures the increase in voltage required to offset the cooling effect of the air flow over the thermistor. The sensor applies voltage to a low resistance thermistor exposed to the fresh air portion of the intake charge. The relay is closed when the other end of the coil receives voltage from the ECM. ELECTRONIC CONTROL SYSTEM Inlet Air Heater Relay • The Inlet Air Heater (IAH) element is AIR HEATER RELAY used to improve cold start operation. Glow Plug Relay • Glow plugs are used to improve cold engine starting./min. The relay common terminal is connected by jumper to the common terminal of the Inlet Air Heater relay. One end of the relay coil is grounded through the engine 12-way connector. The IAH relay is the taller of the two relays. The IAH relay receives battery power from the starter power-feed terminal and the normally open terminal connects to the element through the harness. MAF / IAT Mass Air Flow (MAF) Sensor 5-PIN MASS AIR FLOW (MAF) SENSOR CONNECTOR • The Mass Air Flow (MAF) sensor is mounted with ductwork between the turbocharger inlet and the air filter el- ement. The normally open termi- nal connects to the glow plug harness. The re- lay closes when the coil receives volt- age from the ECM. Glow plug operation GLOW PLUG RELAY is controlled by the ECM through the glow plug relay. and improve engine warm-up. One end of the relay coil is grounded through the engine 12-way connector. This voltage is then converted into a variable fre- quency that is sent to the ECM. The MAF value can be read with MasterDi- agnostics® software in lb.0 • © Copyright 2006 International Truck and Engine Corporation 21 . reduce emissions and white smoke. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.

• When the key is ON. current flows through the ECM for a brief period. The ECM then pow. When the circuit to pin X3-5. field causing the relay to latch.. F38 to ECM relay pins 30 and 86. • The Run/Accessory position of the Key Switch receives battery voltage Shut Down from the Power Distribution Center. the switch sup. When this oc- key is OFF.. voltage supplied to pin X3-3 signals the ECM that the operator is going to start the engine. 22 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation . the ECM stays powered up curs. • Pin 85 connects the coil to pin X3-5 of the ECM. When ing functions have been completed. removed from ECM pin X3-3. • When the key is OFF and voltage is When the key is ON.. relay coil and creates a magnetic ers down after internal housekeep.. the relay connects pin 30 to pin 87 and supplies current to the Key Power ECM through pin X4-1 and X4-2. latched..ECM KEY PWR X4 X4-2 ECM PWR R1 ECM RELAY .POSITION 50 PDC TO IDM RELAY TO ENGINE INLINE 12-WAY F38 R1 30 87 BATTERY 86 85 F-47 STARTER MOTOR RELAY KEY SWITCH ECM Relay Circuit Operation • The ECM controls its own power up The ECM then supplies a ground and power down process.. the ECM plies battery voltage through fuse shuts down the engine but keeps the F47 to ECM pin X3-3..RUN/ACC F41 10A. Battery voltage ECM powered up briefly until the inter- is available at all times through fuse nal house keeping is completed.ECM PWR X3 X4-1 ECM PWR F46 5A.IDM/ECM X2 X3-5 ECM MPR F12 20A.. • Pin 86 supplies voltage to the relay coil. ELECTRONIC CONTROL SYSTEM PDC# Device X3-3 VIGN ECM X1 F4 30A.

86 to GND ON/OFF B+ • If no voltage. • If fuse is blown. check the fuse.ECM Power Relay Socket 1.0 • © Copyright 2006 International Truck and Engine Corporation 23 . 2. check for open or short to B+. Connect relay breakout harness to relay and socket.06 to 2 V • If greater than 2 volts. Turn Key Switch OFF. check the fuse.5 seconds. send the vehicle to your International® dealer for further diagnostics. Possible causes: • Voltage increases Possible causes: • Loose or dirty connections at battery • Jump starting the engine or ground cables • Incorrect external battery connections • Power feed wiring problems • Low battery voltage DTC 113 Electrical system voltage B+ out-of-range low The ECM detects less than 7 volts at ECM Pin X3-3 for more than 0. 3. 30 to GND ON B+ • If no voltage. check for open. check for short to ground. check for open. TEST POINT KEY SWITCH SPECIFICATION COMMENTS 85 to GND ON 0. 85 to GND OFF B+ • If no voltage. check for open. 87 to GND ON B+ • If no voltage. power down.5 seconds. 87 to GND OFF OV • If greater than 0 volts. Measure voltage with Key Switch in the required test position. for open • If fuse is good. • If fuse is good. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. ELECTRONIC CONTROL SYSTEM ECM Power Relay DTC 112 Electrical system voltage B+ out-of-range high DTC 626 Unexpected reset fault The ECM detects an alternator output greater than 23 volts at Set when power is interrupted to the ECM or causes an ECM ECM Pin X3-3 for more than 0. check for short to ground. • If fuse is good. check for failed relay. check for short to B+. Remove ECM relay and inspect for corroded terminals. • If fuse is blown. check the fuse. If measurements are OK. 4. Possible causes: • Discharged batteries • Increased resistance in the battery feed circuits • Failed alternator or ECM power relay Voltage Checks .

pin 87 of the relay supplies voltage to the IDM logic circuit through • Battery voltage is available through fuse F-66 in the PDC. When the key is ON. When latched. and X3-25 of the IDM. When this occurs. nects pin 30 to pin 87 and supplies ers down after internal housekeep. X3-24. current flow- 24 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Pin 85 takes that voltage through pin 8 of the en- gine 12-way connector to pin X3-27 of the IDM. the switch IDM Logic supplies battery voltage through F-47 • The IDM also requires voltage for the fuse and pin 9 of the engine 12-way internal logic circuit. the IDM stays powered up to latch. When the key is ON. X3-23. Pin 85 supplies way connector to the IDM pin X3-8.0 • © Copyright 2006 International Truck and Engine Corporation . The IDM then pow. the current draw over multiple pins. When the a magnetic field that causes the relay key is OFF. ELECTRONIC CONTROL SYSTEM X3-8 IDM LOGIC POWER X3-24 IDM MAIN POWER X1 X3-25 IDM MAIN POWER X2 X3-4 IDM MAIN POWER X3 X3-23 IDM MAIN POWER X3-27 IDM MPR X3-7 VIGN IDM PDC R2 12 BATTERY F34 30 87 TO IDM RELAY 6 F66 86 85 8 F-47 9 STARTER KEY SWITCH ENGINE IN-LINE MOTOR 12-WAY RELAY IDM Relay Circuit Operation • The IDM controls its own power up ing through the IDM relay coil builds and power down process. When the IDM re- connector to pin X3-7 of the IDM. the relay con- for a brief period. age from the Power Distribution Center (PDC. IDM Power Up Four pins receive voltage to spread • The Key Switch receives battery volt. lay latches. The fuse feeds the PDC F-34 fuse to IDM relay pin through pin 6 of the engine in-line 12- 30 and 86 at all times. current through pin 12 of the engine ing functions have been completed. in-line 12-way connector to pin X3-4. volt- age supplied to pin X3-7 signals the IDM to provide a ground circuit to pin X3-27. voltage to the relay coil.

85 to gnd ON / OFF B+ • If no voltage. Remove IDM relay and inspect for corroded terminals. Measure voltage with Key Switch in required test position. 4.0 • © Copyright 2006 International Truck and Engine Corporation 25 . • If fuse is good. DTC 533 IDM relay voltage high The ECM detects voltage from the IDM power relay greater than 16 volts. 86 to gnd OFF B+ • If no voltage.06 to 2 V • If greater than 2 volts. 2. 3. check for failed relay. 87 to gnd OFF 0V • If greater than 0 volts. check the fuse. • If fuse is good. 87 to gnd ON B+ • If no voltage. Turn Key Switch OFF. ELECTRONIC CONTROL SYSTEM IDM Power Relay DTC 523 IDM Vign Voltage Low The ECM detects voltage from VIGN less than 7 volts.IDM Power Relay Socket 1. • If fuse is blown. TEST POINT KEY SWITCH SPECIFICATION COMMENTS 86 to gnd ON 0. check for short to ground. check the fuse. check for open. If fuse is good. Connect relay breakout harness to relay and socket. check the fuse. check for short to ground. Possible causes: • Connections between the IDM Pin X3-7 and the VIGN DTC 525 IDM fault The ECM detects an internal IDM failure. Possible causes: • Discharged batteries • Increased resistance in the battery feed circuits • Failed IDM power relay or alternator Voltage Checks . check for open or short to B+. Possible causes: • When jump starting the engine • Incorrect external battery connections • Alternator voltage output of 16 volts or more DTC 534 IDM relay voltage low The ECM detects voltage from the IDM power relay less than 7 volts. check for open. check for open. check for short to B+ CONTINUED ON THE NEXT PAGE Ñ International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. 30 to gnd ON B+ • If no voltage. • If fuse is blown.

12 to gnd B+ • If no voltage. Install relay breakout harness to socket only. • If fuses are good. TEST POINT SPECIFICATION COMMENTS 9 to gnd B+ • If no voltage. Use disconnected positive battery cable for B+ test point.0 • © Copyright 2006 International Truck and Engine Corporation . 4. • If fuse is blown. • If fuse is good. Connect 12-pin breakout harness to chassis harness. Inspect for bent pins or corrosion. 3.12-pin Connector 1. check for open. check for open. Remove IDM relay and inspect for corroded terminals. check for short to ground. 4. Turn Key Switch to the ON position. ELECTRONIC CONTROL SYSTEM IDM Power Relay CONTINUED Voltage Checks . Turn Key Switch OFF. check for open. check fuses.06 to 2 V • If greater than 2 volts. 3. 86 to B+ cable <5Ω • If greater than 5 Ω. 8 to gnd 0. 2. 5. Turn Key Switch OFF. • If fuses are good. 5. check the fuse. check fuse. • If fuse is good. check for short to ground. • If fuse is blown. check for open or high resistance (voltage readings indicate poor ground to battery). check fuses. Disconnect positive battery cable. Remove 12-pin connector. Harness Resistance Checks 1. 1 to gnd 0V • If greater than 0 volts. check for open. TEST POINT SPECIFICATION COMMENTS 30 to B+ cable <5Ω • If greater than 5 Ω. 26 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. check for short to ground or open. 6 to gnd B+ • If no voltage. 2. check for open.

engine coolant temperature increases. • The glow plugs can be turned on using if battery voltage is normal. Glow Plug Lamp Test. The glow operation are based on BAP and ECT plugs may continue to be energized values but are independent of each other. The test can only be activated rent if battery voltage is above normal. The ECM turns on the glow plug harness. ELECTRONIC CONTROL SYSTEM X1-17 GPC X1 2 4 6 X2 X1-21 GPD X3 X4 GLOW PLUGS BAP ECM ECT BATTERY 200 A GPD GPC 1 3 5 N. The ECM based on coolant temperature and lights the glow plug lamp at glow barometric pressure. Glow plug operation is controlled The ECM supplies 12 volts to the other ECM to monitor the relay operation. Warm up time decreases as baromet. end of the coil through ECM pin X1- lay. • Both lamp operation and the glow plug ric air pressure increases. One end of the ditional wire on the relay’s normally glow plugs prior to engine cranking to relay coil is always grounded through open terminal connects to ECM pin increase the temperature of the cylin. The glow plugs have full voltage 17 in order to close the relay contacts. allows the ders. • The glow plug relay receives battery voltage to its common terminal from Glow Plug Diagnostics the starter power-feed terminal. by the ECM through the glow plug re.O. The ECM calculates glow plug ontime wait-to-start indicator. • The glow plug operation may Relay Operation continue after the lamp is off. The • Glow plug diagnostics are used to normally open terminal connects to determine if the relay is operating cor- International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. pin 4 of the engine 12-way connector. GPD. or pulse the KOEO Glow Plug/Inlet Air Heater width modulated to control the cur. An ad- cold starts. after start-up to reduce emissions. This circuit.0 • © Copyright 2006 International Truck and Engine Corporation 27 . The required time plug activation to signal the operator to warm up the cylinders decreases as to wait for the cylinders to warm up. X1-21. • The glow plug lamp is used as a twice per key cycle. TERMINAL IAH GLOW PLUG STARTER RELAY IAH RELAY 4 12-WAY ENGINE TO CHASSIS CONNECTOR Glow Plug System • The VT 275 uses glow plugs to aid the individual glow plugs through the rectly when commanded on.

check the fuse. Gnd to gnd GP battery sup. check for short to B+ or check for failed terminal to gnd relay 28 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Measure voltage with Key Switch in the required test position (on-time is temperature dependent). check for short to ground.0 • © Copyright 2006 International Truck and Engine Corporation . repair DTC 251 Voltage Checks . Possible causes: • Open or short in GPC signal circuit Possible causes: • Open in the B+ supply circuit to glow • Open in actuator power ground plug relay • Open glow plug relay coil • Open or short in GPC circuit • Failed glow plug relay Note: If DTC 251 and DTC 375 are both set. terminal to gnd GP relay output OFF 0V • If greater than 0 volts. value. terminal to GND GP relay control OFF 0V • If greater than 0 V. terminal to GND Actuator Pwr OFF 0V • If greater than 0 V. TEST POINT KEY SWITCH SPECIFICATION COMMENTS GP relay control ON B+ • If no voltage. check for open GP relay output ON B+ • If no voltage. check for failed relay. ply terminal to • If fuse is blown. ON B+ • If no voltage. check for short to power.Relay first. gnd • If fuse is good. ELECTRONIC CONTROL SYSTEM GPC (Glow Plug Control) Circuit DTC 251 Glow Plug Control OCC self-test failed DTC 375 Glow Plug Relay Circuit Fault Key On Engine Off Standard Test detects a fault in the glow The ECM does not see the expected relay output voltage plug relay control circuit. check for short to ground or open. check for open.

The heater relay deliv. and im. Relay Operation • The IAH relay receives battery power from the starter power feed terminal. using the KOEO Glow Plug/Inlet Air rent if battery voltage is above normal. (IAH) element mounted in the front of One end of the relay coil is always the intake manifold. the inlet air heater is disabled. on when commanded on by the ECM. The ECM the starter motor operation may be af. The normally open terminal connects International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. This diagnostic circuit allows damage and to prevent damage to the the ECM to determine if the IAH relay is intake manifold. The other end of emissions and white smoke. On time open terminal connects to ECM pin is limited to prevent heater element X2-11. the coil receives 12 volts from ECM prove engine warm-up. will delay the Inlet Air Heater operation fected. When the key pin X1-18 to close the relay contacts. The test can only be ac- If the battery voltage is so low that tivated twice per key cycle. based on barometric pressure • An additional wire on the normally and engine oil temperature. The IAH is used to grounded through pin 4 of the engine improve cold start operation. the ECM determines if the ele- ment should be activated and for how Inlet Air Heater Diagnostics long.0 • © Copyright 2006 International Truck and Engine Corporation 29 . Heater Test. ers full voltage to the element if bat- tery voltage is normal. is ON. for three seconds after the test is ac- tivated. reduce 12-way connector. ELECTRONIC CONTROL SYSTEM X1-18 IAHC X1 X2 X2-11 IAHD MAF / IAT X3 X4 BAP ECM EOT BATTERY 200 A IAHD IAHC N. TERMINAL IAH STARTER RELAY IAH 4 12-WAY ENGINE TO CHASSIS CONNECTOR Inlet Air Heater Operation • The VT 275 has an Inlet Air Heater to the element through the harness. or the relay is • The Inlet Air Heater can be turned on pulsed by the ECM to control the cur.O.

