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Article Beginning: For Cyph8r Pacific La Ca 92101
Article Beginning: For Cyph8r Pacific La Ca 92101
Article Text
For cyph8r pacific la ca 92101
© 1996 Mitchell International, All Rights Reserved. Page 1 of 208
Wednesday, June 02, 2010 10:42AM
ARTICLE BEGINNING
Fuel System
The T444E fuel system consists of three major sub-systems:
The Fuel Supply System, the Injection Control Pressure System and the
Fuel Injectors. These sub-systems work together to inject pressurized
fuel into the combustion chambers. The function of the fuel supply
system is to deliver fuel to the injectors. The injection control
pressure system supplies the injectors with high pressure lube oil.
The fuel injectors use the pressure from the lube oil to pressurize
the fuel and inject the fuel into the combustion chambers. The
components of the fuel supply system are the : Fuel Lines, Fuel
Strainer, Transfer Fuel Pump, Fuel Filter/Water Separator and the Fuel
Pressure Regulator valve. See Fig. 1.
Fuel System
The diaphragm stage of the pump draws fuel from the tank and
through the fuel strainer. Pressurized fuel at 4-6 psi is then
supplied to the fuel filter. Air trapped in the filter is vented back
to the tank through an orifice in the regulator block mounted on the
filter. The orifice is protected from plugging by a screen located
inside the filter housing.
Fuel in the filter passes through an element to a standpipe
in the center of the filter assembly. Clean fuel is then routed to the
inlet of the piston stage of the pump. The piston stage of the pump
raises fuel pressure from 4-6 psi to 40 psi to ensure proper filling
of the injectors. Fuel is then divided through the fuel lines to the
back of each cylinder head. The fuel is then supplied to a gallery
drilled in each cylinder head which intersects each injector bore in
the head. See Fig. 3.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 2)For cyph8r pacific la ca 92101© 1996 Mitche
Page 3 of 208
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 3)For cyph8r pacific la ca 92101© 1996 Mitche
IPR Valve
In the engine off state, the IPR spool valve is held closed
(to the right) by the return spring and the drain ports are closed.
See Fig. 7.
In the engine cranking state, the ECM signals the IPR valve
to close which directs all the oil flow into the supply galleries to
build oil pressure as quickly as possible to start the engine. See
Fig. 8.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 5)For cyph8r pacific la ca 92101© 1996 Mitche
Page 6 of 208
Fuel Injectors
When an injector is energized, the poppet valve is opened by
an electronic solenoid located on the injector. See Fig. 10. Oil
pressure is allowed to flow into the injector and act on the amplifier
piston. When injection is ended the pressure on top of the amplifier
piston is vented by the poppet valve through the top portion of the
injector and directed by the oil troughs on the injector to a push
tube hole for return to the oil sump.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 6)For cyph8r pacific la ca 92101© 1996 Mitche
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 8)For cyph8r pacific la ca 92101© 1996 Mitche
Reference Voltage
Page 9 of 208
Signal Conditioner
The signal conditioner conditions the input signals for the
internal microprocessor. This enables the microprocessor to interpret
the signals. Signal conditioning usually consists of converting analog
signals to digital signals, squaring up sine wave signals or
amplifying low intensity signals to a level the ECM microprocessor can
process.
Microprocessor
The ECM contains an internal microprocessor. This processor
stores operating instructions (control strategies) and tables of
values (calibration parameters). It compares these stored instructions
and values to sensed input values to determine the correct operating
strategy for any given engine condition. Calculations in the ECM occur
at two different levels, or speeds, referred to as the foreground and
the background calculations. These calculations are performed on a
continuous closed loop basis.
The foreground calculations occur at a much faster rate than
background calculations. These are normally the more critical
calculations. Diagnostic strategies are also programmed into the ECM.
Some instructions cause inputs or outputs to be monitored on a
continuous basis and will flag a code that will be set. Other
strategies will instruct the ECM to perform certain tests upon
operator demand.
The ECM's microprocessor is equipped with three types of
memory: Random Access Memory (RAM), Read Only Memory (ROM) and Keep
Alive Memory (KAM). They allow the processor to store necessary
instructions, calibration tables and input values to control the
engine.
keep the memory alive. All information in the memory is lost if the
ECM has a total power loss, such as when the batteries are
disconnected.
Actuator Control
The ECM controls the actuators by applying a low level signal
to the base of the transistor output drivers. These drivers, when
switched on, will complete the ground circuit of each actuator. The
actuators are controlled either through a duty cycle (percent of time
on and off), or controlled through a controlled pulse width, or simply
just switched on or off as determined by the type of actuator being
controlled.
Input Signals
Engine and vehicle
EMISSIONS - DIESEL sensors
(NAVISTAR transmit
T444E inputCTRL)Article
ELEC ENG signals to the
TextECM
(p. 11)For cyph8r pacific la ca 92101© 1996 Mitc
by either; controlling a reference voltage to produce an analog or
Page 12 of 208
Thermistor
A thermistor is a sensor which changes its' electrical
resistance with temperature. The thermistor, in conjunction with a
current limiting resistor in the ECM, forms a voltage divider network
that provides a voltage signal that indicates temperature. The top
half of the divider is the current limiting resistor internal to the
ECM. The thermistor has a signal return and a ground. The output of
the thermistor is not linear. Examples of thermistors used are; engine
oil temperature sensor, engine coolant temperature sensor and intake
temperature sensor.
Potentiometer
A potentiometer is a variable voltage divider used to sense
the position of a mechanical component. A reference voltage is applied
to one end of the potentiometer. Mechanical motion connected to the
wiper causes it to move along the resistance material in a rotary
fashion. The voltage on the wiper changes at each point along the
resistive material. This voltage is proportional to the amount of
mechanical movement. the Accelerator Position Sensor is a
potentiometer.
Switch Sensors
Switch sensors are used to indicate position, levels or
pressures. The switch signal is a digital signal and is created by
opening or closing a switch. Switch sensors can be either voltage
input or a grounding type switch. A voltage input switch will supply
the ECM with a voltage when closed. A grounding switch is wired in
series with a current limiting resistor in the ECM and will cause a 0
voltage signal when grounded. Examples are; Idle Validation, Brake
Normally Open, Brake Normally Closed, Coolant Level and Driveline
Disengagement.
Magnetic Pickup
A magnetic pickup is a sensor used to generate an alternating
frequency that indicates speed. A two wire connection for signal
return and ground are used. The pickup is constructed with a permanent
magnetic core surrounded by a wire coil. The signal frequency is
generated by the rotation of gear teeth which make and break the
magnetic field. An example is the Vehicle Speed Sensor.
Electronic Governor
The T444E is fully electronically governed over all operating
ranges.
start.
Service Diagnostics
The electronic service tool (EST) provides means for
obtaining diagnostic information through the ATA data link. The Pro-
Link 9000 EST can diagnose system faults. The engine control system
also provides service diagnostic information via flash codes emitted
through the engine warning lamp.
Cruise Control
This is an automotive style cruise control system. Speed
control is disabled when rake is applied, clutch pedal is depressed or
automatic transmission is in Neutral. EMISSIONS - DIESEL (NAVISTAR T44
Page 15 of 208
SELF-TEST OPERATION
key is ON, if an input signal is out of its programmed range, the ECM
will record a Fault. It will also monitor the operation of systems and
will determine if the system is working within a normal range. If the
ECM detects that a system is operating out of range, it will record a
fault code. During normal engine operation, the ECM automatically
performs several tests to detect faults. When it has determined a
fault, the ECM will invoke a fault management strategy to allow
continued, though sometimes degraded, vehicle operation.
A Fault is an indication of a malfunction measured or
monitored electronically. Codes are three digit numbers assigned to
faults to indicate the source of the problem. Most codes will indicate
the Mode of failure. The Failure Mode will indicate the signal reading
is Out-Of-Range High, Out-Of-Range Low, or in Range Fault. When the
engine is running, the Vehicle Personality Module (VPM) memory will
record Event Engine Hours. This is the monitoring of engine operation
exceeding programmed parameters. The standard engine event is
Overspeed, referred to as Over RPM and excess coolant temperature. To
retrieve information on Engine Events, it is necessary to access them
with the Electronic Service Tool. If the engine is equipped with an
optional engine warning/shutdown system, low oil pressure and low
coolant level operation, it will also be monitored and recorded as
Engine Event Hours.
to expected values. At the end of the test, the ECM will return the
engine to normal operating mode and transmit any fault codes that were
found. This test can only be made using the EST. Before performing the
test, coolant must be warm, battery voltage must be at least 12.5
volts and no vehicle speed sensor signal should be present. If active
codes are present they must be repaired and cleared first.
Select Engine Running Test from the Diagnostic Test menu in
the EST. Press ENTER to start test. The ECM will begin to raise the
idle speed to a predetermined value. It will then command the IPR
value to set the injection control pressure to rated speed pressure.
If the IPR performance is acceptable, the ECM will control the IPR to
reduce pressure in stages while monitoring the performance.
At the completion of the test, the ECM will conduct a similar
test on the EPR calve. When testing is completed, the engine will
return to normal operation and any fault codes will transmitted.
Wiggle Test
The purpose of the Wiggle Test is to troubleshoot
intermittent connections at sensors and actuators. It can be performed
with the engine off or running. The EST is used to monitor the various
sensors and actuator circuits during the test. Select Wiggle Test from
the Diagnostic Test menu in the EST. Press Enter key to start test.
The technician should wiggle connectors and wires at all suspected
problem points. The EST will beep if any circuit continuity is broken.
It will display all faults found during the test.
TROUBLE SHOOTING
SYMPTOM DIAGNOSIS
over 360 degrees until timing mark and pointer are aligned. Reinspect
location of narrow vane in CMP opening.