Relay first. check for short to B+ or check for failed terminal to gnd relay 30 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. check for short to ground. Measure voltage with Key Switch in the required test position (on-time is temperature dependent). ON B+ • If no voltage. Possible causes: • Open or short in IAHC circuit Possible causes: • Open in the B+ supply circuit to inlet air • Open in actuator power ground heater relay • Open inlet in air heater relay coil • Open or short in IAH control circuit • Failed inlet air heater relay Note: If DTC 238 and DTC 373 are both set. Gnd to gnd IAH battery sup. check for open. check the fuse. terminal to gnd Actuator Pwr ON 0V • If greater than 0 V. terminal to gnd IAH relay output OFF 0V • If greater than 0 volts. value. check for open IAH relay output ON B+ • If no voltage. TEST POINT KEY SWITCH SPECIFICATION COMMENTS IAH relay control ON B+ • If no voltage. check for failed relay. repair DTC 238 Voltage Checks . terminal to gnd IAH relay control OFF 0V • If greater than 0 V. check for short to power. ELECTRONIC CONTROL SYSTEM IAH (Inlet Air Heater) Circuit DTC 238 Inlet Air Heater Control OCC self-test failed DTC 373 Inlet Air Heater relay circuit fault Key On Engine Off Standard test detects a fault in the inlet air The ECM does not see the expected relay output voltage heater control circuit. gnd • If fuse is good. check for short to ground or open.0 • © Copyright 2006 International Truck and Engine Corporation . ply terminal to • If fuse is blown.

MAP and RPM. plied to the bridge. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. ELECTRONIC CONTROL SYSTEM MAF ECM B+ MICRO- SIG PROCESSOR RIGHT BANK INJECTORS X1 SIGNAL VREF CONTROL B+ X2 LEFT BANK INJECTORS X3 THERMISTOR HEATED ELEMENT X1-7 IAT GRD IDM X1-6 IAT SIG GRD X1 X2-2 MAF X2 FIXED FIXED X3 RESISTOR RESISTOR X4 EGR DRIVE MAF / IAT MODULE ECM ACT GRD 4 ENGINE IN-LINE 12-WAY E D C B A 9 CONNECTOR KEY PWR ACTUATOR GRD SIGNAL GRD MAF SIGNAL KEY POWER IAT BCS IPR EGR VALVE Mass Air Flow (MAF) Sensor • The MAF sensor is used to measure mass of air moving over the element. and the heated ele. To reduce Oxides of Sensor Operation the divider voltages. tion of the total charge through the EGR valve while monitoring the fresh • During operation. The ECM then ment and a fixed resistor make up the on that value. cent based on the current engine voltage divider circuits are combined operating conditions. the voltage to the bridge and. The vider voltages are compared and amount of electrical power needed the input voltage to the bridge to maintain the element at the proper is increased or decreased un- temperature depends directly on the til both divider voltages are equal. At this point. This af- • The sensor housing contains two fects the output of the divider circuit. sensors. other voltage divider circuit. A thermistor exhaust gases.0 • © Copyright 2006 International Truck and Engine Corporation 31 . air charge is displaced with cooled voltage divider circuits. The ECM calculates and a fixed resistor make up one volt. the temperature of the heated element increases and Sensor Construction the resistance decreases. • An increase or decrease in air- the mass of the fresh air portion of the flow will change the ratio between intake air charge. which results Nitrogen (NOx). based MAT. • The signal controller circuit measures the total engine gas flow based on age divider circuit. sends a frequency signal determines the required EGR per. The two to the ECM. power supply and a common ground. into a bridge circuit with a common the ECM commands the exhaust por. • The thermistor side is affected only The MAF sensor contains a heated by ambient air temperature. The di- element placed in the air stream. a portion of the fresh • The MAF sensor is made up of two in a change to the supply voltage. when voltage is ap- air portion through the MAF sensor. the MAF sensor and the In- take Air Temperature (IAT) sensor.

5 gps at low idle (in Park or Neutral). MAF signal will be restricted to 300 gps. 5. Use negative battery cable as the ground test point. Turn Key Switch to OFF. check for short to ground or open. Inspect for bent pins or corrosion. Connect 12-pin breakout harness.0 • © Copyright 2006 International Truck and Engine Corporation . 6. ELECTRONIC CONTROL SYSTEM MAF (Mass Air Flow) Sensor DTC 148 MAF signal frequency out of range low DTC 166 Mass air flow sensor in-range fault The ECM detects MAF frequency less than 200 Hz for 5 The ECM detects MAF reading is above 20 gps at key-on-en- seconds. gnd Pin 9 (12pin) to B+ • If less than B+. MAF is not reading 15 +/. 3. based on engine rpm. Turn Key Switch to the ON position. gine-off. gnd 32 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Possible causes: • Short to voltage in the MAF signal circuit Possible causes: • Biased or disconnected MAF/IAT • Failed MAF sensor sensor • Short to voltage in the MAF signal circuit Voltage Checks . 4. Disconnect negative battery cable.500 Hz for 5 The ECM detects MAF readings above a calibrated set point seconds. TEST POINT SPECIFICATION COMMENTS Pin 4 (12pin) to 0V • If greater than 0 volts. Disconnect the 12-Pin connector.12-Pin Connector 1.5 gps at low idle (in Possible causes: • Open or short to ground in the MAF Drive). 2. check for open. signal circuit • Open in VIGN circuit Possible causes: • Biased MAF/IAT sensor • Open in ground circuit • Plugged or leaking air intake or air filter • Failed MAF sensor • Plugged exhaust system DTC 149 MAF signal frequency out of range high DTC 167 Excessive mass air flow The ECM detects MAF frequency more than 11. or MAF is not reading 25 +/.

the ECM will stop the pump. the ECM provides then activates the dash WIF lamp. the level falls.4 and 4. • The ECM can not detect an open or down. a DTC will be logged. Water-In-Fuel Sensor tinuously. heater element contains a thermostat level is low. DTC 236 will be set. At • The Horizontal Fuel Conditioning Mod. The ECM tects a voltage between 3. the pump will operate con. The WIF sensor short circuit in the ECL system but seconds. If the engine dies or is shut • The pump module contains a Water. If the ECM does not de.. When manded on. sor uses a floating ball and a magnetic short to ground.3 it • To operate the pump. When the coolant level is full.0 • © Copyright 2006 International Truck and Engine Corporation 33 . When the level is the system. the key switch the chassis harness. the sensor sends for in-range faults.. receives voltage from fuse 65. If the the system to bleed out through an ori. With the circuit fuel return circuit. sistance connection or an intermittent of the pump connector. the switch is open and the ECM pressurize the system and to allow air in er connector through fuse 65. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. or if it is not started within 60 In-Fuel (WIF) sensor. the circuit is grounded.FUEL HEATER X3 X4-15 FPM X4 X3-9 FPC PDC ECM 86 87 FUEL PUMP RELAY HFCM 85 30 1 TO RUN / ACC F40 RELAY 2 BATTERY 2 HEATER 1 F28 2 PUMP F65 1 KEY SWITCH GRD Pump Operation • The VT 275 has an ECM controlled Fuel Heater • ECM Pin X3-4 supplies a 5v signal to chassis mounted electric fuel pump. When the ECM de- Circuit Operation the voltage to ECM pin X3-1. If the does continuously monitors the circuit filter detects water. Priming allows the pump to provides power to pin 1 of the heat. pin X4-15. fuel pump relay. Pin B of the key-on. the switch is closed and fice between the filter housing and the that controls the heater operation. sensor connector is grounded through pump for up to 60 seconds to prime When the key is ON. The relay takes power Engine Coolant Level This failure can be caused by a high re- from fuse F40 and provides it to pin 1 • The Engine Coolant Level (ECL) sen. The will see five volts on the circuit.. in run mode.. pin A of the ECL sensor.FUEL PUMP X3-1 WIF F19 20A. ELECTRONIC CONTROL SYSTEM PDC# Device X1 X2 F11 20A. When the engine is grounded the voltage goes to zero. is assumed there is a circuit failure and a ground at ECM pin X3-9 to latch the an in-range fault. The ECM moni. tect the voltage. the contacts close. tors the relay’s operation through ECM switch. Battery voltage should be the float will rise and the magnet will present at X4-15 when the relay is com. OK. pull the ECL contacts open. the ECM will operate the fuel ule (HFCM) contains a fuel heater.

0 • © Copyright 2006 International Truck and Engine Corporation . 3. 2. CONTINUED ON THE NEXT PAGE Ñ 34 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. value. • If fuse is good. check for short to ground. 85 to gnd OFF 0V • If greater than 0 volts. check for open or short to B+. check for blown fuse or short to ground.Relay 1. check for blown fuse or short to ground. 2. ELECTRONIC CONTROL SYSTEM HFCM (Horizontal Fuel Conditioning Module) Fuel Pump DTC 237 Fuel Pump Control OCC self-test failed DTC 374 Fuel Pump Relay Circuit failed Key On Engine Off Standard Test detects a fault in the fuel The ECM does not see the expected relay output voltage pump relay control circuit. check the fuse. Possible causes: • Open or short to ground on FPC circuit Possible causes: • Open in the B+ supply circuit to fuel • Open or short to ground on VIGN pump relay circuit to the fuel pump relay • Open or shorted FPC circuit • Open fuel pump relay coil • Failed fuel pump relay Note: If DTC 237 and DTC 374 are both set. • If fuse is blown. Use disconnected negative battery cable for ground test point. Remove fuel pump relay and inspect for corrosion. check for short to B+ Harness Resistance Checks . Disconnect negative battery cable. TEST POINT SPECIFICATION COMMENTS 85 to gnd > 1 kΩ • If less than 1 kΩ. check for short to ground. Connect relay breakout harness to the socket only. Remove fuel pump relay and inspect for corrosion. Connect relay breakout harness to relay and socket.25 volts. Turn Key Switch to OFF. Turn Key Switch OFF. check for failed relay. Voltage Checks . check for open 87 to gnd ON B+ • If no voltage. Measure voltage with Key Switch in the required test position (pump on-time is 60 seconds). check for open. check for blown fuse or short to ground. 4. repair DTC 237 first. check for short to B+.25 V • If greater than 0. • If fuse is blown. check the fuse. 86 to gnd > 1 kΩ • If less than 1 kΩ. 30 to gnd ON B+ • If no voltage. 4. 3. 86 to gnd ON B+ • If no voltage. 30 to gnd > 1 kΩ • If less than 1 kΩ.Relay to Ground 1. check for short to ground. 87 to gnd > 1 kΩ • If less than 1 kΩ. 87 to gnd OFF 0V • If greater than 0 volts. • If fuse is good. • Note: If Key Switch is grounded when Key Switch OFF this will be less than 5 Ω. TEST POINT KEY SWITCH SPECIFICATION COMMENTS 85 to gnd ON 0 to 0.

0 • © Copyright 2006 International Truck and Engine Corporation 35 . TEST POINT SPECIFICATION COMMENTS 86 to VIGN <5Ω • If greater than 5 Ω. Turn Key Switch to OFF. Remove fuel pump relay and connect relay breakout harness to socket only. check VIGN and fuses. Inspect for bent pins or corrosion. Turn Key Switch to OFF. check for short to ground. Disconnect fuel pump connector. Turn Key Switch to OFF. Pin 2 to gnd <5Ω • If greater than 5 Ω. check for open. Use disconnected negative battery cable for ground test point. Connect relay breakout harness to the socket only. 2. ELECTRONIC CONTROL SYSTEM HFCM (Horizontal Fuel Conditioning Module) Fuel Pump CONTINUED Harness Resistance Checks . Inspect for bent pins or corrosion. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. 2. if OK check for open. 2. TEST POINT SPECIFICATION COMMENTS Pin 1 to gnd > 1 kΩ • If less than 1 kΩ. check for open.Relay to VIGN 1. 4. Use disconnected negative battery cable for ground test point. Disconnect negative battery cable. Harness Resistance Checks .Fuel Pump Connector to Ground 1. 3. Remove fuel pump relay and inspect for corrosion.Relay to Pump 1. 4. TEST POINT SPECIFICATION COMMENTS 87 to Pin 1 <5Ω • If greater than 5 Ω. Disconnect fuel pump connector. Disconnect negative battery cable. Harness Resistance Checks . 4. 3. 3.

ELECTRONIC CONTROL SYSTEM IN CAB CRUISE SWITCHES RIGHT BANK INJECTORS X1 LEFT BANK INJECTORS X2 X3 BAP X4-6 COO ECM IDM X3-14 RAS X3-21 SCS X1 X3-24 BAP X2 X4-18 APS X3 X4-24 GRD X4 EGR E DRIVE X4-4 VREF B MODULE K X4-12 IVS D APS / IVS G PDC TO RELAY 10 (RUN / CRANK) J F58 B+ BCS PDC# Device F46 5A.. mation to the ECM.0 • © Copyright 2006 International Truck and Engine Corporation . so fuel quantity and tiometer and the sensor sends a volt. The Cruise • If a disagreement in the state of IVS On/Off (COO) switch sends a voltage and APS is detected by the ECM. sis harness and signals the ECM when the pedal is in the idle position. Barometric Absolute Pressure (BAP) sensor • The APS is a potentiometer type sen. With the COO the ECM determines that the IVS is at switch on. termine that the IVS is at fault. timing. and signal to ECM pin X4-6. the ECM will ignore through the ECM. The idle validation Control Solenoid can be adjusted to switch receives 12 volts from the chas.ECM KEY PWR F45 IPR EGR VALVE Accelerator Pedal Position Sensor / Idle Validation Switch (APS/IVS) • The APS/IVS sensor has two compo.. Two switches in the the APS signal and operate at low idle. If the Cruise Control ECM detects an APS signal out of • Cruise control operation is controlled range high or low. celerator Pedal Position Sensor (APS) and the Idle Validation Switch (IVS). the operator can use the fault. gine will be restricted to low idle only. The ECM supplies a reference The BAP sensor provides altitude infor- voltage (Vref) and ground to the poten. compensate for air density changes. cab are used to signal the operator’s intention for speed control. the en- nents built into one housing: the Ac. 36 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. the ECM will allow a maximum of Set (SCS) and resume (RES) switch 50% of APS. intake heater age signal back to the ECM indicating on time. • The BAP sensor is mounted in the cab. to control the vehicle speed. sor. and the operation of the Boost the pedal position. If the ECM cannot de. glow plug on time.