Combustion Leaks
Possible Causes - The most likely cause of combustion gas
leaking into the cooling system is past the lower nozzle sleeve in the
cylinder head. A blown head gasket or porous cylinder wall is
possible, but should not be suspected unless vehicle overheated or a
very high mileage engine has not had proper coolant conditioning.
Correction No. 1 - Plug in block heater to warm coolant.
Pressurize cooling system to 14 psi. Remove valve covers and glow
plugs. Observe glow plug holes while turning engine over by hand to
see if coolant is flooding the top of the piston and escaping out of
the glow plug hole. If the leak is slight, pressure may have to be
left on overnight to see coolant leak. When the suspected nozzle
sleeve is located, drain coolant and replace sleeve. Check system
operation to see is problem is corrected.
Correction No. 2 - Plug in block heater to warm coolant.
Remove valve covers and glow plugs. Remove cap from surge tank. Rotate
crankshaft on cylinder to be tested until valves are shut. Install
Compression Adapter (ZTSE-4292) in glow plug hole and adapt gauge end
to accept shop air pressure. Apply 100-160 psi shop pressure and
observe surge tank for escaping air. If nozzle sleeve is leaking air
bubbles will be seen in surge tank. When the suspected nozzle sleeve
is located, drain coolant and replace sleeve. Check system operation
to see is problem is corrected.
Fuel/Oil Dilution
Possible Causes - If a substantial amount of fuel is in the
oil, the most likely cause is a leaking tandem lift pump. A leaking
nozzle sleeve or injector tip could leak fuel into oil, but would
probably be identified as a performance problem.
Possible Corrections - Verify oil contamination. Contaminated
oil will have a strong diesel fuel odor and will cause engine oil
level to rise. If oil has a heavy fuel odor and level rises in
crankcase, it is most likely the tandem lift pump is leaking fuel into
the crankcase.
Fuel In Coolant
Possible Causes - Upper section of injector sleeve to fuel
gallery is leaking.
Correction - Plug in block heater to warm coolant. Remove
fuel return lines at regulator block. Pressurize cooling system to 14
psi. Observe fuel return lines. Injector bank with fuel to coolant
leak will push fuel or air out of its return line. Remove injectors on
suspect bank. With cooling system pressurized, observe upper injector
sleeve to head for leakage. Repair as necessary. After repair, retest
system.
applied.
Remove, inspect and measure clearances in lube oil pump.
Inspect front mating surface for gouging or scratching. Inspect oil
pump for damage or wear. Measure clearance between gerotor and oil
pump housing. Clearance should be .028-.032" (72-81 mm). Measure
clearance between gerotor and housing surface. Clearance should be .
001-.03" (.02-.08 mm). Remove transmission and flywheel. Inspect rear
main plate for oil leaks. Massive oil leaks could indicate missing
main galley plug. Remove rear plate and inspect plugs. Remove oil pan
and inspect for missing piston cooling jets and bearing shells. Remove
front cover and check for cut or damaged O-rings or missing tappet
galley plugs. Correct any incorrect conditions found and recheck
system for proper operation.
ECM Reset
ECM reset may result in the glow plug light cycling on, glow
plugs recycle, engine stumbles and/or dies, no acceleration pedal
authority until return to idle position.
The ECM reset occurs when the ECM momentarily reboots, or is
turned on and off while the engine is operating. If condition occurs a
single time, the engine will briefly stumble, and the ECM will go
through a normal key on cycle, including turning the glow plug light
and glow plugs on and will also attempt to validate the accelerator
pedal position. If pedal is not at idle, authority will not be allowed
by ECM until pedal is released and returned to idle.
Possible Causes - Momentary loss of power to the ECM or IDM EMISSIONS - DIESEL (NAVISTAR T44
Page 22 of 208
Check all power and ground connections for the ECM and IDM.
Monitor VREF and VPOWER circuits with a breakout box installed when
the fault occurs. Inspect the CMP harness connector and harness for a
VREF or signal short to ground condition. Remove and inspect the CMP
position sensor for possible timing disk to CMP sensor contact.
If the ECM reset condition is repeatable, disconnect sensors
one at a time and operate the engine to see if the condition will
reoccur. Inspect each harness and connector upon removal. Remove the
valve covers and inspect the under valve cover connectors for possible
pinching under the valve cover gasket or rub through against the push
tubes. Correct as necessary.
Rough Idle
Possible Causes - Engine oil problem, defective injectors,
injector short to ground, power cylinder problems, valve train
problems, low fuel pressure, aerated fuel, exhaust system problem,
engine mounts, loose/worn, electronic control system problem, poor
fuel quality, injection control pressure system problems.
Correction - Verify complaint. Operate vehicle under
complaint conditions and verify that rough idle is not present with
any other condition. Inspect exhaust system for contact with cab or
bed. Engine vibrations may be transmitted to the cab through the
exhaust system, which can be misinterpreted as a rough idle condition.
Check that engine oil is the correct grade and is full. Check ECM for
any fault codes that affect engine operation. Check that injectors are
operating properly. Check that fuel transfer pump has correct pressure
and pump inlet is not restricted. Check fuel return line for air
present in fuel. Check Injection Control Pressure and Exhaust
Backpressure system for proper function. Check individual cylinders
for a low power cylinder.
Check Injection Control Pressure (ICP) system. Monitor ICP
voltage signal using a DVOM with key on and engine off. Value should
be .15-.25 volts. If ICP is reading correct, check for air in engine
oil and that the oil has the correct quality. Check for low oil
pressure suction leaks.
Disconnect engine harness connector at ICP sensor with engine
at idle. If rough idle smoothes out, replace ICP sensor. If engine
still runs rough, check IPR and ICP system diagnostics. Check
crankcase pressure. Check ICP pressure between right and left cylinder
heads. Difference between cylinders should not exceed .2 volts. If
pressure differences are found, leakage is occurring in lower pressure
head. This may be caused by lose or cross threaded oil gallery drains,
injector O-rings or a bad injector. Check engine compression on each EMISSIONS - DIESEL (NAVISTAR T44
Page 23 of 208
Black Smoke
Possible Causes - Air intake or exhaust restriction, exhaust
backpressure device closing, turbocharger failure, loose injector,
operation at high altitude, (very slight Black smoke on hard
acceleration is normal).
Correction - If engine has a fuel knock or there is evidence
of fuel in exhaust manifolds, remove exhaust manifolds and check for
fuel. Check for loose injectors, missing or damaged O-rings and Copper
gasket on bottom. Check air inlet system and exhaust system for
restrictions and leaks. Check if exhaust backpressure device (EPD) is
closing at wide open throttle. Monitor EPD signal with EST while
operating engine to see if backpressure is high.
White Smoke
Possible Causes - No glow plug operation, loose injectors,
cold engine, bent connecting rods, low compression, worn rings,
coolant leaking into combustion chambers past injector sleeves.
Correction - In cold temperatures some White smoke is normal
until engine reaches normal operating temperatures. If engine cannot
reach normal operating temperature, check thermostat. On a cold engine
the glow plug system may remain on for up to 2 minutes after engine
starts to aid in cold smoke clean-up. Verify proper glow plug
operation. If engine had a fuel knock, or fuel in exhaust, remove
exhaust manifolds and check for fuel in exhaust ports. Check for loose
injectors, missing or damaged O-rings and Copper gasket on bottom. If
air induction system shows evidence of water injection that can cause
hydraulic static lock and bend connecting rods, perform a compression
test on cylinders.
TESTING
DIAGNOSTIC TOOLS
Testing Equipment
Specific testing equipment is required to fully diagnose the
T444E Electronic Control System. These tools will provide the most
accurate specifications needed to determine if the system is operating
properly. All manufacturers instructions contained in the tools should
be read and thoroughly understood before operating the tool. In the
diagnostic tests for specific codes used in the T444E control system,
references will be made to using these tools. It is assumed that the
technician understands how these tools operate and what they will
display when the test is run. Specific connections to harnesses,
terminal numbers, wire colors, etc., will be included in the test
charts. The following is a brief description of the tools required to
properly diagnose this system.
The Beyers Model 200 Pressure Test Kit (part no. ZTSE-2239)
is used to measure intake manifold boost pressure, fuel pressure, air
cleaner restriction, fuel restriction, exhaust backpressure and
crankcase pressure.
Manometer
The manometer is used to measure low pressure or vacuum.
Breakout Box
The Breakout Box (part no. ZTSE-4346) is designed to allow
for testing of the electronic control system components without
disturbing connections or piercing wire insulation. See Fig. 19.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 24)For cy
Page 25 of 208
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 25)For cyph8r pacific la ca 92101© 1996 Mitc
TESTING
Inspection
The basic diagnostic procedure for sensor and actuator
circuits is to disconnect the harness at the connector and check for
corrosion, bent pins, spread pins or any condition that would cause a
loose or intermittent condition.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 30)For cyph8r pacific la ca 92101© 1996 Mitc
Page 31 of 208
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 31)For cyph8r pacific la ca 92101© 1996 Mitc
Signal Functions
The accelerator pedal position sensor (APS) is a
potentiometer type sensor which receives a 5-volt reference signal
from the ECM. The APS then provides a linear analog voltage signal
Page 32 of 208
that indicates the driver demand for power. The idle validation switch
(IVS) is 0-12 volt signal that provides the ECM with a redundant
signal to verify the pedal is in the idle position.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 33)For cyph8r pacific la ca 92101© 1996 Mitc
ECM Diagnostics
When the key is ON, the ECM continuously monitors the APS/IVS
circuits for expected voltages. It also compares the APS and IVS
signals for conflict. If the signals are not what the ECM expects to
Page 34 of 208
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 36)For cyph8r pacific la ca 92101© 1996 Mitc
Page 37 of 208
Signal Functions
The Barometric Pressure Sensor (BARO) is a variable
capacitance sensor that when supplied with a 5-volt reference signal
from the ECM produces a linear analog signal that indicates pressure.