ELECTRONIC CONTROL SYSTEM
Accelerator Pedal Position / Idle Validation Switch (APS/IVS)
DTC 131 APS Out of Range Low DTC 133 APS Signal In-Range
The ECM detects less than 0.147 volts on the APS signal The APS and IVS signals disagree, APS signal is at fault.
circuit. Engine rpm restricted to idle. Engine rpm will be restricted to idle.

Possible causes: • Short to ground or open in APS signal DTC 134 APS and IVS signals disagree
circuit The APS and IVS signals disagree, both signals are at fault.
• Short to ground or an open in VREF Engine rpm will be restricted to idle.
circuit
DTC 135 IVS Circuit Fault
DTC 132 APS Out of Range High The APS and IVS signals disagree, IVS is at fault. In this case
The ECM detects greater than 4.55 volts on the APS signal the ECM limits the APS signal to 50% maximum.
circuit. Engine rpm restricted to idle.

Possible causes: • Short to VREF or B+ in APS signal
circuit
• short to ground or an open in VREF
circuit

Voltage Checks - Connector

1. Turn Key Switch to OFF.
2. Disconnect harness from sensor.
3. Inspect for bent pins or corrosion.
4. Connect breakout harness to chassis harness only.
5. Turn Key Switch to ON.

TEST POINT SPECIFICATION COMMENTS
E to gnd 0 to 0.25 V • If greater than 0.25 volts, check for short to VREF or B+.
K to gnd 0V • If greater than 0 volts, check for short to VREF or B+.
D to gnd 5 ± 0.5 V • If greater than spec, check for short to B+. If less than spec, check for open or short
to ground.
G to gnd 0 to 0.25 V • If greater than 0.25 volts, check for short to VREF or B+.
J to gnd B+ • If less than 10.5 volts, check for blown fuse, open, or high resistance.

Resistance Checks – Connector to Chassis Ground

1. Turn Key Switch to OFF.
2. Disconnect harness from sensor.
3. Inspect for bent pins or corrosion.
4. Disconnect negative battery cable. Use disconnected negative battery cable for ground test point.

TEST POINT SPECIFICATION COMMENTS
E to gnd > 1 kΩ • If less than 1 kΩ, check for short to ground.
K to gnd <5Ω • If greater than 5 Ω, check for open.
D to gnd > 500 Ω • If less than 500 Ω, check for short to ground.
G to gnd > 1 kΩ • If less than 1 kΩ, check for short to ground.
J to gnd > 1 kΩ • If less than 1 kΩ with fuse removed, check for short to ground.

International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation 37

ELECTRONIC CONTROL SYSTEM

COOLANT LEVEL SENSOR
X3-28
2
X3-29
3
B A X1
ENGINE HARNESS X2 ENGINE IN-LINE
SPLICE 84 RING TERMINAL 12-WAY CONNECTOR
(SEE WORKHORSE CHASSIS MANUAL X3
FOR TERMINATION POINT
ON ENGINE / CHASSIS)

IDM
X3-4 ECL
X1
X3-12 CAN 1 (+)
X2 TO TRANS
X3-13 CAN 1 (-) CONTROLLER
X3
X4 X4-20 ATA (+)

X4-21 ATA (-) D
C
ECM F
G

9-WAY DIAGNOSTIC
CONNECTOR

Engine/Chassis Communications
• The ECM and IDM communicate over position and speed to the IDM. The pull the ECL contacts open. When
three independent communication CKPO signal is a square wave signal the level falls, the contacts close.
links. The three links are CMPO, CKPO, derived from the information contained
and CAN 2. In addition to communica- in the crankshaft position sensor’s • ECM Pin X3-4 supplies a 5v signal to
tions with the IDM, the ECM also sends AC voltage signal. The ECM gener- pin A of the ECL sensor. Pin B of the
engine information over the CAN 1 ates the CKPO signal by pulling down sensor connector is grounded through
link to the vehicle’s instrument cluster (switching to ground) a single wire the chassis harness. When the level is
and the 9-pin Diagnostic connector. 12V circuit that originates in the IDM. OK, the switch is open and the ECM
CKPO is used by the IDM for injector will see five volts on the circuit. If the
Cam Position Output (CMPO) timing and fuel quantity calculations. level is low, the switch is closed and
• The CMPO signal is a 0-12V digital sig- the circuit is grounded. With the circuit
nal used to communicate the camshaft grounded the voltage goes to zero.
position to the IDM. The CMPO signal American Trucking Association
is a square wave signal derived from the (ATA) Datalink • The ECM can not detect an open or
information contained in the camshaft • The ATA link is a 0-5V signal that enables short circuit in the ECL system but
position sensor’s AC voltage signal. communications between the ECM and does continuously monitors the circuit
The ECM generates the CMPO signal the Master-Diagnostics software. The for in-range faults. When the ECM de-
by pulling down (switching to ground) a data communication link also allows tects a voltage between 3.4 and 4.3 it
single wire 12V circuit that originates in for programming of the ECM and IDM. is assumed there is a circuit failure and
the IDM. The IDM reads the signal and an in-range fault, DTC 236 will be set.
uses it for injector timing calculations. Engine Coolant Level This failure can be caused by a high re-
• The Engine Coolant Level (ECL) sen- sistance connection or an intermittent
Crank Position Output (CKPO) sor uses a floating ball and a magnetic short to ground.
• The CKPO signal is a 0-12V digital sig- switch. When the coolant level is full,
nal used to communicate the crankshaft the float will rise and the magnet will

38 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation

ELECTRONIC CONTROL SYSTEM
ECM/IDM Communications
DTC 231 ATA data communication link error DTC 236 ECL switch circuit fault
The ECM can not access the ATA datalink. DTCs can only be The ECM detects a voltage between 3.4 and 4.3 volts at
retrieved using the cruise control feature. ECM Pin X3-4 for more than 2.0 seconds.

Possible causes: • Failed ATA device pulling signal to Possible causes: • High resistance connection
ground • Intermittent short to ground
• Open or shorted ATA+ or ATA-
• Exceeded limit on number of ATA devices
• Failed ECM

ATA Connector Diagnostics Voltage Checks

1. Turn Key Switch to ON (the engine shoud not be started).
TEST POINT SPECIFICATION COMMENTS
B to A B+ • If no voltage, check for open or short on ground and power circuits.

ATA Connnector Diagnostics Harness Resistance Checks

1. Turn Key Switch to OFF.
2. Disconnect negative battery cable. Use disconnected battery cable for ground test point.
TEST POINT SPECIFICATION COMMENTS
B to fuse <5Ω • If greater than 5 Ω, check for open or short to ground.
A to gnd <5Ω • If greater than 5 Ω, check for an open.

Coolant Level Sensor Connector

1. Turn Key Switch to OFF.
2. Disconnect ECL sensor from harness. Inspect for bent pins or corrosion.
3. Check for FULL coolant level in surge tank.
4. Turn Key-Switch to ON.
TEST POINT SPECIFICATION COMMENTS
A to gnd 5 ± 0.5 V • If less than 5 volts, check for open, short to ground, or failed ECM.
B to gnd 0V • If greater than 0 volts, check for short to power.

Resistance Checks - Coolant Level Sensor

1. Disconnect ECL sensor connector and measure across sensor pins.
TEST POINT SPECIFICATION COMMENTS
A to B >1kΩ • If less than 1 k Ω, check for low coolant in surge tank or failed sensor.

Harness Resistance Checks - Coolant Level Sensor

1. Turn Key-Switch to OFF.
2. Disconnect ECL sensor from harness. Inspect for bent pins or corrosion.
3. Disconnect negative battery cable. Use disconnected battery cable for ground test point.
TEST POINT SPECIFICATION COMMENTS
B to gnd <5Ω • If greater than 5 Ω, check for open.

International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation 39

prevents compressor damage nal will be 5V. and to regulate cab temperatures. are satisfied. and the thermostat switch (T-STAT SW) are in series in the Switches A/C demand circuit. sure on the low side of the compres- sor goes below 7 psi. A/C Demand • The A/C demand signal originates A/C Control at the ECM as a reference voltage • If the A/C demand signal is on X3-10. If the thermostat is positioned (HPSW) interrupts compressor oper- A/C demand signal from the chas. on/off switch in the dash located The relay latches and battery voltage A/C Control Head. (HPSW). 40 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. If pres. the thermostat will open sures. The ECM receives an Head. If the compressor • The thermostatic switch (T-STAT head pressure rises above 430 psi. and the demand signal will be 5V. high-pressure switch pin 5 of the engine 12-way connector. The ECM supplies 5 volts pulled low. The last switch is the in the event of a refrigerant leak. a ground low (shorted to ground) by the A/C is provided for the A/C Clutch Relay. AC Control circuit low at pin gagement when the voltage is pulled X3-22.0 • © Copyright 2006 International Truck and Engine Corporation . When pin 22 is low. SW) monitors evaporator core the high-pressure switch opens and temperature to prevent freezing the demand signal will be 5V. the low-pressure • The low pressure switch (LPSW) switch will open and the demand sig. The low-pressure is provided to the A/C clutch through switch (LPSW). ELECTRONIC CONTROL SYSTEM X1 X2 X3-10 AC DEMAND X3 X3-22 AC CONTROL X4 NC NO SEE BODY BUILDER ECM HPSW LPSW PDC 5 A/C CLUTCH 85 30 7 RELAY 86 87 A/C 1 CLUTCH 2 BATTERY TO BATTERY F45 C A GRD POSITIVE A/C CLUTCH DIODE A/C Clutch Control • The VT 275 ECM controls the thermostat control in the A/C Control The high pressure cutoff Switch A/C clutch. the ECM pulls the to pin 10 and considers clutch en. and engages the A/C clutch. so that in-cab temperature demands ation in the event of high system pres- sis.

) TEST POINT KEY SWITCH SPECIFICATION COMMENTS 86 to gnd ON 0 to 0. 5. TEST POINT SPECIFICATION COMMENTS 5 to gnd B+ • If no voltage.Relay (A/C Switch ON) 1. 87 to gnd ON B+ • If no voltage. Remove A/C clutch relay and inspect for corrosion. If fuse is good. 87 to gnd ON / OFF 0V • If greater than 0 volts. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Turn Key Switch to OFF. A/C system must be charged to specifications with the engine running and the A/C demand switch ON. Connect relay breakout harness to to relay and socket. 2. check for short to ground or open. 30 to gnd ON / OFF B+ • If no voltage. check the fuse. check for open or short to B+.25 V • If greater than 0. check for failed relay. check for short to ground or open. Inspect for bent pins or corrosion. TEST POINT KEY SWITCH SPECIFICATION COMMENTS 85 to gnd ON / OFF B+ • If no voltage. Measure voltage with the Key Switch in the required test position. Voltage Checks . 2. check for short to ground. check for short to B+ or failed relay. engine OFF.Relay (A/C Switch OFF) 1. 4.0 • © Copyright 2006 International Truck and Engine Corporation 41 . 3. Voltage Checks .25 volts.25 volts. If fuse is blown. 4. 7 to gnd 0 to 0.25 V • If greater than 0. 4. 86 to gnd ON / OFF B+ • If no voltage. The standard test detects a fault in the A/C/ Clutch Control circuit. (A/C Demand Signal at ECM X3-10 must be set low during these tests. 3. Turn Key Switch ON. Remove the 12-pin connector. check for open or short to B+. 3. 2. 5. Remove A/C clutch relay and inspect for corrosion. 7. Turn Key Switch to OFF. Possible causes: • Open or short to ground on A/C control circuit • Open or short to ground on power circuit to the A/C clutch relay • Open A/C clutch relay coil circuit Voltage Checks . Disconnect the A/C clutch connector. ELECTRONIC CONTROL SYSTEM A/C Clutch Control DTC 268 A/C Clutch Control OCC self-test failed Key Switch ON. Turn Key Switch to OFF. A/C system must be charged to specifications with the engine running and the A/C demand switch ON. Connect relay breakout harness to to relay and socket. 6. check for failed relay. check for open. Connect 12-pin breakout harness to chassis harness. Measure voltage with the Key Switch ON.12-pin Connector 1.

Right exhaust in Left Exhaust system IAH exhaust in MAP System Operation Left cylinder Right cylinder Left exhaust head MAT head Right exhaust manifold manifold • The VT 275 uses a regulated two-stage tur- bocharger to boost the volume of air flowing EGR valve into the cylinders. The mass air flow MAF/IAT sensor. The smaller of the two tur- cooler bochargers is identified as the high-pressure Exhaust to dual stage turbocharger and is sized to provide boost Exhaust tube assembly turbocharger for low to medium speeds.0 • © Copyright 2006 International Truck and Engine Corporation . The ECM Normal exhaust controls the system through the EGR valve. AIR MANAGEMENT SYSTEM • Regulated two-stage turbocharger • Cooled exhaust gas recirculation • Intake air heater Inlet air System Features Compressed air Exhaust gas Crankcase vapors • The Air Management System consists of the air filter. two-stage turbocharger. the manifold absolute pressure sensor. The larger turbo- Left Right 42 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. charge air cool- Charge Air Cooler er. and the EGR valve Dual stage turbocharger position sensors within the EGR valve are all inputs from the system to the ECM. Exhaust flow flow bypass bypass open shut and the turbocharger boost control solenoid. intake manifold. the intake air temperature sensor. The system consists of two Intake turbochargers with exhaust flow through the manifold units controlled by the turbocharger boost EGR control solenoid. the sensor manifold air temperature sensor. Exhaust Gas Recirculation Air filter (CAC) (EGR) cooler and EGR valve.

the air flows through piping to the intake manifold where TURBINE OUTLET it is distributed to the cylinders. FROM CHARGE AIR COOLER (CAC) EGR VALVE • Air passes through the air filter ele- ment and the mass air flow sensor LOW PRESSURE COMPRESSOR INLET BOOST CONTROL SOLENOID to enter the compressor of the low- pressure turbocharger. The exhaust gas that leaves the left bank restriction gauge can be reset by exhaust manifold is diverted to the pushing the yellow button on the end. The cooled exhaust gases then exceeds 26 inches of water. The gauge al- high-pressure turbine and go directly lows the operator to check the condi- to the low-pressure turbine.0 • © Copyright 2006 International Truck and Engine Corporation 43 . PNEUMATIC ACTUATOR • The CAC is mounted in front of the ra- diator. The filter flow through a short internal passage should be replaced and the gauge reset. COMPRESSOR OUTLET TO LOW PRESSURE CHARGE AIR COOLER (CAC) • After the CAC. no-load with a portion of the fresh air charge. Reducing the tempera- ture of the air increases the charge density. in the intake manifold to the EGR valve. Part of the tion without removing the filter. The exhaust gases then exit the turbine and flow out the exhaust system. Heat energy is removed from the exhaust while in the cooler • Note: The filter restriction gauge bel- and transferred to the engine’s cool.5 inches of H2O manifold where the exhaust displaces when tested at high-idle. EXHAUST TUBE ASSEMBLY • Exhaust flow from the cylinders exits the exhaust manifolds and spools up the high-pressure turbine. The EGR valve meters a portion of the • The filter element should be replaced if AIR FILTER RESTRICTION GAUGE cooled exhaust gases into the intake restriction passes 12. The cooler is an air-to-air heat INTAKE MANIFOLD exchanger that uses airflow to remove heat energy from the pressurized in- take charge. Air from the compressor goes to the Charge Air Cooler (CAC). AIR MANAGEMENT SYSTEM charger is the low-pressure turbo and is sized to work in tandem with the high-pressure unit to provide the boost and air flow needed for high- speed. lows will lock in position if restriction ant. The exhaust passes through the high-pressure tur- bine and enters the low-pressure tur- bine. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. which results in a more ef- ficient engine with quicker engine response and reduced emissions. high-load engine conditions. EGR cooler. a magnehelic gauge. Air Filter Restriction Gauge • A bypass valve controls the exhaust flow through a passage that allows a • The filter restriction gauge is mounted portion of the exhaust to bypass the on the air filter housing. Air that leaves the low-pressure compressor flows through the crossover tube to the compressor inlet of the high-pressure turbocharger.

The sensor is an input to the ECM. 44 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. is controlled and monitored by the ECM. The valve regulates recirculation through the system to assist the heater in warming the fuel. The fuel pump relay. The secondary filter and fuel pressure regulator valve are mounted on the en- gine. which controls the WIF dash lamp through the CAN 1 link. FUEL SUPPLY SYSTEM • Chassis-mounted electric fuel pump • Water-in-fuel detection • Electric fuel heater • Chassis-mounted primary fuel filter • Engine-mounted secondary fuel filter element SECONDARY FUEL FILTER HOUSING System Features • The VT 275 uses a chassis-mount- FILTER INLET ed electric fuel pump. which is located in the Power Distribution Center (PDC). • The HFCM has both an electric fuel BANJO BOLT heater and a temperature controlled recirculation valve. • Water separated from the fuel in the HFCM is detected by the Water-in- Fuel (WIF) sensor.0 • © Copyright 2006 International Truck and Engine Corporation . The pump is mounted with the fuel heater and pri- mary filter in the Horizontal Fuel Con- ditioning Module (HFCM).

fuel is distributed to the injectors. fuel will not flow through the system. pressure relief valve. Fuel passes Conditioned fuel from HFCM through the filter media and enters the pump inlet to fuel filter while water settles to the bottom of the housing Conditioned fuel Fuel supply to HFCM until the level of water activates the WIF sensor. Each line is attached to the cyl. pressure regula- Fuel injectors tor and banjo bolts are mounted on the engine. The regula- tor returns excess fuel to the HFCM where Primary fuel filter it is directed to either the fuel tank or the pump inlet. but will not run properly. FUEL SUPPLY SYSTEM System Operation • The fuel pump. Fuel pressure test port HFCM inder head with a banjo bolt. and enters the filter where water is separated. The engine could start without the filter. Once in the head passages. The PRESSURE TO water drain valve and all fuel connections are SECONDARY WIF CONNECTOR mounted on the module cover. The lower con- FILTER nection on the pump end of the module is the suction side to the tank and the lower connec- tion on the filter side is pressure to the engine- mounted filter. • The ECM uses the fuel pump relay to activate Drilled passage the fuel pump at key-on.0 • © Copyright 2006 International Truck and Engine Corporation 45 . fuel filter. Each bolt contains an orifice and a check valve. • Both filter elements push open a fuel passage valve when inserted into their respective hous- ings. heater and the recirculation control valve. then through individual steel lines to the cylinder heads. Fuel drawn from the Check valve in Unfiltered fuel banjo bolt tank contacts the electric fuel heater. The secondary filter. Secondary fuel filter • Fuel is exposed to the pressure regulator Fuel return from Fuel supply engine to HFCM to engine in the secondary filter housing. Fuel flows through the Fuel tank filter. Horizontal Fuel Conditioning Module (HFCM) COVER • The Horizontal Fuel Conditioning Module con- tains the fuel pump. from fuel filter Fuel return Pressurized fuel from the pump is routed to the to tank engine-mounted filter. DRAIN PLUG PUMP CONNECTOR SUCTION SIDE International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Without the filter in place. Water-in-Fuel (WIF) sensor. fuel heater. Check valve in banjo bolt water drain and primary filter are all located Cylinder heads in the Horizontal Fuel Conditioning Module Drilled passage (HFCM). depending on fuel temperature. recirculation valve. passes from the fuel tank through the one-way check valve. WIF sensor.

sufficient fuel will not pass through the system for cor- rect engine operation. sufficient fuel will not pass through the system for correct engine operation. pump inlet restriction. The heater is controlled by the Key Switch start/run circuit and is selfregulating. and pressure regula- tor operation. verify there is 1 fuel in the tank and the pump is running. Without the filter in place. all returned fuel is directed back to the tank. pump deadhead pressure. 46 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. primary and secondary filter condition. The following pressure minimums should be met: Cranking 20 psi Idle 50 psi High Idle/No load 50 psi Full load @ rated speed 50 psi • If fuel pressure does not meet the minimum. Return fuel from the engine is recir- HEATER CONNECTOR culated to the suction side of the filter until the fuel tempera- ture is sufficient to cause the recirculation valve to close. The heater comes on when fuel temperature is below 50°F (10°C) and HEATER goes off at 80°F (27°C). engine-mounted fuel filter. Secondary Fuel Filter FILTER ELEMENT • The secondary filter is a top-loaded. The replaceable filter element opens a fuel passage in the end of the pump when the filter is inserted into the hous- FILTER ing. • The filter standpipe contains a valve that is opened by the filter when it is installed in the housing. Fuel pressure can be measured at the secondary filter housing by removing the fuel pressure test port plug and install the ICP System Test Adapter (ZTSE4594) (1). • Fuel from the tank is exposed to the electric fuel heater as it enters the HFCM module. Without the filter in FILTER HOUSING place. After the valve closes. Then check for fuel aeration. Fuel enters the filter housing under pressure from the fuel pump through the inlet line and banjo bolt.0 • © Copyright 2006 International Truck and Engine Corporation . Turn the Key Switch to the ON position and measure the fuel pressure. Measure Fuel Pressure 2 • The engine will not perform correctly with low fuel pressure. FUEL SUPPLY SYSTEM and DIAGNOSTIC TESTS Primary Fuel Filter and Fuel Heater RECIRCLULATION FUEL PUMP CONTROL VALVE • The HFCM contains a 10-micron primary fuel filter. Connect the Fuel Pres- sure Gauge (ZTSE4681) (2) to the ICP System Test Adapter. Fuel passes through the 4-micron filter element and through the filter stand pipe to enter the two fuel lines to the cylinder heads.

check for a plugged primary filter and/or high pump inlet restriction. Aera- tion can be checked visually using a clear hose and valve. • Turn the Key Switch to the ON position and measure the fuel 2 pressure while the pump is running. check the suction side of the system for air leaks. • Remove the banjo bolt (5) on the pressure line at the secondary fuel filter and insert the bolt through the back of the fitting so that the bolt faces away from the en- gine. Measure Fuel Pump Discharge Pressure • Determine the ability of the fuel pump to develop pressure by isolating the fuel pump from the engine-mounted regulator. check the lines from the fuel tank to the pump for restrictions. • Turn the Key Switch to the ON position. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Opening the system to install the hose will al- low some air to enter the system. The fuel pump and its internal pressure regulator are now iso- lated from the engine-mounted fuel pressure regulator. remove the wa- ter drain plug from the fuel pump. Pump discharge pres- sure should reach 80 psi. DIAGNOSTIC TESTS Check for Fuel Aeration • The engine will not operate correctly with aerated fuel. Observe the fuel flow (4). Install the Fuel Inlet Restriction Adapter (ZTSE4698) in place of the plug. • With the Key Switch in the OFF position. Measure Fuel Inlet Restriction • High inlet restriction can starve the suction side of the fuel pump and cause low fuel pressure. • If inlet restriction causes a gauge reading of greater than 6 in/Hg. 4 • If the fuel continues to show signs of aeration. open the valve to the 0-30 in/ hg pressure gauge and record the restriction. This air will be visible in the fuel flow initially but should clear within a few seconds. 6 sure Gauge (ZTSE4681) (2) to the test adapter. open the valve (3) to allow fuel to flow into a clean container. If the pressure is low. 3 • With the Key Switch in the ON position. Attach a 0-160 psi Fuel Pres. Install the Fuel Pressure Test Adapter (ZTSE4696) 5 (6) and tighten the bolt. With the fuel pump running.0 • © Copyright 2006 International Truck and Engine Corporation 47 . Connect the 0-30 in/hg pressure gauge to the adapt- er with a shut off valve in the OFF position between the pump and the Fuel Pressure Gauge (ZTSE4681).

piston cooling jets. The oil pressure regulator valve is accessed by removing the pressure regulator end plug. After passing through the filter. • Oil discharged from the oil pump enters the oil cooler cover. The cooler occupies a portion of the space within the high-pressure reservoir. lifters. • The oil pressure regulator valve is located in the front cover below the oil pump. and the valve train components. 48 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. OIL PRESSURE If the oil is cold and thick the cooler bypass valve directs the REGULATOR oil directly to the oil filter. oil returns to the cooler cover assembly and is directed to the crankcase passages where oil is directed to the crankshaft main bearings. LUBRICATION SYSTEM • Crankshaft driven lube oil pump • Integrated oil cooler • External oil pressure regulator • Easy access canister oil filter • Piston cooling jets System Features OIL FILTER • The crankshaft driven oil pump is located behind the ADAPTER vibration damper and is integrated into the front cover. GEROTOR • The oil filter is a canister style filter located on top of the engine. camshaft.0 • © Copyright 2006 International Truck and Engine Corporation . OIL PUMP System Operation • Oil that is sprayed through the piston cooling jets is used in order to reduce the piston crown temperatures. • The oil cooler is located under the oil cooler cover within the engine’s Vee.

0 • © Copyright 2006 International Truck and Engine Corporation 49 . The valve opens if there is a pressure difference of 32 psi between the outside of the pa- per filter material. and back to the oil pan. and the inside of the filter paper. the oil FILTER LID filter drain valve opens to allow oil to FILTER ELEMENT drain from the filter housing. Unfiltered oil surrounds the fil- ter. The oil filter element snaps onto the lid. • Note: The oil filter lid should be re- moved before draining the oil from the oil pan so that the oil can drain from the filter housing into the oil pan. This allows the filter element to be extract- ed without contact with the element. The top of the oil filter element has a hole that matches the location of the valve. OIL FILTER HOUSING Oil Filter • The VT 275 uses a cartridge style oil filter located on top of the engine. including the top of the filter and STANDPIPE the bypass valve. OIL FILTER HOUSING International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. which is unfiltered oil. • When the oil filter is removed. LUBRICATION SYSTEM Oil Filter Bypass FILTER BYPASS VALVE • The filter bypass valve is located at the top of the filter standpipe. through the adapter.

depending on the cool- ant temperature. then re- turns to the front cover. 50 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation . The water pump pushes coolant through two ports on the front cover to matching ports on the crank- case. Coolant leaving the water pump is also directed to the oil cooler where it travels between the plates of the oil cooler and then to the EGR cooler. Coolant flows through the crank- case and cylinder passages. Coolant is then directed to the thermostat where coolant flows to either the bypass port or the radiator. COOLING SYSTEM • Modular water pump • Stainless steel injector sleeves • Stainless steel glow plug sleeves • Extended life coolant System Features and Flow • The modular water pump mounts in the front cover and draws coolant from the radiator via the coolant inlet on the front cover.

or 18 months_ by its red/orange color in contrast to conventional green or blue antifreeze.000 miles or 12. 150. If the ther- mostat is open. HEATER RETURN • Return coolant from the crankcase coolant jackets is directed to the ther- mostat by the front cover.500 mi. coolant flows to the radiator to be cooled. 300. Coolant is discharged from the pump to the crankcase cool- ant jackets. The belt must be routed correctly for the proper operation Belt tensioner of the cooling fan.000 miles. coolant is returned to the water pump via a bypass circuit in the front cover. Service Intervals for the VT 275 Engine _Change Oil and Filter *7.000 hours if the chemi- cal extender is added at 30 months. Alternator • Note: Do not add supplemental cool- ant additives like DCA4 to long-life Smooth idler pulley coolant. Vibration Damper International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.000 hours / 5 years_ (if extender is added at 30 months. or 6000 hours. Power steering pump The large diameter smooth pulley is located to the left of the engine’s center when viewed from the front.000 miles / 12. If the thermostat FROM THE RADIATOR is closed. Service Intervals • The VT 275 is designed to use Extended Life Coolants. alternator. COOLING SYSTEM Front Cover Flow FROM THE INTAKE MANIFOLD TO RADIATOR • Coolant is drawn into the water inlet by the water pump._ 150. idler pulley • The engine uses a combination of grooved and smooth idler pulleys. or 6. Belt Routing Grooved idler pulley Grooved idler pulley • The VT 275 uses one accessory drive belt.. wa- Smooth ter pump and power steering pump.000 miles.500 mi.. _Coolant (Extended Life Coolant) 300. • The smaller smooth pulley is the lower idler on the right side of the front cover A/C Compressor when viewed from the front of the en- gine. Coolant is also routed HEATER SUPPLY from the front cover through a crank- case passage to the oil cooler cover. or 6 months_ • Extended life coolant can be identified _Primary and Secondary Fuel Filter *22.000 hours)_ • The service interval is 5 years.0 • © Copyright 2006 International Truck and Engine Corporation 51 .

0 • © Copyright 2006 International Truck and Engine Corporation . SPECIAL TOOLS ZTSE4698 ZTSE4526 • Fuel / Oil Pressure Test • Fuel Inlet Restriction Coupler Adapter ZTSE4693 ZTSE4542 • Fuel Pressure Test Fitting • Relay Breakout Harness (ECM) (used for oil pressure measurement) ZTSE4755 ZTSE4594 • ICP System Test Adapter • Relay Breakout Harness (IDM) ZTSE4754 ZTSE4681 • Fuel Pressure Gauge • APS Harness ZTSE4665 • 12-Pin Breakout Harness ZTSE4696 • Fuel Pressure Test Adapter ZTSE7559 • Vacuum Pump and Gauge • Digital Multimeter 52 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.