The BARO signal is used to determine altitude to adjust timing and
fuel quantity to optimize engine operating and control smoke
throughout all
EMISSIONS altitudes.
- DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 37)For cyph8r pacific la ca 92101© 1996 Mitc
Fault Detection Management
A BARO signal that is detected out-of-range high or low by
the ECM will cause the ECM to ignore the BARO signal and use the
Manifold Absolute Pressure (MAP) signal generated at low idle as an
indication of atmospheric pressure. If a MAP fault is detected, the
BARO will default to 29.6 Hg of barometric pressure.
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ECM Diagnostics
The ECM continuously monitors the signal from the BARO sensor
the ECM terminal No. 5. If the signal is out of the expected range, a
fault is logged (warning light does not come on) and the ECM uses the
MAP signal to determine barometric pressure. BARO sensor fault codes
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CT
Page 39 of 208
are as follows:
CODE 151 - ATA CODE PID 108 FMI 3; BARO SIGNAL OUT-OF-RANGE
HIGH - Perform Testing BARO Circuit. See Figs. 30 and 31.
CODE 152 - ATA CODE PID 108 FMI 4; BARO SIGNAL OUT-OF-RANGE
LOW - Perform Testing BARO Circuit. See Figs. 30 and 31.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 40)For cyph8r pacific la ca 92101© 1996 Mitc
Page 41 of 208
Signal Functions
The service brake switch circuit function is to communicate
to the ECM when the service brakes are applied or not applied. This
information is used with cruise control and PTO operation, which are
controlled by the ECM.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 41)For cyph8r pacific la ca 92101© 1996 Mitc
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EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 42)For cyph8r pacific la ca 92101© 1996 Mitc
ECM Diagnostics
The ECM continuously monitors ECM terminal Nos. 23 and 43.
The ECM expects to see a 12V signal at one terminal and 0V signal at
the other. If the signals disagree, then fault code 222 is set as an
active fault. If code 222 is set, cruise control an PTO operation are
disabled. If the fault is intermittent, the system does not reset
Page 43 of 208
until the vehicle has been shut off and restarted. the Engine Warning
Light will not come on. Brake switch/relay fault code is as follows:
CODE 222 - ATA CODE SID 247 FMI 2; BRAKE SWITCH CIRCUIT FAULT
- Perform Air Brake Switch and Hydraulic Brake Switch Circuit tests
before performing Brake Switch Relay Circuit Test. See Figs. 35
through 39.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 44)For cyph8r pacific la ca 92101© 1996 Mitc
Page 45 of 208
EMISSIONS - DIESEL
Fig. 38: Brake (NAVISTAR
Switch/Relay T444ETest
Circuit ELEC
(2 ENG
Of 3)CTRL)Article Text (p. 48)For cyph8r pacific la ca 92101© 1996 Mitc
Courtesy of Navistar International Corp.
Page 49 of 208
Signal Functions
The Camshaft Position Sensor (CMP) is a Hall effect type
sensor that generates a digital frequency as windows on the timing
disc pass through its magnetic field. The frequency of the windows
passing by the sensor as well as the width of the selected window
allows the ECM to detect engine speed and position.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 51)For cyph8r pacific la ca 92101© 1996 Mitc
ECM Diagnostics
Once the ECM has recognized the narrow vane it will
synchronize the engine firing order to the timing of the CMP signal.
Every 2 crankshaft revolutions it will verify that synchronization. If
the ECM receives too many or too few pulses for the number of engine
revolutions, it will set a fault code. CMP codes that are set will
become inactive codes if the key is turned off. These cods can be
retrieved using the Self-Test Input switch on the dashboard, or the
Electronic Service Tool. The following fault codes may be set:
CODE 143 - ATA CODE SID 21 FMI 2; WRONG NUMBER OF CMP SIGNAL
TRANSITIONS PER CAM REVOLUTION - Possible causes for code 143 are
intermittent CMP signal caused by an intermittent circuit, defective
CMP sensor, or incorrect CMP sensor to timing disc clearance. Perform
CMP Sensor Circuit Test. See Fig. 43.
CODE 144 - ATA CODE SID 21 FMI 2; CMP SIGNAL NOISE DETECTED -
Possible causes for code 144 are poor ground connections, wire harness
shielding missing or incorrectly installed or outside components that
could induce voltage signals. Perform CMP Sensor Circuit Test. See
Fig. 43.
CODE 145 - ATA CODE SID 21 FMI 12; CMP SIGNAL INACTIVE WHILE
ICP HAS INCREASED - Possible causes for code 145 are defective sensor,
faulty circuitry or improper air gap between sensor and timing disc.
Perform CMP Sensor Circuit Test. See Fig. 43.
CODE 612 - ATA CODE SID 21 FMI 7; INCORRECT ECM INSTALLED FOR
CMP TIMING DISC - Possible causes for code 612 are ECM accidentally
replaced with incorrect ECM, incorrect signal due to defective CMP
sensor or incorrect CMP sensor to timing disc air gap. Perform CMP
Sensor Circuit Test. See Fig. 43.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 53)For cyph8r pacific la ca 92101© 1996 Mitc
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 54)For cyph8r pacific la ca 92101© 1996 Mitc
Fig. 43: Camshaft Position Sensor Circuit Test
Courtesy of Navistar International Corp.
Signal Functions
The Data Communication Link (DCL) signal is 0-5 volt variable
width wave form signal that enables communication between the Vehicle
Page 55 of 208
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 56)For cyph8r pacific la ca 92101© 1996 Mitc
ECM Diagnostics
Fault codes can be caused by defects in the ATA or DCL
circuits. There are also flash codes related to or caused by faulty
communication between the ECM and VPM. The engine control does not
detect faults in the power or ground circuits to the EST connector. If
Page 57 of 208
the service tool does not power up when connected, try the tool on
another vehicle to check the tool operation. If the tool is okay,
perform Testing EST Connector. See Fig. 46. If the service tool
displays NO DATA, the ATA data link circuit from the EST connector on
the VPM may be disrupted. Verify that the key in ON and then perform
Testing ATA Data Link Circuits. See Fig. 47. Data Link fault codes are
as follows:
CODE 223 - ATA CODE SID 252 FMI 7; VPM NOT COMMUNICATING WITH
ECM - Perform Testing DCL Circuits. See Fig. 50.
CODE 231 - ATA CODE SID 250 FMI 2; ATA COMMON FAULT - Perform
Testing ATA Data Links. See Fig. 47.
CODE 232 - ATA CODE SID 250 FMI 9; UNABLE TO FORWARD ECM
MESSAGE TO ATA DCL - Perform Testing ATA Data Links. See Fig. 47.
CODE 234 - ATA CODE SID 248 FMI 9; UNABLE TO FORWARD ATA
MESSAGE TO ECM - Perform Testing DCL Circuits. See Fig. 50.
CODE 235 - ATA CODE SID 248 FMI 2; VPM/ECM DCL FAULT -
Perform Testing DCL Circuits. See Fig. 50.
CODE 633 - ATA CODE SID 252 FMI 7; ECM/VPM COMMON FAULT -
Perform Testing DCL Circuits. See Fig. 50.
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Signal Functions
The Exhaust Backpressure Sensor (EBP) is variable capacitance
sensor that when supplied with a 5-volt reference signal from the ECM
produces a linear analog voltage signal that indicates pressure. The
main purpose of the sensor is to measure pressure so the ECM can
control the exhaust backpressure regulator when needed.
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Fig. 52: Exhaust Backpressure Sensor Connector Check Values
Courtesy of Navistar International Corp.
ECM Diagnostics
The ECM continuously monitors the signal from the EBP sensor
to ensure the signal is within the correct operating range. If the
signal is lower or higher than required, the ECM will set a fault
code. If the key is turned off, the code will be stored as an inactive
code. EBP fault codes are as follows:
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CODE 341 - ATA CODE SID 34 FMI 20: EBP SIGNAL OUT-OF-RANGE
LOW - Possible causes for code 341 are an open VREF signal circuit or
a defective EBP sensor.
CODE 342 - ATA CODE SID 34 FMI 19: EBP SIGNAL OUT-OF-RANGE
HIGH - Possible causes for code 342 are an open signal return circuit,
a short to a voltage source or a defective EBP sensor.
CODE 344 - ATA CODE SID 34 FMI 29: EXHAUST BACKPRESSURE BELOW
WARNING LEVEL - Code 344 may be caused by a defective or plugged EBP
sensor or a restriction in the tube leading to the sensor. To confirm
this, remove the sensor and/or tube and inspect for carbon deposits.
Signal Functions
The ECM uses the enable circuit to control engine cranking.
The ECM prevents cranking motor operation whenever the engine is
running or whenever a vehicle with an automatic transmission is not in
Neutral.
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ECM Diagnostics
ECM terminals Nos. 10 and 35 are directly involved with
enabling the crank inhibit relay. The ECM and VPM are programmed
differently for automatic and manual transmissions.
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Fig. 58: Engine Does Not Crank Part 2A, Wiring Diagram
Courtesy of Navistar International Corp.
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Fig. 61: Engine Does Not Crank Part 2B, Wiring Diagram
Courtesy of Navistar International Corp.
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Page 79 of 208
Fig. 64: Engine Does Not Crank Part 2C, Wiring Diagram
Courtesy of Navistar International Corp.
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Signal Functions
With the optional engine protection system, the ECM monitors
inputs from the Engine Oil Pressure sensor, Engine Coolant Temperature
sensor and Low Coolant switch. If any of these sensors detect out-of-
range conditions beyond the warning level, ECM OWL terminal No. 59
goes Low causing the alarm to sound and the oil/water warning light to
Page 86 of 208
turn ON. If the engine shutdown feature has been selected and the out-
of-range condition go beyond the critical level, the ECM will initiate
the shutdown process.