International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. or vehicle damage.HARD START / NO START and PERFORMANCE DIAGNOSTICS = Hard Start / No Start Diagnostics = Performance Diagnostics Initial Ignition Key-ON Engine Cranking Diagnostic Trouble Codes Key-OFF Engine-OFF (KOEO) Standard Test Visual Inspection Engine Oil Fuel Supply System Main Power Relay Voltage to the ECM Main Power Relay Voltage to the IDM Glow Plug System Inlet Air Heater WARNING: To avoid personal injury.0 • © Copyright 2006 International Truck and Engine Corporation 53 . CAUTION: Do the following checks in sequence unless stated otherwise. Doing a check or test out of sequence could cause incorrect results. refer to the safety Information in the be- ginning of this book before working on the vehicle. death.

the pump should stay on for 60 seconds then cycle off if the engine was not started. Check for Fuel Pump Operation 1. Listen for a hum or buzz from the electric fuel pump after initial key on. • ECM has a power or ground problem. Check the WATER-IN-FUEL dash lamp. Turn the Key Switch to the ON position. 54 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. • No power from main power relay to the IDM. Verify ECM Power 1. Turn the Key Switch to the ON position and listen for the injector pre-cycle (All the injectors should buzz together when the Key Switch is first turned on). Tools: None. Turn the Key Switch to the ON position. death. 2. Verify IDM Power 1.0 • © Copyright 2006 International Truck and Engine Corporation . The lamp should not stay on after the dash self test is completed. 3. HARD START NO START and PERFORMANCE DIAGNOSTICS Initial Ignition Key-ON Purpose: Verify that the ECM and IDM are receiving battery power. Check for the following if the lamp does not operate correctly: • No key power (VIGN) to the ECM. • CAN2 link is not working. WARNING: To avoid personal injury. • No key power (VIGN) to the ECM. Check the WAIT TO START dash lamp. The dash lamp should come on before the other dash lamps self test. Turn the Key Switch to the ON position. 1. 2. • The CAN1 link is not working (will not cause hard start or no start). • Wiring failure from ECM to relay. Check for Water In Fuel 1. • ECM failure. • WAIT TO START lamp is defective (will not cause hard start or no start). • ECM failure. Check for the following if the lamp is illuminated: • Water in fuel. • Circuit failure (will not cause hard start or no start). Check for the following if the pump does not operate: • Faulty fuel pump relay or fuse. • Failed ECM ground circuit. 2. • Fuel pump failure. • No power from main power relay to the ECM. • IDM failure. 4. • Failed IDM or ECM ground circuit . • Corroded housing or connectors (will not cause hard start or no start). Check for the following if the pre-cycle does not occur: • No key power (VIGN) to the IDM or ECM. • Wiring failure from relay to pump. refer to the Safety Information in the beginning of this book before working on the vehicle. or vehicle damage.

This is normal and should stop after a short time. • Cold temperature. Check for Exhaust Smoke 1. WARNING: To avoid personal injury. refer to the Safety Information in the beginning of this book before working on the vehicle. Check for the following if cranking speed is below specification: • Low or no battery power. • Cylinder hydraulic lock. Check for exhaust smoke while trying to start the engine.0 • © Copyright 2006 International Truck and Engine Corporation 55 . HARD START NO START and PERFORMANCE DIAGNOSTICS Engine Cranking Purpose: Verify the engine cranking speed is sufficient to start the engine. death. • Low compression. See "Appendix A: VT 275 Performance Specifications" for specifications. • Poor fuel quality. If the engine cranking speed is below the specification. typically excess fuel is getting in the cylinders. 1. Check for Crankshaft Rotation 1. Observe the tail pipe and note the color of any exhaust smoke. • Insufficient power to ECM. This occurs because air has entered the fuel system. • Incorrect oil viscosity. • Starting system failure. Tools: • EST with MasterDiagnostics® software (optional). NOTE: If smoke is seen. or vehicle damage. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. do not continue with additional testing until that problem is corrected. • Excessive air inlet or exhaust restriction. • Low cylinder temperature. • Circuit fault for Engine Crank Inhibit (ECI). Monitor the rpm on the instrument panel and the Electronic Service Tool (EST) if available. 2. Check for the following if excessive smoke occurs while cranking: • Glow plug system failure. • Loose injector. NOTE: The engine may run rough and produce white smoke after the fuel filter has been serviced or the fuel system opened. and enter data in "Spec" column for rpm. • Failed air heater system. • EZ-Tech® interface cable (optional). Turn the Key Switch to the START position.

After all the active DTCs have been displayed. 4. the red lamp will flash twice to indicate the start of inactive DTCs. Tools: • EST with MasterDiagnostics® software (optional). a pause. The red lamp will flash once to indicate the beginning of the active DTCs. • Active DTCs: Active indicates a DTC for a condition currently in the system. Set the parking brake 2. 1. 56 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. • Inactive DTCs: Inactive indicates a DTC for a condition during a previous key cycle. Both are three digit codes. Two types of DTCs are displayed. or vehicle damage. If there is more than one active DTC. Reading DTCs 1. and two amber flashes and a pause indicates a DTC 232. Access DTCs 1.0 • © Copyright 2006 International Truck and Engine Corporation . • Active/Inactive: Active/inactive indicates a DTC that is active now and was present in the last key cycles if the codes were not cleared. The number of amber flashes is the first digit. death. 2. the red lamp will flash once indicating the beginning of another active DTC. Turn the Key Switch to the ON position. three amber flashes. a pause. • EZ-Tech® interface cable (optional). refer to the Safety Information in the beginning of this book before working on the vehicle. WARNING: To avoid personal injury. 4. HARD START NO START and PERFORMANCE DIAGNOSTICS Diagnostic Trouble Codes Purpose: Verify there are no active DTCs. and then the amber lamp will flash the first digit of the first DTC. and then release within 3 seconds. 3. Move the cruise switch slide switch from OFF to R/A. DTCs will flash on the red and amber lamps in the instrument panel. 2. 3. active and inactive. After all DTCs have been flashed the red lamp will flash 3 times. After the first digit there will be a short pause then the lamp will flash the second digit. Example: Two amber flashes.

5. then select Run to start the test. Turn Key Switch to ON.0 • © Copyright 2006 International Truck and Engine Corporation 57 . HARD START NO START and PERFORMANCE DIAGNOSTICS Key-OFF Engine-OFF (KOEO) Standard Test Purpose: Verify there are no active DTCs after the KOEO Standard test. 2. 4. From the KOEO Diagnostics menu. Move slide switch to R/A within three seconds and standard test will run. • 238 Inlet Air Heater (IAH) relay coil or relay control circuit. Tools: • EST with MasterDiagnostics® software (optional) • EZ-Tech® interface cable (optional) WARNING: To avoid personal injury. Set parking brake. 4. the DTC window will show DTCs if a problem has been detected. DTCs will be displayed through the red and amber engine dash lamps. 2. (Do not crank the engine. Perform Standard Test using MasterDiagnostics® 1. • 237 Fuel pump relay coil or relay control circuit. Turn Key Switch to ON. Move slide switch from OFF to R/A and then release. 1. (Do not crank engine.) 3. refer to the Safety Information in the beginning of this book before working on the vehicle. 5. Perform standard test using the cruise switches Use the following method to check the DTCs if MasterDiagnostics® is not available: 1. death. or vehicle damage. When the test is completed. select Standard. 2. Select Key-On Engine-Off Tests from the drop down menu. • 251 Glow plug relay coil or relay control circuit.) 3. Select Diagnostics from the menu bar. Note: The following actuators are tested during the Standard test: • 241 Injection Pressure Regulator (IPR) solenoid or IPR control circuit. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Set the parking brake.

HARD START NO START and PERFORMANCE DIAGNOSTICS Visual Inspection Purpose: Verify that there is no visible damage to the engine systems. Check the Filter Minder 1. Check the glow plug relay and IAH relay for corrosion. Inspect the entire exhaust system for bent.2 kPa (25 in H2O) at full load condition. and free of damage or corrosion. Check the Engine Sensors and Actuators The engine will not start if the following components are disconnected or damaged: • Injection Pressure Regulator (IPR) valve • Camshaft Position (CMP) sensor • Crankshaft Position (CKP) sensor 4. Check for exhaust system restriction 1. Intake restriction performed for this test at high idle should be below 3. refer to the Safety Information in the beginning of this book before working on the vehicle. • Chassis mounted CAC and piping. check for air filter element end seal movement inside the housing. 58 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. oil. and gaskets. If leaks in the air induction system are suspected. Check the Electrical System 1. 2. death. Check the relays and control module connections. and free of damage or corrosion. 4. filter element. Check battery cable connections for corrosion. Check engine wiring harness for correct routing and protection against rubbing or chaffing. NOTE: Intake restriction should be below 6. • Air filter housing. Tools: • Inspection lamp WARNING: To avoid personal injury. if the seal contact area is polished. • Boost control solenoid hose harness NOTE: Unfiltered air will cause accelerated engine wear. • Exhaust pipes. 3. damage or incorrect installation: • Air filter inlet and duct. All connections must be seated. The following can cause a no-start condition: • Tailpipe or muffler may be damaged or collapsed. Inspect the following parts for restriction. in good condition. in good condition. and coolant leaks that may indicate more extensive engine damage. 5. Check for fuel.0 • © Copyright 2006 International Truck and Engine Corporation . or kinked exhaust pipes. • Plugged or restricted Catalytic converter . • Air inlet hoses and clamps.1 kPa (12. the indicator will reach the top of the window and automatically lock in this position. End seal movement is indicated. • Air filter restriction indicator (if equipped). All connections must be seated. or vehicle damage. 3.5 in H2O).if equipped. When the filter element reaches maximum allowable restriction. 6. damaged. 2. 1.

fuel is in the oil. the reading will be inaccurate. Check the oil for the thickening. • Fuel in oil. WARNING: To avoid personal injury. Check Engine Oil 1. Confirm that oil meets correct API category. Oil contaminated with long life coolant will cause thickening or coagulation. • Oil consumption.0 • © Copyright 2006 International Truck and Engine Corporation 59 . 2. thicker oil will make engine cranking and starting more difficult below freezing temperatures. • Incorrect servicing. 1. • Incorrect oil level gauge. NOTE: If the oil level is too low. Does oil have a diesel fuel odor? 3. • High oil level. the fuel injectors will not work correctly. refer to the Safety Information in the beginning of this book before working on the vehicle. See "Lubrication Requirements" in the Engine Operation and Maintenance Manual (for engineís model number and model year). before checking oil level. or coolant is in the oil. Long oil drain intervals can increase oil viscosity. Check Oil for Contamination 1. 4. 2. HARD START NO START and PERFORMANCE DIAGNOSTICS Engine Oil Purpose: Verify the engine has the correct oil level for injector operation. or vehicle damage. Check engine service records for correct oil grade and viscosity for ambient operating temperatures. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Check for the following if the oil level is incorrect: • Low oil level. Tools: None. If the oil level is above the operating range. Allow 15 minute drain down time. death. the engine has been incorrectly serviced. Check the engine oil level with the vehicle on parked on level ground after the engine has been off for at least 15 minute. CAUTION: Do not use 15W-40 oil below -7 ºC (20 ºF). • Coolant in oil. NOTE: Never check the oil level when the engine is running or immediately after engine shutdown. • Oil leak.

alcohol. it should run for 60 seconds. 2. HARD START NO START and PERFORMANCE DIAGNOSTICS Fuel Supply System Purpose: Verify that the fuel system is producing the correct pressure. Verify Fuel Pump Operation 1. Run the clear test line to a clear container. 2. Tools: • 0-160 psi gauge • ICP System Test Adapter • In-line shut off valve • 3/8 inch clear sample line • Clear container with a wide opening WARNING: To avoid personal injury. See EGES 305-1 "Appendix A: VT 275 Performance Specifications" (page 579) for fuel pump pressure specification and record on Diagnostic Form. 60 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Turn the Key Switch to the ON position and check the fuel pressure gauge when the pump starts: • If fuel pressure is below specification. refer to the Safety Information in the beginning of this book before working on the vehicle. or vehicle damage. Check the fuel level in fuel tank. 2. and then turn the Key Switch to the ON position. 3. A continuous flow of bubbles can indicate a leak on the suction side of the system. NOTE: The engine may run without the fuel pump. Check the fuel tank for odors of kerosene. Close the in-line shut off valve. • If the engine fuel pressure is still below specification.0 • © Copyright 2006 International Truck and Engine Corporation . death. 4. 6. or gasoline. Place a container under the secondary fuel filter test port plug. After 60 seconds the ECM turns the pump off unless the engine is running. measure the fuel pump's discharge pressure. Use the ICP System Test Adapter to attach the 160 psi pressure gauge to the port. 3. 4. Turn the Key Switch to the ON position. Remove the plug. See page 35 for additional diagnostic steps if the pump cannot be heard running. The ECM turns the pump on. 1. Open the in-line shut off valve to collect the fuel sample. 5. but damage to the injectors could occur. NOTE: Breaking any fuel system joints will induce air in the fuel system. The air bubbles should stop shortly. listen for a hum coming from the fuel pump. Taking a Fuel Sample 1. Measure Engine Fuel Pressure 1. Check the test line for air bubbles while the pump is operating. 7. replace both the primary and secondary fuel filters and retest. Verify the Fuel Quantity 1. Check the sample for contamination.

0 • © Copyright 2006 International Truck and Engine Corporation 61 . • If the pump discharge pressure is within specifications. NOTE: Use existing copper gaskets from the banjo bolt for testing. 4. Connect a 0-30 in. Measuring Fuel Pump Discharge Pressure 1. Open the drain plug and drain the pump. • If the pump discharge pressure is low. Hg Gauge to the adapter through an in-line shut off valve. 6. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. the fuel pump is good. Measuring Pump Inlet Restriction 1. 3. 5. 7. 2. Turn the Key Switch to the ON position and open the shutoff valve. The low engine fuel pressure is the result of a restricted line from the pump to the engine or the pressure regulator valve in the secondary filter housing is stuck open. 4. Read the fuel pressure gauge. Check the gauge reading: • If the reading is above 6 in. Close the valve. Put a clean drain pan under the fuel pump drain plug. using the banjo bolt and original copper gaskets. Replace the copper gaskets when testing is over and repairs have been made. Turn the Key Switch to the ON position. Place a suitable container under the secondary fuel filter housing banjo bolt (2). check the pump inlet restriction. • If reading is below the specification when the fuel pump discharge pressure is low. Install the fuel inlet restriction adapter hand tight. 6. 8. 3. Hg. Remove the bolt and connect the Fuel Pressure Test Adapter to the fuel supply line. HARD START NO START and PERFORMANCE DIAGNOSTICS Fuel Supply System CONTINUED 5. the fuel pump is faulty. 2. Clean the drain plug and the area around the plug. check for a restriction in the fuel line between the pump and the tank pick-up opening.