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ECM SELF-DIAGNOSTICS
Signal Functions
The ECM monitors and controls engine operation and
performance, vehicle features such a PTO and cruise control,
communicates information to the VPM and Injector Driver Module (IDM).
ECM Diagnostics
During normal engine operation, the ECM automatically
performs several tests to detect faults. During normal operation the
ECM performs Start-Up KAM test and Continuous Diagnostics. The Start-
Up KAM test is used to validate the ECM keep alive memory once each
time the ECM resets. If an error is detected, codes 224 or 615 can be
set.
CODE 615 - ATA CODE SID 254 FMI 13: PROGRAMMABLE PARAMETER
EMISSIONS
KAM CORRUPT -FAULT
DIESEL (NAVISTAR
- Code 615 can T444E
be setELEC
when ENG
code CTRL)Article Text
224 is set. If (p. 93)For cyph8r pacific la ca 92101© 1996 Mitc
224
is set, see KEEP ALIVE MEMORY POWER . If code 224 is not set, the ECM
RAM is effective. Replace ECM.
Continuous diagnostics are made by the ECM during vehicle
operation. Codes 112 and 113 may be set during this procedure. If
codes 112 and/or 113 are present, see ECM POWER SUPPLY .
Use the PRO-LINK EST to perform ECM internal self-tests. This
test may set the following codes:
Page 94 of 208
CODE 111 - ATA CODE PID 194 FMI 0: NO ERRORS DETECTED - Code
111 indicates the ECM has not found any errors.
CODE 625 - ATA CODE SID 254 FMI 9: ECM INACTIVE BACKGROUND -
Code 625 indicates the ECM software is faulty. Replace the ECM.
CODE 631 - ATA CODE SID 240 FMI 2: ROM TEST FAULT - If code
631 is present, replace the ECM.
CODE 632 - ATA CODE SID 254 FMI 12: RAM/CPU TEST FAULT - If
code 632 is present, replace the ECM.
During the ECM Output Circuit Check the following codes may
appear:
CODE 254 - ATA CODE SID 254 FMI 3: OCC ORH - If code 254 is
present, replace the ECM.
CODE 255 - ATA CODE SID 254 FMI 4: OCC ORL - If code 255 is
present, replace the ECM.
TESTING
ECM/IDM COMMUNICATIONS
Signal Functions
The Cylinder Identification (CI) signal is a 0 to 12 volt
wave form signal that communicates from the ECM to the Injector Driver
Module (IDM) the position of cylinder No. 1. The IDM uses this signal
to synchronize injector firing sequence.
The Fuel Demand Command (FDCS) signal is a 0 to 12 volt wave
form signal that communicates from the ECM to the Injector Driver
Module (IDM) the required engine timing and duration of injector
firing.
The IDM feedback signal is a 0 to 12 volt wave form signal
that communicates from the IDM to the ECM a mirror image of the FDCS
signal. Extensions of this signal can indicate to the ECM possible
problems with the injectors by the IDM as the engine is running.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 95)For cyph8r pacific la ca 92101© 1996 Mitc
ECM Diagnostics
The ECM monitors the timing of the EF signal while the engine
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is running. When it detects a fault sent from the IDM, it will log the
transfer. It will be necessary to perform an Engine Off Standard test
to determine most fault codes stored in the IDM. The ECM continually
measures the communication signal voltage levels. If levels are lower
or higher than expected, a fault code will be set to identify the
circuit or component. The fault will automatically recorded as an
active code. If the key is turned off, the code will be stored as
inactive. The following codes may be set by the ECM/IDM:
CODE 242 - ATA CODE SID 154 FMI 11: FDCS CIRCUIT TO IDM OCC
SELF-TEST FAILED - Code 242 may be caused by a shorted high or low or
open FDCS circuit. If accompanied by other communication codes could
indicate the IDM is not powered up. The fault must be repaired for the
engine to operate.
CODE 253 - ATA CODE SID 153 FMI 11: FUEL INJ SYNC CIRCUIT OCC
SELF-TEST FAILED - Code 253 may be caused by a shorted high or low or
open CI circuit. If accompanied by other communication codes could
indicate the IDM is not powered up. The fault must be repaired for the
engine to operate.
CODE 531 - ATA CODE SID 153 FMI 4: FUEL INJ SYNC SIGNAL LOW -
Code 531 may be caused by a short to ground in the CI circuit. The
fault must be repaired for the engine to operate.
CODE 532 - ATA CODE SID 153 FMI 3: FUEL INJ SYNC SIGNAL HIGH
- Code 532 may be caused by a short to voltage or an open in the CI
circuit. The fault must be repaired for the engine to operate.
CODE 541 - ATA CODE SID 155 FMI 11: IDM FEEDBACK TOGGLE NOT
DETECTED BY ECM - Code 541 may be caused by a short or open EF circuit
if this is the only code present. If other IDM codes are present the
IDM may not be powered or operational. If displayed during an Engine
Off Standard test it will be accompanied by code 543. This code may
set due to other faults in the ECM due to a reset condition. If other
codes are present, repair them first in the order of importance for
engine operation. This code will not prevent the engine from
operating.
CODE 543 - ATA CODE SID 155 FMI 7: IDM FAULTS NOT RECEIVED -
Code 543 may be caused by a shorts or opens in the IDM/ECM
communications circuits or an IDM not powered. If other codes are
present, repair them first in the order of importance for engine
operation. This code will not prevent the engine from operating.
Also see Figs. 80 and 81 for further diagnostic information.
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Signal Functions
Page 100 of 208
The ECM receives 12 volt operating power with the key ON from
the ECM power relay. The ECM also receives 12 volt battery power at
all times for the Keep Alive Memory Function.
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ECM Diagnostics
If the ECM continuously receives less than 6.5 volts or more
than 18 volts at terminals Nos. 37 and 57, fault code 112 or 113 will
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be set.
CODE 112 - ATA CODE PID 168 FMI 3: ECM INTERNAL VOLTAGE POWER
OUT-OF-RANGE HIGH - Code 112 can be caused by either of two
conditions: 1) Vehicle voltage supply to the ECM is continuously more
than 18 volts. Excessive voltage can be caused by a defective
alternator. 2) The ECM has an internal fault.
CODE 113 - ATA CODE PID 168 FMI 4: ECM INTERNAL VOLTAGE POWER
OUT-OF-RANGE LOW - Code 113 can be caused by vehicle voltage supply to
the ECM is continuously less than 6.5 volts. This can be caused by a
defective alternator, low batteries, and/or increased resistance in
the battery feed circuits. If code 113 is active or no voltage is
present to the ECM, perform Testing ECM Power Supply Circuits. See
Figs. 84 and 85.
EMISSIONS
ENGINE -COOLANT
DIESEL (NAVISTAR T444E
TEMPERATURE ELEC ENG CTRL)Article Text (p. 104)For cyph8r pacific la ca 92101© 1996 Mi
SENSOR
Signal Functions
The Engine Coolant Temperature Sensor (ECT) is a thermistor
type that has a variable resistance that changes when exposed to
Page 105 of 208
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ECM Diagnostics
With the key ON, the ECM continuously monitors the ECT
circuit for expected voltages. If the signal voltage is less than or
more than expected, the ECM will set a fault code. The following fault
codes may be set:
Page 107 of 208
CODE 114 - ATA CODE PID 110 FMI 4: ECT OUT-OF-RANGE LOW -
Code 114 will be set if the ECM sees a voltage less than .127 volts
for more than .10 seconds. This may be caused by a short to ground or
a shorted or biased sensor.
CODE 115 - ATA CODE PID 110 FMI 3: ECT OUT-OF-RANGE HIGH -
Code 115 will be set if the ECM sees a voltage more than 4.6 volts
for more than .10 seconds. This may be caused by an open circuit, an
open sensor, or a short to another voltage source.
CODE 316 - ATA CODE PID 110 FMI 1: ENGINE COOLANT TEMPERATURE
UNABLE TO REACH SET COMMANDED POINT - Code 316 will only be set with
engines that have the Cold Ambient Temperature (CAP) system enabled.
This code only indicates that the engine has not been able to reach
operating temperature. It DOES NOT indicate an electrical fault. This
code may be set because of cold temperatures, extended idle time,
thermostat stuck open, cooling system plumbing problem or auxiliary
heater cores cooling off engine.
CODE 321 - ATA CODE PID 110 FMI 0: ENGINE COOLANT TEMPERATURE
ABOVE WARNING LEVEL - Code 321 will be set if the ECM detects coolant
temperatures above 225 øF (107øC). When this occurs, the ECM lights the
OIL/WATER warning light and sounds the alarm. If the temperature drops
below the limit, the code becomes inactive and the ECM returns to
normal operation.
CODE 322 - ATA CODE PID 110 FMI 7: ENGINE COOLANT TEMPERATURE
ABOVE CRITICAL LEVEL - Code 321 will be set if the ECM detects coolant
temperatures above 235 øF (112øC). When this occurs, the ECM lights the
OIL/WATER warning light and sounds the alarm. With code 322 active,
the engine will shut down. If the temperature drops below the limit,
the code becomes inactive and the ECM returns to normal operation. If
the engine shuts down, it can be restarted to move the vehicle to a
safe place.
CODE 325 - ATA CODE PID 110 FMI 14: POWER REDUCED, MATCHED TO
COOLING SYSTEM PERFORMANCE - Code 325 will be set if the ECM detects
coolant temperatures above 214 øF (101øC). When this occurs, the ECM
reduces the fuel amount being delivered, to reduce the amount of heat
being generated by the engine.
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Signal Functions
The ECM is programmed with 2 shift schedules: Closed Throttle
Mode and Wide Open Throttle Mode. Closed throttle is used for moderate
engine loads. ECM terminal No. 32 will be 0 volts. This energizes the
relay, turning off power to the solenoid, causing the transmission to
shift at about 65 percent of engine load. The wide open throttle mode
is for heavy load conditions. ECM terminal No. 32 will be at 12 volts.
Page 110 of 208
Fault Detection
The PRO-LINK EST is used to initiate the KOEO Output Circuit
Test. This will test the enabling circuit between the key switch,
through the relay coil and circuit to terminal No. 32. If an open or
short is found, code 244 will be set.
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ECM Diagnostics
The ECM does not continuously monitor the EDL circuits. To
check these circuits use the PRO-LINK EST to perform the checks. The
following fault code may be set:
CODE 244 - ATA CODE SID 248 FMI 11: EDL OCC FAULT - The
Output Circuit Check (OCC) test checks the relay control circuits and
the relay control for opens or shorts. If a defect is found, code 244
Page 112 of 208
will be set. The Engine Warning Light does not come on. It is possible
that the modulator shift solenoid will not function without setting a
fault code. Use Testing Modulator Shift Solenoid (403) Circuits to
check solenoid. See Figs. 91 through 94. If code 244 is active or the
shift modulator does not operate use Testing Modulator Shift Solenoid
(404) Circuits to check solenoid. See Fig. 91.
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Page 116 of 208
Signal Functions
The Engine Oil Pressure (EOP) sensor is a variable
capacitance sensor, that when supplied with a 5 volt reference signal
from the ECM, produces a linear analog voltage signal indicating oil
pressure.
less than .039 volts for more than .10 seconds. The engine will
continue to operate normally. If the fault is active the ECM will turn
on the Engine Warning Light. Code 212 may be caused by an open signal
circuit, VREF feed or a defective sensor.
CODE 212 - ATA CODE PID 100 FMI 3: ENGINE OIL PRESS SIGNAL
OUT-OF-RANGE HIGH - Code 212 may be set if the ECM detects a voltage
less than 4.5 volts for more than .10 seconds. The engine will
continue to operate normally. If the fault is active the ECM will turn
on the Engine Warning Light. Code 212 may be caused by an open signal
return circuit, a short to voltage or a defective sensor.
CODE 313 - ATA CODE PID 100 FMI 1: ENGINE OIL PRESSURE BELOW
WARNING LEVEL - Code 313 indicates oil pressure has dropped below the
warning level. Code 313 may be caused by a defective sensor sending an
incorrect signal. Check actual oil pressure to confirm this. The code
may be set at start-up, or by an oil system that is not primed.
CODE 314 - ATA CODE PID 100 FMI 7: ENGINE OIL PRESSURE BELOW
CRITICAL LEVEL - Code 314 indicates oil pressure has dropped below the
critical level. Code 313 may be caused by a defective sensor sending
an incorrect signal. Check actual oil pressure to confirm this. The
oil pressure may be caused by defective mechanical components.
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Signal Functions
The Engine Oil Temperature (EOT) sensor is a thermistor type
sensor that has a variable resistance which changes with temperature.
When interfaced with the ECM, it produces a 0 to 5 volt analog signal
that indicates temperature.
ECM Diagnostics
The ECM continuously
EMISSIONS - DIESEL (NAVISTARmonitors the signal
T444E ELEC from the EOT Text
ENG CTRL)Article sensor.
(p. 122)For cyph8r pacific la ca 92101© 1996 Mi
If the signal is higher or lower than expected, a fault code will be
set. The following fault codes may be set:
CODE 311 - ATA CODE PID 175 FMI 4: ENGINE OIL TEMP SIGNAL
OUT-OF-RANGE LOW - Code 311 may be set if the ECM detects a voltage
less than 0.20 volts for more than .10 seconds. The ECM will default
to a fixed value for engine operation. The ECM will turn on the Engine
Page 123 of 208
Signal Functions
The Exhaust Backpressure Regulator (EPR) is a variable
position valve that controls exhaust backpressure during cold ambient
temperatures to increase cab heat and decrease windshield defrosting
time. The ECM uses the measured exhaust backpressure, intake air
temperature, engine coolant temperature and engine load to determine
EMISSIONS
the desired exhaust backpressure. Valve position - DIESEL (NAVISTAR
is controlled by T444E ELEC ENG CTRL)Article T
Page 125 of 208
switching the output signal circuit to 12 volts inside the ECM. On/off
time is modulated from 0 to 99 percent dependent upon the exhaust
backpressure desired.
ECM Diagnostics
The ECM monitors the exhaust backpressure while the engine is
in operation. If actual pressure is higher or lower than expected, a
fault code will be set. The ECM will discontinue regulator operation
EMISSIONS - DIESEL (NAVISTAR T444E
Page 126 of 208
Output Functions
The Glow Plug Relay controls the current flow to the glow
plugs. Relay on time is controlled by the ECM and is a function of
engine coolant temperature, barometric pressure and battery voltage.
On time normally varies between 10 to 120 seconds. The glow plugs are
self limiting and do not require to be cycled on and off.
The glow plug WAIT lamp indicates to the operator that the
glow plugs have been on long enough to start the engine. It is
controlled by the ECM. Wait time is a function of engine coolant
temperature, barometric pressure and battery voltage.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 127)For cyph8r pacific la ca 92101© 1996 Mi
ECM Diagnostics
The ECM does not continuously monitor the glow plug control
circuitry. An open or shorted to ground glow plug control relay on the
control (coil) side circuit can be detected by an on demand output
Page 128 of 208
circuit check performed during the engine off test. The following
fault codes may be stored:
CODE 251 - ATA CODE SID 38 FMI 11: GPC: OCC SELF-TEST FAILED
- Code 251 indicates that the ECM has performed an output circuit
test, measured the voltage drop across the glow plug relay circuit and
determined it is above or below specification. If the fault is
present, the glow plug relay is not operating and the glow plugs are
not enabled. Possible causes for code 251 are an open feed circuit,
open glow plug relay coil or an open or shorted GPC signal circuit.
CODE 252 - ATA CODE SID 36 FMI 11: GLOW PLUG LAMP: OCC SELF-
TEST FAILED - Code 252 indicates that the ECM has performed an output
circuit test, measured the voltage drop across the glow plug Wait lamp
circuit and determined it is above or below specification. Possible
causes are the lamp is burned out or an open or shorted lamp circuit.
Signal Functions
The Intake Air Temperature (IAT) Sensor is a thermistor type
sensor that has a variable resistance that changes with temperature.
When interfaced with the ECM it produces a 0-5 volt analog signal that
will deduce temperature. The IAT sensor's primary function is to
measure intake air temperature to determine when exhaust backpressure
is needed.
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ECM Diagnostics
With the ignition ON, the ECM continuously monitors the IAT
signal to determine if it is within expected values. If the signal
voltage is above or below the expected values, the ECM will set a
fault code. If the IAT sensor is not sending a correct signal, the ECM
will default to 77 øF (25øC). If the ignition is turned off, the code
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will become an Inactive code. IAT codes will cause the Engine Warning
Light to turn on. Fault codes that may be set are as follows:
CODE 154 - ATA CODE PID 171 FMI 4: AMBIENT AIR TEMP SIGNAL
OUT-OF-RANGE LOW - Code 154 will be set if the ECM detects the signal
voltage to be less than .127 volts for more than .20 seconds. Code 154
may be caused by a short to ground in the signal circuit, or a
defective sensor.
CODE 155 - ATA CODE PID 171 FMI 3: AMBIENT AIR TEMP SIGNAL
OUT-OF-RANGE HIGH - Code 155 will be set if the ECM detects the signal
voltage to be more than 4.6 volts for more than .20 seconds. Code 154
may be caused by an open signal circuit between the ECM and the
sensor, a short to voltage source, or a defective sensor.
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EMISSIONS - DIESEL
INJECTION (NAVISTAR
CONTROL T444E ELEC ENG CTRL)Article Text (p. 132)For cyph8r pacific la ca 92101© 1996 Mi
PRESSURE
Signal Functions
The Injection Control Pressure (ICP) sensor is a variable
capacitance sensor that when supplied with a 5 volt reference signal
from the ECM produces a linear analog voltage signal that indicates
pressure. The ICP function is to provide a feedback signal to indicate
injection control pressure to enable the ECM to command the correct
Page 133 of 208
injector timing and pulse width and the correct injection control
pressure for proper fuel delivery at all speed and load conditions.
ECM Diagnostics
The ECM continuously monitors the ICP signal to determine if
it is within expected values. If the signal voltage is above or below
the expected values, the ECM will set a fault code. The ECM will then
ignore the ICP signal and use a preset value determined by engine
operating conditions. ICP codes will turn on the Engine Warning Light.
If the ignition is turned off, the code will become an inactive code.
The following codes may be set:
CODE 124 - ATA CODE PID 164 FMI 4: ICP SIGNAL OUT-OF-RANGE
LOW - An out-of-range low signal will be set if the signal voltage is
less than .039 volt for more than one second. Code 124 may be caused
by an open or short to ground on the signal circuit, a defective
sensor or an open VREF circuit.
CODE 125 - ATA CODE PID 164 FMI 3: ICP SIGNAL OUT-OF-RANGE
HIGH - An out-of-range high signal will be set if the signal voltage
is more than 4.9 volts for more than one second. Code 124 may be
caused by an open return circuit, short to voltage on the signal
circuit or a defective sensor.
CODE 332 - ATA CODE PID 164 FMI 13: ICP PRESSURE ABOVE SPEC
WITH ENGINE OFF - Code 332 will be set if the signal from the ICP
sensor is higher than expected with the engine not running. If the ECM
detects this fault, the ECM will ignore the ICP signal and operate the
IPR with a fixed value determined from engine operating conditions.
Code 332 may be caused by a defective sensor or a biased circuit.