4. refer to the Safety Information in the beginning of this book before working on the vehicle. Tools: • 12-Pin Breakout Harness • Digital Multi-Meter (DMM) WARNING: To avoid personal injury. Turn the Key Switch to OFF. • Failed batteries. page 25. Install the ECM Relay Breakout Harness between the main power relay and the power distribution center. 62 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. • Low or no battery voltage to the ECM. • High-resistance at battery cable connections. • High-resistance or an open power feed circuit to the ECM or ECM power relay. death.0 • © Copyright 2006 International Truck and Engine Corporation . Remove the ECM relay from the power distribution center. • The ECM main power fuse in the power distribution center may be open. • Failed ECM main power relay. Check for the following if the relay provides less than 7 volts to the ECM: • Discharged batteries. 5. 1. If the voltage is low. HARD START NO START and PERFORMANCE DIAGNOSTICS Main Power Relay Voltage to the ECM Purpose: Verify that the ECM is receiving a minimum of seven volts. The Voltage should not go below 7 volts. 2. Measure Voltage supplied to the ECM 1. • Key Switch circuit problem failed fuse. • Failed ECM. go to "ECM Power Relay" diagnostics. NOTE: Batteries must be fully charged before performing the following tests. 2. or vehicle damage. Connect the positive DMM lead to pin 87 and the DMM negative lead to a good ground. 3. Measure the voltage while cranking the engine for 20 seconds. • Corroded or loose connections.

Disconnect the 12-pin chassis harness to engine harness connector. If the voltage is low. • Failed IDM. Connect the DMM positive lead to Pin 12 (IDM PWR) and the negative lead to pin 1(IDM GND). death. 2. The voltage should not go below 7 volts. 4. 5. HARD START NO START and PERFORMANCE DIAGNOSTICS Main Power Relay Voltage to the IDM Purpose: Verify that the IDM is receiving a minimum of seven volts. refer to the Safety Information in the beginning of this book before working on the vehicle. Check the following if the IDM relay supplies less that 7 volts to the IDM: • High-resistance at battery cable connections. 6. Tools: • 12-Pin Breakout Harness • Digital Multi-Meter (DMM) WARNING: To avoid personal injury. 1. Connect the 12-Pin Breakout harness between both connectors. • Corroded or loose connections. • Failed IDM relay. page 27. NOTE: Batteries must be fully charged before performing the following tests.0 • © Copyright 2006 International Truck and Engine Corporation 63 . International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. or vehicle damage. Measure the Voltage supplied to the IDM 1. • The IDM fuse open. 3. • Open Wiring to the IDM. go to "IDM Power Diagnostics". Measure the voltage while cranking the engine for 20 seconds. Turn the Key Switch OFF. • Low battery voltage. 2.

Turn the Key Switch to the ON position. • Failed glow plugs. the glow plug system is working correctly and is not the starting problem. refer to the Safety Information in the beginning of this book before working on the vehicle. or vehicle damage. death. The amp draw should be 24-42 amps. disconnect the harness from the glow plug and check the resistance from the glow plug to ground. 2.0 • © Copyright 2006 International Truck and Engine Corporation . Install the inductive lead of an ammeter or Amp Clamp around the feed wire loom for the right bank glow plugs. Tools: • EST with MasterDiagnostics® software (optional) • EZ-Tech® interface cable (optional) • Digital Multi-Meter (DMM) • Amp Clamp WARNING: To avoid personal injury. 64 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Disconnect the three pin connector from the bank with low amperage draw. 3. measure the amperage. • If a glow plug has more than 6 ohms. • Failed ECM. the plug is defective 4. Measure individual glow plug resistance 1. • If a circuit has more than 6 ohms. The following are possible causes of low amperage draw: • Poor wiring harness connection. measure the resistance of each glow plug on the low bank. Measure the Right bank AMP draw 1. • Failed glow plug relay. After 40 seconds. 2. Turn the Key Switch to the ON position. • Poor ground connection. 2. Measure the left bank AMP draw 1. Turn the Key Switch OFF. • If the amperage is low. 3. measure the amperage. Install the inductive lead of an ammeter or Amp Clamp around the feed wire loom for the left bank glow plugs. Use a DMM to measure the resistance of each pin through the glow plug to ground. 3. After 40 seconds. 2. HARD START NO START and PERFORMANCE DIAGNOSTICS Glow Plug System Purpose: Verify that the glow plug system is operating correctly. The amp draw should be 24-42 amps: • If the amperage on both banks is to specification and no glow plug related DTCs were set. 4. 1.

• Poor ground connection. refer to the Safety Information in the beginning of this book before working on the vehicle. • If the amperage is low and the voltage is low.0 • © Copyright 2006 International Truck and Engine Corporation 65 . After 5 seconds. • Failed element. 2. The element should have approximately battery voltage: • If the amperage draw is low and the voltage is OK. Install the inductive lead of an ammeter or Amp Clamp around the lead to the Inlet Air Heater element. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.5 amps and no inlet air heater DTCs were set. 3. the IAH system is working correctly and is not the starting problem. 3. death. HARD START NO START and PERFORMANCE DIAGNOSTICS Inlet Air Heater Purpose: Verify that the Inlet Air Heater system is operating correctly Tools: • EST with MasterDiagnostics® software (optional) • EZ-Tech® interface cable (optional) • Digital Multi-Meter (DMM) • Amp Clamp WARNING: To avoid personal injury. check for high resistance in the circuit supplying the element. 3. the element is at fault. 1. The following are possible causes of low amperage draw: • Poor wiring harness connection. Measure element voltage during operation 1. Connect the DMM positive lead to IAH element terminal. • Failed relay. • Failed ECM. • If the amperage is not to specification. Connect the DMM negative lead to the alternator ground. measure the amperage: • If amperage is 50+/. Measure Inlet Air Heater amperage draw 1. 2. or vehicle damage. Turn Key Switch to the ON position. 2. Turn Key Switch to the ON position. measure the voltage at the element.

039v failed sensor 123 * MAP Intake Manifold Absolute Pressure signal Default inferred MAP .048v l 142 ¸ VSS Vehicle Speed Sensor signal out of Speedo.039v failed sensor 125 * ICP Injection Control Pressure signal out of Default open loop control . failed of range low < 0.no fast idle.0 • © Copyright 2006 International Truck and Engine Corporation .signal frequency. < 0. failed range high at idle.eng. PTO disabled . > 4. < 0. MAP sensor plugged.cause of no Low VBAT. * Indicates Amber ENGINE lamp on when a Diagnostic Trouble Code (DTC) is set. engine range high VREF concern. l = Code is applicable to Workhorse Chassis W DTC CIRCUIT CONDITION DESCRIPTION COMMENTS PROBABLE CAUSES l 111 ECM No errors . short to GND or signal active and/or ICP signal above PWR.6v failed sensor 121 * MAP Intake Manifold Absolute Pressure signal Default inferred MAP .9v sensor 126 * BCP Engine Brake Control Pressure signal Engine Brake disabled. ECT circuit OPEN or short to PWR.under run ICP circuit short to PWR. No CMP signal. No CMP signal. ECT circuit short to GND. < 0.039v failed sensor 137 EFP Engine Fuel Pressure signal out of range Fuel Filter restriction indication dis. EFP circuit short to PWR.9v sensor 122 * MAP Intake Manifold Absolute Pressure signal Default inferred MAP . VSS circuit short to PWR or engine range high RPM limited .55v APS circuit short to PWR. cruise. while CKP CMP circuit OPEN. > 4. failed sensor.no fast idle. out of range low slow acceleration.low power. > 4. < 0.147v APS circuit OPEN or short to GND. < 0. PTO disabled . 66 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. retrieving No faults detected by the ECM DTCs using cruise switches l 112 ¸ ECM PWR Electrical system voltage B+ out of ECM voltage continuously > 23. range low at idle. VSS circuit OPEN or short to GND range low RPM limited . failed out of range high sensor l 131 * ¸ APS/IVS Accelerator Position Sensor signal out of Engine idle only. APS / IVS conflict Failed APS signal range fault l 134 * ¸ APS/IVS Accelerator Position Sensor signal and Engine idle only. failed out of range high slow acceleration. failed sensor engine specific set point ¸ See Chassis Circuit Diagrams and Engine Diagnostics Manual for more information.eng. defective sensor l 133 * ¸ APS/IVS Accelerator Position Sensor signal in. ** Indicates Red ENGINE lamp on when Engine Warning Protection System (EWPS) is enabled and a DTC is set. > VREF concern 0. < 0. out of range low failed sensor 127 * BCP Engine Brake Control Pressure signal Engine Brake disabled. range low defective sensor l 132 * ¸ APS/IVS Accelerator Position Sensor signal out of Engine idle only.9v BCP circuit short to PWR. APS / IVS conflict Both APS and IVS signal failure Idle Validation switch disagree l 135 * ¸ APS/IVS Idle Validation Switch circuit fault 50% APS only. cruise.flash code only Instrument panel code only. DIAGNOSTIC TROUBLE CODES for WORKHORSE CHASSIS APPLICATIONS Consult service literature for latest information before attempting any repairs.low power. APS / IVS conflict Failed IVS signal 136 EFP Engine Fuel Pressure signal out of range Fuel Filter restriction indication dis.2v Charging system fault range high l 113 ¸ ECM PWR Electrical system voltage B+ out of ECM voltage < 7v . > 4.048v 143 CMP Incorrect CMP signal signature CMP signal intermittent Poor connection. Engine idle only.127v sensor 115 * ECT Engine Coolant Temperature signal out Default 180 °F / 82 °C . loose connection/resis- range low start/rough idle tance in circuit 114 * ECT Engine Coolant Temperature signal out Default 180 °F / 82 °C .9v sensor l 141 ¸ VSS Vehicle Speed Sensor signal out of Speedo. failed sensor engine specific set point 146 CMP CMP signal inactive No start. MAP circuit short to PWR. low abled. electri- cal noise 145 CMP CMP signal inactive No start.low power.signal frequency. failed sensor in-range fault slow acceleration 124 * ICP Injection Control Pressure signal out of Default open loop control . while CKP CMP circuit OPEN. of range high < 4. EFP circuit OPEN or short to GND. > 4. failed high abled. short to GND or signal active and/or ICP signal above PWR. MAP circuit OPEN or short to GND.039v BCP circuit OPEN or short to GND.under run ICP circuit OPEN or short to GND.

defective range low sensor l 155 * ¸ IAT Intake Air Temperature signal out of Default 77 °F / 25 °C. < 1. failed high 4. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.signal frequency.4v tank empty sensor l 237 ¸ FPC Fuel Pump Control OCC self test failed FPC output circuit check . engine power loss high resistance l 238 ¸ IAH Inlet Air Heater Control (V6) OCC self IAH output circuit check . of range low defective sensor l 153 ¸ WIF Water In Fuel Sensor signal out of range Water in Fuel lamp disabled. range high failed sensor 163 * EGR Exhaust Gas Recirculation valve position EGR disabled (2002-03 VT 365 only. biased MAF sensor 211 * EOP Engine Oil Pressure signal out of range EWPS disabled.0 • © Copyright 2006 International Truck and Engine Corporation 67 . default 50 psi. < 0. > electrical noise 4365 Hz l 221 ¸ SCCS Speed Control Command Switches SCCS signal incorrect. fault KOEO. signal out of range low < 0. EGR disabled. EGRP circuit OPEN or short to GND. > EOP circuit short to PWR. < 4.eng. Misadjusted/defective speed sensor. cruise. electri- cal noise l 148 * MAF Mass Air Flow signal frequency out of Default inferred MAF. > 4. MAF sensor out of calibrated biased MAF sensor limit KOER l 167 * MAF Excessive Mass Air Flow MAF signal setpoint above excessive MAF circuit OPEN. DIAGNOSTIC TROUBLE CODES for WORKHORSE CHASSIS APPLICATIONS W DTC CIRCUIT CONDITION DESCRIPTION COMMENTS PROBABLE CAUSES 147 CKP Incorrect CKP signal signature CKP signal intermittent Poor connection. MAF circuit OPEN or short to GND range low < 200Hz l 149 * MAF Mass Air Flow signal frequency out of Default inferred MAF. > 26 psi/1.6v MAT circuit OPEN or short to PWR. range high RPM limited .3v tank full.098v MAT circuit short to GND. > 4.90v defective sensor l 231 ATA ATA data communication link error EST communication disabled ATA defective grounded or overloaded l 236 ¸ ECL Engine Coolant Level switch circuit fault EWPS disabled. MAF sensor defective. high resistance. * Indicates Amber ENGINE lamp on when a Diagnostic Trouble Code (DTC) is set. are different unsuccessful start after 20 seconds 224 Flash Flash memory fault Internal Proprietary Flag Internal Proprietary Flag l 225 EOP Engine Oil Pressure signal in-range fault EWPS disabled. starting concern high resistance 241 ¸ IPR Injection Control Pressure Regulator IPR output circuit check .5v WIF circuit short to PWR high l 154 * ¸ IAT Intake Air Temperature signal out of Default 77 °F / 25 °C.127v IAT circuit short to GND. low 0. failed range low sensor 162 * MAT Manifold Air Temperature signal out of EGR disabled. short to GND or calibrated limit PWR.039v failed sensor 212 * EOP Engine Oil Pressure signal out of range EWPS disabled.engine off IPR circuit OPEN.3v).cruise-PTO circuit fault wrong for switch state CAN message fault l 222 ¸ BRAKE Brake switch circuit fault Voltage at ECM (BNO1) and (BNO2) Fault / misadjusted switch. starting concern PWR. < 0. short to GND or OCC self-test failed test only. test failed test only. failed sensor.0v BAP circuit OPEN or short to GND. All 2004-up error message failed sensor . defective 3. default 50 psi.engine off FPC circuit OPEN or short to GND.8v) failed sensor l 166 * MAF Mass Air Flow Sensor signal in-range MAF signal above calibrated limit Plugged or leaking intake or exhaust.6v IAT circuit OPEN or short to PWR. noise interfer- range high > 11500Hz ence l 152 * ¸ BAP Barometric Absolute Pressure signal out Default 101 kPa. test only. PTO disabled . EOP signal above EOP circuit OPEN or short to GND.9v sensor l 215 ¸ VSS Vehicle Speed Sensor signal out of Speedo. signal out of range high > 4. < EOP circuit OPEN or short to GND. > ECL circuit. ** Indicates Red ENGINE lamp on when Engine Warning Protection System (EWPS) is enabled and a DTC is set. EGR disabled. range high defective sensor 161 * MAT Manifold Air Temperature signal out of EGR disabled. spec. with KOEO. >4. voltage signal Short or resistance in SCCS circuit or . failed IPR ¸ See Chassis Circuit Diagrams and Engine Diagnostics Manual for more information. EGRP circuit short to VREF or VBAT.position PWR or GND position 164 EGR Exhaust Gas Recirculation valve position EGR disabled (2002-03 VT 365 only.engine off IAH circuit OPEN or short to GND.