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Signal Functions
The Injector Driver Module (IDM) receives switched 12 volt
power with the key on from the IDM power relay.
Signal Functions
The IDM power circuits are not continuously monitored. If the
circuit is not operating the engine will not run. The ECM uses the
Output Circuit Check (OCC) initiated during the Standard Test to test
the IDM relay control coil circuits for opens or shorts. On each power
up the IDM performs a self-check. If internal faults are detected a
fault code will be set.
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ECM Diagnostics
The ECM uses the OCC to test the IDM relay control circuit.
Use the PRO-LINK EST to perform the OCC test. The PRO-LINK will
indicate if there are faults present and what they are. The following
fault codes may be present:
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CODE 243 - ATA CODE SID 37 FMI 11: IDM_ENABLE OCC FAULT - If
the IDM detects a fault during the OCC test, code 243 will be set.
This indicates that the circuit is shorted (high or low) open or no
power is present to energize the IDM relay. When code 243 occurs, it
can also cause codes 253, 523, 541 or 543 to be set. These codes may
be caused by several conditions. The following information only
applies only to the IDM Power Relay circuits that might cause the
codes.
CODE 522 - ATA CODE SID 233 FMI 12: IDM INTERNAL FAILURE. No
causes given.
CODE 523 - ATA CODE SID 233 FMI 4: IDM POWER VOLTAGE LOW -
Code 523 can be caused by a faulty IDM PWR relay control circuit,
excessive voltage drop, a low voltage drop or a defective IDM PWR
relay. If codes 243, 253, 523, 541 or 543 are active, perform Testing
IDM PWR Relay & Related Circuits. See Figs. 113 through 115.
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Signal Functions
There are two injector drive circuits, the High Side and the
Low Side. The High Side drive output function is to supply the
injectors a 115 volt DC power supply at a maximum of 10 amps. The
power supply is available on a continuous basis. The Low Side drive
outputs control
EMISSIONS the injector
- DIESEL on time
(NAVISTAR T444E(fuel
ELECquantity), timing (in
ENG CTRL)Article Text (p. 143)For cyph8r pacific la ca 92101© 1996 Mi
relation to TDC) and sequencing (firing order).
The IDM fires each individual injector by completing the
ground circuit to each injector solenoid. A valid Cylinder
Identification (CI) and Fuel Demand Command Signal (FDCS) must be sent
from the ECM to the IDM before an injector will be allowed to be
fired.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 145)For cyph8r pacific la ca 92101© 1996 Mi
IDM Diagnostics
The IDM monitors the voltage on the driver circuits and is
capable of detecting an open or shorted circuit. If the IDM detects a
short to ground or a multiple fault in a driver, the IDM will
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NOTE: The last digit of the fault code indicates the affected
cylinder. For example, code 421 indicates cylinder No. 1 has
an open circuit between the IDM high side driver and the low
side signal return to the IDM. The SID's No. 1 through 8
indicate cylinder numbers in a similar manner.
CODES 421 THRU 428 - ATA CODE SID 1 THRU 8 FMI 5: HIGH SIDE
TO LOW SIDE OPEN - Codes for High Side to Low Side Open indicate an
open circuit between the IDM high side driver and low side driver.
Possible causes are an open wire in the injector harness, open
injector return circuit or injector solenoid.
CODES 431 THRU 438 - ATA CODE SID 1 THRU 8 FMI 4: HIGH SIDE
SHORTED TO LOW SIDE - Codes for High Side to Low Side Short indicate
the return voltage is too high due to a short circuit between the high
side driver and return circuit. Possible causes are a shorted injector
solenoid or wiring harness.
CODES 441 THRU 448 - ATA CODE SID 1 THRU 8 FMI 3: LOW SIDE
SHORTED TO B+ - Low Side Shorted to battery power indicates the IDM
has detected continuous battery voltage on the signal return circuit.
A short circuit in the injector wiring harness will set these codes.
CODES 451 THRU 458 - ATA CODE SID 1 THRU 8 FMI 6: LOW SIDE
SHORTED TO GROUND - Low Side Shorted to ground indicates the return
circuit shorted to ground. A shorted injector solenoid or wiring
harness to ground will set these codes.
CODE 511 - ATA CODE SID 151 FMI 11: BANK 1 HAS MULTIPLE
FAULTS - Multiple faults indicate more than 1 fault was detected by
the IDM such as an open and a short in cylinder Nos. 1, 3, 5 and 7.
With code 511 active, the IDM will disable the opposite bank drivers.
CODE 512 - ATA CODE SID 152 FMI 11: BANK 2 HAS MULTIPLE
FAULTS - Multiple faults indicate more than 1 fault was detected by
the IDM such as an open and a short in cylinder Nos. 2, 4, 6 and 8.
With code 512 active, the IDM will disable the opposite bank drivers.
CODE 513 - ATA CODE SID 151 FMI 5: HIGH SIDE OPEN, RIGHT
GROUP - High side open indicates the IDM has detected an open circuit
to injectors on cylinder Nos. 1, 3, 5 and 7. With code 513 active, the
IDM will compensate for misfire to keep the engine operating and will
light the Engine Warning Light.
CODE 514 - ATA CODE SID 152 FMI 5: HIGH SIDE OPEN, LEFT GROUP
- High side open indicates the IDM has detected an open circuit to
injectors on cylinder Nos. 2, 4, 6 and 8. With code 514 active, the
IDM will compensate for misfire to keep the engine operating and will
light the Engine Warning Light.
CODE 515 - ATA CODE SID 151 FMI 6: HIGH SIDE BANK 1 SHORT TO
GROUND OR B+ - Code 515 indicates the IDM has detected excessive
current draw on cylinder Nos. 1, 3, 5 and 7. With code 515 active, the
IDM will compensate for misfire to keep the engine operating and will
light the Engine Warning Light.
CODE 521 - ATA CODE SID 152 FMI 6: HIGH SIDE BANK 2 SHORT TO
GROUND OR B+ - Code 521 indicates the IDM has detected excessive
current draw on cylinder Nos. 2, 4, 6 and 8. With code 521 active, the
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Signal Functions
The Injection Pressure Regulator (IPR) is a variable position
valve that controls injection pressure. The ECM uses many input
variables to determine the desired injection control pressure. Battery
voltage is supplied to the IPR with the ignition ON. Valve position is
controlled by switching the output signal circuit to ground inside the
ECM. On/off time is modulated from 0-50 percent dependent upon the
desired injection control pressure.
NOTE: The engine will not operate with an IPR circuit that is not
functioning.
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ECM Diagnostics
The ECM monitors the injection control pressure while the
engine is in operation. If the actual pressure is more or less than
desired pressure, the ECM will set a fault code. If a code is set, the
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ECM will ignore the ICP sensor and control the engine using pre-
programmed values. The following fault codes may be set:
CODE 241 - ATA CODE SID 42 FMI 11: INJECTION CONTROL PRESSURE
REG. OCC SELF-TEST FAILED - Code 241 is set only during the Engine Off
Standard Output Circuit Check. This indicates that the ECM has found a
voltage drop across the IPR circuit that is above or below
specification. If the fault is present, the engine will not run.
Possible causes for this code are an open feed circuit or fuse to the
IPR, open IPR solenoid or an open or shorted IPR signal circuit.
CODE 331 - ATA CODE PID 164 FMI 0: INJECTION CONTROL PRESSURE
ABOVE SYSTEM WORKING RANGE - Code 331 indicates the ECM has detected
injection control pressure greater than the maximum allowable. This
code will light the Engine Warning Light. Possible causes are
incorrect ICP signal due to faulty circuits or sensor, grounded IPR
signal circuit, a malfunction in the injection control pressure system
or a sticking or blocked IPR valve.
CODE 333 - ATA CODE PID 164 FMI 10: INJECTION CONTROL
PRESSURE ABOVE/BELOW DESIRED LEVEL - Code 333 may be set during normal
engine operation through the Continuous Monitor function or during the
Engine Running Standard test. It indicates the measured pressure does
not match the expected value. The ECM will light the Engine Warning
Light. With code 333 active, the ECM will ignore the ICP sensor signal
and will control the IPR from programmed values to keep the engine
operating. Possible causes are an incorrect ICP signal due to circuit
or sensor malfunctions, IPR signal circuit may be grounded or contain
excessive resistance. The IPR valve may be sticking or blocked.
CODE 334 - ATA CODE PID 164 FMI 7: INJECTION CONTROL PRESSURE
UNABLE TO REACH SETPOINT WITH POOR PERFORMANCE - Code 334 indicates an
injection control system response time fault and may be set during
normal engine operation. The ECM compares actual versus desired
injection control pressure and looks for a large pressure difference
for a short period of time. If the response time is not quick enough,
code 334 will be set and the Engine Warning Light will come on.
Possible causes are low oil level, contaminated or aerated
oil, trapped air in the injection control pressure system, defective
or stuck IPR, intermittent IPR wiring connections, loose injector O-
rings, ICP sensor and/or circuit problems, system biased high or low.
CODE 335 - ATA CODE PID 164 FMI 1: INJECTION CONTROL PRESSURE
UNABLE TO BUILD PRESSURE DURING CRANKING - Code 335 indicates the ECM
has determined that injection control pressure has failed to build to
a minimum value during a pre-programmed period of engine cranking time
which varies with engine temperature. Engine cranking speed must be
more than 130 RPM before fault detection starts.
Possible causes are no oil in engine, air in injection
system, defective or stuck IPR regulator, leaking injector O-rings,
loose high pressure pump gear, defective high pressure oil pump.
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 153)For cyph8r pacific la ca 92101© 1996 Mi
Signal Functions
The ECM has information stored in volatile memory which is
erased or lost when power is disconnected from the module. This memory
is referred to as Keep Alive Memory (KAM) Power. The ECM stores
historical diagnostic information from previous engine operating
cycles, learned limits from certain engine and vehicle sensors and
programmable parameters sent from the Vehicle personality Module
(VPM). The VPM utilizes the KAM power circuit to remain powered for at
least 30 minutes after each key off cycle to record accumulator values
for vehicle miles, hours and fuel used.
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terminal No. 1 can cause fault codes 224 and 653 to be set. When power
to KAM has been disrupted there will be no inactive faults.
CODE 224 - ATA CODE SID 254 FMI 2: ECM: KAM CORRUPT - Code
224 may be caused by a short or open in the KAM circuit. High or low
voltage to ECM terminal No. 1 from the KAM battery supply circuits
will cause code 224. If the battery cable has been disconnected, on
the next key ON cycle, code 224 will be present, indicating that the
KAM memory has lost power. The code will change to inactive status on
the next key cycle. Faulty KAM memory in the ECM can also cause code
224.
CODE 615 - ATA CODE SID 254 FMI 13: ECM: PROGRAMMABLE
PARAMETER KAM CORRUPT FAULT - If code 615 occurs when KAM power supply
to the ECM is good, then the KAM memory is defective. ECM diagnostics
are required.
If codes 224 or 653 are active, perform Testing KAM Power
Circuits.
See Fig. 127.
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Signal Functions
The MAP sensor is a variable capacitance sensor which
operates on a 5 volt reference signal from the ECM to produce a
digital frequency that indicates pressure. The MAP signal is used to
control smoke by limiting fuel quantity during acceleration until a
specified boost pressure is obtained. The MAP also optimizes injection
timing for boost pressure measured.
ignore the MAP signal and will operate the engine with the values from
estimated MAP.
ECM Diagnostics
The ECM monitors the MAP sensor output signal for expected EMISSIONS - DIESEL (NAVISTAR T
Page 162 of 208
values. If the ECM sees a value more or less than expected it will set
a fault code. If a fault code is set, the ECM will ignore the MAP
signal. An active code will turn on the Engine Warning Light. If the
ignition is turned off, the code will be stored as an inactive code.
The following fault codes may be set:
CODE 121 - ATA CODE PID 102 FMI 8: MAP FREQUENCY OUT-OF-RANGE
HIGH - Code 121 will be set if the ECM detects a frequency greater
than 256 Hz for more than .10 seconds in the MAP signal. Excessive
high frequency noise in the MAP signal will cause this code to be set.
CODE 122 - ATA CODE PID 102 FMI 11: MAP SIGNAL IS INACTIVE -
Code 122 will be set if the ECM detects a frequency less than 90 Hz,
or an inactive MAP signal for more than .25 seconds. Possible causes
are a defective MAP sensor or MAP sensor signal circuits open or
shorted to ground.
CODE 123 - ATA CODE PID 102 FMI 2: MAP SIGNAL ABOVE SPECIFIED
LEVEL AT LOW IDLE - Code 123 will be set when the MAP signal is
greater than 16.7 psi absolute at low idle. Possible causes are a
restricted or plugged hose which supplies intake manifold boost
pressure to the sensor or a defective sensor.
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Fig. 129: Accelerator, MAP & BARO Sensor Circuits Wiring Diagram
Courtesy of Navistar International Corp.
Page 164 of 208
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Signal Functions
For cruise control, ECM terminal No. 50 outputs a 6.58 volt
signal to the resistor block. Activating the cruise command switches
causes the signal to pass through different resistance levels in the
resistor block, altering the signal which is grounded at ECM terminal
No. 39. There are five expected signals to the ECM: OFF, ON, SET,
RESUME and open (no switches have been used).
For models with remote PTO control, to use the remote
controls, cruise control must be turned on using the cab cruise ON/OFF
switch. The remote Set/Resume witch and disable switch are wired
parallel to cab switches and operate in the same manner. With cruise
control ON, placing the remote PTO Preset switch in the ON position
causes the PTO to operate at a preset engine speed programmed into the
Page 166 of 208
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ECM Diagnostics
For Speed Control Command Switches (SCCS), the ECM monitor
the signal on SCCS circuit 97AC for the expected five signals
possible. If a signal is detected by the ECM that does not match any
one of the five signals, code 221 is set and PTO or cruise control
Page 168 of 208
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Fig. 135: Testing Speed Control Command Switches (1 Of 4)
Courtesy of Navistar International Corp.
Page 172 of 208
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Page 174 of 208
Fig. 140: Testing Remote PTO Preset & Variable Enable Circuits
(1 Of 2)
Courtesy of Navistar International Corp.
Fig. 141: Testing Remote PTO Preset & Variable Enable Circuits
(2 Of 2)
Courtesy of Navistar International Corp.
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Page 179 of 208
Signal Functions
The Self-Test Input (STI) switch (or PRO-LINK EST) can be
used to run Key On Engine Off (KOEO) Standard tests. Faults detected
during this test result in active fault codes which are flashed
through the Engine Warning Light. If no codes are present, code 111
will flash, indicating no codes are present. ECM terminal No. 48 has 5
volts with the key ON and engine off. Depressing the STI switch
grounds terminal No. 48, causing it to change from 5 volts to 0 volts,
signaling the ECM to start the KOEO Standard test.
When the key is turned ON, the Engine Warning Light (EWL)
turns on and remains on while the ECM runs normal start up tests, and
then turns off. If the ECM detects a problem, the light remains on.
Ignition power from fuse No. F6 (fuse No. A2 with FBC) is applied to
the EWL. The ground side of the EWL is connected to ECM terminal No.
17, which is a ground switch. The ECM applies 12 volts to terminal No.
17 (light off) or 0 volts (light on), in response to engine
EMISSIONS © 1996 Mi
conditions. - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 179)For cyph8r pacific la ca 92101
ECM Diagnostics
There are no ECM diagnostics for the STI or EWL circuits. For
testing, see Figs. 146 through 148.
Fig. 144: Self-Test Input & Engine Warning Light Connector Checks
Courtesy of Navistar International Corp.
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Page 181 of 208
Fig. 145: Self-Test Input & Engine Warning Light Wiring Diagram
Courtesy of Navistar International Corp.
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Page 182 of 208
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Page 184 of 208
Signal Functions
The ECM provides the VPM with a 0-12 volt digital signal that
indicates engine speed. The VPM buffers this signal and supplies the
instrument panel with a signal to operate the tachometer. The
frequency sent by the ECM is 1/5th of the actual engine RPM.
ECM Diagnostics
If the Camshaft Position (CMP) signal is not received and
processed by the ECM, the engine will not start. If the engine is
running, but the tachometer does not operate, the problem could be in
the speedometer/tachometer unit. An open or high or low short circuit
condition in the tachometer buffer circuit may also cause the problem.
The only fault code set for the tachometer circuit is code 233.
CODE 233 - ATA CODE PID 190 FMI 2: VPM: TACHOMETER BUFFER
INOPERATIVE - This code is set during the Key On Engine Running Tach
Buffer test if engine speed is less than 1250 RPM, circuit 97D is open
or shorted between
EMISSIONS the
- DIESEL ECM and VPM
(NAVISTAR or if
T444E the ENG
ELEC VPM internal buffering
CTRL)Article Text (p. 184)For cyph8r pacific la ca 92101© 1996 Mi
circuit is defective. Perform the appropriate tachometer testing to
isolate the problem.
See Figs. 151 through 153.
Page 185 of 208
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Page 187 of 208
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Page 189 of 208
Signal Functions
The VPM is programmed with the high and low rear axle ratios.
Page 190 of 208
ECM Diagnostics
There are no ECM diagnostics for the two speed circuits. For
testing, use the following procedure as well as Testing Two Speed
Speedometer Circuit. See Fig. 156.
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Fig. 154: Two Speed Electric (Air) Axle Circuit Wiring Diagram
Courtesy of Navistar International Corp.
Page 192 of 208
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 192)For cyph8r pacific la ca 92101© 1996 Mi
Fig. 155: Two Speed Electric (Hydraulic) Axle Circuit Wiring Diagram
Courtesy of Navistar International Corp.
Page 193 of 208
Signal Functions
The Voltage Reference (VREF) circuit is a 4.5-5.5 volt power
supply from the ECM that provides power to the three wire engine and
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p.
vehicle sensors and provides a benchmark or reference voltage for the
193)For cyph8r pacific la ca 92101© 1996 Mi
ECM.
ECM Diagnostics
There is no ECM diagnostics specifically for the VREF signal.
If multiple sensor codes are set, it is possible that the VREF signal
Page 194 of 208
circuit or the return circuit is open. The engine will not operate
without a valid VREF signal.
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Signal Functions
The Vehicle Personality Module serves four major functions
which are described as follows:
Programming:
* Provides factory set engine ratings and horsepower.
* Allows field reprogramming of tire size, axle ratio, etc.
* Allows customer programming of special features.
Diagnostics fault retrieval and command of special operator
on demand tests. With the use of an Electronic Service Tool (EST) the
VPM will allow for:
Page 197 of 208
ECM Diagnostics
The following codes may be logged by the VPM:
CODE 613 - ATA CODE SID 252 FMI 1: VPM: VPM/ECM SOFTWARE
MISMATCHED,
CODE 614 - ATA CODE SID 252 FMI 13: ECM: VPM/ECM SOFTWARE
MISMATCHED - Codes 613 and 614 will only occur when the VPM or ECM has
been changed in the field. At start-up, the ECM compares software
versions in the VPM and ECM. If the versions are not compatible, codes
613 or 614 and 622 will be set. Code 622 indicates Field Defaults are
being used and turn on the Engine Warning Light. If codes 613 and 614
are active, the ECM and VPM must be software compatible. Whichever
component was recently replaced is not the correct part number with
the component that was not replaced. Determine the correct part number
and replace. The component with the most recent configuration code
will set the fault code.