short to GND or failed . en. shutdown (if to GND equipped) l 324 ** IST Idle Shutdown Timer enabled engine Engine shutdown. EFAN circuit OPEN.output circuit check RSE circuit OPEN. failed with KOEO with KOEO. failed range low < 0. default inferred ICP sensor ¸ See Chassis Circuit Diagrams and Engine Diagnostics Manual for more information.engine off test only short to GND. high resistance 311 * EOT Engine Oil Temperature signal out of Default 212 ºF / 100 ºC. en. short to GND or gine off test only PWR. short to GND or control OCC self test failed ing concern PWR.engine specific l 316 EWPS Engine Coolant Temperature unable to Enabled only when cold ambient Cooling system concern reach commanded set point protection enabled l 321 ** EWPS Engine Coolant Temperature above ECM detects high coolant temp. * Indicates Amber ENGINE lamp on when a Diagnostic Trouble Code (DTC) is set.0 • © Copyright 2006 International Truck and Engine Corporation . high resistance or failed lamp 264 EGR Exhaust Gas Recirculation OCC self-test EGRC output circuit check .output circuit check . defective switch/ (red) lamp sensor.engine EGRC circuit OPEN or short to GND failed off test only (2002-03 VT 365 only) or PWR. low oil pressure l 314 ** EWPS Engine Oil Pressure below critical level ECM detects low oil pressure. Cooling system concern warning level gine (red) lamp.output circuit check Oil/Water Lamp circuit OPEN or . short to GND or self-test failed off test only PWR.engine off test only PWR. defective relay l 259 ¸ TCM TCM transmitted OSS fault TCM fault message received See diagnostic manual for transmis- sion 261 ¸ VGT Variable Geometry Turbo control OCC VGTC . high resistance or failed lamp l 268 ¸ ACC Air Conditioner Control OCC self test ACC . ECL circuit short ing/critical level engine (red) lamp. shutdown (if equipped) sensor.engine off test only short to GND. defective relay l 247 ¸ BSV Engine Brake Enable OCC self-test Brake Shut Off Valve output circuit Brake Shut Off Valve circuit OPEN or failed check . failed VGT module l 263 ¸ OWL Oil/Water Lamp OCC self test failed Oil/Water Lamp . shutdown (if equipped) l 323 ** EWPS Engine Coolant Temperature belo warn.start. defective switch/ (red) lamp. Low coolant level. temp engine specific. temp engine specific. high resistance l 251 ¸ GPC/IAH Glow Plug (V8 & V6) Inlet Air Heater (I6) GP/IAH relay .ICP system working range engine specific 332 * ICP Injection Control Pressure above spec. 68 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. power reduced 331 * ICP SYS Injection Control Pressure above system Default inferred ICP. low oil pressure l 315 * ¸ EWPS Engine speed above warning level ECM recorded excessive engine Transmission improperly downshifted speed . matched to cooling ECM detects high coolant tempera.output circuit Warn engine lamp circuit OPEN or check . Cooling system concern system performance ture. no fast idle EOT circuit OPEN or short to PWR.engine off test only short to GND. ICP signal volt higher than expected ICP signal GND circuit OPEN. max ICP range is See diagnostic manual . ** Indicates Red ENGINE lamp on when Engine Warning Protection System (EWPS) is enabled and a DTC is set.output circuit check .78v failed sensor l 313 ** EWPS Engine Oil Pressure below warning level ECM detects low oil pressure. Engine at low idle longer than IST pro- shutdown only when enabled grammed value l 325 EWPS Power reduced.OCC self test fault Fan relay . ECM detects high coolant level. engine (red) lamp. ECM detects high coolant temp.en. temp engine specific l 322 ** EWPS Engine Coolant Temperature above criti. failed relay l 256 ¸ RSE Radiator Shutter Enable OCC self test Shutter relay . Relay circuits OPEN.output circuit check .OCC test only . short to GND or failed off test only PWR.engine VGT circuits OPEN. Cooling system concern cal level gine (red) lamp. engine EOP circuit fault. engine EOP circuit fault. failed sensor l 266 ¸ WEL Warn Engine Lamp OCC self test failed Warn Engine Lamp . range high > 4.engine ACC circuit OPEN. DIAGNOSTIC TROUBLE CODES for WORKHORSE CHASSIS APPLICATIONS W DTC CIRCUIT CONDITION DESCRIPTION COMMENTS PROBABLE CAUSES l 246 ¸ EFAN Engine Fan . no fast idle EOT circuit short to GND.2v sensor 312 * EOT Engine Oil Temperature signal out of Default 212 ºF / 100 ºC.

default inferred VGT EBP circuit short to PWR. default inferred VGT EBP circuit OPEN or short to GND.0 • © Copyright 2006 International Truck and Engine Corporation 69 .Air Manage- (gauge) engine specific) ment System Note: No sensor 344 * EBP Exhaust Back Pressure above spec. bias 353 * AMS Variable Geometry Turbo control over ECM overcompensates by increasing See diagnostic manual . > 2. See diagnostic manual . failed when engine off sensor 345 AMS Faults detected during VGT portion of ECM did not detect expected change See diagnostic manual .Air Manage- valve is expected closed engine off (2002-03 VT 365 only) ment System See FAQ/TSI should not see after programming 368 ¸ AMS EGR Drive Module/ECM2 communica. plugged tube. ** Indicates Red ENGINE lamp on when Engine Warning Protection System (EWPS) is enabled and a DTC is set. ECM lost communication from the EGR D-Module check circuits for tion fault EGR Drive Module OPEN or short to GND or PWR 371 EFP Engine Fuel Pressure is above normal Will not illuminate any lamp .ICP system (poor performance) (difference is engine specific).9v sensor l 343 * AMS Excessive Exhaust Back Pressure EGR disabled (Max pressure is See diagnostic manual . EGR portion of AMS test only ment System 347 EBP Exhaust Back Pressure not responsive Sensor is not responsive due to icing Engine concern.ICP system cranking 341 * EBP Exhaust Back Pressure signal out of EGR disabled. exhaust system leak.Speed and load dependent manual . See diagnostic manual . International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. default inferred VGT EBP signal GND circuit OPEN.Air Manage- the AMS Test in EBP. default inferred ICP 335 ICP SYS ICP unable to build pressure during No start (Min ICP is engine specific) See diagnostic manual . failed range high > 4.Air Manage- the AMS Test in EBP.See diagnostic operating range .Air Manage- level = EGRP desired ment System 367 AMS Improper position signal when EGR EGR disabled.Air Manage- duty cycle duty cycle offset ment System 354 * AMS Variable Geometry Turbo control under ECM overcompensates by decreas. See diagnostic manual .Air Manage- below desired level EBP desired ment System 365 * AMS EGR Valve Position above/below desired EGR disabled. stuck open EGR when expected KOEO and KOER minimum set point valve. EGR disabled. IAH diagnostic wire OPEN or high resistance l 374 ¸ FPC Fuel Pump relay circuit fault FPC relay output does not match FPC PWR feed circuit OPEN or desired high resistance.039v failed sensor 342 * EBP Exhaust Back Pressure signal out of EGR disabled.Speed See diagnostic manual . * Indicates Amber ENGINE lamp on when a Diagnostic Trouble Code (DTC) is set. failed sensor 351 * AMS Exhaust Back Pressure did not change Delta pressure is insufficient between Plugged EBP tube. FPC diagnostic wire OPEN or high resistance ¸ See Chassis Circuit Diagrams and Engine Diagnostics Manual for more information.Fuel Pressure l 373 ¸ IAH Inlet Air Heater relay circuit fault IAH relay output does not match IAH PWR feed circuit OPEN or desired high resistance. EGRP actual does not See diagnostic manual .ICP system desired level (difference is engine specific).Fuel Pres- operating range and load dependent sure 372 EFP Engine Fuel Pressure is below normal Will illuminate FUEL FILTER lamp Restricted fuel filter . See diagnostic manual . default inferred ICP 334 ICP SYS ICP unable to achieve setpoint in time ICP desired does not = ICP signal. range low < 0.Air Manage- RPM and MAP ment System 361 * AMS VGT control circuit (MAP/EBP) above / MAP /EBP actual does not = MAP / See diagnostic manual . DIAGNOSTIC TROUBLE CODES for WORKHORSE CHASSIS APPLICATIONS W DTC CIRCUIT CONDITION DESCRIPTION COMMENTS PROBABLE CAUSES 333 * ICP SYS Injection Control Pressure above/below ICP desired does not = ICP signal.5 with key on See diagnostic manual . VGT portion of AMS test only ment System 346 AMS Faults detected during EGR portion of ECM did not detect expected change See diagnostic manual .Air Manage- duty cycle ing duty cycle offset ment System 355 AMS Variable Geometry Turbo overspeed Inferred overspeed based off of BAP.

short to GND active or PWR. See diagnostic manual . < 7v Low batteries. 70 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. while CKPO signal CMPO circuit OPEN.Brake Shut- expected range 580 psi / 4 MPa Off Valve and BCP sensor 547 * BSV/BCP Engine Brake Control Pressure is above BCP is greater than BCP desired.438 INJ High side shorted to low side open IDM detected a short in an injector Injector circuit short high to low. ** Indicates Red ENGINE lamp on when Engine Warning Protection System (EWPS) is enabled and a DTC is set. CAN2 circuit and IDM OPEN. loose connections / resistance in circuit. * Indicates Amber ENGINE lamp on when a Diagnostic Trouble Code (DTC) is set. low battery charge 631 ECM Read Only Memory (ROM) self test fault ECM failure Failed ECM 632 ECM Random Access memory (RAM) CPU ECM failure Failed ECM self-test fault 655 ECM Programmable parameter list level Programming concern / ECM memory Programming concern incompatible concern 661 ECM RAM programmable parameter list is Programming concern / ECM memory Programming concern / internal ECM corrupt concern concern 664 ECM Calibration level incompatible Programming concern Programming concern 665 ECM Programmable parameter memory con. defective relay l 543 * ECM/IDM ECM/IDM communications fault Loss of communication between ECM IDM power concern. logic power low 552 ECM/IDM IDM incorrect CMPO signal signature CMPO signal intermittent or incorrect Poor connection between ECM and IDM 553 ECM/IDM IDM CKPO signal inactive No CKPO signal. short to GND active or PWR. short to GND or PWR 546 * BSV/BCP Engine Brake Control Pressure is below BCP is less than ICP. ECM failure Failed ECM tent corrupt ¸ See Chassis Circuit Diagrams and Engine Diagnostics Manual for more information. FPC diagnostic wire OPEN or high resistance 421 . while CMPO signal CKPO circuit OPEN. failed injector number indicated) 431 .0 • © Copyright 2006 International Truck and Engine Corporation . failed (cylinder number indicated) circuit from high to low injector 451 . defective relay l 525 * IDM IDM fault internal IDM fault Defective IDM l 533 ¸ IDM IDM relay voltage high IDM detects excessive voltage > 16v Charging system fault l 534 ¸ IDM IDM relay voltage low IDM detects logic PWR low. logic power low 554 ECM/IDM IDM incorrect CKPO signal signature CKPO signal intermittent or incorrect Poor connection between ECM and IDM 613 * ECM ECM/IDM software not compatible Components changed in field not Components changed in field not compatible compatible 614 * ECM EFRC/ECM configuration mismatch Programming problem FRC not programmed properly 621 * ECM Engine using mfg.428 INJ High side to low side open (cylinder IDM detected an open injector circuit Injector circuit OPEN. difference of See diagnostic manual .5 MPa Off Valve and BCP sensor 551 ECM/IDM IDM CMPO signal inactive No CMPO signal.Brake Shut- expected range difference of 653 psi / 4. Calibration does not match EFRC options not available 623 * ECM Invalid Engine Family Rating Code ECM not programmed properly ECM not programmed properly 624 ECM Field default active EFRC not supported in ECM programming concern / internal ECM concern l 626 ¸ ECM PWR Unexpected reset fault ECM power reset ECM power concern.458 INJ High side short to GND or PWR (cylin. default rating program Engine operates at a default engine ECM not programmed engine specific HP 622 * ECM Engine using field default rating Engine limited to lowest hp in family. loose connections / resistance in circuit. IDM detected a short in an injector Injector circuit short to GND or PWR. DIAGNOSTIC TROUBLE CODES for WORKHORSE CHASSIS APPLICATIONS W DTC CIRCUIT CONDITION DESCRIPTION COMMENTS PROBABLE CAUSES l 375 ¸ GPC Glow Plug relay circuit fault Glow Plug relay output does not GPC PWR feed circuit OPEN or match desired high resistance. der number indicated) circuit to GND or PWR failed injector l 523 ¸ IDM IDM KEY PWR voltage low IDM detects KEY PWR low < 7v Low batteries.

POWER DISTRIBUTION CENTER RETARDER IGN-RUN IGN-RUN (& NKC) PARK ABS ACC-RUN IDM FUEL HTR RUN/CRANK ETP 20A 5A ECM IGN- ABS-PUMP BLOWER IDM LOG LH-TAIL 10A 5A REMOTE KEY BACK-UP (& NKC) RH-TAIL 5A 20A 15A 20A STOP HAZARD CLEAN POWER 5A 20A 30A ABS FUEL SPARE AUX FAN BLOWER W/L PUMP 40A IGN-A 10A 5A 10A BRAKE CRUISE A/C COMP 50A 10A 10A 10A 10A IGN-B PCM BAT TCM BAT DATA SPARE 5A 5A 10A 80A ABS IGN PCM IGN TCM IGN BATTERY A/C BTS1 20A 5A COMP 60A FUEL PUMP CRANK 15A LIGHTING SPARE EXTRACTOR FUSE 30A ABS PUMP 20A 25A 30A SPARE ABS BAT A-STUD AUX FAN STARTER 40A 30A IDM BAT B-STUD 30A SPARE AUX-A AUX-B International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1.0 • © Copyright 2006 International Truck and Engine Corporation 71 .