CODE 615 - ATA CODE SID 254 FMI 13: ECM: PROGRAMMABLE
PARAMETER KAM CORRUPT MEMORY - At start-up the ECM performs tests on
the KAM memory. If the KAM memory test fails, code 615 will be set.
The engine will operate on field defaults, turning on the Engine
Warning Light and setting code 622. Code 615 can also be caused by no
or low power to KAM memory at ECM terminal No. 1. If code 615 is
active, check KAM memory feed circuit. If a defect is found, correct
defect. If KAM power is present to ECM terminal No. 1 and code 615 is
active, attempt to clear code. If code 615 continues to be set,
replace ECM.
CODE 621 - ATA CODE SID 253 FMI 1: ECM: ECM USING
MANUFACTURING DEFAULTS - Symptoms are the engine operates but is
limited to 25 HP rating and Engine Warning Light is on. If the VPM is
not programmed at the factory or an unprogrammed VPM is installed, the
ECM will select parameter values from the manufacturing default list.
If the condition causing code 621 to set is intermittent and the
condition is no longer present, the code will become inactive and the
engine will operate normally. If code 621 is active, program the VPM
using established programming procedures in the PRO-LINK manual.
CODE 622 - ATA CODE SID 253 FMI 0: ECM: ECM USING FIELD
DEFAULTS - Symptoms are the engine operates but is limited to 175 HP,
the Engine Warning Light is on and customer options are disabled. When
the vehicle is not operating under normal operating conditions, the
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ECM uses partial or full field default values stored in he ECM memory,
instead of programmed values stored in the VPM memory. If this
happens, code 622 will be set. If the condition causing code 622 to
set is intermittent and the condition is no longer present, the code
will become inactive and the engine will operate normally. Code 622 is
an indicator that field defaults are being used. Other code can cause
code 622 to be set. The other codes identify the condition hat caused
the field defaults to be used. If code 622 is active, review other
logged codes. The specific reasons for the ECM using the defaults must
be determined and corrected. When corrected, the ECM will not use the
field default mode.
CODE 623 - ATA CODE SID 253 FMI 13: ECM: INVALID EFRC - This
code indicates that the ECM requested and was unable to get valid
Engine Family Rating codes from the VPM. If this occurs, code 623 is
set, and the engine operates on field defaults causing code 622 to be
set. . If the condition causing code 623 to set is intermittent and
the condition is no longer present, the code will become inactive and
the engine will operate normally. If code 623 is active, reprogram the
VPM with the proper engine family data.
VPM Diagnostics
The VPM record total engine hours, total vehicle miles and
total fuel used. While the vehicle is operating, the information is
stored and every 30 minutes the information is written to EEPROM
memory locations in the VPM as new totals. The accumulator totals can
be read using the PRO-LINK EST. If the VPM can't find a serviceable
memory location to write the data, codes 642, 643 or 644 will be set.
CODE 634 - ATA CODE PID 250 FMI 2: VPM: FUEL METER MEMORY
LOCATION ERROR - This code indicates that the first attempt to write
the fuel totals encountered a defective memory location. The fuel
totals logged may be inaccurate although the error will not be more
than 1/2 hour use of fuel. If the fuel meter totals are used for
vehicle maintenance or otherwise essential to vehicle operation, the
VPM should be replaced. The next read/write error will result in all
of the fuel meter data being lost.
CODE 635 - ATA CODE PID 247 FMI 2: VPM: HOUR METER MEMORY
LOCATION ERROR - This code indicates that the first attempt to write
the engine hour totals encountered a defective memory location. The
hour totals logged may be inaccurate although the error will not be
more than 1/2 hour. If the hour meter totals are used for vehicle
maintenance or otherwise essential to vehicle operation, the VPM
should be replaced. The next read/write error will result in all of
the hour meter data being lost.
CODE 641 - ATA CODE PID 245 FMI 2: VPM: ODOMETER MEMORY
LOCATION ERROR - This code indicates that the first attempt to write
the vehicle mile totals encountered a defective memory location. The
mile totals logged may be inaccurate although the error will not be
more than 30 miles. If the miles meter totals are used for vehicle
maintenance or otherwise essential to vehicle operation, the VPM
should be replaced. The next read/write error will result in all of
the miles meter data being lost.
CODE 642 - ATA CODE PID 250 FMI 12: VPM: FAULTY FUEL METER -
This code indicates that the write cycle of the EEPROM memory
locations in the VPM have been exceeded. The fuel meter totals have
been lost. If the fuel meter totals are used for vehicle maintenance
or otherwise essential to vehicle operation, the VPM should be
replaced.
CODE 643 - ATA CODE PID 247 FMI 12: VPM: FAULTY HOUR METER -
This code indicates that the write cycle of the EEPROM memory
locations in the VPM have been exceeded. The hour meter totals have EMISSIONS - DIESEL (NAVISTAR T444
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been lost. If the hour meter totals are used for vehicle maintenance
or otherwise essential to vehicle operation, the VPM should be
replaced.
CODE 645 - ATA CODE SID 253 FMI 72: VPM: RAW EEPROM MEMORY
LOCATION ERROR - Code 645 requires no action. Code 645 indicates an
error was detected at one of the EEPROM memory locations in the VPM.
The code is informational and is logged as an inactive code. Code 645
will be logged with another code which specifies what system or
feature is affected. Check for additional codes along with code 645 to
determine which system is at fault.
CODE 651 - ATA CODE SID 253 FMI 10: VPM: FEATURE MEMORY LIST
CORRUPTED - If the VPM detects an error with the feature list, code
651 will be set. Symptoms of code 651 are; engine runs on partial
defaults but Engine Warning Light is not on, vehicle features such as
cruise control, remote PTO and optional engine protection system are
disabled. If code 651 is active, recycle the VPM. With key ON, remove
fuse F4 (H1 with FBC) and reinstall fuse. If code 651 is inactive, end
test. If code 651 is still active, reprogram the VPM. If code 651 is
active after reprogramming the VPM, replace VPM.
CODE 652 - ATA CODE SID 253 FMI 2: VPM: ENGINE/FUEL MEMORY
LIST CORRUPTED - Symptoms of code 652 are engine runs on defaults
setting code 652 and Engine Warning Light is on. If code 652 is
active, recycle the VPM. With key ON, remove fuse F4 (H1 with FBC) and
reinstall fuse. If code 651 is inactive, end test. If code 651 is
still active, replace the VPM.
CODE 653 - ATA CODE SID 253 FMI 12: VPM: ENGINE RATING MEMORY
LIST CORRUPTED - Symptoms of code 653 are engine runs on defaults
setting code 653 and Engine Warning Light is on. If code 653 is
active, recycle the VPM. With key ON, remove fuse F4 (H1 with FBC) and
reinstall fuse. If code 653 is inactive, end test. If code 653 is
still active, replace the VPM.
CODE 654 - ATA CODE SID 252 FMI 12: VPM: WATCHDOG TIME-OUT
FAULT - If a VPM software fault is detected, code 654 will be set,
then the VPM will reset. The driver will not notice the reset, but the
code will be logged as inactive following the reset. If code 621 is
active, program the VPM using the procedures in the PRO-LINK manual.
Signal Functions
The Vehicle Speed Signal (VSS) from the speed sensor is input
to the VPM. VPM programming includes number of teeth on the sensor
wheel, tire size and axle ratios. Using this information the VPM
creates a signal which is sent to the speedometer/tachometer as input
for speedometer function. The VPM also outputs a DCL formatted vehicle
speed signal over the DCL data link circuit to the ECM. The ECM uses
the input for controlling vehicle functions including cruise control.
Additionally, the VPM outputs an ATA formatted signal over the data
link to the diagnostic connector where the vehicle speed can be read
using the PRO-LINK EST.
ECM Diagnostics
If the speedometer does not operate properly but no fault
codes are present, use the PRO-LINK to attempt to read the vehicle
speed. If vehicle speed can be read, the problem is in the
speedometer/tachometer unit in the instrument panel. The vehicle speed
signal is monitored continuously by the VPM to see that the signal is
within a certain range. If the VSS signal is out-of-range, the VPM
sends a signal to the ECM telling it that the VPM detected a fault in
the VSS. When the ECM sees an out-of-range high signal, VPM code 141
or 142 is set, but the Engine Warning Light is not turned on. The ECM
disables the cruise control and PTO operation. If road speed limiting
is enabled, the ECM will limit engine speed in all gears. Torque level
tailoring will use a prescribed torque curve. The following codes may
be set in the VSS circuit:
CODE 141 - ATA CODE PID 84 FMI 4: VPM: VSS ORL - Code 141 is
set if the VPM detects a VSS signal that is out or range low. This may
be caused by an open or short to ground in the circuit between the VPM
and the sensor. Perform Testing VPM To Sensor Circuit. See Fig. 162.
CODE 142 - ATA CODE PID 84 FMI 3: VPM: VSS ORH - Code 141 is
set if the VPM detects a VSS signal that is out or range high. This
may be caused by a shorted VREF or VBAT circuit between the VPM and
the sensor. Perform Testing VPM To Sensor Circuit.
See Fig. 162.
The ECM/VPM diagnostics do not check for VSS sensor
adjustment, so it is possible with a miss-adjusted sensor to get a
faulty vehicle speed signal without setting codes 141 or 142. The
speedometer and/or odometer will operate erratically or not at all. If
codes 141 and/or 142 are not present, and speedometer does not
function properly, perform Testing Speedometer.
See Fig. 166. If codes 141 and/or 142 are present, correct the cause
of the codes before diagnosing speedometer.
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END OF ARTICLE
EMISSIONS - DIESEL (NAVISTAR T444E ELEC ENG CTRL)Article Text (p. 208)For cyph8r pacific la ca 92101© 1996 Mi