3 IDM GND Cylinder 1 Cylinder 3 Cylinder 5 X3-22.25 IDM MAIN PWR X3-1.0 • © Copyright 2006 International Truck and Engine Corporation .2.23 IDM MAIN PWR X3-24.26 IDM GND X3-28 ATA (+) 4 X3-29 ATA (-) 3 4 1 2 3 4 1 2 3 4 1 2 Open coil ground T-Y X1-3 Glow plug Open coil power LG-BK X1-17 Close coil ground LG-R X1-8 relay Close coil power LG-O X1-18 Open coil ground LG-Y X1-1 To battery power feed on starter R Open coil power Close coil ground Close coil power O-Y Y-LB O-LB X1-23 X1-6 X1-24 Open coil ground LG-W X1-2 Open coil power W-BK X1-19 Close coil ground W-LB X1-5 Close coil power DB X1-20 Injector drain wire ground Open coil ground LB-R X2-2 IAH relay Open coil power W-LB X2-17 Close coil ground O-Y X2-6 Close coil power W X2-18 Open coil ground T-LG X2-1 Open coil power DB-O X2-21 To battery power feed on starter L Close coil ground Close coil power LB-BK DG-LG X2-5 X2-22 Open coil ground O-LG X2-4 Open coil power BK-PK X2-19 BK Close coil ground W-P X2-8 P-O 2 1 4 3 2 1 4 3 2 1 4 3 Close coil power DG-P X2-20 DB-LG R-Y W W BK-W Chassis Connections – consult chassis / body manuals LB-PK Glow Plug Circuits Cylinder 2 Cylinder 4 Cylinder 6 T W-BK Color Yellow Red White R-W Cylinder 1 3 5 DB-Y Cylinder 2 4 6 Glow plugs Alternator control A/C clutch 72 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. ENGINE & CHASSIS SCHEMATIC CKP CMP EOT ECT MAT EOP ICP MAP switch MAF/IAT sensor E D C B A 2 1 DB-LG 2 1 2 1 2 1 1 2 3 1 2 3 1 LB-R GY-R BR-W LG-BK DB-LG 2 1 BR-O R-W LG-R LG-R R O BK GY 1 ACT PWR DB-LG DB 2 ACT PWR GND BK W-R 3 CAN 2 (+) R-LG P-O 4 CAN 2 (-) LB-W Y-R 6 Valve Motor + (U Phase) BR-LG 8 P-O 7 Valve Motor + (V Phase) G-R 7 W-LG 8 Valve Motor + (W Phase) P 6 P 9 Position Sensor Shield Drain BK BR 12 Sensor Supply R-PK 1 13 Position Sensor (U Phase) Y-W 4 14 Position Sensor (V Phase) O-W 3 LG-Y 15 Position Sensor (W Phase) BR-W 2 A B DB-O 16 Sensor Supply Ground BK-PK 5 R-LG 2 1 LB-W Mitsubishi EGR Valve BCS IPR IDM actuator actuator X-3 X-2 X-1 EGR valve controller X3-5 CKPO X3-10 CMPO X3-30 CAN 2 (+) X3-31 CAN 2 (-) Glow plugs X3-7 VIGN X3-27 IDM MPR X3-8 IDM LOGIC PWR X3-4.

0 • © Copyright 2006 International Truck and Engine Corporation 73 . ENGINE & CHASSIS SCHEMATIC ENGINE MOUNTED ELECTRONIC CONTROL SYSTEM DIAGNOSTICS COMPONENTS R R International VT 275 ECM Engine (gray) X-1 X-2 DB-LG IAT X1-7 WARNING LB-R MAF X2-2 To avoid serious personal injury. B+ pedal depressed In-line connector 12 PIN CONNECTOR (BLACK) BK 4 Act Pwr Gnd 4 Battery ground 0V Off .2V 0V . EST – Output State Test Shielded X4-17 WEL 17 Warn Engine Lamp Chassis body builder option only X4-18 APS 18 Accelerator Position Sensor 0. 0V = FPC Off.2V 0V – 5V 0. LG-R EOT X2-1 R CMP (+) X1-9 Color code for Schematic Line O CMP (-) X1-10 schematic lines description BK CMP/CKP SHD X1-11 GY CKP (+) X1-1 Red 12 Volts (VBAT) DB CKP (-) X1-2 Red High side driver control W-R BCS X2-18 Purple Injectors (48 Volts) P-O IPR PWR X2-24 Blue VREF (5 Volts) Y-R IPR X1-12 Green Signal circuit P-O GPC X1-17 Brown Data Communication Link W-LG GPD X1-21 P IAHC X1-18 Black Ground circuit BR IAHD X2-11 Black Low side driver control LG-Y CKPO X1-19 DB-O CMPO X1-24 R-LG CAN 2 (+) X2-6 LB-W CAN 2 (-) X2-13 BK CAN 2 SHD X2-12 GY BOO X1-15 Pin Circuit Key ON Operating Comments R-Y BPS X1-16 Signal Range X3 CHASSIS CONNECTOR (WHITE) X3-1 WIF 1 Water In Fuel 0V – 7V 0V – B+ 0V = No water.2V 0V – 5V Diagnostic / Programming X4-21 ATA (-) 21 Communication Link 0. 0V = FPC Off.2V 0V – 5V Diagnostic / Programming X4-24 Signal Ground 24 Signal Ground 0V 0V Ground for chassis sensors ECM Chassis (white) X-3 X-4 IN-LINE CONNECTOR 8 BPS 8 BPS B+ 0V – B+ B+ at normal state. 0V A/C command On X3-23 ECI 23 Engine Crank Inhibit 0V / 4V – 5V 0V – 4 to 5V 0V allows cranking / 4 – 5V inhibits cranking X3-24 BAP 24 Barometric Pressure Alt.1V .2V 0V .7V = 10% / 4. 0V = FPC Off.B+ On 0V Off .5V B+ = FPC On.0V – 4.2V = 102% R-Y 8 IDM MPR 8 IDM Main Power Relay Control 0.B+ Ground for chassis sensors W 12 IDM Main Pwr 12 IDM Main Power 0V 0V IDM Ground BK-W 1 IDM Pwr Gnd 1 Battery Ground 0V 0V Diagnostic / Programming LB-PK 2 ATA (+) 2 Communication Link 0.4. 0V Off X3-11 TACH 11 Tachometer Output Chassis body builder option only X3-12 CAN 1 (+) 12 CAN 1 (Public) 1V – 4V 1V – 4V Digital signal communication X3-13 CAN 1 (-) 13 CAN 1 (Public) 1V – 4V 1V – 4V Digital signal communication X3-14 RAS 14 Resume Accel Switch 0V Off – B+ On 0V – B+ Momentary switch 0V at normal state / B+ depressed X3-15 CAN 1 SHD 15 CAN 1 Shield 0V 0V Ground shield for CAN 1 X3-17 VSS CAL (speedo) 17 Vehicle Speed Signal Chassis body builder option only X3-19 RPRE 19 Remote Preset (PTO) Chassis body builder option only X3-20 RVAR 20 Remote Variable (PTO) Chassis body builder option only X3-21 SCS 21 Speed Control Switch 0V Off – B+ On 0V Off – B+ On Momentary switch 0V at normal state / B+ depressed X3-22 A/C control 22 Air Conditioner Control B+ 0V Off – B+ On B+ A/C command Off. EST – Continuous Monitor session X4 CHASSIS CONNECTOR (WHITE) X4-1 ECM PWR 1 ECM Power B+ 0V – 5V ECM B+ from ECM relay X4-2 ECM PWR 2 ECM Power B+ 0V – 5V ECM B+ from ECM relay X4-4 VREFB 4 Voltage Reference B (Chassis) 5V ± 0.2V 0V .7V .5V Chassis body builder option only W-BK 11 ALT I-Sense 11 Alternator Charge Warning Chassis body builder option only R-W 7 A/C Clutch (+) 7 A/C Clutch Relay 0V at normal state. EST – No/Yes X3-3 VIGN 3 ECM Switch Ignition voltage B+ 0V – B+ Switched Ignition power key On = B+. 0V – 5V DMM set to V.B+ On 0V .0V .4.5 5V ± 0. possible death or damage GY-R Signal Ground X1-6 to the engine or vehicle.6V – 1V = MPR On / B+ = MPR Off X3-6 Battery Ground 6 Battery Ground 0V 0V ECM Ground X3-7 Battery Ground 7 Battery Ground 0V 0V ECM Ground X3-8 DDS 8 Driveline Disengagement Switch 0V – B+ 0V – B+ Key On = 0V in gear / B+ = Park and neutral X3-9 FPC 9 Fuel Pump control 0V Off – B+ On 0V – B+ B+ = FPC On.7V = 10% / 4.2V 0V .4.6V – 1V/B+ 0. EST .0V .1V .2V = 102% X4-20 ATA (+) 20 Communication Link 0. freon switches closed. Depend.6V – 1V 0. 7V = water in fuel.Output State Test W 6 IDM Logic Pwr 6 IDM Logic Power 0V Off .5V Diagnostic / Programming DB-LG 10 Act Pwr 10 Actuator Power 0. 0V pedal depressed 2 BOO 2 BOO 0V 0V – B+ 0V at normal state.1. DB-LG ICP X1-20 BR-O EOP X1-13 Notes R-W MAT X2-14 Colored lines on this schematic go to connector terminals LG-R ECT X1-8 for sensors and actuators. B+ pedal depressed DB-Y 5 A/C Clutch (-) 5 Battery Ground 0V Off 0V . Key Off = 0V X3-4 ECL 4 Engine Coolant Level 0V Low – 5V Full 0V – 5V 0V = Low Coolant 5V = Full Coolant X3-5 ECM MPR 5 ECM Main Power Relay Control 0.5V 0.2V 0V .5V Diagnostic / Programming T 3 ATA (-) 3 Communication Link 0.5V 5V voltage reference for chassis sensors X4-6 COO 6 Cruise ON / OFF Switch 0V Off – B+ On 0V Off – B+ ON Cruise control On/Off switch X4-12 IVS 12 Idle Validation Switch 0V Off 0V – B+ 0V at normal state.B+ On Diagnostic / Programming P-O 9 VIGN 9 Switch Ignition Voltage 0.B+ 12 Pin connector International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. read all safety instructions in the BR-W VREFA X1-14 "Safety Information" section of Engine Diagnostics Manual LG-BK MAP X2-3 EGES-305 before doing diagnostic procedures.1.7V – 4. EST – Output State Test X3-10 AC demand 10 Air Conditioner Demand 0V 0V – 5V 5V with A/C switch on. B+ pedal depressed X4-15 FPM 15 Fuel Pump Monitor 0V Off – B+ On 0V – B+ B+ = FPC On.1V – 1.

pressurized.0 • © Copyright 2006 International Truck and Engine Corporation . sociation and the SAE. Crankcase Aeration The housing that encloses the crankshaft. unburned hy- drocarbons. Dense. coolant or lubricant. when supplied with surement from 0 to 100%. A data link between the vehicle modules and ECM. and camshaft position. Crankshaft Position (CKP) Sensor American Trucking Association (ATA) Datalink A magnetic pickup sensor that determines crankshaft A serial datalink specified by the American Trucking As. connecting The entrainment of gass (air or combustion gas) in the rods. The pressure of the charge air leaving the turbocharger. Duty Cycle Barometric Absolute Pressure (BAP) Sensor A control signal that has a controlled on/off time mea- A variable capacitance sensor which. Electronic Control Module (ECM) Boost Control Solenoid Harness An electronic processor that monitors and controls the The hose harness that is used to transfer boost pressure engine. heated air discharged from the tur- bocharger. throttle pedal. and associated parts. produces a linear lenoids. and oxides of nitrogen) into harmless com. Normally used to control so- a 5 volt reference signal from the ECM. Engine Oil Pressure Switch (EOPS) CAN 1 A switch that senses oil pressure. Coolant Actuator A fluid used to transport heat from the engine to the ra- A device that performs work in response to an electrical diator. EGR Valve Camshaft Position (CMP) Sensor A valve that regulates the flow of exhaust gasses into the A magnetic pickup sensor that indicates engine speed intake manifold. The private link between the ECM and IDM. High lube oil pressure generated by a high pressure pump/pressure regulator used to hydraulically actuate Charge Air the fuel injectors. analog voltage signal indicating atmospheric pressure. Engine Oil Temperature (EOT) Sensor CAN 2 A thermistor sensor that senses engine oil temperature. Exhaust Gas Recirculation Catalytic Converter A system used to recirculate a portion of the exhaust gas- An antipollution device in the exhaust system that con. 74 International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. position and speed. Injection Control Pressure (ICP) pounds. from the intake manifold to the Boost Control Solenoid and the Pneumatic Actuator. GLOSSARY Accelerator Position Sensor (APS) Controller Area Network (CAN) A potentiometer sensor that indicates the position of the A J1939 high speed communication link. es into the intake air charge in order to reduce oxides of tains a catalyst for chemically converting some pollutants nitrogen (NOx). EGR Cooler A cooler that allows heat to dissipate from the exhaust Boost Pressure gasses before they enter the EGR Valve. input signal. in the exhaust gases (carbon monoxide.

GLOSSARY Injection Control Pressure (ICP) Sensor Reference Voltage (VREF) A sensor that measures injection control pressure. Magnetic Pickup Sensor A sensor that creates an alternating current current volt- age when a magnetic field is broken. The turbocharger increases the pressure. manifold. Potentiometer An electro-mechanical device that senses the position of a mechanical component. Thermistor sure. A turbine driven compressor mounted to the exhaust tors. Intake Air Temperature (IAT) Sensor A thermistor sensor that senses intake air temperature. Oxides of Nitrogen (NOx) Oxides of nitrogen form by a reaction between nitrogen and oxygen at high temperatures. Manifold Absolute Pressure (MAP) Boost pressure in the manifold that is a result of the tur- bocharger. Manifold Air Temperature (MAT) Sensor A thermistor style sensor used to indicate air temperature in the intake manifold. Injection Pressure Regulator (IPR) An ECM regulated valve that varies injection control pres. Injector Drive Module (IDM) An electronic processor that calculates injection timing Turbocharger and fuel quantity and is the power supply for the injec. International® VT 275 V6 Engine • Workhorse Chassis Applications • Revision 1. Magnehelic Gauge A gauge that measures pressure in inches of water (in H2O).0 • © Copyright 2006 International Truck and Engine Corporation 75 . temperature and density of the intake air. Mass Air Flow (MAF) Sensor A sensor that measures the air flow into the engine. A 5 volt reference supplied by the ECM to operate the engine sensors. A semiconductor device that changes resistance as temperature changes. Manifold Absolute Pressure (MAP) Sensor A variable capacitance sensor that measures boost pres- sure.

S.A. . ® © 2005-2006 INTERNATIONAL TRUCK AND ENGINE CORPORATION PRINTED IN THE U.